Abstract:
A method for detecting ply wire anomalies in a tire carcass ply having a plurality of spaced apart ply wires extending across a tire carcass, the method comprising the steps: constructing a green tire carcass in a diametrically expanded toroidal configuration, the carcass comprising a pair of beads, the carcass ply extending from bead to bead, at least one crown layer covering the carcass ply and having a peripheral skirt region; and sidewalls covering the carcass ply and extending from the beads to the crown layer and having edge portions intersecting the crown layer; mounting a wire sensor apparatus proximal to the tire carcass ply, the wire sensor apparatus including a wire sensor for detecting the presence of a proximal ply wire; establishing relative movement between the wire sensor and the tire carcass whereby the plurality of spaced apart ply wires are sequentially placed into proximal relationship with the wire sensor; and generating sequential data from the wire sensor indicative of at least one ply wire parameter of the plurality of spaced apart ply wires.

Description:
FIELD OF THE INVENTION 
   The invention relates generally to method for evaluating ply wire anomalies in a tire and, more specifically, to a method for evaluating ply wire parameters in a manner that ensures such parameters are within prescribed tolerances in a diametrically expanded toroidal tire configuration. 
   BACKGROUND OF THE INVENTION 
   Certain categories of tires are manufactured utilizing a steel cord body ply in which steel cords are embedded into a ply extending from tire bead to bead. In the manufacture of such tires, an initially flat steel cord body ply and other tire components are applied to a building drum at a band diameter to form a green tire. The green tire is subsequently diametrically expanded into a toroidal shape at a toroidal diameter prior to final curing and processing. In the process of changing the carcass from flat to toroidal shape, the cord spacing and cord ends per inch (epi) of wire cords changes. Should ply wire spacing anomalies occur, structural defects in the finished tire can result. Structural defects may be identified at final inspection of the finished tire, requiring the tire to be scrapped, resulting in costly waste. Structural defects in a tire that are not detected at a final inspection may cause tire failure later when the tire is put into use. For example, ply wire anomalies may result in sidewall bulge during the useful life of the tire if the spacing between ply wires is not carefully controlled during carcass expansion. In addition to ply wire spacing anomalies, the integrity and tightness of ply splice regions in the carcass and upstream component preparation of ply splices must be carefully maintained. Compromise of the splice regions as the tire carcass is converted from flat to toroidal shape should be avoided to eliminate structural defects in the finished tire. It is, therefore, important that the integrity of splice regions be maintained during toroidal expansion. 
   Thus, there is a need for a sensor system that can ascertain the disposition and condition of ply wires in a tire. Evaluating ply wire parameters preferably will occur relatively early in the tire manufacturing process so as to avoid scrapping the finished tire. Evaluating ply wire parameters, however, cannot be accurately conducted when the tire is in a pre-toroidal configuration because subsequent diametric expansion of the tire carcass may alter the condition and disposition of the ply wires and the integrity of splices within the tire carcass. 
   Commercial systems are available to scan blocks of ply wire as produced from steel cord calenders, or from specialized steel ply making systems. These commercial systems scan steel cords in the flat, unstretched, high epi condition. However, when tires are diametrically expanded on a building drum, typically on the order of 150% to 190% of flat build diameter, the epi count goes down and tire anomalies may appear. Since available systems function in a pre-expansion environment, they are ill suited to detect ply wire anomalies in a post-expansion tire carcass condition. Therefore, such commercially available systems represent a less than adequate solution to the needs of the industry. 
   A continuing need, accordingly, remains for a method of evaluating ply wire parameters in a manner that provides accurate assessment of ply wire spacing, condition, and location in a post-expansion tire carcass. Such a method should further be capable of functionally checking the integrity and tightness of ply splice regions and upstream component preparation ply splices and determining whether the rubber coat gauge on the steel ply wires is within tolerance limits. 
   SUMMARY OF THE INVENTION 
   The invention satisfies at least one of the industry needs in providing, according to one aspect, a method for detecting ply wire anomalies in a tire carcass ply having a plurality of spaced apart ply wires extending across a tire carcass, the method comprising the steps: constructing a green tire carcass in a diametrically expanded toroidal configuration, the carcass comprising a pair of beads, the carcass ply extending from bead to bead, at least one crown layer covering the carcass ply and having a peripheral skirt region; and sidewalls covering the carcass ply and extending from the beads to the crown layer and having edge portions intersecting the crown layer; mounting a wire sensor apparatus proximal to the tire carcass ply, the wire sensor apparatus including a wire sensor for detecting the presence of a proximal ply wire; establishing relative movement between the wire sensor and the tire carcass whereby the plurality of spaced apart ply wires are sequentially placed into proximal relationship with the wire sensor; and generating sequential data from the wire sensor indicative of at least one ply wire parameter of the plurality of spaced apart ply wires. 
   Pursuant to another aspect of the invention, the method may include the step of placing the wire sensor apparatus into contacting engagement against the tire carcass ply. 
   According to another aspect of the invention, the at least one ply wire parameter may be taken from the group: [ply wire location; ply wire spacing; ply wire number; ply wire presence; ply wire condition]. Another aspect of the invention may include the steps: displacing the edge portions of the sidewalls from an initial orientation to expose the carcass ply to the wire sensor apparatus; and replacing the edge portions of the sidewalls wire sensor into substantially the initial orientation subsequent to detection of the plurality of ply wires by the wire. A second wire sensor apparatus on an opposite side of the tire carcass may be used according to an aspect of the invention, the second wire sensor apparatus including a wire second sensor for detecting the presence of a proximal ply wire; and generating sequential data from the second sensor indicative of at least one ply wire parameter on the opposite side of the plurality of spaced apart ply wires. 
   Yet another aspect of the invention utilizes the steps of placing the wire sensor apparatus into contacting engagement with the tire carcass ply and applying biasing means to the wire sensor apparatus to maintain contacting engagement against the tire carcass ply. The invention according to a further aspect may include the step of depressing a toroidal surface portion of the tire carcass ply adjacent the wire sensor apparatus to optimally configure the toroidal surface portion contacted by the wire sensor apparatus. A further aspect is to adjust the extent of depression of the toroidal surface portion of the tire carcass ply adjacent the wire sensor apparatus. 
   Definitions 
   “Axial” and “axially” means the lines or directions that are parallel to the axis of rotation of the tire. 
   “Bead” or “Bead Core” means generally that part of the tire comprising an annular tensile member, the beads are associated with holding the tire to the rim being wrapped by or anchored to ply cords and shaped, with or without other reinforcement elements such as flippers, chippers, apexes or fillers, toe guards and chafers. 
   “Belt Structure” or Reinforcing Belts” means at least two annular layers or plies of parallel cords, woven or unwoven, underlying the tread, unanchored to the bead. 
   “Breakers or Breaker Reinforcement” is similar to a belt reinforcement, however, the cord layers are generally oriented at about the same angle as the underlying carcass plies; generally, these reinforcing layers are found in bias ply tires. 
   “Bias Ply Tire” means that the reinforcing cords in the carcass ply extend diagonally across the tire from bead-to-bead at about a 25-65.degree. angle with respect to the equatorial plane of the tire, the ply cords running at opposite angles in alternate layers. 
   “Carcass” means a laminate of tire ply material and other tire components cut to length suitable for splicing, or already spliced, into a cylindrical or toroidal shape. Additional components may be added to the carcass prior to its being vulcanized to create the molded tire. 
   “Circumferential” means lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction. 
   “Cord” means one of the reinforcement strands of which the plies in the tire are comprised. 
   “Equatorial Plane (EP)” means the plane perpendicular to the tire&#39;s axis of rotation and passing through the center of its tread. 
   “Inner” means toward the inside of the tire and “outer” means toward its exterior. 
   “Innerliner” means the radially innermost air impervious layer used in making a tubeless tire. 
   “Lateral Edge” means the axially outermost edge of the belt as defined by a plane parallel to the centerplane and intersecting the outer ends of the axially outermost edges along the longitudinal direction. 
   “Leading End” refers to a cut end portion of part of the belt that is closest to the discharge end on the conveyor in the direction of conveyance. 
   “Radial” and “radially” means directions radially toward or away from the axis of rotation of the tire. 
   “Radial Ply Tire” means a belted or circumferentially restricted pneumatic tire in which the ply cords, which extend from bead to bead are laid at cord angles between 65.degree. and 90.degree. with respect to the equatorial plane of the tire. 
   “Trailing End” refers to a cut end portion or part of the belt that is farthest from the discharge end of the conveyor in the direction of conveyance. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The invention will be described by way of example and with reference to the accompanying drawings in which: 
       FIG. 1  is a an exploded perspective view of a sensor assembly configured pursuant to the invention; 
       FIG. 2  is an assembled perspective view of a sensor assembly configured pursuant to the invention; 
       FIG. 3  is an assembled perspective view of a sensor subassembly configured pursuant to the invention; 
       FIGS. 4A ,  4 B, and  4 C are diagrammatic views of the operation of a Hall effect-based sensor pursuant to the invention; 
       FIG. 5  is a block diagram of a ply wire sensor system configured pursuant to the invention; 
       FIG. 6  is a perspective view of a portion of a representative green tire with portions removed for the purpose of explanation; 
       FIG. 7  is a transverse section view through a green tire carcass having a ply wire sensor system operatively positioned in relation thereto; 
       FIG. 8  is an alternative embodiment showing a transverse section view through a tire carcass having dual ply wire sensor systems operatively positioned in relation thereto; 
       FIG. 9  is a side perspective view of the ply wire sensor system of  FIG. 7  showing the sensor assembly operatively positioned against a green tire. 
       FIG. 10  is a partial perspective view of a green tire carcass having a ply wire sensor system operatively positioned against the carcass and supporting bracket apparatus; 
       FIG. 11  is an enlarged partial perspective view of a ply wire sensor system operatively positioned against a green tire carcass; and 
       FIG. 12  is a top perspective view of a ply wire sensor system, tire carcass, and support bracket. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   With initial reference to  FIGS. 1 and 2 , a sensor apparatus  10  configured to the invention includes a sensor subassembly  12 , a screw housing  14 , adjustment screw  16 , base block  18 , locking flange washer  20 , nut  22 , screw  23 , and nut  24 , constructed from respective suitable materials by conventional means. The screw  16  has an elongate threaded body  26  terminating at a forward internally threaded socket  28 . An elongate cantilevered leaf spring finger  30  is provided formed from sufficiently resilient spring material such as metal, and connects with fasteners  31  at a remote end with a wear shoe  32 . Shoe  32  has a central cavity (not shown) and a lower concave surface  33 . Shoe  32  is composed of a suitable relatively low friction material or materials, such as but not limited to TEFLON, or other commercially available low friction materials for a purpose explained below. 
   The screw housing  14  has an upright housing portion  34 , a through-bore  36  extending through portion  34 , and a housing flange extension  38 . Through-bore  36  is dimensioned to closely receive screw  16  therein. Aperture  40  extends through the flange extension  38  and aligns with a threaded through bore  41  in the base block  18 . The sensor subassembly  10  may be varied in components and configuration if desired without departing from the invention. 
   With reference to  FIG. 3 , a generally U-shaped sensor spacer shoe  42  is dimensioned to be received within the wear shoe  32  ( FIGS. 1 and 2 ) and includes a channel  44  opening to a rear wall  45  of the shoe  32 . A forward wall  46  of the shoe  42  is axially spaced a distance from a forward end wall  47  of the channel  44 . A concave lower surface  48  of the shoe  42  is disposed a predetermined distance from the channel  44 . Situated within the channel  44  adjacent the forward end wall  47  is a permanent magnet  50 . Magnet  50  is of a type commercially available such as, without limiting intent, a magnet sold as part no. NEO 403785 by Jobmaster Magnets, located in Baltimore, Md. The magnet  50  is retained in a fixed position against end wall  47  by registration of magnet  50  with internal protrusions (not shown) within channel  44 . 
   A sensor  52  is fixedly mounted to the end wall  46  of the spacer shoe  42  such as by an adhesive. A power/network cable  54  contains leads  56  operatively connected to power the sensor  52  and to convey data from the sensor  52  to a remote processor as will be explained. The sensor  52  may be a Hall effect-based sensor of a type commercially available. For example, without intent to delimit the invention, a Hall effect sensor of suitable type is sold as part no. A1321LUA by Allegro MicroSystems, Inc., of Worcester, Mass. Alternatively, the sensor may be a magneto resistor type of device that detects the presence of a conductor by measuring resistance change in the presence of a magnetic field. Such devices are commercially available and in wide use. As will be appreciated by those skilled in the art, a Hall effect sensor operates by detecting a transverse, electric potential-gradient in a current-carrying conductor upon application of a magnetic field. 
   With reference to  FIGS. 3 ,  4 A,  4 B, and  4 C, the operation of a Hall effect sensor  52  (or any suitable alternative sensor device such as, but not limited to, a magnetic resistor device) will be readily appreciated. In the use of a Hall effect sensor  52 , the device detects a transverse, electric potential-gradient VH in the current carrying conductor  59  upon application of a magnetic field.  FIG. 4A  illustrates the charge  60  disposition in the absence of a magnetic field.  FIG. 4B  illustrates the charge distribution in the presence of a south magnetic field in the direction of the arrow  58 .  FIG. 4C  illustrates the charge distribution in the presence of an oppositely directed north magnetic field in the direction of arrow  58 . The conductor  59 , it will be appreciated, represents one of a plurality of ply wires in the context of the subject invention. By detecting the potential-gradient VH, the presence or absence of a ply wire may be concluded. Moreover, by closely locating sensor  52  relative to a tire ply, the location of each ply wire may be ascertained and evaluated. As explained below, by presenting the plurality of spaced wires in a tire ply into sequential proximity with the wire sensor, each ply wire may be identified, located, and its spacing relative to adjacent wires determined. 
   A block level diagram of the sensor system  62  is depicted in  FIG. 5  for a dual-sensor system configuration. A pair of sensor assemblies  64 ,  66  are disposed to sequentially detect the ply wires in a green tire ply and generate data indicative of ply wire parameters. Analog signal and 5 VDC sensor power  67  is supplied to each of the sensor assemblies  64 ,  66 . Transmitted data from the sensor assemblies is input into a microprocessor (Sensor PC  72  QNX OS) for analysis. DI/O interface transmits programmable logic control signals to operating equipment including Start/Stop, Data “OK”, and Data “Acquired” signals. Control signals for display purposes are likewise conveyed ( 76 ) providing appropriate PC/Monitor and Data Processing functions ( 78 ). The tire machine control is PLC based  80  with E-Net interface capability. It will be appreciated that communication between the tire machine and data processing unit  68  may be by E-Net Local LAN and that programmable logic control data may be conveyed to digitally control machine operation pursuant to conventional known methods to the art. 
   Referring to  FIG. 6 , the construction of a typical toroidal green tire is represented for purposes of illustration. Pursuant to standard manufacturing techniques in the tire industry, a tire is initially constructed in a flat build stage as layers applied to a tire building drum. Subsequent to the flat build stage, the tire carcass is inflated into an annular form known in the industry as a “green” tire. Subsequently, additional layers are applied and final curing of the tire is effected. The radial tire  84  shown in  FIG. 6  is in the green toroidal stage, and includes a crown  86  having axially outward crown sides  87 ; sidewalls  88  including upper sidewall portions  89  that intersect the crown sides  87 ; a belt package  90  underlying the crown, and a steel cord tire ply  92 . The tire ply  92  is constructed from rubber coated steel wires  94  in mutually spaced apart relationship, and ply  92  includes turn up portions  96  that wrap around beads  98  so that the ply layer  92  extends bead to bead across the toroidal shape of the green tire  84 . During expansion of the tire carcass between the flat build stage and the toroidal form, anomalies may be created in the spacing, location, and condition of the wires  94  that can degrade the performance of the tire. It is, therefore, important to ensure that the spacing, location, and condition of the wires  94  remain within intended specification tolerances after the tire carcass is expanded into the green toroidal configuration shown. 
   With reference to  FIGS. 7 ,  9 ,  12 , and  13 , the sensor system and associated apparatus include a clevis  100  having spaced apart arms  110 ,  112 , the sensor base block  18  pivotally attaching to an outer face of arm  112  by means of pin  102  extending through block passages  40 ,  41  and arm  112 . Rotation of the sensor system  10  about the clevis  100  by means of pin  102  allows the angle between the clevis  100  and sensor system  10  to be altered to adjust to the particular tire size and diameter to be scanned as explained below. Once set for a particular tire, rotation between the sensor system  10  is inhibited and the system  10  is held at a fixed angle. 
   An elongate mounting bracket  104  comprising a generally rectangular plate  106  are provided. The clevis  100  is affixed to plate  106 , and a U-shaped slide bracket  108  projects outward from the plate  106 . Bracket  108  carries a pair of set screws  109 . Pivotally attached to remote ends of the clevis arms  110 ,  112  is a stitcher wheel  114 . Wheel  114  is generally disk shaped having a circular peripheral surface  118 . The wheel  114  mounts to a central rim  120 . A tubular arm  116  extends from the stitcher wheel  114  to a location between remote ends of the clevis  100  and is pivotally attached to the clevis by means of pin  117 . A lever arm  122  has a remote end affixed to the pin  116  and an opposite end connected to an adjustment screw  124 . Screw  124  is mounted between arms  110 ,  112  of the clevis  100  by means of a transverse pin  126  as best viewed from  FIG. 111 . 
   The clevis  100 , mounting bracket  104 , and plate  106  slideably attach to a generally transverse slide rail  130  by means of the bracket  108  and reciprocally moves into alternative locations along the rail  130 . The assembly  100 ,  104 ,  106  carry the sensor system  10  and stitcher wheel  114  along the rail  130  to suit the particular tire size/diameter to be scanned. Once adjusted, set screws  109  operatively hold the assembly at the desired location along the rail  130 . 
   A generally C-shaped support bracket  132  is provided having parallel bracket arms  134 ,  136 , formed from suitably sturdy such as steel as best seen in  FIGS. 10 and 12 . The bracket is fixed in a stationary location adjacent a tire build station as shown in  FIGS. 10 and 12 . The bracket  132  has a series of mounting apertures  141  spaced along arm  134 ,  136 , each representing an alternative location for the sensor/stitcher wheel assembly. 
   A pair of tubular posts  138 ,  140  has remote ends  141  that attach to the rail  130  and serve to move the rail  130  and the stitcher wheel/sensor assembly affixed thereto toward and away from the tire build drum. Opposite ends of the posts  138 ,  140  are thus connect to conventional means for achieving such movement, such as a hydraulic or pneumatic cylinder (not shown). An H-shaped support bracket  143  having post-receiving through bores  140 ,  142  is mounted between the arms  134 ,  136  of the bracket  132 . The location of the support bracket  143  along the arms  134 ,  136  is determined by the tire size and radius that is to be scanned. The posts  138 ,  140  extend through the bores  140 ,  142 , respectively, of the H-shaped bracket  142  and reciprocally slide therein to move the guide rail  130  toward and away from the green tire  84 . Alternative configurations of hardware may be employed to move the sensor assembly  10  and stitcher wheel  114 , either jointly or independently, into an operative position relative to the tire  84  without departing from the spirit of the invention. The clevis  100  and associated sensor assembly  10  and stitcher wheel  114  are thus reciprocally repositionable along the rail  130  in an axial direction relative to the tire  84  and held at a tire-determinate location along the rail  130 . Moreover, the rail  130  and clevis  100 , assembly  10 , and wheel  114  move reciprocally in a radial direction toward and away from the tire  84 . 
   With reference to  FIGS. 7 ,  9 , and  12 , numeral  144  is used in an overall sense to refer to the sensor/stitcher assembly previously described. The assembly  144  as explained above moves along the rail  130  into one of several alternative locations, as determined by the size of the tire to be evaluated. Assembly  144  is affixed at the selected location by locking down the bracket  108  with set screws. While a single assembly  144 , comprising the stitcher wheel and sensor assembly may be configured as described above as moving in unison, alternative embodiments may be deployed in which the stitcher wheel (or other apparatus performing a similar function) and the sensor assembly move independently. 
   Alternatively, a second sensor/stitcher assembly  146  may be deployed on the opposite side of the green tire to  84  to scan the ply wires at the opposite side as shown in  FIG. 8 . Assembly  146  is configured as explained above with regard to assembly  144 . The advantage afforded by embodiment shown in  FIG. 8  is that a dual system allows a (preferably but not necessarily) simultaneous evaluation of the ply wire (location, spacing, etc.) on both sides of the green tire so as to detect anomalies that appear on one or the other, but not both, sides. 
   Operation of the subject sensor apparatus will be appreciated from consideration of  FIGS. 2 ,  7 ,  10 ,  11 , and  12 .  FIG. 7  illustrates the position of the stitcher wheel  114  and sensor assembly  12  at the initiation of the scanning sequence. The green tire  84  is constructed initially over a shaping drum and subsequently diametrically expanded into the toroidal shaped green tire shown. The tire  84  is mounted on a rotating drum As explained, such an expansion may alter the spacing, location, and other parameters of the ply wires  94  constructing ply  92 , particularly over the shoulder and tread regions of the tire where expansion is greatest. The sensor  12  is oriented to come into the green tire  84  at an angle of approximately 5 degrees, facilitated by the acute angled orientation of clevis bracket  100 . Approaching at such an angle ensures a smooth engagement between the sensor wear shoe  32  and the green tire external surface and avoids slippage at the start of the scanning procedure. 
   Subsequent to diametric expansion of the tire carcass into the toroidal form shown in  FIG. 7 , the end portions  89  of the tire sidewall  88  are disconnected from the side portion  87  of the crown  86  to expose the carcass ply  92 . Thereafter, the sensor assembly  10  is carried by the rail  130  into an engagement against the carcass ply  92  proximate the intersection of portions  87 ,  89 . The sensor  52  is thus housed within shoe  32  which is made of a low friction and wear resistant material. The sensor is protected by the shoe. The surface  33  of sensor wear shoe  32  is biased against the ply  92  by operation of the cantilever spring  30 , composed preferably but not necessarily of one or more pieces of high spring force steel. The spring  30  allows the tire to push against the shoe, with the sensor maintaining close proximity to the ply surface. The spring steel  30  is bolted to the adjustment screw  16  which is threaded into housing  14  for adjustment purposes. As the stitcher wheel  114  moves forward, the shoe  32  will be positioned such that there is slight interference with the ply surface. As the shoe surface  33  contacts the ply, the spring finger will flex, leaving the shoe on the ply. The adjustment screw is used to provide more or less initial interference and the housing  14  can be rotated to adjust the orientation of the shoe to the ply. The degree of pressure of surface  33  against the ply may be adjusted by the screw  16  extending to a greater or lesser extent through housing  14 . Thus, the sensor  12  is resiliently held at an appropriate pressure against the ply and maintained at a preferred scanning relationship and distance to the carcass ply  92  and the wires  94  thereof. 
   Likewise, the stitcher wheel  114  is carried by the rail  130  toward the tire carcass  84  and is brought into an engagement with the portions  87  (also referred herein as the “miniskirt” of the crown  86 . The stitcher wheel  114  is pressured against the miniskirt  87  and shoulder wedge regions of tire  84 , forming a depression. The angle of wheel  114  and the magnitude of the pressure of the wheel  114  against the portions  87  are adjusted by the screw  124 . Adjustment of screw  124  pivots lever arm  122  which in turn pivots pin  116  and the stitcher wheel  114  affixed thereto. The depression depth caused by the wheel  114  may thus be adjusted. 
   The depression caused by the stitcher wheel  114  is generally in the shape of a wave. The offset between the stitcher wheel and the sensor assembly wear shoe  32  is such that the wear shoe  32  will be positioned on top of the wave depression as the shoe surface  33  rubs on the ply  92 . The depth of the depression is then increased another one-eighth inch or three mm. Positive contact between the shoe  32  and the ply is thus insured. The stitcher wheel  114  thus acts to prepare the surface of the ply so as to enable a positive contact between the ply and the shoe  32 . The shoe  32  is either formed from or coated with a suitable low friction material such as TEFLON to enable the shoe to smoothly travel across the outer green tire surface with minimal friction. Excess friction is not desirable and can rub the coating off of the ply wires. 
   Thereafter, the green tire carcass is rotated on the shaping drum  148  as in the direction shown in  FIGS. 9 and 10 . As the carcass rotates, the series of transverse ply wires  94  are sequentially brought into a scanning relationship to the sensor  52  within the spacer shoe  42 . The sensor  52  operating under Hall-effect principles described above (or other suitable wire detection technique or principle), identifies each wire&#39;s location, spacing relative to adjacent wires and the carcass itself, and the condition of each wire&#39;s coating. Each ply wire  94  is located and its relationship to the green tire carcass and adjacent ply wires are ascertained in order to identify any anomalies that may have arisen due to the diametric expansion of the tire carcass from the flat build cylindrical form into the toroidal green tire configuration. Data indicative of the location, spacing, and condition of each ply wire is thus generated and transmitted to a processor for analysis. In addition, the subject method is capable of analyzing the integrity of ply splice joints by detection of the ply wire spacing, location, and/or condition across any such joints in the carcass ply. In assessing and evaluating the splice joints, the subject invention is able to identify weak or improperly configured joints that could lead to tire degradation or failure as the tire is used. The sensor assembly  12  follows along an annular path as the green tire carcass is rotated by the shaping drum  148 . One or more revolutions may be employed to scan each ply wire  94 . 
   By way of example, with no intent to limit the invention to the system parameters discussed, many tires have 1200 to 1300 wires in the ply block. If the drum  148  rotates at 30 rpm or a revolution every 2 seconds, 600 wires/sec (1200 wires/2 sec.) will pass in front of the sensor  52 . A sensor plot will consist of a wave of varying amplitude, with the amplitude spikes representing the presence of a wire. The stream of data may be analyzed and displayed to an operator by suitable display. For example, a computer screen may display a green light for appropriate/within acceptable range wire spacing and a red light for out of acceptable range spacing. The system processor may verify wire count, spacing, amplitude of output signal. 
   Upon completion of the ply scan, the portions  89  of the sidewall are brought back into an original position covering the carcass ply  92  and abutting the miniskirt  87  of the crown  86 . Any anomalies in the location, spacing, and condition of the ply wires  94  may be evaluated and a decision based upon the condition of the ply wires can be made. Adjustments to the assembly process or carcass components may made in “real time” as necessary to eliminate or lessen the observed and measured anomalies to ensure that the ply wires in future green tires are in an optimal, anomaly-free, configuration and orientation. 
   The speed at which the build drum  148  rotates may be controlled for optimal scanning efficiency. As set forth in the system block diagram of  FIG. 5 , dual sensors  64 ,  66  may be utilized to scan the ply wires on both sides of a green tire. The sensors transmit data regarding the ply wires to a sensor PC  72  that interfaces to machine control and may include start/stop, data “ok”, data acquired signals. The tire machine  80  is thus controllable from data acquired as a result of the scanning procedure described above. A user interface  76 ,  78  may allow an operator to monitor the condition of the ply wires by means of appropriate display. 
   From the embodiment described in detail above, one important aspect of the invention is that the sensor may scan the carcass before the belt and tread package is transferred onto the toroidially expanding carcass. This position or phase of construction allows scanning clear and free of folded back tire parts. The scan consumes a minimal amount of time, perhaps adding on the order of six seconds to the cycle time for tire construction. The scanning process is well worth the invested time since it allows selection of all size and shape of tires whereas other types of scanning systems may be inhibited due to tire size and geometry variations. Also, an added benefit is that the tread and belt packages are very expensive. Detecting anomalies by means of the subject invention at this position or phase of construction avoids scrapping the tread and belt packages later should the carcass be dysfunctional due to ply wire spacing anomalies. 
   Variations in the present invention are possible in light of the description of it provided herein. While certain representative embodiments and details have been shown for the purpose of illustrating the subject invention, it will be apparent to those skilled in this art that various changes and modifications can be made therein without departing from the scope of the subject invention. It is, therefore, to be understood that changes can be made in the particular embodiments described which will be within the full intended scope of the invention as defined by the following appended claims.