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APRIL 2011

RELEASE AGENTS
Chemistry to help create perfect tires,
with increased productivity and profit
TIRE/ROAD INTERACTION
Tire engineers and road
engineers must collaborate
THE SECRETS OF SUCCESS
Meet the winners of the 2011
Tire Technology International Awards

2011s
hottest
technology
This years most innovative
tire developments revealed
PEOPLE
Chuck Yurkovich vice president of global technology, Cooper Tires Osamu Mikami president, Yokohama Europe
Marc Junio general director, Goodyear Innovation Center Luxembourg Hee-Se Ahn vice president of sales,
Hankook Europe Dr Alan Gent University of Akron Jonas Lundberg Reosense Wolfgang Schffl Oerlikon Saurer
A P R I L 2 0 1 1 IN THIS ISSUE

COVER STORY
12 Tire Technology Expo 2011
Discover the cutting-edge innovations, machinery, and
services that will be driving the tire industry forward this year

44
26
RELEASE AGENTS RELEASE AGENTS

REGULARS
Free 4 Update
time
Release agents and mold-cleaning products play a vital role
in the tire production process and are key to reducing defect
The latest tire news, including massive R&D center
levels, overcoming specific molding concerns, and achieving
higher productivity and efficiency
by Adam Gavine

ith ever-escalating help overcome some specific tire molding

W materials costs, and tires
becoming expensive
commodities, the utmost
care must be taken of them during
production. One of the most precarious
moments is removing the tire from the
curing press, when any sticking could
cause damage to the tire, to productivity,
and to profitability.
The solution is, of course, tire mold
release agents. A leading player in this
investments at Michelin and Hankook, Pirellis
challenges that arise with modern winter
tire compounds and tread designs, as well
as products that have increased durability
to enable more convenient periods
between each application. technology hub, and telekinetic tires
Thus the latest generation semi-
permanent coatings help to prolong the
period between each cleaning cycle for
the tire molds, which reduces production
downtime. They do this by creating
a barrier on the surface of the mold,

technology is Chem-Trend, headquartered
in Michigan, USA. The companys
Doug Butcher explains that their R&D
department aims to develop products that
do more than act as mold release agents.
They also overcome specific molding
issues, such as keeping molds in service
for longer, and improving tire appearance.
These products are better described
as mold treatments, he says. The latest
developments include products created to
54 Tire legends
which helps reduce the build-up of
mold fouling.
However, this is becoming an
increasingly difficult task as molds
become more complex.
The advances we observe are largely
in the mold manufacturing process,
helping to improve manufacturing
efficiency; these types of advance
clearly have no bearing on our industry.
However, these mold manufacturing

26 www.tiretechnologyinternational.com April 2011 www.tiretechnologyinternational.com April 2011 27

Meet the father of the at-track, Hanns Peter Zoeppritz,

who was also fascinated by airless tires
Purpose-developed mold treatments are
required to help ensure the compounds 56 Production update
Global news, including Continentals Brazilian
ow as required in these molds expansion, Omnovas specialty chemical plant in
Doug Butcher, Chem-Trend Shanghai, and Dunlops major tire equipment purchase
62 Bulletin board
Products and services for the tire industry
54
44
TIRE/ROAD INTERACTION TIRE/ROAD INTERACTION

64 Tire tail
Dr Alan Gent, winner of our inaugural Lifetime
Achievement Award, discusses his past and future
There has never been a greater need for cooperation
and collaboration between road and tire engineers,
but there are challenges in forming such a coalition
by Roger Williams, and Peter Roe, research fellow, TRL

I
t was in the late 1960s that the
tire industry in Europe achieved
significant improvements in wet
grip through the introduction of
the radial tire, improved tread pattern
designs, and the introduction of high-
friction synthetic polymers.
During that period, most tire industry
evaluations were conducted on proving
grounds using two types of test surface:
smooth gravel pebbles, and fine-textured
asphalt. The gravel was obtained from
Chesil Beach near Bridport, Dorset,
UK, and the particles were embedded
in concrete or bitumen macadam. The
material proved popular as a test surface
and was exported worldwide to the extent
that its widespread use was banned to
avoid lasting damage to a geographical
evaluate polymer and tread compound
wet friction. The fine-textured asphalt
was used in evaluating tread pattern
design in terms of water clearance.
The problem then was that neither
proving ground surface was a true
reflection of a real road surface. Also, road
COLUMNS
6 Williams: Rounded thinking
textures of the day had little relationship
to the needs of tires and vehicles in terms
of optimizing friction, improving ride
and comfort, reducing noise, and, as has
become required more recently, reducing
the effect on tire rolling resistance.
At the same time, the Road Research
Laboratory, now TRL, the UKs Transport
Research Laboratory, was a world leader
in developing an understanding of the
important road surface characteristics
that affected skid resistance (the roads

8 Walter: The road to safety

feature that was to become a world
heritage site.
Bridport gravel particles had a rounded
shape and smooth surfaces as a result of
millennia of sea action, so their very low
microtexture provided a naturally slippery
road surface. The surface was used to
contribution to wet grip). TRL was, and
remains, at the forefront of studies into
aggregate characteristics and how they
change with climate and traffic polishing,
as well as how different macrotexture
configurations contribute to safer roads
in both concrete and bituminous surfaces.

44 www.tiretechnologyinternational.com April 2011 www.tiretechnologyinternational.com April 2011 45

There is a growing realization of the

important role of road macro and mega
texture on tire rolling resistance
Peter Roe, TRL

www.tiretechnologyinternational.com April 2011 1

IN THIS ISSUE

Editors note FEATURES

ON THE COVER:
echnology drives us, from the movies you enjoy on 26 Mold release agents

T your flat-screen television, to the high speeds you

enjoy on the roads. The latter many take for granted,
but until they try out an older car fitted with cross-ply
tires, as I do on rare occasions, they do not appreciate the
technology employed in the humble black rings at each corner
of their car.
For there lies a carefully engineered blend of traction, high-
speed ability, longevity, and the means by which we can enjoy
a car in all conditions. Those black circles are a modern miracle,
but the car always gets the credit.
However, times are changing and, as Marc Junio from
Goodyears Innovation Center in Luxembourg said recently when
accepting an award, It helps to raise the awareness of the public
to the fact that tires are not a simple commodity and that they
are a high-tech product.
The publics disregard of this technology is of course nothing
new, but a harsh winter for us in the UK once again piqued the
publics interest in winter tires. Sales are on the increase, tire
hotels are appearing in garages, for storage of winter or summer
tires when the other set is being used, and there is even talk of
the government trying to encourage drivers to use winter tires
when the mercury begins to fall.
However, the saying any publicity is good publicity was
tested when the UKs transport secretary stated, Winter tires
wear out very quickly on normal road surfaces and cause
significant damage to those surfaces, so they would not be
appropriate in the UK situation. Of course the blunderer had
not researched the topic and was thinking of studded tires,
but he is not alone in his ignorance.
So how can we educate the public about the importance
of our industrys products? One such medium is via the Tire
Technology Awards for Innovation and Excellence, which were
another roaring success this year and have since been promoted
Chemistry is ensuring that tires leave the mold smoothly
and quickly, reducing defects and increasing productivity
ON THE COVER:
35 Tire Technology International Awards
The winners of the 2011 Tire Technology International
Awards for Innovation and Excellence explain why
they deserve the accolades
ON THE COVER:
44 Tire/road interaction
Optimizing friction, noise, ride and comfort, and rolling
resistance is not just the job of the tire engineer. Road
engineers need to collaborate for the best results
58 University focus: Iran
Academics from the Iran Polymer and Petrochemical
Institute and the Islamic Azad University have been
experimenting with styrene-butadiene rubber
INTERVIEWS
20 Chuck Yurkovich
Meet Cooper Tires vice president of global technology,
who discusses standards, strategy, testing, and OE
tire contracts
50 Benny George
Has this scientist from the Rubber Research Institute
of India developed a new method of controlling scorch
time in peroxide vulcanization?
58
UNIVERSITY FOCUS UNIVERSITY FOCUS

in other publications and advertising material. These awards,

as well as the other industry accolades, might finally help us
win this battle with public awareness. (You can learn the stories
behind this years winners on page 35.)
We do of course expect further advances throughout 2011.
Big
ideas
The effects of Black and clay nanoparticles on styrene-
butadiene rubber have been put under the microscope
at two of Irans foremost research institutes

If a technology or a company particularly impresses you, why

by Mohammad Karrabi, Iran Polymer and Petrochemical Institute,
and Somayyeh Mohammadian-Gezaz, Islamic Azad University

any researchers by performing rheological tests such

M have reported
the enhancement
of properties by
as a strain sweep test in dynamic mode.
A rubber processing analyzer (RPA)
can test the strength of the filler networks

not nominate it for one of the categories? Send the details to

incorporation of nanofillers into
polymers. Using different types and
concentrations of nanofillers, the obtained
nanocomposites can exhibit enhanced
properties relative to the virgin polymer,
such as better mechanical properties,
lower permeability against gases, higher
heat deflection temperature or higher
and the filler-rubber interactions in
the green compound, as well as in the
vulcanizate, in a wide range of shear
amplitudes. Using this instrument, the
viscoelastic responses of the gum, master,
and final compound can be detected.
As a response to increasing strain,
rubber compounds show a non-linear

a.gavine@ukintpressinfo.com and who knows, they may be

flame retardancy.
In addition, the concentration and
type of fillers significantly affect the
viscoelastic behavior of the polymers.
Normally, filled rubber compounds have
an ability to dissipate the main part of
the mechanical energy applied during
deformation by damping, which depends
viscoelastic behavior, which is detected
as a drop in the elastic modulus versus
strain. In addition, tan b (G/G) increases
when the strain rises, recognizing that
the energy of dynamic deformation is
dissipated. Fillers can affect this strain-
dependent trend in rubber compounds.
In this work, attempts have been made

rewarded.
on the formed interactions between to ascertain the strain dependency
rubber and filler. That can be studied and elasticity of different nano-filled

58 www.tiretechnologyinternational.com April 2011 www.tiretechnologyinternational.com April 2011 59

Adam Gavine, Editor

The concentration and type of llers affect
the viscoelastic behavior of polymers
S. Mohammadian-Gezaz, Islamic Azad University

Published by
Editor Adam Gavine
Associate editor Roger Williams
Technical consultant Joe Walter
Contributors
Brian Cowan, Keith Read, Satnam Singh
Chief sub editor Alex Bradley
Sub editor William Baker
Proofreaders
Aubrey Jacobs-Tyson, Frank Millard
Head of production & logistics
Ian Donovan
Production team
Carole Doran, Lewis Hopkins,
Cassie Inns, Robyn Skalsky
Art director Craig Marshall
Art editor Andy Bass
Design team
Louise Adams, Anna Davie,
Andrew Locke, James Sutcliffe,
Nicola Turner, Julie Welby, Ben White
Sales director Colin Scott
Circulation Adam Frost
CEO Tony Robinson
Managing director Graham Johnson
Editorial director Anthony James
Tire Technology International is published The views expressed in the articles and
quarterly together with an Annual Review. technical papers are those of the authors
Printed by William Gibbons, Willenhall, and are not necessarily endorsed by the
West Midlands, WV13 3XT, UK, and publisher. While every care has been
distributed by US Mail Agent, Clevett taken during production, the publisher
Worldwide Mailers LLC, 7 Sherwood Ct, does not accept any liability for errors
Randolph, NJ 07869. that may have occurred.
Subscriptions 50/US$90 per year for Contact: Tire Technology International,
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Periodicals postage paid at Dover, NJ
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ISSN 1462-4729 Tire Technology Member of the Audit
International. This publication is
Bureau of Circulations
protected by copyright 2011
Average net circulation per issue for the period
January 1, 2010 to December 31, 2010: 5,430 copies

2 www.tiretechnologyinternational.com April 2011

 We supply the Difference
for your Success

 
 is offering products along the entire
production chain for passenger, light truck and truck tires.

Continental Reifen Deutschland GmbH

Conti Machinery
Jdekamp 30
30419 Hannover Germany

Phone: +49 (0)511 976-6780

Fax: +49 (0)511 976-6086

e-mail: cm@conti.de
Web: www.conti-cm.com
INDUSTRY
WHATS NEW
FOCUS

100 million R&D revamp

LADOUX To strengthen its innovation
capabilities and shorten new tire time-to-
market, Michelin has started a top-to-
bottom 100 million upgrade of its global
R&D center in Ladoux, near Clermont-
Ferrand in France. The upgrade means that,
when complete in 2017, the center will
consolidate all Michelin R&D teams and
laboratories on the same site, enabling
the centers 3,300 staff to introduce new,
faster, and more efficient work processes.
Called Urbalad, the project involves
several steps, including the renovation
of existing buildings, the demolition of The first section of the center will be delivered in 2014, with completion scheduled for 2017
a number of obsolete facilities, and the
construction within the site of a 67,000m2 up to 20 people that can be adapted to will include training facilities, a library,
building that will house 1,600 workstations. specific project needs. It will also bring a company restaurant and a sports complex,
Called RDI Campus (RDI being the French together Michelins main research units, as well as a dry-cleaning outlet, bakery,
acronym for research, development, and which currently operate on different sites. cash dispenser, and other personal services.
process engineering), the building will This consolidation is intended to speed A 300m-long corridor called Rue de la
enable Technology Center teams to use processes and promote cross-fertilization. Recherche (Research Street) is designed
new multidisciplinary, cross-functional work In addition to the research and to encourage informal discussions and
methods, due to a system of platforms for development work areas, the RDI Campus stimulate the emergence of new ideas.

Hankook consolidates R&D Tires star turn

DAEJEON Hankook Tire is
preparing to move all of its R&D
facilities in the South Korean
city of Daejeon under one roof.
With an area of 66,000m2,
the facility will become Koreas
largest R&D center for tires, and
will be completed in 2013. The
current center will be converted
and used for research work on
new production technologies
and for tire testing.
Our tire constructors
are some of the best in the
world and they develop tires
at the highest technical level,
stated vice chairman and CEO
of Hankook Tire, Seung Hwa
Suh. The ongoing growth of
Hankook Tire is driven by the
continuing investments in
research and development.
The focus at the new
center, according to
company officials, will be
on environmentally friendly
materials and technologies,
which the company hopes
will increase demand for its
products and ultimately pay
for the investment.
CANNES Its the same old story: man makes tire, tire comes to
life, tire develops telekinetic powers, tire becomes obsessed with a
woman, tire goes on a killing spree. It may be an unlikely premise
for a film, but with the starring role in Quentin Dupieuxs Rubber,
its certainly the biggest film role that a tire has landed to date.
Starring Robert, the film received surprisingly negative reviews
at the Cannes Film Festival. However, if you watch only one film
Hankook CEO (left) and Daejeon starring a telekinetic tire this year, Rubber should be it.
mayor sign R&D center contracts
The center will complement
Hankooks other such facilities
around the world, including
its Europe Technical Center in
Langenhagen, Germany, which
develops high-performance
tires for the European market,
as well as international research
centers on sites in Korea, China,
Japan, and the USA.
Every year, Hankook invests
around 5% of its profits into
R&D, and 6% of all its employees
work exclusively in research.
These factors contributed to the
company being put forward for
a Tire Technology International
Award for Innovation and
Excellence. Turn to page 35 to
see how the company fared.

4 www.tiretechnologyinternational.com April 2011

 WHATS NEW

Bridgestones secret weapon

ROME Bridgestone has employed
a motorcycle tire development adviser
who is no stranger to rapid development.
Six-time MotoGP world champion Valentino
Rossi will work with Bridgestone to promote
the passion of motorcycling to end users
and enthusiasts across Europe.
Rossis role will include his evaluation
and opinions as an adviser on the
performance of Bridgestone motorcycle
tires, particularly in the hyper sport, racing,
and sport touring sectors. Bridgestone will
use his input in tire development to deliver
road tires with better performance and
improved safety margins.
Valentino Rossi is a great ambassador
for our company, said Takashi Tomioka,
senior vice president of sales and marketing,
Bridgestone Europe. By having advice
and recommendations from the greatest
motorcycle competitor of all time, we will Few riders can explore a motorcycle tires outer limits like Rossi. Inset: Rossi meets Tomioka
ensure that we bring the best new Battlax
tires to the market. categories and six-times MotoGP World As a professional rider, Rossi will pursue
Valentino Rossi is one of the biggest Champion. The Italian also holds the his career on an individual basis. His MotoGP
stars ever in motorcycle racing: World all-time record in the top category of team and sponsors are not involved in
Champion in 125cc, 250cc, and 500cc 79 race victories. the deal.

Pirelli technology hub revealed

TURIN Pirelli has unveiled its new
technology hub at Settimo Torinese,
outside Turin, in an event attended by
Italys president, Giorgio Napolitano.
The Settimo Torinese hub, which employs
over 1,200 people, was born out of the
integration into one area of two already
existing Pirelli plants and of the groups
collaboration with local institutions and the
Politecnico di Torino in research and
innovation. The industrial site, which will
be completed later in 2011 and be officially
inaugurated by the end of the year, will
be the Pirelli groups most technologically
advanced and efficient plant in terms of
product and production process innovation,
as well as in terms of sustainability and the
quality of the work environment. Napolitano (left) was presented with a tri-colored F1 tire by Pirelli president Tronchetti Provera
Renowned architect Renzo Piano
designed the plant and its central structure developed by Pirelli research, including 3.5 million tires a year when fully operational,
housing employee services, known as the Next MIRS, the latest generation of Pirellis according to the company.
spine, as well as all the landscaping, internal robotic tire production system, and the In other Pirelli news, the company
roadways, and lighting. new compounds production system has put a list of 20 candidates forward for
With an initial investment of over 150 (PTSM). The plants output, consisting of selection to form the board of directors
million (US$214 million), the Settimo hub eco-friendly, high-performance, and ultra- of Pirelli & C SpA. The decision will be made
will run the most modern technology high-performance tires, could exceed following the shareholders meeting in April.

www.tiretechnologyinternational.com April 2011 5

 ROGER WILLIAMS
The gap between the conventional tire weight
and stiffness characteristics can be matched
by a tire also capable of runflat ability
n the 1940s, Pierre Marcel Bourdon of Michelin patented
I the steel radial tire and changed tire design forever (date
of application in France: June 4, 1946; patent approval
date: June 3, 1950; patent number: 2,493,614).
The advantages of improved mileage and roadholding met
the needs of the vehicle industry at a time when road structural
improvements and increased networks encouraged greater
distances to be traveled at faster speeds. Progressively the world
road network has enabled the radial concept to prove its worth.
The 1970s marked the start of design modifications to enable
runflat performance, but in general these tires embraced material
development changes rather than fundamental design changes to
the radial concept, with the exception of sidewall strengthening
and bead-lock systems. However, the scene began to change
with the introduction of electric and hybrid vehicles, increased
and tightening tire performance regulations, and the potential
of intelligent tires, not to mention the green issue. Is the
conventional steel radial tire the design for the future?
There is the need for ever-lower tire rolling resistance,
reduced noise, higher wet roadhold, runflat capability, and
adaptability toward TPMS and intelligent tire concepts. If the
tire materials were of a renewable or sustainable category and
compounds were totally green, then this would be ideal.
We are aware that very low aspect ratio tires are not preferred
for minimum rolling resistance. It has been shown that for
EVs, every 3% reduction in rolling resistance obtains a 2%
improvement in range at 60km/h (37mph). Additionally,
any form of spare tire carried around is added weight.
Increasing the tire aspect ratio and reducing the cross-section
results in a weight saving. Wheel diameter reduction would also
help to reduce tire weight, but the challenge will be to make
a small tire acceptable from a marketing point of view and
to ensure that it is of sufficient durability to carry the vehicle
load, even if this is reduced through vehicle design.
6 www.tiretechnologyinternational.com April 2011
It was when considering how the runflat tire of the early
1990s vintage could be redesigned to create a tire with runflat
performance but with the weight of a conventional tire that
Dunlop Tyres UK brought together the expertise of its very
different tire design functions, particularly those of the
motorcycle race tire team and research group. The resulting
concept became known internally, appropriately, as the CTT
tire (Combined Technology Tyre), a name retained today.
At the time, there was the perceived rule that lower aspect
ratio car tires had to have a flat profile, but motorcycle tires have
a rounded profile. The results of the first experiment, in which
a large rear motorcycle tire was fitted to a family car, created
much food for thought. The runflat performance, without any
design modification or lubricant, was considerable. Studies of
the way the contact patch geometry changed shape with camber,
cornering or braking suggested the idea of an adaptive contact
patch. Force and moment testing suggested some deficiencies
in cornering, but because of the way the adaptive contact patch
worked, the levels were fairly close to a standard radial tire.
As a rear motorcycle tire the radial element of its construction
was formed by a 0 wrapped textile cord in three layers. It was
known that the cut edges of conventional steel breakers can
initiate breaker edge looseness and tire failure, yet no instances
of breaker edge looseness were found in motorcycle tires with
zero-degree breaker construction. This suggested that if adequate
cornering power can be generated and cords and material of
suitable stiffness found, this could be a viable car tire construction.
The challenges of optimizing and constructing the tread and
breaker profiles for wear, structural, and dynamic performance
were significant, not least due to the tire building methodology.
These were met knowing the advantages of weight reduction
due to the rounded profile design and an inherently good runflat
performance. Other advantages sought and since achieved
were enhanced wet roadholding and lower tire-to-road noise
associated directly with the shape of the contact patch.
But perhaps another aspect of the concept and of even greater
importance was the potential to produce a radial tire to a greatly
simplified construction, so easing automated manufacturing.
Patents were filed (ref. Williams, Clarke, and Nock, European
Patent 94309359-1, filed December 14, 1994), and the concept
is now in production incorporated within the third and fourth
generation runflat tires manufactured in Japan by SRI Dunlop
and referred to as CTT tires.
The gap between the conventional tire weight and stiffness
characteristics can be matched by a tire also capable of runflat
ability. Given the specific demands of tire size and shape changes
demanded for EVs, it is becoming apparent that the conventional
tire design may well be replaced. tire
EUROPES
LEADING
INTERNATIONAL
TIRE DESIGN AND
TIRE MANUFACTURING
EXHIBITION
14, 15 & 16 FEBRUARY 2012
KOELNMESSE, GERMANY
Now in its 12th year, Tire Technology Expo is the worlds most important
tire manufacturing technology exhibition and conference. Tire Technology
Expo 2012 will feature the worlds premier tire manufacturing technology, with
exhibits of equipment and materials covering the complete spectrum of the
tire manufacturing process. Tire Technology Expo 2012 promises to be the
most exciting gathering of tire manufacturing experts visitors, exhibitors and
conference delegates will enjoy a networking opportunity unrivalled within the
tire manufacturing sector.

www.tiretechnology-expo.com
 JOE WALTER
Several countries that had higher fatality
rates than the USA 20 years ago are now
below the US rate
ighway fatalities continue to decline in many
H countries during the slow recovery from the
economic recession of 2007-2009. However, it
is not clear how much of the drop is a temporary
effect of the economy, and how much is due to lasting safety
improvements in tire-vehicle systems. Some countries, however,
seem to be doing a better job than others in advancing highway
safety. A recent report from the US National Academies states
that since 1995, annual traffic fatalities have declined 52%
in France and 39% in the UK, and 15 other high-income
benchmark nations for which data was available reported
a 50% decline. The USA lagged at 19%. Several countries that
had higher fatality rates than the USA 20 years ago are now
below the US rate. Some experts argue that the reasons for
the lagging US performance are sociological and political,
not technological. For example, roadside sobriety checks are
more common in Europe than in the USA, and voters in some
US cities have approved measures to ban cameras designed
to record vehicles running red lights.
Nonetheless, US highway deaths have fallen to their lowest
level in six decades, declining to 33,808 fatalities in 2009.
In 1950, traffic deaths were five-times higher than today on the
basis of distance traveled. However, two vehicle types, although
showing some recent improvements, stand out unfavorably
(but for different reasons) when analyzing comparative accident
statistics: motorcycles and 15-passenger vans. Consider that
motorcycles are 20-times more likely to be involved in a crash
as passenger cars per kilometer traveled, and the death rate for
occupants of 15-passenger vans is higher by most measures than
for all types of passenger vehicles combined. According to traffic
safety guru Leonard Evans, the whole history of government
highway safety programs has been focused wrongly on the
vehicle, one of the least important factors in accident causation.
8 www.tiretechnologyinternational.com April 2011
NHTSA studies indicate that all vehicle issues combined
(including tires) are the sole cause of an accident only 2%
of the time; not surprisingly, drivers are to blame for the vast
majority of automobile crashes. Heart-rending issues, such as
Ford Explorer rollovers and Toyota sudden acceleration events,
tend to be dramatic but statistically irrelevant to the big picture.
Plaintiffs attorneys exacerbate the situation on behalf of real
and alleged victims with headline-grabbing statements that
arouse emotion but not logic.
Motorcycles are principally used for recreation in the USA,
not transportation. While 80% of motorcycle crashes result in
injury or death, the comparable figure for automobiles is 20%.
Motorcycles make up about 2% of all registered vehicles, less
than 0.5% of all vehicle miles traveled, but more than 10%
of fatalities. Accidents are disproportionately fatal, especially
for unhelmeted drivers, who can operate legally in 20 states.
Developed nations elsewhere have mandatory helmet laws.
Over the last five years, a quarter of motorcyclists highway
deaths involved drivers with invalid licenses, and another
quarter involved alcohol-impaired operators. Free to choose
does impose a cost on other segments of society when these
individuals are involved in a roadway crash. Safety
improvements for motorcycles have proved difficult to effect
because of their inherent lack of protection and small profile
on the road.
Fifteen-passenger vans first appeared on the US market
in 1972 and today number 500,000+ vehicles, comprising
approximately 0.2% of total registrations. The vans are popular
forms of transportation for college sports teams, church groups,
and similar circles. The death rate for all occupants of 15-
passenger vans is 35% higher than that for all other passenger
vehicles (per million registered). This is largely because of higher
occupancy rates, so when a crash occurs, more people are at
risk. These larger vehicles are often operated by individuals with
little experience driving other than conventional sedans, SUVs,
and minivans. When fully laden (14 passengers and driver),
their risk of rollover is five-times greater than when operated
by the driver alone. Two factors are involved in increasing the
rollover risk: each passenger entering the van shifts its CoG
higher and rearward so that the handling balance becomes less
stable with each additional occupant. For the past several years,
NHTSA has repeatedly issued Consumer Advisories regarding
15-passenger vans, even going so far as to recommend that
educational institutions replace them with school buses. Even
so, tragic accidents continue, but hopefully at a diminished
rate with recently promulgated ESC and TPMS government
mandates. These standards should further contribute to highway
safety, including even these large vans. tire
EUROPES
LEADING
INTERNATIONAL
TIRE DESIGN AND
TIRE MANUFACTURING
CONFERENCE
14, 15 & 16 FEBRUARY 2012
KOELNMESSE, GERMANY
Over three days delegates will have the opportunity to see presentations
from speakers picked from the worlds leading experts on tire manufacturing.
Presentations will cover the very latest developments for the tire manufacturing
industry. This high-profile conference, coupled with one of the industrys largest
exhibitions, makes this not only a prestigious event to attend but also a priority
for all involved in the tire-making process.

www.tiretechnology-expo.com
THE MOST
SIGNIFICANT
DATES
FOR 2012
www.tiretechnology-expo.com
 To book exhibition space
contact: Colin Scott,

14, 15 & 16 sales director

c.scott@ukipme.com
Tel: +44 1306 743744

To book your delegate pass

FEBRUARY 2012 or to register as a speaker

contact: Mark Fenner
m.fenner@ukipme.com
Tel: +44 1306 743744

KOELNMESSE,

GERMANY
www.tiretechnology-expo.com
REVIEW

The state
of the art
2011s biggest advances
in tire development and
production technology
have just been revealed,
courtesy of Tire
Technology Expo

12 www.tiretechnologyinternational.com April 2011


At Ichimaru-Giken an innovative new
system to aid curing was on show .
The concept of our gas recirculation
system is quite new, said the companys
Shinichiro Fukada. It is being used by
one Japanese tire manufacturer that
we cant name, which is reporting good
performance. But now we have completed
development, it is time to promote it
to other people.
Fukada explained that many curing
systems struggle with temperature
differentials between the upper and
lower parts inside the bladder, as an even,
constant temperature is what is required.
Efficient quality control through shearography
Steinbichler Optotechnik, a supplier of
optical measuring and sensor technology,
was discussing its Intact shearography tire
inspection systems. Several of these systems
are in use at various companies for the non-
destructive testing of all types of tires, even
Formula 1 tires. With its optical shearography
method, Steinbichler says that tires can be
inspected reliably and unambiguously to
identify separations in tires and casings.
Curing problems cured
Our concept is to circulate the gas inside
the bladder to make an even temperature.
If we maintain an even temperature inside
the bladder it will naturally improve the
quality of the tire. If you have different
temperatures, you will have inconsistent
quality. Our goal, and our customers goal,
is to make the temperature even.
The technology took almost 10 years
to develop, partly because confidentiality
meant that customers couldnt provide
Ichimaru-Giken with the data they needed.
Instead, Fukada and his team had to visit
customers to use their curing presses
and gather their own data.
Advantages of the system include
features such as fully automatic conveying
systems for easy tire handling, automatic
tire-size detection (no settings needed),
clear result images, and automatic
defect marking for easy and fast result
interpretation. The dual machine layout
with multiple measuring heads allows
the inspection of up to 100 tires per hour
from bead to bead by just one operator.
REVIEW
The gas recirculation system is the
result of 10 years of development
The Expo was a resounding success for
the company, with many visitors wanting
to trial the technology at their facilities.
All the big companies and experts are
here. Only experts come here who know
about the curing process, so we dont have
to explain how our idea works. However,
there are many different types of curing
press, depending on the customer and the
materials they use, so we ask them to try the
device and decide if their quality improves.
Even though one customer in Japan
doesnt give us data because its secret, we
know the system works well because we
have received repeat orders, stated Fukada.
The unique Intact OTR series offers
a machine concept for shearography tire
inspection in vertical orientation thus,
the tires can be easily loaded/unloaded
with a forklift. For inspection of the second
sidewall, no tire flipping is necessary. With
the development of the new Intact OTR
4300 system concept, an inspection unit
for EM tires of up to 4,300mm outer
diameter is now available.
www.tiretechnologyinternational.com April 2011 13
REVIEW

High-precision mold milling

A&D Technology enjoyed a successful
first showing at Tire Technology Expo
Representatives at Lang were discussing their LGT-S II technology, a high-precision
milling machine for the engraving of 2D- and 3D-data on tire sidewall molds in nearly
every size.
To ensure safety, precision and stability, the machine body is of a heavy-duty, torsion-
free, tubular steel construction filled with a vibration-reducing compound. Molds can
be wet processed due to the machines enclosure with a collecting tray. The X- and Z-axis
are located on the crosswise frame, the C-axis turns the rotation symmetrical work piece,
and the B-axis needs to be selected, depending on milling spindle.
The Z-axis features weight compensation and can work with milling spindles up
to 10kW and tools up to a diameter of 16mm. The machines body features a disc-type
tool changer with 30 stations, with an optional chain-type tool changer with 50 stations.
We now also offer the biggest spindle type for milling not just engraving that
is 10% faster, explained Langs Thomas Kozian. We are the biggest seller of this type
of machine, and together with the software, it offers a complete package, which is
easy to use and very good quality

3D wheel force
sensors
Visitors interested in wheel force
sensors were intrigued by Expo newcomer
A&D Technologys range. A reason for the
interest was the companys bold claims
of accuracy.
The leaders in wheel force sensors
in Europe are Kistler and MTS, but we
want to enter the market, said managing
director of A&D Europe, Jurgen Brettenbeck.
And we are getting a very positive
response.
The Wheel Force Sensor (WFS) measures
the three directional components of forces
and three components of torque associated
with each directional force while a car is
on the move. The WFS has an accuracy
of 0.1%, and allows for detection of the
effects of rolling friction of the tire on the
road, which in turn makes the analysis of
the effect on a tire in relation to the energy
being transferred from the tire to the Combined with its hardware range, Langs LTire Design software can create intricate designs
car possible.
A&D states that the 0.1% accuracy
is essential to analyze the effects of a tire
or energy loss through a tire a device with
Linear friction testing machine
only 1% accuracy cannot observe these An interesting launch from Altracon was be applied to cover the full operating range
effects because the effects of rolling friction its high-speed linear friction testing (HSLFT) of passenger car and truck tires.
are in the order of 1%. machine, which enables users to determine Test conditions such as asphalt, concrete,
What is unique is that we have a model- friction coefficients of rubber samples on snow, ice, and aquaplaning can all be
based sensor approach where we dont different surfaces and under various simulated. For greater accuracy, the machine
use a strain gauge and amplifier, continued, operating conditions to predict compound can be installed in a climate chamber,
Brettenbeck. We thought about the best and pattern influences on grip and traction allowing a temperature range from -15C
design for the sensor element, making it performance. to +40C. Optional integrated equipment
as linear as possible, and so we feed all The machine can simulate all relevant is available, including an integrated high-
the signals directly into a digital signal tire-testing conditions, with a unique linear speed camera for evaluation of slip and
processing system. We make a model of induction motor with peak performance block bending, a thermograph to measure
the sensor in real time that calculates the of 7,000N to enable sliding velocities up stress facts, or a high-resolution surface
real forces. This approach gives us better to 10m/s, generating accelerations up to scanner for a topographic characterization
accuracy and cross-talk behavior. 100m/s2. Vertical forces up to 3,500N can of applied surfaces.

14 www.tiretechnologyinternational.com April 2011


Hand-held tread reader
Another technology being launched
at the Expo was the TreadReader, a battery-
powered hand-held laser measurement
tool designed to improve commercial tire
management and reduce fleet fuel, tire
and breakdown costs, reduce CO2 emissions
and improve road safety. The reader,
developed by Sigmavision, is designed
to replace manual tire inspection and can
quickly obtain complete 3D tire scans just
by passing the device over the tread. The
device, together with its analysis software,
can automatically measure tread depth
to <0.2mm accuracy, identify tire wear
modes, diagnose tire/vehicle/driver faults,
and predict the remaining service lifetime
of tires.
Launching the TreadReader at Tire
Technology Expo 2011 has opened up
new avenues for the company.
A lot of people from retreading
companies have visited us, commented
development manager Bjorn Gustavsson.
We hadnt thought of that and its
a nice feedback.
Customers of
Hgglunds Drives
should find even better
service under the deal
Same name, new capabilities
Following its acquisition by Bosch Rexroth in 2008, drive and control specialist
Hgglunds Drives was keen to demonstrate the advantages to its customers at
Tire Technology Expo 2011: greater resources with regard to experience, technological
expertise, solutions, and local and global service throughout their combined international
network. The companys range of drive and control products will continue to be sold
under the Hgglunds name.
They want to work out when they
should retread a tire and at the moment
that is down to interpretation and eye
evaluation. We hadnt thought that it
could be used for retreaders, but thats
the feedback were getting here.
The more people we meet, the more
options and the more opportunities are
coming out. There is a lot of money to
be saved if tires are managed correctly.
Sigmavision also found that tire test
engineers are interested in using the device
in the field, so instead of returning to base
for tire analysis, they can stop, run a quick
scan, and continue driving, then review
the data at the end of the day.
With the analysis software, you dont
just get tread depth, as the TreadReader
scans the whole width and tells you how
the tread is changing. We want to take the
human interpretation out of tread analysis.
You dont need a depth gauge or to work
out where to measure the depth. You
scan it the same way every time and
it is very repeatable, added Gustavsson.
www.tiretechnologyinternational.com April 2011 15
REVIEW
SHOW TALK
Alfredo Balini, tire mold manager,
Pirelli: For me the expo is a good place
to meet all our suppliers, concentrating in
two days what would take two to three
weeks travelling around the world. I can
have 30 meetings in a short time.
Thomas Kozian, Lang: Its a useful
expo. Its like a family and everyone
knows everyone its nice.
Piet Herder, Ammeraal Beltech:
Weve had a lot of interest here and are
very satisfied. Also all the people visiting
the booth have something interesting
a problem or a project that needs
to be solved. Were very satisfied.
Doug Butcher, Chem-Trend: We have
had a very good show this year. Were very
pleased. [Day one] was the best start to the
show it was particularly busy. Weve had as
many visitors on the first day as we usually
get on the middle day, and we followed that
with a particularly good morning. We got hit
heavy before lunch and even through lunch,
but were not complaining. Weve had a good
year. Weve already booked for 2012 so that
tells you how good it is.
Stefan Frei, sales office manager,
Z-laser: We have had a lot of interest here.
This is our sixth time here and a lot of people
come here to talk to us. It is also interesting
to talk to the other exhibitors because in
their measuring systems and measuring
heads they use these kinds of products.
So we have not just visitors interested in our
products, but also exhibitors who use them
in their machines and I can also talk to them,
so its ideal for us.
Wolfgang Schffl, Oerlikon Saurer:
We find this event very positive for us
because the quality of visitors is very high.
We have had quite a number of customers
here and we look forward to more. We have
been participating in the expo for five years
now, and are quite happy with the event. We
are also happy to see the event is growing
and is gaining popularity. We can see our
major customers here, including CEOs,
and we can discuss future business.
Jurgen Brettenbeck, MD, A&D: We
are new to the expo so we hired a girl to
give out advertisements, which really worked.
People have been very interested in our
technology. This show is worth coming
to, and we will come back next year.
REVIEW

SICK was also demonstrating laser scanners for non-

contact monitoring of a freely programmable area

Tire identification
technology
SICK was showing visitors how tires could be identified using the
OPS890 barcode reading system. The system comprises eight CLV490
line scanners arranged to reliably detect the barcode on the tire bead.
The reading system is triggered by two WL18 (A) photoelectric
reflex sensors that are arranged in an X-shape in the reading zone
to reliably detect the tire. Two further WL18 (B) photoelectric reflex
sensors, arranged one over the other, provide fast pre-adjustment
of the code readers focus position. The large depth of field of the
devices does not require any further adjustment.

Conveying solutions on show Laser

Many visitors looking for solutions to
conveying problems consulted Piet Herder,
tire industry segment manager at conveyor
belt specialist Ammeraal Beltech, who was
explaining the latest developments.
Many tire manufacturers have wheels
in their manufacturing units and they use
plastic foil to separate the rubber, explained
Herder. You can only use this foil once or
maybe twice and then you have to throw
it away or recycle it. But at this years expo
we showed a product that you can use for
up to four years, for thousands of cycles.
Every tire manufacturer wants to do
something about sustainability and take
care of the environment. This looks after
the environment in that instead of throwing
away plastic foil, you can use a more
sustainable solution that lasts for four years.
There are two options: either its made of
a coated fabric or an impregnated fabric.
PP foil is cheaper, but this is cheaper after
just one year.
Herder was also discussing the Silam
range of belts, which have been specifically
designed for the needs of the tire industry,
yet surprisingly contain silica.
Tire manufacturers dont like silicone
belts because they are afraid of the risk that
Semi-finished product can be wound up
on a wheel for safe, space-efficient storage
the silicone will contaminate the rubber
and produce a weak tire, Herder explained.
But we had tire manufacturers test our
Silam belts so they could see that they dont
contaminate the rubber.
A lot of research and development went
into making these silicone belts safe for
the industry, because the company felt the
benefits in terms of combining high friction
and non-stick characteristics was worth it.
As this is a non-stick solution, the belts
last much longer, but it also has high friction,
which is good for mixing, said Herder. High
friction and non stick, its difficult to achieve!
displacement
sensors
LMI Technologies was proudly showing
its Gocator 2000 family of laser displacement
sensors, which were shortlisted in the
Tire Technology International Awards for
Innovation and Excellence. These sensors
make 3D measurement of features such as
width, thickness or angle simple to setup
and operate, as they are designed to deliver
flexibility and performance right out of the
box. To this end, every Gocator comes with
a built-in web application so no additional
software is required, and the user can
go from the simplified connection, to
configuration, to measurement within
minutes. A variety of standoff and
measurement ranges is also available.
SHOW TALK
Jonas Lundberg, Reosense All
sorts of customers have been here at the
stand and we have made a thick book
of interested companies, with some big
names interested to see what we can do.

16 www.tiretechnologyinternational.com April 2011

 REVIEW

Paints and
coatings
Chemicals specialist Chem-Trend was
demonstrating its MonoLube inside tire
paints. Doug Butcher was on hand to
explain, Runflats have special requirements,
as air can get trapped between the curing
bladder and the innerliner during curing.
With these coatings, we allow the user to
use a lower coating weight so the inside of
the tire gets a good appearance, but still get
enough air bleed to get low-profile difficult
sections out of the mold without any
trapped air. Thats attractive because these
tires are costly to make and sell at a premium.
The company was also showing its
MonoCoat bladder coating, a room-
temperature curing coating, which,
according to Butcher, is somewhat unique
because most other coatings need to be
baked on to the bladder. It is a very tough,
high abrasion-resistant film, which provides
protection to the bladder surface against
chemical and abrasive attack to make
sure that this area, especially the bead, is
protected. Our customers are recording
a bladder life increase of anywhere between
15 and 40%. That sounds a big range, but
if the bladder is a good fit to the inside of MonoCoat can be applied
the tire then there is less room to improve at room temperature, which
bladder life. is kinder to the bladder

7RXU6WRS1R
Efficient tire testing machine $XWRPRWLYH,QGXVWU\ 6XSSOLHUV
Alfamation was showing its new X-Raptor passenger car radial (PCR) tire testing machine,
which, the company claims, brings next-generation technology to the inspection and
quantitative control of tires. +RZFDQ\RXSURWHFW
The X-Raptor features specially developed software that produces test results that WKHHQWU\SRLQWVIRU
can be easily understood by users and enables simple, reliable, and accurate controls.
The X-Raptors footprint is 35% smaller than other machines, stated president of
FDUERGLHVH[LEO\
Alfamation, Mauro Arigossi. This means that manufacturers can easily install the machine DQGZLWKVFRSHIRU
in plants with less available space. In creating the innovative design of the X-Raptor and
our advanced Automated Defect Recognition (ADR) software, we achieved cost reductions
IXWXUHH[SDQVLRQ"
that we pass on to our customers, ultimately offering a more cost-effective product than
others on the market.
Though only introduced at the expo, the X-Raptor is already in use by a major tire
manufacturer for Formula 1 cars. Other major tire manufacturers are also are looking at 'HWDLOVRQWKHVHQVRUVROXWLRQDW
installing the machine at their tire production plants, according to the company. In addition
to a reduced footprint, the X-Raptors volume and weight are at least 50% less than tire
testers. This compact form-factor makes it ideal for integration in manufacturing lines
or for moving to offsite locations to test tires in batch mode.
With in-line operation, each tire coming from the line is automatically centered and
measured using high-precision light sensors. In offline use, the X-Raptor can be paired
with a manual tire loader in which the tire is loaded and unloaded on the same side of the
machine. With the ADR software installed, each tire image is automatically analyzed and any
flaws are shown to the operator. It can detect faults including belt centering, belt width, cord
angle, cord spacing, and foreign bodies. Engineers can configure the software for use with
a human operator, or in a fully automated mode in which the software makes the pass/fail
ZZZVLFNVROXWLRQVWRXUFRP
decision. The cycle time is up to 15 seconds per tire in its basic working mode..

www.tiretechnologyinternational.com April 2011 17

REVIEW

CO2 mold
cleaning
LKYs mobile CO2 mold-cleaning machine
has been designed to enable removal of
residue from inside the tire mold within 30
minutes, without removing the mold from
the curing press. The machine uses pure CO2
pellets at a temperature of -78C, which are
then propelled into the hot tire mold by
a stream of compressed air, via a nozzle.
Once the pellets hit the residual layer
inside the mold, all remaining grime turns
brittle as a result of the extreme difference
in temperature, and is removed from the Being non-nuclear and
mold surface by the impact of the pellet non-ionizing, the SME
blast. During this process, the CO2 system is safe for humans
becomes gaseous.
A specially designed soundproof feature
inside the machine restricts noise emission Non-nuclear scanning
at close range to as little as 84dB(A). FACTS Inc was showing the latest in its array of measurement technology, the Shadow
Measurement Eddy (SME) Gauge System, which can measure the true total thickness
for both calendered rubber such as innerliners, and textile calendered fabric. The
radiated signal is non-nuclear, and non-ionizing so it is safe for humans and requires
SHOW HIGHLIGHT no special licensing.
One of the highlights of the Expo The system incorporates non-nuclear scanning technology and measures from one
was the Gala Dinner, during which side of the moving web. This technology can be used alone or in conjunction with the
the winners of the Tire Technology companys On-Cal 3 gauges to provide an overall, high-performance calender gauge
International Awards for Innovation control solution. This system scans the overall fabric and compensates for shrinkage.
and Excellence were announced. Because compound has no effect on the measurement, and due to its non-nuclear,
The awards are growing in stature non-ionizing nature, the measurement capabilities of this system are claimed to be easy
every year, and the 2011 event had to implement, and easy to live with. The cost of ownership is minimized since wipe tests,
some particularly strong candidates. field surveys, and a radiation safety officer associated with radiation gauges are eliminated.
Turn to page 35 to find out who The SME Gauge is ideal for applications such as roller head and profile calendars where
won, why, and what they have to say. it is not practical to place gauges on the calender rolls.

Slitting and Automatic rim changer

rewinding Users of Micro-
Poises Astec
power Plus passenger
tire uniformity
Heavy weights have to be moved at machines were
machines such as slitters and rewinders, interested in its
and they therefore require particularly new automatic
efficient and powerful actuators. rim changing
BST designed the new EMS 23 electric- (ARC) mechanism,
motor-driven actuator for exactly these which is now
requirements. In combination with the available as
BST commanders and guiding devices, an option.
EMS 23 can correct the position of rubber The ARC is
materials precisely with an actuating force designed to
up to 9,000N. enable fully
The EMS 23 is available with different automatic change Greater efficiency and safety can be achieved using the ARC option
combinations of stroke, actuating force and of rims (tooling)
speed. The actuator is maintenance-free. without any manual operator intervention. The Astec Plus knows which tire type
The compact, fully wired design allows The design allows for safe and efficient rim is entering the machine and, using that
a fast and easy fitting into the machine and changing and storage of multiple sets of information, the ARC system can
is also suitable for retrofits and exchange upper and lower rims the system keeps automatically choose and exchange the
of existing components. track of tooling sizes in the storage facility. appropriate rim set for the tire type.

18 www.tiretechnologyinternational.com April 2011

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COOPER R&D

The issue is going to be which way does the market and

the vehicle part of the system go? There are so many
technologies out there that at some point its going to be
like VCRs. Its a question of which technology will win out.

20 www.tiretechnologyinternational.com April 2011


Agile
m nd
Cooper Tires develops tires with the very latest features
and agility. Its vice president of global technology,
Chuck Yurkovich, talks frankly about the companys
strategy and vision, and life without OE contracts
by Mike Magda
lthough Cooper Tires doesnt
A have an OEM account in the
USA, officials say the company
will not be at a disadvantage
when developing product with the
specific performance requirements
needed to complement new safety and
fuel-economy features on future vehicles.
Its a different challenge, explains
Chuck Yurkovich, Coopers vice president
of global technology. If youre tied to
an OE, that customer certainly creates
a pull for technology in your products,
but is often focused on a specific vehicle
platform. When youre working primarily
in the replacement market, its more of
a technology push and in fact, our
products pack more technology than
might be expected by someone unfamiliar
with the replacement market.
Yurkovich points to the recently
launched Cooper GFE, which wasnt
developed for a specific vehicle platform
to meet CAFE requirements but still offers
improved rolling resistance and overall
tire performance.
This product provides real customer
value without sacrificing one performance
COOPER R&D
parameter to improve another. On the
other hand, we do frequently meet with
the OEs and discuss with them whats
coming, and whats needed to make sure
were moving in the right direction, adds
Yurkovich. Weve been known to have
products that meet OE performance and
sizing requirements for the replacement
market sooner than some of the OE tire
manufacturers.
All 2012MY passenger vehicles
under 10,000 lb (4.5 tons) sold in the
USA must have ESC as standard. As the
sophistication and precision of vehicle
stability controls increase, tires will
become even more of an integral, if not
an active, part of advanced systems.
We do push the envelope to work
with disruptive technology, says
Yurkovich, noting Cooper research in
a variety of integrated tire sensor, RFID,
and chip powering technologies that
could provide dynamic feedback such
as deflection, heat buildup, and dynamic
stresses to the vehicles control units.
The issue is going to be which way
does the market and the vehicle part
of the system go? There are so many
www.tiretechnologyinternational.com April 2011 21
COOPER R&D
technologies out there that at some point
its going to be like VCRs. Its a question
of which technology will win out.
Yurkovich sees the need for standards
but prefers industry associations
and standards committees to make
the difficult decisions, rather than
government regulators.
It doesnt make sense for the tire
manufacturer to develop air- and
temperature-sensing technology if the
wheel or suspension manufacturer is
doing something similar, says Yurkovich,
who spent 33 years at Goodyear
before moving to Cooper six years ago.
To me, there needs to be real cooperation
22 www.tiretechnologyinternational.com April 2011
between vehicle manufacturers,
tire manufacturers, and component
manufacturers.
No longer do we have At some point it becomes such
three big tire companies a complicated equation that additional
standards are going to have to be
in the world and a fairly set by auto makers, governments,
or some cooperative industry body,
large group of smaller says Yurkovich. Maybe you have the
companies primarily OEs supporting a group of the top 10
tire companies to set the standards,
focused on regional with input and participation by the
business other companies.
Yurkovich was interviewed at the
SEMA 2010 (Specialty Equipment Market
Association) exhibition in Las Vegas,

Cooper debuted in the 2010 Dakar Rally and
will take part again in 2011 on Discoverer
STT tires, Coopers flagship off-road rubber,
which is also designed for wet handling
Cooper promotes its Zeon performance
range at Need for Speed Formula Drift events
www.tiretechnologyinternational.com April 2011 23
COOPER R&D
where Cooper showed off four new
products, including the Zeon RS3-S.
A low-profile, UHP summer tire, the RS3
was originally developed with NASCAR
legend Jack Roush for his tuner line
of supercharged Mustangs.
We applied racing technology
developed in Europe and the USA, as
well as some exciting new compounds
and polymers specifically developed to
enhance performance, says Yurkovich.
Coopers racing interests spread
across more than 150 racing series, from
open-wheel events such as Formula 3
and the Atlantic Championship series,
to SCSA series, off-roading, drifting,
and NMRA/NMCA and many other
drag racing series, under the brands
of Cooper Tires, Avon Tyres, and
Mickey Thompson Tires.
A new racing line?
Youll frequently see speculation in the
trade press regarding Coopers interest
in Formula 1 or Indy racing, and although
Im not prepared to say if and when
moving in that direction fits our strategy,
I can say that racing enables us to
experiment and develop at a rapid
pace while working with actual users,
explains Yurkovich. The approach
enables us to gather a lot of information
and immediate feedback.
In addition to four plants in the USA
(Findlay, Ohio; Texarkana, Arkansas; and
Tupelo and Clarksdale in Mississippi),
Cooper has a manufacturing operation
in the UK, two plants in China, and one
in Mexico. R&D facilities are located in
Ohio, the UK, and Shanghai, and the
companys primary test track is located
near San Antonio, Texas.
We have the technology to meet
global requirements from any region in
the world, says Yurkovich, noting that
the primary technical center in Findlay,
Ohio, has immediate access to the
companys own mold shop.
If you have to rely on an outside
shop you often get stuck at the end of the
queue, waiting behind your competitors,
he says. When you have your own
mold-manufacturing operations, you
control the priorities and the speed of
the process. We can make changes and
improvements up to the last minute, and
we have the advantage of being able to
do more modeling and materials testing
as were developing our molds. Our
mold operation is an important factor
in our agility.
Yurkovich has a high level of
confidence in Coopers tire modeling
COOPER R&D
Clockwise from top: The Cooper Tire & Vehicle Test Center in Texas has had its track surfaces updated. This can also benefit external users of the
facility; the last few months have seen Cooper invest heavily in manufacturing plants in Mexico and China; the CAFE-complaint GFE; the Zeon RS3
capabilities but would like to see more
defined tools for the dynamics and
mechanisms of tread wear. He would
also like to see more harmony with auto
makers modeling.
Typically, youll see tire manufacturers
have very complex tire models and
very simplistic suspension system and
vehicle models. Vehicle manufacturers
have very complex vehicle models
and simplified tire models, says
Yurkovich. When you get those
to the same state of technology,
then thats a good place to be.
Rubber alternatives
Given the volatility of oil prices and
troublesome shortages of natural rubber,
Cooper is part of the PENRA (Program
of Excellence in Natural Rubber
24 www.tiretechnologyinternational.com April 2011
Alternatives) project, a collaboration
of agriculture companies, rubber
manufacturers, and universities to develop
new sources of raw materials that could,
Yurkovich says, someday, maybe in 10
to 15 years, offset 25-40% of the natural
rubber we have to import to the USA.
Two sources of green materials are being
studied, including the Russian dandelion,
which could be compatible with the North
American climate.
Tire testing, field performance, and
consumer feedback are priorities for
Yurkovich as well. The company recently
added new surfaces at the San Antonio
test track to expand test routines, and
capabilities, and new options in the lab
are also being developed.
One of the challenges is to develop
a controlled environment wheel test that
really helps you to evaluate real-world wear
rate or irregular wear, says Yurkovich.
Cooper is also paying closer attention
to product field performance assessments
through magazine tire tests, consumer
reviews that appear on retail sites, and
tire discussions in social media on
the internet.
We also get a lot of unsolicited
feedback through our website, adds
Yurkovich. In Europe, some of the
magazine tire tests have a much bigger
impact on consumer preferences than
we see in the North American market.
Typically, these test results demonstrate
our philosophy of not overemphasizing
one particular performance parameter
at the expense of overall tire performance,
but rather our ability to stretch the
overall tire performance envelope. tire
FOCUSING ON EFFICIENCY.
FOR A WORLD IN MOTION.

For over 100 years Rhein Chemie has been keeping the rubber industry in motion with innovative solutions. By acquiring
Darmex, we have become a global leader in the manufacture of release agents and are now able to offer tire makers even
greater value. High performance Rhenoshape bladders enable premium quality of the nal products, and thus are the
perfect addition to such innovative products as polymer-bound chemicals, processing promoters, vulcanization and ller
activators, release agents and tire paints.

Solutions for the rubber, lubricant and plastics industries.

Whatever requirements move your world:

We will move them with you. www.rheinchemie.com
RELEASE AGENTS
Free
time
Release agents and mold-cleaning products play a vital role
in the tire production process and are key to reducing defect
levels, overcoming specific molding concerns, and achieving
higher productivity and efficiency
by Adam Gavine
ith ever-escalating
W materials costs, and tires
becoming expensive
commodities, the utmost
care must be taken of them during
production. One of the most precarious
moments is removing the tire from the
curing press, when any sticking could
cause damage to the tire, to productivity,
and to profitability.
The solution is, of course, tire mold
release agents. A leading player in this
technology is Chem-Trend, headquartered
in Michigan, USA. The companys
Doug Butcher explains that their R&D
department aims to develop products that
do more than act as mold release agents.
They also overcome specific molding
issues, such as keeping molds in service
for longer, and improving tire appearance.
These products are better described
as mold treatments, he says. The latest
developments include products created to
26 www.tiretechnologyinternational.com April 2011
help overcome some specific tire molding
challenges that arise with modern winter
tire compounds and tread designs, as well
as products that have increased durability
to enable more convenient periods
between each application.
Thus the latest generation semi-
permanent coatings help to prolong the
period between each cleaning cycle for
the tire molds, which reduces production
downtime. They do this by creating
a barrier on the surface of the mold,
which helps reduce the build-up of
mold fouling.
However, this is becoming an
increasingly difficult task as molds
become more complex.
The advances we observe are largely
in the mold manufacturing process,
helping to improve manufacturing
efficiency; these types of advance
clearly have no bearing on our industry.
However, these mold manufacturing
 RELEASE AGENTS

www.tiretechnologyinternational.com April 2011 27

RELEASE AGENTS

process improvements also enable Lanxess boosts market share

different metals to be used, as well as
more intricate tread patterns and almost
infinite designs of sidewall patterns and
lettering, explains Butcher. Purpose-
developed mold treatments are required
to help ensure the compounds flow
as required in these molds to provide
optimum finished tire appearance and
release from the more complex geometry
of the molds. Therefore, our products
need to evolve in tune with changing
mold designs and the alloys used to
produce them.
Application issues
A further difficulty lies in a problem
related more closely to the factory floor
than the lab.
The biggest challenges are probably
ensuring the products work equally as
effectively regardless of which of the
many different types of spray application
systems any given tire plant chooses
to apply to their tire molds, continues
Butcher. These application systems may
be as simple as a hand-pumped spray
bottle, similar to those used to apply
garden pesticides, etc, all the way to
complex automated systems designed
to automatically apply the products
at predetermined intervals. As well as
achieving the right balance of barrier
protection to the mold, optimized rubber
flow and release characteristics are
required across the different compounds
used in the sidewalls and tread of
each tire.
All this leads back to the issue of tire
appearance, which has never been more
important as sedans sporting 18in wheels
become commonplace, and high tire retail
prices dictate a premium appearance.
Optimum tire appearance is a prime
objective of all the major tire companies
today. Some of this is brought about by
larger tire sizes, which form a greater
part of the surface area on the sides
of vehicles and are, therefore, more
visible, says Butcher.
To boost its share of the release-agent
market, Lanxess subsidiary Rhein Chemie
has acquired Argentina-based Darmex
SA, a manufacturer of release agents
and curing bladders for the tire industry.
The tactical move strengthens the
presence of Lanxess in Latin America,
where it has been expanding its presence
in recent years, and also includes
Darmexs bladder division.
This acquisition enhances Rhein
Chemies position as an innovative
technology provider to the tire industry
and strengthens Lanxesss standing as
the worlds leading synthetic rubber
company, says Lanxess board member,
Rainier van Roessel. Darmexs portfolio
of highly reliable products fits perfectly
into our strategy of focusing on tailor-
made solutions for our customers in
growth markets.
Darmex release agents and bladders
will be branded under Rhein Chemie
product names.
Release agents can help, though.
The film they form on the surface of
the mold reduces drag on the rubber
as it flows, thus improving the finished
tire appearance by ensuring full tread
blocks, with sharper edges and sharp,
crisp sidewall lettering. Optimum tire
appearance is critical in the competitive
UHP tire market.
With mold manufacturers seeking
clever ways to ensure product can be
extracted cleanly, could release agents
become redundant? Butcher is clearly
not impartial in this matter, but he is
sure release agents will remain essential.
Tire compounds continually evolve
to suit ever-changing performance
requirements, such as higher grip,
better wear characteristics, lower rolling
resistance, etc. Tread patterns and
mold design are continually evolving
also. These evolutions each bring new
challenges to the process of molding

No release agent here

Mention release agents to a car-driving member of the public and they
will probably have no idea what you are talking about. Mention them
to a motorcycle rider, however, and they will be very familiar with
them. Many riders complain that when they have new tires fitted,
there is residual release agent on them, which adversely affects
grip for many miles until it wears off the surface. Indeed many
riders rub alcohol on new tires to remove the substance.
Continental believes it has a solution in the form of Traction Skin
Technology, a special mold coating that doesnt require a release
agent and creates micro-roughness in the tread for greater adhesion.
The company is introducing the technology into its radial sport-touring
motorcycle tire range.

28 www.tiretechnologyinternational.com April 2011

 RELEASE AGENTS

Even the most advanced of curing presses, such as these models from Harburg Freudenberger,
require release agents in order to ensure the finished tire is as good as it can possibly be

www.tiretechnologyinternational.com April 2011 29

RELEASE AGENTS

a tire, but the basic challenges of
ensuring optimum rubber flow, good tire
appearance, and ease of removal from the
mold always exist. One could argue that
these challenges become greater as tire
mold design becomes ever more complex
and tire compounds more challenging
to mold.
Next steps
So what will the next steps be in release
agent technologies? Companies, such as
Chem-Trend, work closely with the tire
industry to develop products that help
them reduce defect levels and overcome
specific molding concerns to help them
improve their efficiency.
The next steps in Chem-Trends
release agent technology will, therefore
be driven by the direction in which
our partners tire compounds and
mold designs evolve. Likely short-term
evolution will include better resistance
to mold fouling from stickier high-
performance summer and winter
tire treads, as well as improved-
performance sidewall compounds.
Of course, optimizing rubber flow
across an array of ever-evolving specialist
compounds and enhancing release
for increasingly complex tire designs
will be ongoing technological challenges
for our dedicated development chemists,
says Butcher.
Cleaning by laser
No matter how effective the release
agent, the mold surface will require
periodic cleaning. Clean-Lasersysteme
GmbH, which was shortlisted for a Tire
Technology International Award for
Innovation and Excellence, has created
the cleanLASER system to clean tire
mold surfaces using bundled light.
This type of laser cleaning uses no
abrasives, chemicals or liquids. Unlike
grit blasting or chemical cleaning, the
laser process uses no media so there
is no secondary waste. The method
vaporizes and immediately vacuum-
captures removed coatings and dirt,
ensuring a reduction in waste disposal
and environmental pollutants compared
with conventional ways of cleaning and
de-coating. At Tire Technology Expo 2011
the company also presented its newly
developed sideWALL optic for semi-
automated cleaning of sidewall molds
and engravings a very gentle, efficient,
and fast method.

Wax works Inspiration may come from other

Another big player in the mold release agent sector is Mnch Chemie International GmbH. industries, as Chem-Trend scientists also
The company, based in Weinheim, Germany, started life in 1948 producing candle wax, develop release agents for the die-casting,
floor polish, and resins. However, in 1958, Mnch started developing and producing its polyurethane, rubber, and composite
own release agents, and began marketing them across the world in the 1990s. industries, working with different
The companys most significant development is mold release agent MK-444 for the tire materials and changing technologies.
industry. According to Mnch chemists, this water-based agent enables the permanent This exposure means there is
reduction of mold fouling, while also reducing the amount of release agent applied. A key a considerable amount of cross-
ingredient in MK-444 is the slip agent, which ensures low friction between elastomer and fertilization of ideas and knowledge
release agent while also permitting strong chemical bonding to mold materials, enabling between the development teams,
the number of production cycles without reapplication to be increased. The film is highly concludes Butcher. Several of our new-
resistant, and is temperature stable up to 300C. generation release agents have evolved
In certain contexts, the companys R&D team has demonstrated that MK-444 can extend from ideas first learned from other
the life of the coating of permanently coated tire molds, depending on the type of industries and applications. The net
coating. At the same time, build-up of pigments, anti-aging agents, and resin residues effect is that our customers benefit from
is reduced. MK-444 was shortlisted in the Tire Technology International Awards for this pool of knowledge through high-
Innovation and Excellence 2011. Turn to page 35 to learn more. performance products that help them
to reduce their online costs. tire

30 www.tiretechnologyinternational.com April 2011

DREAM
FACTORY
Fully automated handling
for tire manufacture
and distribution

Markku Vesa, President, Cimcorp

With Dream Factory, we can
ensure that you achieve
the maximum possible throughput
of high-quality tires in both greeneld
and browneld plants.
TOTAL CONTROL WITH

DREAM
FACTORY

2. Green tire processing

1. Raw material and

component processing

Cimcorps Dream Factory solutions

are revolutionizing tire production
and distribution facilities worldwide.
Using robotic technology for handling,
storage and picking, our systems
automate the material ow from raw
materials goods-in to the nished tire
loading dock. Our solutions can be
applied exibly for automation in both
greeneld and browneld plants.

4. Testing
3. Curing
A revolutionary system
With our Dream Factory solution, we
offer comprehensive automation tech-
nology for tire manufacturers, providing
total control of the material ow and
precise, real-time data for production
and inventory management. By automat-
ing material handling throughout the
factory, Cimcorps systems optimize
throughput, minimize buffer stocks and
make dynamic use of available space.
Computer control of all automation
units means that individual tires can
be tracked through the whole process.
Innovative processes
As management of the ow of green
tires to the curing area has a signicant
impact on a tire plants output, Cimcorps
solutions manage the lot sizes of the build-
ing machines, minimize green tire buffer
stocks and provide JIT (just-in-time)
supply of tires from building to curing.
In this way, our automatic systems
ensure 100% tire availability to keep
the curing presses operating.
5. Palletizing
Dynamic handling
After curing, tires are collected from
the presses automatically by a trench
conveyor system, which transports them
to the trimming area and then to the
inspection process. Cimcorps systems
provide total exibility for the nishing area.
With tires stored directly on the oor, the
storage area can be dynamically recon-
gured to handle any combination of
tire types. Using Cimcorps gantry robots,
batches of tires can be formed as requir-
ed to feed the uniformity testing machines.
Rapid dispatch
Once testing is complete, tires are
sorted by type and classication before
being automatically palletized. The pallet
loads are then stored fully automatically
in the ASRS, from where they are retriev-
ed to meet customer orders, being
transferred to delivery trucks in route
sequence. With rapid response to
arriving delivery vehicles, fewer loading
docks are required and more efcient
use of truck space is possible.
7. Shipping
6. Warehousing
CUSTOMER BENEFITS
Output is maximized by ensur-
ing 100% availability of tires for all
processing and testing machines.
100% tire traceability and
process data management are
ensured by highly effective control
systems.
Production exibility is
optimized through the ability to
make tire type changes and new tire
additions automatically at any time.
Product quality is improved
through gentle and accurate
handling.
Customer satisfaction is
enhanced through error-free and
fast robotic tire picking and shipping.
Financial and space savings
are achieved through reduced
WIP (Work In Process).
www.cimcorp.com
CIMCORP IN A NUTSHELL
Automation technology company Cimcorp supplies robotic solutions for managing material ows
in production and distribution environments. Cimcorps purpose-built systems, software and
services improve the protability and competitiveness of its customers businesses.
The Cimcorp group which consists of Cimcorp Oy in Finland and RMT Robotics Ltd in Canada
has become a leading supplier worldwide to the tire industry, and is also regionally strong as
a supplier to the food & beverage and postal services sectors. The group has around 220 employees
and has delivered almost 2.000 robotic systems across ve continents.

CIMCORP OY
Satakunnantie 5, FI-28400 Ulvila, FINLAND
phone +358 2 6775 111
fax +358 2 6775 200
info@cimcorp.com
www.cimcorp.com

North America
RMT Robotics Ltd. (a Cimcorp Oy company)
BENEFIT FROM 635 South Service Road
Grimsby, Ontario, Canada L3M 4E8
phone +1 905.643.9700
OUR AUTOMATION SALES RMTROBOTICSCOMsWWWRMTROBOTICSCOM

Brazil, Parana

EXPERTISE
M2 Concepts Solucoes Empresariais LTDA
phone + 55 41 32052937
murilo@m2concepts.com.br

China, Suzhou, Jiangsu Province,

Cimcorp is a total solution supplier and systems
integrator you can rely on for innovative design,
robust technology and rapid support.
Pioneer in robotics
Cimcorp has supplied thousands of
gantry and linear robots to clients in
over 30 countries. More than 500 of
these robots operate in the tire industry,
LINKEUsWWW
LINKEU
handling some 1.5 million tires per day.
Tire industry know-how
With many years experience in materi-
al handling automation for tire production
and distribution, Cimcorp along with its
subsidiary, RMT Robotics is dedicat-
ed to providing best-of-breed, integrated
systems that enhance productivity,
improve quality and secure savings.
This industry knowledge is the founda-
tion of Cimcorps success in serving
the tire-manufacturing sector.
As an independent systems integrator,
our scope of supply covers the equip-
ment required to handle the total material
ow. Our solution provides seamless
integration for the ultimate in production
efciency thats why we call it Dream
Factory.
Cimcorp has supplied a signicant
number of greeneld and browneld
installations for tire manufacturers world-
wide. Although a greeneld site offers
the ideal platform for Dream Factory,
the fact that this system is created
from independent modules means that
partial automation of existing facilities
is also simple to implement.
Matromatic Technologies (Suzhou) Co., Ltd.
PHONEsWWWMAECN
India, Chennai
Larsen & Toubro Limited, LTM Business Unit
PHONEsWWWLARSENTOUBROCOM
Japan, Tokyo
Itochu Machine-Technos Corporation
PHONEsWWWITCMTCOJP
Russia, Moscow
LLC International Representative
House, First Link
phone +7 495 223 6839
MOSCOW 
South Korea, Seoul
EKL Korea Corporation
phone +82 2 2242 2963
EKLKOREA EKLCOKRsWWWEKLCOKR
United Kingdom, Devizes
Logistics Planning Ltd
phone + 44 (0)5601 482815
info@logisticsplanning.co.uk
www.logisticsplanning.co.uk

4
Award winners
secrets of success
The leading lights of the worlds tire industry have been announced at the Tire Technology
International Awards for Innovation and Excellence 2011. These are the stories behind
the headlines

www.tiretechnologyinternational.com April 2011 35

Manufacturer of the Year
Winner: Hankook
ooking to jump from being Hankooks Daejeon site in South Korea lies

L the worlds seventh-largest tire

company, Hankook has made
some major advances over the
past 12 months that it hopes will take the
company to fifth position over the coming
at the heart of its international operations

years. These advances so impressed the

jury that the company has taken the
coveted Manufacturer of the Year title.
Hankook showed continuous financial
growth for every quarter in 2010, with
sales generated from Korea, China and
Hungary marking the companys highest
ever quarter records, despite rising raw
material prices. Sales from Korea, China
and Hungary showed 10.1%, 6.6%, and
13.7% year-on-year growth, respectively.
Hankook Tire realized massive growth
rates, even in the years of economic crisis
2009/2010, explains vice-president of
marketing and sales for Hankook Tire
Europe, H. S. Ahn. We are working with
the best tire engineers in the world and
are continuously investing 5% of our total
sales into R&D annually. That is what Hee-Se Ahn is proud of Hankooks achievements
our customers are acknowledging: state- and is aiming for a top-five world ranking
of-the-art tire technology combined with
excellent service. We kept intense focus on enhancing in Chongqing, China. The plant, which
global marketing strategies including will be also Hankooks third plant in
The secret of their success diversification of markets and increasing China, is expected to consolidate the
So how did Hankook achieve this effectiveness of the SCM (supply chain companys position globally, particularly
success in the face of a recession? management) system. The driving force in the Chinese market, and to boost its
A key driver of Hankook Tires for our continuous growth, however, are production scale to become the worlds
successful business last year was the investments in technical expertise and fifth-largest tire company within a few
establishment of solid footholds all research and development to strengthen years. The agreement also signifies
over the world, embracing the economic our technology prowess and provide Hankook Tires global strategy to achieve
downturn as an opportunity to capture high quality to our global customers. ongoing growth by establishing a solid
market share and actively responding This financial strength has enabled production platform. Upon completion,
to customer demand, states Ahn. Our Hankook to begin work on its US$954 the plant will produce 11.5 million
production provides the highest possible million, 530,000m2 global sixth passenger car and truck-and-bus tires
qualities, as well as being very effective. manufacturing plant, situated per year, generating sales of US$1 billion

Runners-up:
APOLLO
Apollos remarkable rate of expansion is showing no signs of abating. Following its acquisition of Vredestein Banden in 2009, the Indian
company is entering Europe with an initial range of passenger car tires with speed ratings from T to Y, 4x4, and summer and winter tires,
primarily comprising the top 50 sizes by volume. Also, the companys latest plant, in Chennai, India, shows the companys drive toward
being a Top 10 manufacturer, having been fitted with extensive automated technologies for tire building and inspection. Apollo now
exports to more than 70 countries across the world, and has manufacturing facilities in three continents, with four plants in India, another
four in Southern Africa, and another in the Netherlands. We have a feeling this companys time will come in the awards.

BRIDGESTONE
It has been an impressive year for Bridgestone. In addition to significant research and production advances, the company has taken
a global view of the environmental impact of tires the so-called cradle to grave approach covering the whole product life cycle, from
raw materials, production and distribution, to tire usage and end-of-life disposal. To aid further research, Bridgestone has also commenced
work on a US$100 million state-of-the-art Technical Center in Akron, Ohio. The investment will keep hundreds of jobs in the community.
Meanwhile Bridgestone Europe is expanding steel cord and tire production around the world, and continuing environmental initiatives.

36 www.tiretechnologyinternational.com April 2011


annually. It will also create about 4,600
new jobs in the region.
Further growth and the future
Hankooks ambitious targets also include a
doubling of annual production in Europe,
and truck tire business is expected to grow
by about 8% by the end of 2011.
At its European production site
in Rcalms, Hungary, Hankook Tire
operates one of the worlds most advanced
tire plants. The company consistently
invests in the development of the site,
with an additional 230 million (US$326
million) being invested over the past 12
months, and annual tire production due
to be doubled to more than 12 million
tires. Further expansion of the facility
and the inclusion of truck tire production
are planned for the medium term.
With the completion of the second
phase our European factory will also be
able to produce UHP high-end tires with
the lowest aspect ratios as well as runflat
tires, states Ahn. On a long-term basis
we have plans for further installments,
as well as product diversifications.
To ensure that the staff grow with the
company, Hankook has also established
a Global Education Center to collaborate
and foster the companys production
Final inspection at the Rcalms plant, one
of the worlds most sophisticated tire factories
system around the world. The center,
located within the companys Korean
Daejeon plant, the manufacturers biggest
global production site, is intended to
enhance the capabilities of employees
for production and functional posts
at all existing plants in Korea, China
and Hungary, as well as future plants.
Through the Global Education Center,
Hankook Tire expects to strengthen
global production network collaboration,
establishing standardized the highest
level of production quality.
Our philosophy is based on
sustainable growth. Therefore we
continuously invest in new technologies
and compounds to develop eco-friendly
tires, says Ahn. In addition, our
enhanced research in new and innovative
technologies also helps us to fulfil the
growing demand for premium high-
performance tires in the global market.
Of course, we are very proud that we
have won such a prestigious award. We
consider this award as recognition toward
our philosophy of sustainable global
growth and of our commitment to our
production sites. Our gratitude, however
goes to all our staff, without whose
exemplary commitment, such progress
would not have been possible.
www.tiretechnologyinternational.com April 2011 37
Lifetime Achievement Award
A new category added to the 2011
Awards ceremony was the Lifetime
Achievement Award, which recognizes
a career of outstanding service to the
tire industry.
A true scholar and gentleman won this
inaugural award: Dr Alan Gent, professor
emeritus of polymer physics and polymer
engineering at the University of Akron,
Ohio, USA. From his initial studies
of physics and mathematics at the
University of London, to his work at
the University of Akron and the Institute
of Polymer Science, Gent has achieved
a lot during his career. Indeed his
Lifetime Achievement Award joins an
already bulging trophy cabinet, which
includes the Charles Goodyear Medal
from the Rubber Division of the American
Chemical Society; the Bingham Medal
from The Society of Rheology; the
Colwyn medal from The Institute of
Materials, Mining and Minerals; the
Ford High Polymer Physics Prize; the
NASA Public Service Medal for services
rendered after the Challenger disaster;
and several more.
Commenting on the Lifetime
Achievement Award, a modest Gent
says, It was a big surprise, because
it was so unmerited. And who knows
what might be achieved in the years
remaining? Perhaps I will eventually earn
it. However, on reflection, I imagine that
the Tire Technology International Award
for Lifetime Achievement was really
a recognition of the value of research
and teaching to the whole tire industry.
I am certainly proud to represent this
important branch of our industry.
He also seems rather proud of his
industry joke: A man is confined to
a wheelchair and his friends take him to
Lourdes to be healed. He wheels his chair
into the pool and he wheels his chair out
and he says, Its a miracle, its a miracle!
His friends say, But youre still in your
wheelchair, and he says, But look new
tires!
You can find out more about Gent on
page 64.
Tire Manufacturing Innovation of the Year
Winner: CureSense
he quest for greater The evening of the ceremony was

T manufacturing efficiency
has been answered by
Reosense, and rewarded
in this category, which recognizes
scientific and technological excellence
Jonas Lundbergs birthday: what
better present could he receive?

in tire manufacturing. The companys

CureSense system is claimed to reduce
cure time by up to 30% while achieving
more consistent product quality and
energy savings. This is done using online
monitoring of the rubber curing in the
mold and, depending on the variations in
the process and compound, the cure time
is adjusted automatically in each shot.

The technology
The technology uses an ultrasound
transducer which sends out ultrasound
waves into the rubber, which reflect and
come back again. It then measures the
echo time, which can vary during curing
because there are variations in curing
time from blend to blend, explains Jonas
Lundberg, managing director of Reosense.
We can compare the cure times from one
production line to another. Humidity, air
temperature, and the properties of the
compound all have variations. Especially
with natural rubber, there is a lot of rubber. These tests showed cure time
variation as it is a natural product. A big reductions of 25-30%. I wouldnt say
factor of cure time is how long it takes to thats representative of tires though
heat up the rubber, so heat conductivity is they are between 10 and 20%. But if
important. This system picks up variations you can reduce your production time by
and adjusts cure time accordingly. even 10% that represents a lot of money,
The system sends a signal to the press because you also increase capacity and
so it opens when curing is complete, productivity, and reduce energy costs.
instead of opening after a fixed cure The first system has been delivered to
time containing a safety margin. This ABB in Sweden, which has reduced the
is no mere theory, as the company has The CureSense system is designed to save cure time on one of its rubber products
completed three case studies on technical energy and time by 20%. CureSense has also been used
on a tire mold with promising results.
Runners-up We are continuing testing, now with
COLLMANN agricultural tires, and we have detected
Collmann was nominated for its VerTiX Tire X-Ray machine with Coll-Tech X-Ray ADR. variation between batches. It looks
This tire handling equipment allows for automatic feeding of any tire size, with the promising and we are open to doing
newest x-ray sensors rapidly producing sharp images. The x-ray image is inputted to an tests with different clients.
Automatic Defect Recognition product that uses data mining and analysis techniques to
qualify tire cord integrity. These techniques are able to input and analyze pixel-to-pixel The way forward
differences in an x-ray of a complete tire that is megapixels in size. This inspection can Having the technology recognized by
occur in seconds, and can distinguish up to four different cord layers within one tire x-ray. the jury has been an important boost
for Lundberg, who states, We have
LMI GOCATOR done a lot of work on technical rubber,
With the Gocator 3D line-based measurement sensor, LMI has emphasized ease of use and getting this award really helps and
through a built-in web browser, measurement tools, and I/O for a complete solution encourages us in the tire industry. Were
in a sensor. The Gocator can be used as a single sensor, dual buddy configuration, very pleased and we look forward to
or up to 24 sensors in a synchronized system. The system is standalone, and a flexible working in the tire industry. There are
configuration means that users can define field of view, MR, exposure, and trigger rate. many different companies interested
in testing CureSense.

38 www.tiretechnologyinternational.com April 2011

Tire Industry Supplier of the Year
Winner: Oerlikon Saurer Allma Product Line
Being one of the worlds largest suppliers
of machinery for the production of tire
cord, our supplier of the year, Oerlikon
Saurers Allma Product Line division, is
probably familiar to you.
If you look at the worlds tire cord
production, about 1.5 million metric
tonnes of tire cord is produced around
the world, states vice president of sales
Wolfgang Schffl. If you look at direct
cabling and ring twisting, the Allma
product line covers 65% of the worlds
tire cord production. We have sold more
than 1,300 direct cabling machines, and
more than 170,000 spindles, which is
72% of all the direct cabling machines in
the world, and we aim to grow further.

Big business in tough times

These are remarkable figures, so how
did the company become so big?
One of the reasons is innovation it
is a key part in our customers need to
produce cord quality that is higher than
with other systems, Schffl explains. Wolfgang Schffl accepting the
Another reason is a good technical award, which recognizes some
service, to be there when customers need remarkable achievments
you. The tire industry is small, with about
180 converters around the world, but
you have to be there for each of them, We had a recession like everyone else,
listen to them, help them with problems, and 2009 wasnt a very nice year for us,
and support them. We work with all the says Schffl. But in 2008 we had a good
major tire players in the world and also market share and we kept seeing our
with all their converting companies. customers and working on their projects.
To indicate how well our supplier So when business came back at the end of
of the year has been doing, 2010 saw 2009/start of 2010, we had already done
the companys overall orders expand by our homework, and business picked up.
some 33%, up to CHF2.1 billion (US$2.3 Recently, energy has been the primary
billion), and sales figures were up 10% focus for the company, says Schffl: We
to CHF1.6 billion (US$1.7 billion) all The company had a strong presence at Tire want to make machines more productive,
amid a global recession. Technology Expo, where it showed the CC4 but physics gives us limits and we simply
cannot rotate the balloon faster. However,
Runners-up: we can give another advantage to
MNCH CHEMIE customers by saving them energy costs.
The past 12 months have seen Mnch Chemie carry out intensive research for its clients This thinking has been proved in the
in the tire industry. Two notable products have been developed, the first of which, CC4 cabling machine, which was debuted
Release Agent MK-444, is a water-based, ready-to-use release agent, forming a coherent at Tire Technology Expo 2011. The outer
release film on the mold that is very resistant after cure, even to abrasive materials, yarn forms a balloon, which, if controlled
and temperature stable up to 300C. The second development is a cleaning compound and its diameter reduced, reduces energy
for screw extruders and injection molding machines, which can help save time and consumption.
cut down on expenses. If you look to the energy of a direct
cabling machine, 50-80% of its costs are
MESNAC energy, so with a depreciated machine
Chinese producer of rubber machines MESNAC has made large investments to bring you have savings of 30-40%, which is
it closer to its European customers. After establishing a sales agent for Europe and the a big achievement and we are very proud.
Middle East Rubber Point MESNAC now has its own European design center too, the We are very excited about the Award
MESNAC European Research and Technical Centre (MERTC), which has already developed and extremely happy. To be named in the
a single-stage, low temperature, fully automatic system of final compound mixing. awards, alongside other top companies
in the industry, is a big achievement.

www.tiretechnologyinternational.com April 2011 39

Tire Technology of the Year
Winner: Goodyear UltraGrip Ice+
inter tires are gaining Winter tires have never

W unprecedented levels
of public interest, so it
is fitting that our Tire
Technology of the Year is the Goodyear
UltraGrip Ice+ studless ice tire.
enjoyed so much interest,
and Junio is at the forefront
of the technology

This impressive tire has been

engineered to master some of the
worlds most challenging conditions
freezing Nordic winter roads and
features, among other technologies,
a dual cap compound with hybrid
sipes. If this tire can cope with these
conditions, it can cope anywhere,
says Goodyear.

Dul Cap compound

Key to the technology of the Ultragrip
Ice+ is a special winter tread compound,
called the Dual Cap Compound.
The Dual Cap Compound is an
innovative combination of two different
types of compounds that enable the tire to
deliver top performance levels in icy and
snowy winter conditions, due to the top
layer which is a soft compound, as well
as on dry roads, at higher temperatures,
due to a harder bottom compound, which
enables the tire tread to keep an optimized
stiffness, states general director of the The combination of the Dual Cap
Goodyear Innovation Center Luxembourg, Compound and the Hybrid Sipes has
Marc Junio. been named ActiveGrip.
Each of the two layers of compound The function of a winter tread
works with its own specific sipe pattern. compound is to deliver optimum grip
The combination of waffle sipes found in all winter conditions, says Junio.
in the upper compound layer and zigzag The desired compound stiffness and
sipes found in the bottom compound hysteresis needed to achieve this goal is
layer, is called Hybrid Sipes, which have obtained through the unique combination
been specifically designed to optimize of advanced silica mixing technology and
longitudinal tread stiffness over the entire The Goodyear UltraGrip Ice+ is the result the use of innovative raw materials.
tread depth. of two R&D teams collaborating their ideas To further optimize the design, the
UltraGrip Ice+ also has a V-shaped tread
Runners-up design with wide transversal grooves
ECOSIL for strong water and slush evacuation,
An innovative process has led to the design and testing of a new type of radial tire due together with a sharp, high tread design.
to work by Ecosil. The process bonds steel cords to rubber through the use of silanes, and Two teams at Luxembourg developed
during tests, Cooper Tire has found that performance advantages include greater longevity the tire. One develops the actual
and safety, with the compounds optimized for performance, not for rubber/cord adhesion. products, and the other focuses on
the fundamentals of the technology.
TMSI Our development teams are
TMSIs OnLEVEL machine is a flat-road-surface dynamic tire test rig that can test forces particularly thrilled to get such
and moments, rolling resistance, rpk/rpm, high-speed uniformity, conicity and ply-steer, recognition, stated Junio. This Tire
ply-steer residual aligning torque, and rolling radial spring rate all on one machine. Technology International award not
only acknowledges the performance
CONTINENTAL of the UltraGrip Ice+ tire, but also
The ContiSportContact 5 P uses new carbon blacks and resins, and a mixture of rewards our research and development
aramid and nylon threads in a bid to improve the flexibility of the tires surface. approach constantly looking for
Two rugged central ribs in the tread mean the rear axle tires provide optimum grip. innovative technologies that improve
the performance of our products.

40 www.tiretechnologyinternational.com April 2011

Environmental Achievement of the Year
Winner: Yokohama Rubber Company
t has been a remarkable year Osamu Mikami was

I for Yokohamas environmental

initiatives, which have now
been officially recognized.
Among its environmental work
over the past 12 months that impressed
pleased to see the
companys environmental
efforts recognized

the jury, the company has formulated

guidelines for the preservation of
biodiversity. These guidelines involve
investigations to determine whether
its activities adversely affect the natural
environments around its business
locations, and any remedial actions
that may be needed. The company is
also seeking to reduce the environmental
effects of its use of natural rubber and
mineral resources.

Osamu Mikami
We at Yokohama are very pleased to
receive such an honorable award, states
President of Yokohama Europe GmbH,
Osamu Mikami. We have been actively
achieving our environmental projects
based on our companys mid-term
GD100 strategy. We are delighted that our
attitude toward the environment has been
recognized for example, the Forever
Forest tree planting project, zero emission
goals for our production sites, solar power Further initiatives include solar
and co-generation schemes, and also power. At Hangzhou Yokohama Tire,
our environmental products, such as the companys Chinese subsidiary and
the BluEarth series. factory, 729 solar panels of 100W each
The Forever Forest Project aims to have been installed, supplying about
plant 500,000 seedlings at seven domestic 67,000kWh of electricity annually, about
and 11 overseas production sites. The 0.3% of the facilitys requirement, cutting
past 12 months have seen Yokohama CO2 emissions by about 94 tons per
hold tree-planting ceremonies at all of its year. Yokohama has also installed solar
18 sites. Overall, approximately 183,000 power at the R&D Integrated Center at
trees 36.7% of the goal of 500,000 cleanLASER is an impressive technology which its Hiratsuka factory in Japan, where 120
have already been planted. is proving a success in tire manufacturing plants panels of 87W each will supply about
8,000kWh of electricity annually, cutting
Runners-up: CO2 emissions by about three tons per
CLEAN-LASERSYSTEME GMBH year. Photovoltaic systems have also been
This companys cleanLASER system was developed to clean tire mold surfaces using introduced at the companys Mishima
bundled light, a technology which impressed the jury. This type of laser cleaning uses and Shinshiro-Minami plants in Japan.
no abrasives, chemicals or liquids, and unlike grit blasting or chemical cleaning, the In addition, Yokohamas manufacturing
laser process uses no media so there is no secondary waste. The method vaporizes plants in Thailand and the Philippines
and immediately captures by vacuum any removed coatings and dirt, ensuring have achieved complete zero emissions
a reduction in waste disposal and environmental pollutants compared to conventional status that is, no waste subject to direct
ways of cleaning and de-coating. landfill disposal and Yokohamas Salem
plant in the USA has been recognized
CONTINENTAL CARBON COMPANY as an Extraordinary Environmental
Continental Carbon Company was nominated for the real-time performance monitoring Enterprise in the Virginia Environmental
system it has implemented at its carbon black manufacturing plant in Ponca City, Excellence Program. Looking forward,
Oklahoma, USA. This system provides a level of production efficiency that can only Yokohama has announced a target of
be attained through continuous monitoring of key performance indicators and reducing greenhouse gas emissions by
improving every aspect of the manufacturing process. 25% by 2020 through the use of natural
energies and efficient equipment. tire

www.tiretechnologyinternational.com April 2011 41

>LHYLKLSPNO[LK[VHUUV\UJL[OH[VWLUPUN[OL
JVUMLYLUJLPU^PSSIL4Y5LLYHQ2HU^HY
]PJLJOHPYTHU THUHNPUNKPYLJ[VYVM(WVSSV;`YLZ
>LHYLKLSPNO[LK[VHUUV\UJL[OH[VWLUPUN[OL
JVUMLYLUJLPU^PSSIL4Y5LLYHQ2HU^HY
]PJLJOHPYTHU THUHNPUNKPYLJ[VYVM(WVSSV;`YLZ
FOCUSING ON EFFICIENCY.
FOR A WORLD IN MOTION.

For over 100 years Rhein Chemie has been keeping the rubber industry in motion with innovative solutions. By acquiring
Darmex, we have become a global leader in the manufacture of release agents and are now able to offer tire makers even
greater value. High performance Rhenoshape bladders enable premium quality of the nal products, and thus are the
perfect addition to such innovative products as polymer-bound chemicals, processing promoters, vulcanization and ller
activators, release agents and tire paints.

Solutions for the rubber, lubricant and plastics industries.

Whatever requirements move your world:

We will move them with you. www.rheinchemie.com
*(33-69
7(7,9:
The Tire Technology Conference is now considered the global tire
conference due to its depth and width of presentations and the high
academic standard. It is a conference companies and universities are
proud to have their staff attend, both as delegates and presenting on
their latest research and innovations.

Sessions for 2012 will include,but not be limited to:

A global insight of tire and tire raw materials supply and demand
Energy reduction through the design of tires, vehicles and roads
The new world of tire manufacturing
Biotechnology and the development of raw materials for tires
Devulcanization technology and the use of recycled rubber materials in tires
Tire retreading, a new beginning
Raw materials for greener tires
Tire filler technology: Black, white and gray
Intelligent tires, the coming essential vehicle component
Sustaining the road infrastructure, a priority for tire and road engineers
Tire technology off the road
The changing science of rubber material chemical analysis
Tire regulations of the future, a global overview
Tire inspection and evaluation, greater speed and greater accuracy
Trends and developments in steel, non-steel cords, and hybrid cords
Natural rubber, a new science and new properties
New approaches and new techniques for tire mathematical modeling
Fundamental research into the performance of rubber compounds

DEADLINES
Title & speaker: 9th September 2011
Powerpoint presentation: 13th January 2012
Full paper not required
Visit www.tiretechnology-expo.com for details or email m.fenner@ukipme.com
TIRE/ROAD INTERACTION

44 www.tiretechnologyinternational.com April 2011

 TIRE/ROAD INTERACTION

There has never been a greater need for cooperation

and collaboration between road and tire engineers,
but there are challenges in forming such a coalition
by Roger Williams, and Peter Roe, research fellow, TRL

t was in the late 1960s that the evaluate polymer and tread compound

I tire industry in Europe achieved

significant improvements in wet
grip through the introduction of
the radial tire, improved tread pattern
designs, and the introduction of high-
friction synthetic polymers.
During that period, most tire industry
evaluations were conducted on proving
grounds using two types of test surface:
smooth gravel pebbles, and fine-textured
asphalt. The gravel was obtained from
Chesil Beach near Bridport, Dorset,
UK, and the particles were embedded
in concrete or bitumen macadam. The
material proved popular as a test surface
and was exported worldwide to the extent
that its widespread use was banned to
avoid lasting damage to a geographical
feature that was to become a world
heritage site.
Bridport gravel particles had a rounded
shape and smooth surfaces as a result of
millennia of sea action, so their very low
microtexture provided a naturally slippery
road surface. The surface was used to
wet friction. The fine-textured asphalt
was used in evaluating tread pattern
design in terms of water clearance.
The problem then was that neither
proving ground surface was a true
reflection of a real road surface. Also, road
textures of the day had little relationship
to the needs of tires and vehicles in terms
of optimizing friction, improving ride
and comfort, reducing noise, and, as has
become required more recently, reducing
the effect on tire rolling resistance.
At the same time, the Road Research
Laboratory, now TRL, the UKs Transport
Research Laboratory, was a world leader
in developing an understanding of the
important road surface characteristics
that affected skid resistance (the roads
contribution to wet grip). TRL was, and
remains, at the forefront of studies into
aggregate characteristics and how they
change with climate and traffic polishing,
as well as how different macrotexture
configurations contribute to safer roads
in both concrete and bituminous surfaces.

www.tiretechnologyinternational.com April 2011 45

TIRE/ROAD INTERACTION

It was also in the late 1960s that
Dunlop initiated a research program
involving Dr Geoffrey Lees, then of the
University of Birmingham, designed
to understand the role of road surface
texture levels and tire properties. This
initiative led to the design of a road-
wearing-course material designed to
optimize tire performance, marketed
as Delugrip Road Surfacing Material.
Dunlop Delugrip
Lees great contribution was the ability
to design aggregate gradings for the
asphalt material that took into account
aggregate shape, size, and packing factor.
This knowledge enabled the creation of
grading specifications that were dense
and impermeable, but had a packing
discontinuity at the surface, thus enabling
the surface macrotexture to be controlled
as required for the particular road
condition.
The knowledge gained led directly
back to the tire with the development
of the Shell/Dunlop polymer (SSCP901),
the first to be specifically designed to
optimize wet friction and minimize
tire rolling resistance.
The road surface, Delugrip RMS, was
laid on roads and on race tracks in the
UK and a number of other countries;
it was a remarkable achievement for
a tire company to be in a position to
advise road construction companies
on road-wearing-course design. Some
of the concepts developed then are now
incorporated in modern proprietary
road surface course materials.
At the time Dunlop acquired
a valuable fund of knowledge regarding
road surface properties, which was of
considerable use in tire design. The
work at TRL during this period led on to
suggestions for levels of skid resistance on
roads, eventually resulting in the UKs first
nationally applied standards for in-service
skid resistance, with criteria related to
accident risk in different road situations.
But what has happened since in terms
of road surface developments and what
will they mean to future tire technology?
Over the years the development
climate has changed, shifting from safety
(in terms of skid resistance) as the top
characteristic alongside durability in the
1970s and 1980s, toward environmental
issues, particularly road/tire noise,
throughout the 1990s. Today, with
greater emphasis on climate change,
local pollution, and resource
consumption, rolling resistance
is also gaining in interest.
When spray-reducing porous asphalt
materials were being developed it was
observed that they generated much
less road/tire noise. Engineers studying
this phenomenon discovered that
dense materials could be designed to
have similar properties from a noise
perspective, but with greater durability.
Such surfacings can be laid in thin layers
and have a negative texture form,
with voids below a generally level
surface rather than the positive form
of traditional dense asphalt surfaces
or the use of applied chippings, in
which peaks occur above a mean level.
Macro and mega textures
There is also a growing realization of the
important role of road macro and mega
texture on tire rolling resistance, and
energy losses in the vehicle suspension.
The road surface properties that once were
regarded as beneficially contributing to
the reduction in a vehicles kinetic energy
when interacting with a tire skidding
on a wet road are now seen as leading
to undesirable energy losses in a rolling
one. This illustrates one aspect of the
many balances that now need to be
struck between safety and environment.
Emphasis on low-noise surfacings has
led to the widespread introduction in
many European countries of proprietary

Textured highways?
One of the UKs leading transport design companies has come up with an ingenious
and simple solution to slow motorists speed and ease congestion on motorways
and dual carriageways.
Paul Priestman of Priestmangoode, the company which worked on designs for the Virgin
Pendolino train, Chinas high-speed trains and numerous leading airlines like Lufthansa
and Swiss, believes a simple solution could be found by laying a textured surface on each
motorway lane, varying in roughness from smooth on the inside slower lane to rough
on the outside overtaking lanes.
Driving for long periods in the overtaking lanes would, it is claimed, present motorists
with a less comfortable (and noisier) ride, subconsciously prompting them to move across
to the slower lanes for the smoothest ride, reducing congestion, reducing speeds overall,
and improving both road safety and fuel efficiency.

46 www.tiretechnologyinternational.com April 2011

 TIRE/ROAD INTERACTION

Money pits
The question of maintaining the road
infrastructure was brought into focus
after some harsh winters. Following the
2009/2010 winter, the UK reported some
1.6 million potholes, each being capable
of damaging tires and suspensions. It
was stated that it costs UK motorists
1 million (US$1.6 million) per day. It is
estimated that the cost of treating each
pothole was 70 (US$112). Such damage
to roads, initiated by the last winter,
has been exacerbated by years of poor
maintenance. The tire industry needs to support an education program to ensure
that drivers and tire fitters are aware of the safety implications of damaged tires.
There is also the question of chemical and particulate emissions from bituminous
surfaces. Those in the tire industry are well aware of the need to replace some oils in
rubber compounds. Then there is the concern over bitumen supply and what may replace
it as a binder. Concrete road surfaces have advantages and disadvantages. Clearly more
work will be needed if they are to match the best bituminous surfaces in terms of
desirable tire and vehicle performance.

thin surfacings. Sometimes this was in a commercial context that meant

driven by policy changes such as that
in the UK, when in the late 1990s it
was decided that only noise-reducing
thin surfacings would be used for new
wearing courses on the strategic network.
However, experience shows that if not
properly laid, or when used in harsh
environments, these materials may not
be as durable as their predecessors. The
search continues for asphalt surfacings
that can combine safety, low noise, and
reduced contribution to rolling resistance
with durability.
Generally, though, road surfacing
and tire development have continued in
their separate ways, with tires continuing
to be assessed on surfacings that often
bear little or only limited relationship
to real roads, and a wide range of road
surfacings being designed with little
or no attention to tires.
In terms of research, there has been
some collaboration between the road
and tire industries in recent years. There
have been some notable projects. In
the early 2000s Dunlop worked with
TRL and UK road construction industry
partners to look further at the influence
of surface macrotexture on road safety,
considering interactions in the tire/road
interface with theoretical texture forms,
including external drum trials on some of
them, and the practical development of
asphalt materials to match. Experimental
surfacings laid on the TRL test track used
principles, such as small-size particles
with careful control of shape, which are
being applied to new surfacings today.
This work, however, was carried out
it was never formally published.
Pirelli and Nokian collaborate
In the same decade, the EU part-funded
VERT project saw Pirelli, Nokian, Fiat,
and Porsche collaborating with academic
institutions and national highway research
laboratories. This project looked at using
empirical models that could take account
of road and tire characteristics and their
interactions in different conditions (wet,
flooded, ice, and snow), add vehicle
suspension properties, and translate
these through vehicle handling models
to improve understanding of what
contributed to greater road safety.
For roads, international cooperation
in research is encouraged through the
Permanent International Association of
Road Congresses (PIARC), and in Europe
the Forum of European National Highway
Research Laboratories (FEHRL) helps
foster collaborative research through
its strategic road research program. One
recent example is the TYROSAFE project
(http://tyrosafe.fehrl.org) completed in
July 2010. Member institutes from six
countries (Austria, France, Germany, The
Netherlands, Slovenia, and the UK), plus
a small team from FEHRLs headquarters
in Brussels worked on this EU-funded
coordination and support action. It
reviewed existing knowledge on skid
resistance, rolling resistance, and noise
from the perspective of road and tire
interaction, identified knowledge gaps,
and proposed ideas for future research,
aimed at optimizing performance in
relation to the three key properties.

www.tiretechnologyinternational.com April 2011 47

TIRE/ROAD INTERACTION
Nynas bitumen lab accredited
The Nynas Bitumen lab at the companys
Nynshamn refinery is now accredited
as a testing laboratory in accordance
with ISO/IEC 17025:2005. The laboratory
will have increased resources, larger
premises and new instruments for analysis.
In addition, the number of staff has
increased to be able to efficiently handle
the workload. The accreditation is issued
by SWEDAC (the Swedish Board for
Accreditation and Conformity Assessment).
A harmonized approach
TYROSAFE considered the existence
(or otherwise) of national policies for
skid resistance and how they might be
introduced more widely across Europe
following a harmonized approach,
together with the thorny issue of how
to assess the skid resistance of roads
consistently a vital requirement for
policy support, given the range of devices
(giving different measurements) currently
used for this across the EU. Technical
aspects of roads and tires and their
interaction were also reviewed, showing
that while much is known by the road
and tire industries separately, the age-old
problem of the two areas being developed
without much reference to one another
persisted, and this represents a barrier
to be overcome.
So what is the latest thinking
regarding roads and their partners,
tires, and vehicles in terms of safety
and the environmental matters: is it
possible to get a true coalition of road
and tire technology?
If, as the TYROSAFE project has
proposed, the combined performance
of roads and tires ought to be optimized
in this context, a number of things
need to happen. There needs to be a
more consistent approach to specifying
road surfacing requirements. In Europe
suggestions are being made through
standardization bodies, such as the
European Committee for Standardization
(CEN), for classifying new road surfacing
materials with regard to their expected
noise properties and, possibly, some
48 www.tiretechnologyinternational.com April 2011
safety characteristics, but in-service
performance is a different matter. For
example, approaches to managing skid
resistance across Europe vary widely
from do nothing to sophisticated systems
such as that in the UK. This situation
is mirrored elsewhere in the world.
Australia and New Zealand use
a development of the UK approach;
Chile is also developing a strategy. In
the USA, interest in developing Federal
in-service standards is growing but,
as in many places, may be hampered
by fear of litigation.
With consistent standards comes
a need for consistent and harmonized
measurement systems both in terms of
test surfacings and measurement devices.
TYROSAFE has shown that there is a real
need for an even better understanding
of the role of texture on its various scales
its contribution to friction generation
in combination with tires is fundamental
to moving forward. Could it be possible
to develop measuring systems that enable
parallel assessment of tire performance
as well as characterizing roads?
Safety first
Underlying any discussion of tires and
roads is the broad concept of safety, which
leads to the question, What is safe? In
practice, there is no clearly defined margin
where a road or tire becomes unsafe
because many different factors (including
human drivers) act in combination in any
situation. Rather than focus on obvious
things such as emergency stopping
distances or linking skid resistance levels
to accident data, would a more thorough
review of friction demand in different
situations and the ability of the road
and tire acting together to supply it
be a better approach? This tactic was
followed in a recent study in Chile where
reliable road accident statistics are not
readily available, and has real potential
for wider consideration.
Looking further ahead, FEHRL has
set out its vision for the ever open road,
in which the need for maintenance is
detected, planned, and executed on
timescales and in ways that always
enable traffic to keep flowing. Within
this concept, there is scope for the idea
of intelligent tires in combination with
intelligent vehicles and maybe even
intelligent roads that regularly sense
conditions in the interface and report
back to enable maintenance operators
to have early warning of deterioration.
Maybe such systems could even
alert following vehicles to potentially
hazardous conditions.
All of these ideas emphasize the
need for cooperation and collaboration
between road and tire engineers. Here
there are real challenges. Roads are
expected to last for decades, and a typical
road surfacing should ideally last for
15 years or more. Could tires match
this in future? But tire companies operate
in a highly competitive commercial
environment with international markets,
while road engineers are constrained
by geography, climate, and geology
(which also affects the availability of
suitable local materials such as polish-
resistant aggregate), not to mention the
different pressures of road management
and ownership through national or
local government agencies or private
concessionaires.
It is with the idea in mind of finding
ways to work together that a session was
arranged at the Tire Technology Expo
2011 conference during which, at time
of going to press, experts from both road
and tire industries planned to present
a vision, review some progress and debate
the future. Perhaps this is a tentative step
toward a future coalition? tire
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APRIL 2011

Chemistry to helpRELEASE AGENTS

with increased create perfect tires,
productivity and
profit
TIRE/ROAD INTERAC
TION
Tire engineers
engineers must and road
collaborate
THE SECRETS OF
Meet the winners SUCCESS
Tire Technology of the 2011
International Awa
rds

2011s
hottest
technology
This years most
tire development innovative
s revealed
PEOPLE
Chuck Yurkovich
vice president of
Marc Junio genera global technology,
l director, Goody Cooper Tires
Hankook Europ ear Innovation Cente Osamu Mikam
e Dr Alan Gent r Luxembourg i president, Yokoh
University of Akron Hee-Se Ahn vice ama Europe
Jonas Lundb president of sales,
erg Reosense
Wolfgang Schf
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VULCANIZATION

Slow
motion Benny George from the Rubber Research Institute of India
claims he has made an important discovery, with a new way
to control scorch time in peroxide vulcanization
by Satnam Singh

50 www.tiretechnologyinternational.com April 2011


ubbers and plastics belong
R to a class of materials known
as polymers, which are
characterized by their long-
chain molecules and very high molecular
weight of the order of 100,000 to more
than one million. At room temperature
the long-chain molecules of plastics
remain frozen and therefore keep
their dimensional stability.
However, the molecules of rubber,
or to be precise segments of the long
rubber molecules, can move with
respect to other segments at room
temperature and it is therefore flexible.
In fact, rubber could be considered as
highly viscous liquid and could flow
under stress or gravity.
This is why raw rubbers as such
could not find many applications, states
Dr Benny George, senior scientist at
the Rubber Research Institute of India.
This was the case until Goodyear
accidentally discovered vulcanization in
1839. The sulfur molecules, when mixed
and heated with rubber, could link the
flexible rubber molecules and thus arrest
the flow of highly viscous rubber. Thus
viscous rubber is converted into an
elastic material by vulcanization.
It took almost a century after that
discovery to develop and fine-tune
new organic accelerators and activator
systems. These are currently used in
sulfur vulcanization of various rubbers
to produce an innumerable number
of rubber products that have become
indispensable for modern life.
In the 1920s and 1930s there
were a lot of activities for alternative
chemicals for vulcanization of rubber
other than sulfur, says George. These
have led to the development of peroxide
vulcanization in which the rubber
molecules are cross-linked by C-C bonds
initiated by the thermal decomposition
of organic peroxides.
Industrial use of peroxide
vulcanization started during the 1950s
with the development of Dicumyl
peroxide (DCP). Currently a large
number of rubber products, especially
EPDM-based products, are manufactured
using peroxide vulcanization.
Both sulfur and peroxide
vulcanization have advantages and
disadvantages. Sulfur vulcanization
VULCANIZATION
imparts high strength and excellent
dynamic properties to the vulcanizate,
but it imparts inferior aging resistance
and set properties.
Peroxide vulcanization leads to poor
dynamic properties, although it can
impart excellent resistance to aging and
leads to low compression set. It also
enables the co-vulcanization of saturated
and unsaturated rubber blends.
For a product manufacturer, it is not
just the final properties of the product
that are important, but also the ease with
which the vulcanization process can
be carried out. When molding different
products, complicated and deep molds
are used and it is absolutely essential that
the vulcanization process can be arrested
for a few minutes initially to enable the
rubber compound to flow and fill into
all parts of the mold.
This induction time, which is known
as the scorch time is extremely important
in the manufacture of thick and
complicated rubber articles, explains
George. If the scorch time is very low,
the compound will start to vulcanize
before it can flow and fill the entire mold,
resulting in products with dimensional
irregularity that have to be rejected.
The chemistry of sulfur vulcanization
is so well developed that scorch time
can be controlled to any required level,
depending on the type of products to
be molded. This is not the case with
peroxide vulcanization.
Figures 1 and 2 (overleaf) show
typical cure curves for sulfur and
peroxide vulcanization. The breadth of
the trough area in Figure 1 shows the
scorch time, which is well developed in
sulfur vulcanization, though very small
in peroxide vulcanization. Achieving
a sulfur cure like scorch in peroxide
vulcanization has been an outstanding
problem for more than half a century in
the rubber industry since the industrial
use of DCP as vulcanizing agent.
If scorch control can be significantly
improved, the range of industrial
applications of peroxide vulcanization
can be broadened, says George.
Recently in our lab, it has been shown
that a sulfur cure like scorch control
can be achieved in peroxide
vulcanization using a stable free
radical/co-agent combination.
www.tiretechnologyinternational.com April 2011 51
VULCANIZATION
Free radicals are usually highly
unstable moieties, generally formed in
situ during chemical reactions, and are
a highly active species. In fact, during
peroxide vulcanization, DCP dissociates
at high molding temperatures of around
160-190C (320-374F), leading to the
formation of oxygen-centered free radicals
that immediately abstract hydrogen atoms
from the rubber molecules, forming
carbon-centered rubber free radicals.
Two such rubber free radicals combine
immediately after its formation, leading to
C-C cross-link formation. Because these
reactions are extremely fast, the scorch
time in peroxide vulcanization is very low.
TEMPO
Stable free radicals are a class of
chemical that can remain as free
radicals at room temperature and also
at high temperatures. One of the very
important examples is TEMPO (2,2,6,6,-
tetramethylpiperidine-1-oxyl). It is an
oxygen-centered stable free radical, which
reacts very quickly with carbon-centered
free radicals, but does not react with
oxygen free radicals.
When TEMPO is added to a rubber
compound containing DCP, the carbon-
centered rubber free radicals, formed
52 www.tiretechnologyinternational.com April 2011
Above left: Figure 1, during vulcanization, react with TEMPO
showing the effect of and arrest the formation of C-C cross-link
TEMPO concentration until all the added TEMPO is consumed.
on scorch time This can extend the scorch time in
Above: Figure 2, peroxide vulcanization, says George.
showing the effect This is shown in Figure 3 [Curve 1
of cure temperature shows peroxide vulcanization with DCP
on scorch time alone and Curves 2 and 3 show different
Left: Figure 3, showing concentrations of TEMPO]. The scorch
the effect of a TEMPO/ time increased from 1.5 minutes in the
co-agent combination DCP-alone system at 170C [338F], to
on scorch time three minutes, and then to 3.7 minutes
as the concentration of TEMPO was
increased. Figure 3 shows the effect
of cure temperature on scorch time in
a DCP/TEMPO system. A high scorch
time of 6.4 minutes can be achieved
using TEMPO at 160C [320F].
Co-agents
However, the height of the plateau
regions of the cure curve containing
TEMPO is reduced (reduction in MH
value) indicating loss of cross-link
density, which can lead to inferior
vulcanizate properties. The reduced
height of the plateau region in TEMPO-
containing compounds (Curves 2 and 3
Above: Being an oxygen-centered free radical, in Figure 1) compared with that of the
TEMPO reacts quickly with carbon-centered DCP compound (Curve 1 in Figure 1)
free radicals, but not oxygen free radicals can be regained or even surpassed by
Below: TEMPO can be used effectively to adding suitable co-agents. Curve 3 shows
induce scorch control in peroxide vulcanization that addition of 4phr SR25 (N, N-m-
according to Georges laboratory findings phenylenedimaleimide) could regain lost
MH value without affecting scorch time.
Thus it is shown that the capability
of the stable free radical [TEMPO] to
selectively react with carbon-centered
rubber free radicals generated during
peroxide vulcanization can be utilized
to induce scorch control in peroxide
vulcanization, claims George. Scorch
time could be controlled in a way
similar to the sulfur cure. The loss of
cross-link density due to the reaction
of TEMPO and the rubber free radical
can be compensated using a suitable
co-agent. tire
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TIRE LEGENDS
by Joe Walter
Quiet visionary
In an era when the art of tire technology was well in advance of
its science, Hanns Peter Zoeppritz (1908-1985) was responsible
for visionary and innovative tire engineering accomplishments
ire properties influencing
T
vehicle performance were first
investigated and understood in
the 1930s. During this period,
Maurice Olley in the USA introduced
the concepts of oversteer and understeer
and the dependence of same on tire
cornering stiffness. Olley also quantified
the ride modes of motor cars in terms of
vehicle geometry, inertia, and suspension
properties. Vehicle engineering studies
were also underway at the Automotive
Research Institute established in 1930
at the Technical University Stuttgart.
The main thrusts of the German efforts
under the leadership of the Institutes
director, Wunibald Kamm, were in the
areas of engines and aerodynamics.
Kamm built the first full-scale automotive
wind tunnel facility and influenced the
design of the BMW 328 Kamm Coupe.
Stuttgart remains the wellspring of
pioneering vehicle manufacturing and
technology. Robert Bosch established
his automotive supply company there
in 1886, and was active in funding many
university activities until the mid-1930s.
Gottlieb Daimler built the first motor car
there in 1889, and Ferdinand Porsche
built his prototype peoples car in
a Stuttgart garage in 1934. Also coming
from Stuttgart were the tire innovations
of Dr-Ing. H. P. Zoeppritz.
Zoeppritz was educated at Dresden
and obtained his doctorate from Aachen
(1935), specializing in textile mechanics
as he was in line to inherit the familys
long-established wool operations.
However, the great global depression
54 www.tiretechnologyinternational.com April 2011
caused him to change his plans; after
briefly serving on the Aachen faculty,
he entered Kamms Automotive Research
Institute in 1936. Thereafter, Zoeppritz
joined Phoenix AG in Hamburg in 1946,
retiring in 1977 as director of engineering
and testing. At Phoenix, his publications
focused on skid prevention and road-tire-
vehicle interactions.
His most memorable achievement
while at Stuttgart was the development
in 1942 of the worlds first high-speed,
flat-track tire test machine for quantifying
the steady-state cornering force-slip angle
response of tires. Such data is required
to assess the ability of a proposed tire-
vehicle system to effect lane change
maneuvers and negotiate curves, and
to judge its over/understeer tendencies.
In the USA, Olley had pushed
Goodyear to make such measurements,
and this was done in 1935 but
on the industry-standard roadwheel
dynamometer (300 revolutions per mile).
To this day, various rules of thumb exist
to convert roadwheel cornering force
data to flat surface results, with varying
success. Zoeppritzs achievement obviated
the need for this approximation, but only
came to the fore when commercial flat-
tracks were commercialized decades
later by Calspan (1973), MTS (1980),
and most recently, TMSI (2009).
Zoeppritz also developed non-rubber
tires during World War II. At that time,
with natural rubber in short supply,
many warring nations were steadfastly
investigating artificial tires mechanical
devices devoid of rubber. By 1943,
Zoeppritz had analyzed more than
50 designs featuring convoluted metal
springs in arrangements that would
provide runflat, highway speed capability
for military vehicles. Although some
prototypes were massive, these ersatz
truck tires were designed to have load-
deflection characteristics comparable
to pneumatics. Many of the airless tire
concepts evaluated by NASA for the
Lunar Rover vehicle of the 1970s were
motivated by his concepts.
Rubber-saving pneumatic tires
were another Zoeppritz innovation.
The overall diameter and air volume
of such tires were the same as that of
the original design, but with sidewalls
halved and replaced by an extended rim.
Experiments were conducted at Stuttgart
in 1943 on a 5.50-16 prototype tire built
by I.G. Farbenindustrie in Leverkusen.
Tire weight and rolling resistance were
reduced, while vertical stiffness and
cornering forces were increased. This
is todays marketing-driven plus-sizing
craze, but developed years ago for
the purpose of conserving scarce raw
materials, not for styling reasons.
Zoeppritz anticipated by decades
many aspects of tire design and testing
that we take for granted today. He also
authored many prescient papers while
at Stuttgart dealing with irregular tread
wear, footprint pressure distribution, cord
flex fatigue, and in-vehicle control of tire
pressure (including the spare), among
other topics accomplishing this in an
era when the art of tire technology was
well in advance of its science. tire
DISCOVERING
NEW DIMENSIONS $&%2()$("#
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 www.konstrukta.sk
in brief
TBR boost in Thailand
CHONBURI Bridgestone Tire
Manufacturing (Thailand) Co Ltd
is increasing production capacity
at its truck and bus radial tire (TBR)
manufacturing plant in Chonburi, 37
miles (60km) from Bangkok. The plant
is receiving a 16.6 billion investment
that will see daily TBR production
capacity increase by approximately
2,500 units to approximately 10,500
units by the first half of 2014.
Bridgestone started operations at the
Chonburi Plant in 2004 as a base for
exporting TBR to the Americas, Europe,
and nearby Asian countries. However,
with global TBR demand expected to
increase over the medium to long term,
the Bridgestone Group has determined
that increases in production capacity
at the plant are necessary.
Dunlop buys YRCs equipment
BIRMINGHAM Manufacturing and
testing equipment bought to enable
Dunlop Aircraft Tyres to strengthen its
position in the aircraft tire marketplace
has arrived and is being installed at
the companys manufacturing plant
in Birmingham, UK. Dunlop acquired
the equipment from Yokohama Rubber
Company after the company withdrew
its brand from aircraft tire sector of the
market. The testing equipment, which
includes a dynamometer, is intended
to expand Dunlops in-house capability
and capacity to enable the company to
accelerate new product development
and bring tires to market more quickly.
Alongside this, the additional capacity
will accelerate Dunlop Aircraft Tyres
activity in the radial tire marketplace.
By acquiring this equipment we will
enhance our global manufacturing
capability and put Dunlop Aircraft
Tyres in a strong position to expand its
product range, said the companys
chairman, Ian Edmondson.
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Find out further details about the advertisers in this issue online at: www.ukipme.com/recard/ttmcard.html
56 www.tiretechnologyinternational.com April 2011
PRODUCTION UPDATE
Brazilian expansion at Continental
CAMAARI Continental is to invest In 2010, the Continental factory
US$210 million to expand production produced around 4.5 million passenger tires
capacity at its tire plant in Camaari, and 350,000 truck tires. This year, capacity
Bahia, Brazil. This investment is part of will increase to more than five million
Continentals strategy to grow tire operations passenger tires and 450,000 truck tires.
worldwide, especially in the BRIC countries. This is this second wave of the initial
It will enable us to almost double production investment of US$260 million realized
capacity at the Camaari plant by the end in 2004, explained Renato Sarzano,
of 2015, said Matthias Schnberg, CEO general manager at Continental Tire
of Continental Tire in the Americas. in Latin America.
Omnova dedicates chemical plant
SHANGHAI A state-of-the-art specialty
chemical plant has opened at the Shanghai
Chemical Industry Park in Caojing, China
by Omnova Solutions. The plant, which
is part of a recent acquisition of Eliokem
by USA-based Omnova Solutions,
manufactures Pliocord vinyl pyridine latex
for the fast-growing Asia-Pacific markets. In
addition, production of Omnovas GenTac
vinyl pyridine latex is being evaluated for
the site, as well as other specialty latices
based on styrene butadiene and acrylic
emulsion polymerization technologies.
Jim Hohman, president of Omnova
Solutions Performance Chemicals unit, In addition, Omnova operates another
stated, The Caojing plant will play a critical plant in Ningbo, China that produces
role in Omnovas globalization efforts. It Wingstay antioxidants. The acquisition of
strongly supports our vision to supply our Eliokem by Omnova Solutions in December
customers globally using regional production 2010 added facilities in China, France,
assets to provide better service, shorter India, and the USA. In total, Omnova now
lead times, and reduced delivery costs. operates nine chemical plants worldwide.
Michelin invests US$50 million at BFGoodrich
FORT WAYNE Michelin North America deliver high-quality products to customers.
is investing an additional US$50 million to It will also upgrade the flexibility and
upgrade equipment and expand production capability of this facility, said Dent Johnson,
capacity at the companys BFGoodrich tire plant manager.
facility in Fort Wayne, Indiana. The 1,900,000ft2 facility produces
This investment enables us to increase BFGoodrich passenger car and light truck
production capacity while continuing to tires and currently employs 1,580 people.
ONLINE
READER
ENQUIRY
SERVICE
 Creating durable tires
Our Twaron ber is a key structural element in Michelins
Pilot Super Sport tire. This new ultra high performance
tire is developed for the super sport car segment using
Teijin Aramids Twaron as a high tech reinforcement
material. It is used in tires that have to face highly
demanding conditions: very high speed, very high
torque and major cornering forces. Thanks to this Twaron
ber, which is weight-for-weight ve times stronger than
steel, the eects of those forces can be controlled. In the
Pilot Super Sport tire the tread is reinforced with a
light-weight belt of Twaron bers. This is xed to the tires
tread in such a way that it provides dierent sections of
the tread with dierent levels of resistance. As a result,
pressure is more evenly distributed, leading to a better
grip on the road.

TEIJIN ARAMID
tires@teijinaramid.com
www.teijinaramid.com

The staff and management of Standards Testing Laboratories

gratefully acknowledge fellow tire professionals, engineers
and academics for recognizing us as the

2009 Tire Industry Supplier of the Year.

We were honored for the breakthroughs achieved in our independent,
confidential tire and wheel test lab available to the entire industry which
monitors tire rolling resistance by force and torque methods, and by steady-
state and step-wise coast-down procedures. Whats more, our machinery
division provides the latest tire test machinery technology at exceptional value.

From innovations in test laboratories and machine design, to service on industry

testing committees and boards, our staff has set a high standard of excellence
for nearly 40 years. We are grateful
for the recognition by our peers. 60

 TRANSPORTATION TECHNOLOGIES There is no higher honor. 60

SM
 TIRES, WHEELS & VEHICLE COMPONENTS TOUGH ON TESTING
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 TESTING SYSTEMS FOR INDUSTRY
Phone: 330.833.8548  1.800.833.8547  Fax: 330.833.7902  www.stllabs.com
UNIVERSITY FOCUS

58 www.tiretechnologyinternational.com April 2011

 UNIVERSITY FOCUS

Big
ideas
The effects of Black and clay nanoparticles on styrene-
butadiene rubber have been put under the microscope
at two of Irans foremost research institutes
by Mohammad Karrabi, Iran Polymer and Petrochemical Institute,
and Somayyeh Mohammadian-Gezaz, Islamic Azad University

any researchers by performing rheological tests such

M have reported
the enhancement
of properties by
incorporation of nanofillers into
polymers. Using different types and
concentrations of nanofillers, the obtained
nanocomposites can exhibit enhanced
properties relative to the virgin polymer,
such as better mechanical properties,
lower permeability against gases, higher
heat deflection temperature or higher
flame retardancy.
In addition, the concentration and
type of fillers significantly affect the
viscoelastic behavior of the polymers.
Normally, filled rubber compounds have
an ability to dissipate the main part of
the mechanical energy applied during
deformation by damping, which depends
on the formed interactions between
rubber and filler. That can be studied
as a strain sweep test in dynamic mode.
A rubber processing analyzer (RPA)
can test the strength of the filler networks
and the filler-rubber interactions in
the green compound, as well as in the
vulcanizate, in a wide range of shear
amplitudes. Using this instrument, the
viscoelastic responses of the gum, master,
and final compound can be detected.
As a response to increasing strain,
rubber compounds show a non-linear
viscoelastic behavior, which is detected
as a drop in the elastic modulus versus
strain. In addition, tan b (G/G) increases
when the strain rises, recognizing that
the energy of dynamic deformation is
dissipated. Fillers can affect this strain-
dependent trend in rubber compounds.
In this work, attempts have been made
to ascertain the strain dependency
and elasticity of different nano-filled

www.tiretechnologyinternational.com April 2011 59

UNIVERSITY FOCUS
Scheme 1: Possible filler-rubber interactions for Black and nanoclay. Black particles can be found in Black networks or dispersed Black-rubber bonds
compounds. In this way, SBR compounds
having various amounts of clay (closite
10A) and Black (N550) nanoparticles
were prepared, and the effects of
nanofillers type and content on the
viscoelastic behavior were studied
during the strain sweep tests.
Methodology
Table 1 depicts some information about
the materials used in this study and
the formulations of samples. Based on
previous work in evaluating the effect
of processing conditions and nanoclay
content on the properties of SBR/
organoclay nanocomposites by response
surface methodology, mixing conditions
were selected to ensure the best dispersion
of the filler in the SBR matrix.
An RPA 2000 from Alpha
Technologies UK was used to investigate
the viscoelastic properties of filled
compounds and gum. Strain sweep tests
were done using RPA at the temperature
of 100C (212F) and the frequency of
1.68Hz in the 0.1-100% strain domain.
Figure 1 shows the complex viscosity
(d*) of compounds versus the applied
strain. As can be seen, samples containing
Table 1: Materials and formulations of samples
Material Content (phr)
SBR 100
Clay 3, 6, 9
CB 30, 50, 70
Aromatic Oil 10
60 www.tiretechnologyinternational.com April 2011
nanofillers have higher viscosity than net
SBR. In the presence of filler, the modulus
increases and flowability declines so the
viscosity increases. As the Black amount
d* rises incrementally, the linear zone
of the strain domain becomes shorter.
By adding 70phr N550, the viscosity
growth is 10-times larger and the curve
state changes to fully non-linear form.
Higher nanoclay content also made an
increase in the viscosity, with less effect
on the linear zone than with Black.
It is interesting that 9phr of nanoclay
is more effective than 30phr of N550
on the viscosity value, with a less
disturbing effect on the linear zone.
Viscoelastic behavior of compounds is
dependent on the inter-molecular bonds
of rubber chains and filler particles.
Scheme 1 illustrates possible filler-rubber
interactions for Black and nanoclay
schematically. Black particles can be
found in the Black networks or dispersed
Black-rubber bonds. Under the shear
forces, breakdown of Black aggregates by
applied strain is a viscous response while
the stretching of Black-rubber bonds is an
elastic response, until abruption at higher
strains produces viscous deformation.
Grade Supplier
SBR-1500 Bandar Imam Petrochemical
Cloisite 10A Southern Clay Products, USA
N550 Pars Co, Iran
Behran Behran
Nanoclay
As seen in Scheme 1A, nanoclay (layered
silica) can be dispersed in three different
forms of flocculated, intercalated, and
exfoliated. In the flocculated form, clay
layers aggregate separately from the
polymer phase, which happens with
insufficient mixing conditions or very high
concentration. By applying a suitable shear
force, especially at higher temperature,
the clay layers move away from each
other; consequently, the intercalated and
exfoliated form are achieved. In previous
work, it was concluded that compounds
containing 3phr, 6phr and 9phr nanoclay
prepared at the previously mentioned
mixing conditions achieve the desired
intercalated or exfoliated morphology.
The filler-based interactions explained
in Scheme 1 are responsible for
differences in viscoelastic behavior of
filled and unfilled rubber. Zero shear rate
viscosity (d*0) is larger for SBR filled
with nanoparticles, increasing with filler
amount. This is because of the restrictive
influence of filler on the flowability
of rubber chains.
Critical strain
Another parameter obtained from the
strain sweep test is the strain at which
the modulus or viscosity curve is
deviated from the linear state, called the
critical strain. Critical strain is affected
meaningfully by the type and loading of
nanofillers. With increasing filler content,
the non-linear region starts from the lower
strain. This observation is probably due to
filler-based structures, which are sensitive
 UNIVERSITY FOCUS

At higher Black loading, there are more networks to break down,

and the shifting in the critical strain is more obvious

Scheme 1A: Possible filler-rubber interactions in Black-filled compounds. Nanoclay can be dispersed in flocculated, intercalated, or exfoliated forms

to the applied strain undergoing the non-
linear irreversible breakdown. At higher
Black loading, there are more networks to
break down and the shifting in the critical
strain is more obvious. In nanoclay-
filled compounds, considering only the
formation of intercalated or exfoliated
structures, there is no filler agglomeration
to break down so the linear zone is
broader than that of Black-filled SBR.
The curves of damping factor (tan
b) versus strain are plotted in Figure 2
for SBR compounds filled with various
nanoparticles. As known, smaller tan b
indicated a stronger elastic manner so the
elasticity of samples can be investigated,
paying particular attention to the
variations of tan b. In the presence
of nanoclay, lower tan b is observed
in comparison with net SBR, hence
more elasticity. It results from the elastic
stretching of clay-rubber bonds, which
enhances the elasticity of the compound.
However, Black has two different effects
on tan b. At lower strains, Black-filled
SBR exhibits more elastic behavior than SBR
gum, while at higher strains, the reverse
trend appears. The elastic stretching
of Black-rubber bonds at lower strain
make the elasticity rise; and at higher
strains, more energy is dissipated, due to
the viscous breakdown of Black-based
interactions, which increases the elasticity.
Conclusions
In this work, SBR compounds, with
various amounts of clay (closite 10A)
and Black (N550) nanoparticles were
prepared. The effects of the nanofillers
type and content on the viscoelastic
behavior were studied, performing
the strain sweep tests. The following
conclusions were formed: the complex
viscosity of filled SBR was higher than
unfilled, with higher loading and larger
viscosity; 9phr of nanoclay had a greater
effect on the viscosity values than 30phr of
Black; in the presence of both nanofillers,
the critical strain reduced, especially in
the case of Black; with increasing filler
concentration, the non-linear region starts
from the lower strains; and compounds
containing nanoclay had a more elastic
nature than gum. Finally, Black had two
effects on elastic behavior: at low strains
it caused more elasticity, but the reverse
trend was recognized at high strains. tire

Figure 1: Complex viscosity vs strain with different nano filler loadings Figure 2: tan b vs strain for compounds with different nano filler loadings

www.tiretechnologyinternational.com April 2011 61

 Quality first,
no compromise
on tires
Bulletin board
Cutting-edge steel cord cutting
Many of todays steel
cord cutting systems
are evolved from cutters
initially designed for
steel plate cutting.
Until recently VMIs
 DO 82 steel cord cutting systems
Economic solution for web were based on that same
guiding, width measurement and principle. The quest for
surface inspection for the tire market a different concept driven
by innovations in the
production of tires has
however led to a new
approach that literally turns cutting The upstream and downstream
as we know it upside-down. equipment has been completely
Traditional guillotine cutters need redesigned to match the high accuracy,
a heavy steel construction to reach high quality, and high productivity
the stiffness required for cutting of the revolutionary core of the system.
SW 91 calandered steel cord material. Any The pull-though type feeding system
Economic solution deviation in knife-adjustment either is in full control of the material and
for guiding and doubling leads to a cutting failure or undened keeps it accurately positioned during
of 1 or 2 material stripes high forces that quickly result in the cutting action. As the material is
blunted knives. kept in place, the material does not have
Making use of the latest control to be repositioned for splicing. Camera-
technologies and knife-materials controlled servo systems allow further
available, VMI designed a patented enhancing of feeding and splicing accuracy.
cutting system featuring exible blade
mounting and servo-controlled cutting FOR MORE INFORMATION 101
force. This system allows for a multiple Tel: +31 578 679111
 FR 60 extended knife life and adjustment-free Email: sales@vmi-group.com
wide band sensor mounting of knife-blades. Web: www.vmi-group.com
High accuracy, insensitive
against soiling, measuring
range 150 mm, simple
operation, reasonable price
Motor-driven actuator
Heavy weights that have to be moved, combinations of stroke, actuating force,
for instance at slitters and rewinders, and speed. The actuator is maintenance-
Erhardt+Leimer require particularly efcient and powerful free. The compact, fully wired design
actuators. BST designed the new EMS 23 enables fast and easy tting into the
Your reliable partner for
electric-motor driven actuator exactly for machine and is also suitable for retrots
innovative technology in the
these requirements. and exchange of existing components.
Tire and Rubber industry In combination with the approved BST
commanders and guiding devices, EMS 23 FOR MORE INFORMATION 102
corrects the position of materials precisely, Tel: +49 5206 999 0
with an actuating force up to 9,000N. Email: info@bst-international.com
For maximum exibility, BST Web: www.bst-international.com
International offers EMS 23 with different

Erhardt+Leimer GmbH
Albert-Leimer-Platz 1
86391 Stadtbergen, Germany
Phone ++49 (0)821 24 35-531
Fax ++49 (0)821 24 35-320
info@erhardt-leimer.com
www.erhardt-leimer.com

62 www.tiretechnologyinternational.com April 2011

 BULLETIN BOARD

Gas circulation unit for curing

In conventional tire curing presses, device consists of a
curing is performed using liquids special induction motor,
such as water at high pressure and combined with a turbo-
temperature. However, more recently, type pump and dedicated
methods using steam and gases have controller, which can,
become mainstream, and problems have when set up and operated
arisen with temperature differentials between the ow of gas into
between the inside of the upper and and out of the bladder in
lower bladder during curing. For many a tire curing press, circulate
years methods that can in a short time gases continuously inside the
reliably and continuously eliminate this bladder during curing. This
temperature differential problem have continuous circulation with
been investigated, but there has hitherto forced convection should be
been no denitive solution. able to remedy, in a short time,
Ichimaru-Giken has over 30 years the temperature difference
of experience as a developer and within the upper and lower
manufacturer of valves and components parts inside the bladder.
for tire curing presses, and has over
a number of years put its expertise and FOR MORE INFORMATION 103
knowledge toward the development of a Tel: +81 942 53 7510
gas circulation unit. This groundbreaking Web: www.ichimaru-giken.co.jp

Management changes at A-Z Formen

After their successful engagement of gained an overview over all essential
more than 40 years working for A-Z functions of the company. In the last years
Formen- und Maschinenbau GmbH, he worked as the director of production.
the two executive directors Rainer Hilke Michael Stops joined A-Z mid-2009,
(71) and Gerhard Schmaderer (70) and is the new director of sales, taking
retired from their active business life over this function from Rainer Hilke.
at the end of 2010. Stops is supporting A-Z with his long
They started their careers at A-Z in experience in sales to automotive OEMs
the mid 1960s. At that time A-Z was and their suppliers.
established as a joint venture between The new management stands for
the US partner Akron Standard Mold A-Zs main business is the production a smooth continuation of the established
Company and the German entrepreneur and sales of molds and closing systems for A-Z virtues of quality, reliability, and
Karl Zngl. In 1978 they took over the production of new tires. The product customer orientation. It will concentrate
the company and re-established it portfolio is supplemented by products for on the further extension of worldwide
as a new and independent entity. special machinery, and with professional activities. But it will also emphasize the
Today the name of A-Z stands for thermal cutting tools, used in countless solid and reliable partnership for its
quality and reliability in the worldwide applications. own employees.
tire industry. A new business eld started in 2009 In the course of realignment, A-Z
The company has grown over the years with the supply of assembly jobs as has concentrated all activities in its
and now realizes a turnover of 20 million a service for other companies. With this headquarters in Runding, and its sales
(US$27 million), with 200 employees. In move, A-Z has revived its experience in the ofce, formerly based in Munich, has
addition to the headquarters in Runding construction of tire retreading machinery. moved to Runding.
close to the city of Cham in Germany, Effective January 1, 2011, Peter
a new prospering company in the Czech Vilsmeier is the new executive director of FOR MORE INFORMATION 104
Republic was founded. This company A-Z Formen- und Maschinenbau GmbH. Tel: +49 9971 8420
supports A-Z in its efforts as a competitive Vilsmeier joined A-Z in 1992, and with Email: info@a-z-gmbh.de
player in the worldwide mold market. his different responsibilities in A-Z he has Web: www.a-z-gmbh.de

Index to Advertisers
Altracon SA ....................................................................... 53
A-Z Formen- und Maschinenbau GmbH ............................ 53
Bosch Rexroth................................................................... 19
BST International GmbH .................................................... 55
Cimcorp Oy ............................................................31, 32, 34
Continental Reifen Deutschland GmbH.................................3
Erhardt & Leimer GmbH .................................................... 62
Kiswire Ltd ......................................................................OBC
Kontrukta-Industry AS...................................................... 55
Rhein Chemie Rheinau GmbH ........................................... 25
Samson Machinery Inc...................................................... 49
SICK AG............................................................................. 17
Standards Testing Labd (STL)............................................ 57
Teijin Aramid BV ............................................................... 57
Tire Technology Expo 2011 ........................................7, 9, 10
Tire Technology International Online Enquiry Service......... 49
VMI Holland BV..................................................................IFC
www.TireTechnologyInternational.com.............................. 56

www.tiretechnologyinternational.com April 2011 63

TIRE TAIL
Dr Alan Gent, a revered name in the tire industry, and recipient of the
inaugural Tire Technology International Lifetime Achievement Award,
shares his memories of a career in rubber
What first attracted you to
working with rubber?
It was quite accidental. In 1944, aged
16, I felt frustrated at school although
fascinated by science. So I applied for
a job as a laboratory assistant which
sounded scientific with the nearby
John Bull Rubber Company (later part
of Dunlop Rubber) in Leicester, England.
The factory made a variety of rubber
products, including tires, seals, and
bonded rubber mountings. Along with
every other English schoolboy, I knew
of their excellent kits for mending
punctures in bicycle tires, and admired
the company for this reason alone.
Thus I became a junior member
of a test group, measuring the dynamic
properties of rubber mountings for aircraft
engines and radar sets, and I learned
a lot about rubber, test methods, and even
physics. One test was for the serviceability
of rubber sleeves at low temperatures.
The sleeves were stored overnight in
a refrigerator at -40C/F and then thrown
at the tiled wall of the laboratory. Even
though all of the compounds were based
on natural rubber, some sleeves shattered
on impact, and of course failed the test.
But how far the results depended on
the throws being made by a young and
vigorous arm was never investigated,
as far as I can recall.
A few years later, after military service,
this early experience helped me to
become a junior researcher at the British
Rubber Producers Research Association
(BRPRA). This famous laboratory is now
owned by the Malaysian Government
and is known as the Tun Abdul Razak
Research Center (TARRC). After several
years of research there with some quite
outstanding scientists (Ronald Rivlin, Alan
Thomas, and Leslie Treloar made indelible
impressions on me), I was invited in 1961
to become a professor at the Institute
of Rubber Research at the University of
Akron and eventually I became scientific
advisor to the Goodyear Tire & Rubber
Company. What a string of coincidences:
a nearby rubber factory, a lab position
64 www.tiretechnologyinternational.com April 2011
INDUSTRY PEOPLE
FACTFILE
Name: Dr Alan Gent
Job title: Professor emeritus of
polymer physics and
polymer engineering,
University of Akron,
Ohio, USA
there; a research appointment at BRPRA;
an academic position at the University
of Akron; and several interesting years at
Goodyear! It was a rather narrow career
path, with no digressions; it was rubber
research all the way.
What is your proudest career
achievement to date?
Early work on ozone attack was
apparently quite helpful, and several
contributions to the design of rubber
engineering products are still widely
referred to. The first large rubber bearings,
now used to support road bridges, and
even whole buildings, were designed
using ideas developed and tested in 1959
about allowing lateral motion to take
place readily while supporting structures
firmly in a vertical sense. This is one way
to protect buildings from damage by
earthquakes, of course, and for bridges
it enables thermal expansion to take place
without putting high lateral stresses on
the supports.
The most often mentioned piece of
research, I suppose, is the discovery and
explanation of a phenomenon sometimes
called explosive decompression.
It consists of the rapid growth of
large internal cracks in a rubber part
(sometimes not noticed) when the rubber
is subjected to a critical level of all-
round tension, or when the part contains
dissolved gas or liquid at a pressure that
exceeds the external pressure by the same
critical amount. The problem in different
forms still comes up from time to time.
Generally, I have always enjoyed
showing that research is basically simple,
and complicated equipment may not
be necessary. For example, our latest
publication describes how the rate of
internal diffusion of a liquid dissolved
in rubber can be measured with only
a timer and a ruler.
But a real sense of accomplishment
comes from the successes of former
students. It gives me a warm feeling,
even though it is rather unfair that I
should be credited with their outstanding
accomplishments, when I dont seem to be
held responsible if they make mistakes.
One touching experience I recall was
an award the Silver Snoopy award
that was given personally by the US
astronauts to members of the National
Commission that helped to make their
lives safer after the Challenger disaster.
What are your plans for
the future?
I intend to continue doing research of
some kind as long as I can. It has been
a continued source of interest, challenge,
and pleasure. Also, I have made countless
friends and met many of the legendary
scientists in rubber science, indeed in
the whole field of materials science.
Who would stop now?
I have officially retired, but I have
every intention of continuing to work in
some capacity or other. I greatly miss the
close interaction with students. At its best,
this relationship is beneficial both to the
professor and to the student. And over
the years, I was extremely fortunate to
have really talented students, many from
abroad. Any professor would have been
delighted to work with them. tire