Supply apparatus and method for supplying a tire component along a supply path

Abstract

The invention relates to a supply apparatus and a method for supplying a tire component along a supply path, wherein the supply apparatus comprises a centering assembly for deflecting the tire component along the supply path from an infeed direction to an outfeed direction different from the infeed direction while centering the tire component, wherein the centering assembly comprises at least two lateral shifters in respective shifting positions distributed along the supply path, wherein each lateral shifter of the at least two lateral shifters comprises a steering mechanism that is linked to the movement of the respective lateral shifter in a lateral direction for steering the tire component, moving along the supply path, further in the first shifting direction relative to the respective lateral shifter and for steering the tire component, moving along the supply path, further in the second shifting direction relative to respective lateral shifter.

Description

[0001] P143101PC00

[0002] Supply apparatus and method for supplying a tire component along a supply path

[0003] BACKGROUND

[0004] The invention relates to a supply apparatus and a method for supplying a tire component along a supply path .

[0005] CN 214672854 U discloses a tire component servicer for supplying a tire component to a tire building station . The tire component servicer is provided with a correction device for aligning a tire component in a lateral direction transverse to a transport direction . The correction device is arranged for receiving the tire component in a vertical receiving direction and for transporting said tire component further in a transport direction in a horizontal transport plane . The correction device comprises steering roller for deflecting the tire component from the vertical receiving direction to the horizontal transport plane . Said steering roller is pivotable about a steering axis extending transverse to the roller axis between a neutral alignment position in which the roller axis extends perpendicular to the receiving direction and a first alignment position in which the roller axis extends at an oblique steering angle to the receiving direction . The tire component can be aligned in the lateral direction transverse to the transport direction by pivoting the steering roller about the steering axis . SUMMARY OF THE INVENTION

[0006] A disadvantage of the known tire component servicer is that alignment of the tire component by pivoting of the steering roller is not immediate or instantaneous . In particular, a considerable length of the tire component will pass the steering roller before the steering roller finally aligns the tire component . The part of the tire component downstream of the steering roller is arranged immovably on the conveyor and is no longer affected by the steering roller . The steering roller will only be able to align the remainder of the tire component upstream of the steering roller .

[0007] Moreover, the tire component may run of f or veer off to one side of the steering roller over time during the alignment process . Although it is known to add guide elements at the sides of the steering roller, contact of the tire component with such guide elements may cause the tire component to deform, in particular when the side edges of the tire component are relatively thin . In the absence of such guide elements , an operator may have to intervene repeatedly to reposition the tire component on the steering roller, resulting in frequent downtime of the tire component servicer .

[0008] A further disadvantage of the known tire component servicer is that the pivoting of its steering roller causes the upstream part of the tire component to swing or swerve left and right , causing deformations in the tire component which makes the tire component even more dif ficult to align and which may cause manufacturing problems downstream of the tire component servicer .

[0009] Another disadvantage of the known tire component servicer is that the radius of the steering roller needs to be matched a minimum bending radius of the tire component . When the tire component, for example a tread, is relatively thick or stif f , the minimum bending radius may be significant , resulting in a relatively large radius of the steering roller . Such a large radius not only increase the overall size of the tire component servicer, but it may also cause problems at the transition from the steering roller to the conveyor, and / or further increase the previously described swinging or swerving .

[0010] It is an obj ect of the present invention to provide a supply apparatus and a method for supplying a tire component along a supply path, wherein the supply apparatus can be more compact and / or wherein the tire component can be aligned or centered relative to the supply path more quickly, more reliably, more uni formly, with less deformation, and / or with less downtime .

[0011] According to a first aspect the invention provides a supply apparatus for supplying a tire component along a supply path, wherein the supply apparatus comprises a centering assembly for deflecting the tire component along the supply path about a supply axis perpendicular to the supply path from an infeed direction to an outfeed direction di fferent from the infeed direction while centering the tire component in a lateral direction parallel to the supply axis relative to a center position, wherein the centering assembly comprises at least two lateral shi fters and a holder for positioning said at least two lateral shifters in respective shifting positions distributed along the supply path, wherein the at least two lateral shi fters are movable in a first shi fting direction parallel to the lateral direction and a second shifting direction opposite to the first shi fting direction for shi fting the tire component in said lateral direction, wherein each lateral shi fter of the at least two lateral shi fters comprises a steering mechanism that is linked to the movement of the respective lateral shi fter in the lateral direction for steering the tire component, moving along the supply path, further in the first shi fting direction relative to the respective lateral shifter when the respective lateral shi fter is moved in the first shi fting direction beyond the center position and for steering the tire component , moving along the supply path, further in the second shi fting direction relative to respective lateral shi fter when the respective lateral shi fter is moved in the second shifting direction beyond the center position .

[0012] When the tire component is situated on the at least two lateral shi fters in a lateral position that is misaligned, off-center or of fset relative to the supply path, the lateral shi ft of the at least two lateral shi fters in a respective one of the shi fting directions can rapidly, instantly or immediately correct, align or center the lateral position of the tire component in the lateral direction relative to the supply path . Although the tire component can ef fectively be moved in this manner relative to the supply path together with the at least two lateral shi fters , the lateral position of the tire component on or relative to the at least two lateral shifters is not corrected . Consequently, over time, the tire component may run of f towards one lateral side of the centering assembly .

[0013] By steering the tire component further in the same shi fting direction relative to the at least two lateral shi fters during or after the initial lateral shi ft of the at least two lateral shifters , the tire component can be displaced further than necessary for the lateral alignment or centering of the tire component relative to the supply path, which allows the at least two lateral shi fters to be at least partially returned in an opposite shi fting direction of the two shi fting directions , while keeping the tire component more or less in the lateral position to which it has been shifted by the at least two lateral shi fters . In other words , the tire component can be repositioned on or relative to the at least two lateral shi fters without physically contacting the sides of the tire component . Hence, deformation of the tire component as a result of said repositioning can be reduced or prevented .

[0014] Finally, by distributing the at least two lateral shi fters along the supply path, the at least two lateral shi fters can ef fectively deflect the tire component from the infeed direction to the outfeed direction in a more compact manner compared to the single steering roller of the known tire component servicer as disclosed in CN 214672854 U . In particular, each of the at least two lateral shi fters can be relatively small and compact while supporting the tire component along the supply path along a radius that is considerable larger than the space consumed by the at least two lateral shifters .

[0015] In a preferred embodiment the outfeed direction extends at an angle to the infeed direction of at least sixty degrees , preferably at least eighty degrees and most preferably at least ninety degrees . Hence , the tire component can be effectively deflected over the same angle , for example from a vertical or substantially vertical plane into a hori zontal or substantially horizontal plane, or vice versa .

[0016] In another embodiment, that may also be applied independently of the infeed and outfeed directions , the at least two lateral shi fters are at least three lateral shi fters distributed along the supply path to define a nonlinear section of said supply path . The at least three lateral shifters can together define the non-linear section of the supply path in a more compact manner compared to the single steering roller of the known tire component servicer as disclosed in CN 214672854 U . In particular, each of the at least three lateral shifters can be relatively small and compact while defining the non-linear section of the supply path having a radius that is considerable larger than the space consumed by the at least three lateral shi fters .

[0017] Preferably, the non-linear section of the supply path is a circular arc . Hence , the tire component can be supplied along the supply path smoothly and / or without any abrupt changes in direction .

[0018] More preferably, the circular arc extends concentrically to a supply axis . Hence, the at least three lateral shi fters can shi ft the tire component in the lateral direction parallel to the supply axis .

[0019] Additionally or alternatively, the circular arc spans at least thirty degrees , and preferably at least forty degrees . In other words , the tire component can be deflected around said circular arc from a first orientation into a second orientation that is at least thirty degrees offset from the first orientation . In particular, the tire component is deflected around the circular arc from a vertical or substantially vertical first orientation towards or into hori zontal or substantially horizontal orientation .

[0020] In another embodiment the at least three lateral shi fters are evenly distributed along the non-linear section . Hence , the tire component can be supported and / or shi fted evenly along the non-linear section .

[0021] In another embodiment, that can also be applied independently of the supply apparatus on a single lateral shi fter, the steering mechanism is linked to the movement of the respective lateral shifter in the lateral direction for steering the tire component in the first shifting direction and the second shifting direction at an adj ustable steering angle in a steer-shift ratio to a lateral shift of the respective lateral shifter relative to the supply path . Hence , the lateral shift of the respective lateral shi fter can be automatically converted into an adj ustment of the adj ustable steering angle according to the steer-shift ratio . In this way, only one of the lateral shi ft and the steering angle has to be actively controlled, while the other can passively react or follow .

[0022] Preferably, the steer-shi ft ratio is adj ustable . Hence, the steer-shi ft ratio can be carefully chosen and / or adj usted to obtain the desired ratio between laterally shi fting and steering the tire component . In particular, it would be preferable to arrive at a ratio in which the centering assembly, after an initial lateral shi ft and resulting steering effect, stabilizes over time .

[0023] More preferably, the centering assembly comprises a mechanical linkage for mechanically linking the steering mechanism to the movement of the respective lateral shifter in the lateral direction, wherein the steer-shift ratio is mechanically adj ustable by manipulating the mechanical linkage . A mechanical linkage can be a low cost solution to link the steering mechanism to the respective lateral shi fter .

[0024] In one embodiment, that can also be applied independently of the supply apparatus on a single lateral shi fter, the mechanical linkage comprises a first swing arm and a second swing arm which are rotatable about a first swing axis and a second swing axis , respectively, perpendicular to the lateral direction, wherein the respective lateral shi fter is operationally coupled to the first swing arm at a first arm distance from the first swing axis and the steering mechanism is operationally coupled to the second swing arm at a second arm distance from the second swing axis , wherein at least one of the first arm distance and the second arm distance is adj ustable to be dif ferent from the other of the first arm distance and the second arm distance . By coupling the respective lateral shi fter and the steering mechanism to the first swing arm and the second swing arm, respectively, at dif ferent arm distances , the smallest arm distance will cause less displacement while the largest arm distance will cause more displacement upon rotation of the swing arm about the swing axis . The di fference in displacement determines the steer-shift ratio . Moreover, by coupling each of the steering mechanism and the respective lateral shi fter to its own swing arm, the couplings do not necessarily interfere with each other . In particular, the couplings can be arranged at arm distances that are very close to each other, without colliding . Hence, a steershi ft ratio very close to 1 : 1 can be obtained .

[0025] Preferably, the first swing axis is colinear or coincides with the second swing axis . Hence , the swing arms can be mounted coaxially and behave in substantially the same manner while rotating about their colinear swing axes .

[0026] In an alternative embodiment, that can also be applied independently of the supply apparatus on a single lateral shifter, the mechanical linkage comprises a swing arm that is rotatable about a swing axis perpendicular to the lateral direction, wherein the respective lateral shi fter is operationally coupled to the swing arm at a first arm distance from the swing axis and the steering mechanism is operationally coupled to the swing arm at a second arm distance from the swing axis , wherein at least one of the first arm distance and the second arm distance is adj ustable to be di fferent from the other of the first arm distance and the second arm distance . By coupling the steering mechanism and the respective lateral shi fter to the swing arm at di fferent arm distances , the smallest arm distance will cause less displacement while the largest arm distance will cause more displacement upon rotation of the swing arm about the swing axis . The dif ference in displacement determines the steer-shift ratio .

[0027] In a further alternative embodiment the supply apparatus is configured for establishing an electronic link between the movement of the respective lateral shifter in the lateral direction and the steering mechanism, wherein the steer-shift ratio is electronically adj ustable by manipulating the electronic link . By electronically adj usting the steer-shi ft ratio , the adj ustment is not limited by constraints of a mechanical linkage . Moreover, the electronic adj ustment of the steer-shi ft ratio may also be carried out manually, automatically or semi- automatically during the supplying of the tire component, for example based on sensor data .

[0028] Preferably, the supply apparatus comprises a shi ft actuator that is operationally coupled to the respective lateral shi fter for controlling the lateral shi ft of the respective lateral shi fter relative to the supply path, a steering actuator that is operationally coupled to the steering mechanism for controlling the adj ustable steering angle , and a control unit that is operationally coupled to the shi ft actuator and the steering actuator for controlling the adj ustable steering angle in the steer-shi ft ratio to the lateral shi ft of the respective lateral shifter relative to the supply path . The shi ft actuator and the steering actuator can be easily controlled remotely without requiring human intervention at the centering assembly .

[0029] In one embodiment the steer-shift ratio is the same for all lateral shi fters of the at least two lateral shi fters . Hence , the length of the tire component that extends along the non-linear section of the supply path can be shifted and steered uniformly and / or evenly, thereby potentially reducing deformation of the tire component along said the non-linear section .

[0030] Alternatively, the steer-shift ratio is dif ferent and / or individually adj ustable for each lateral shi fter of the at least two lateral shifters . The shi fting and / or steering may for example be progressively increased or decreased as the tire component passes along the at least two lateral shifters . This may ease the transition of the tire component into or exiting from the centering assembly .

[0031] In another embodiment the steering mechanism comprises a plurality of steering elements which are held in a row of steering positions , wherein the plurality of steering elements are tiltable relative to the holder about a plurality of mutually parallel steering axes , wherein the steering mechanism further comprises a steering control for tilting each steering elements of the plurality of steering elements relative to the holder about a respective steering axis of the plurality of steering axes , simultaneously and unidirectionally with the other steering elements of the plurality of steering elements of the same steering mechanism.

[0032] In the context of the present invention, the term 'unidirectionally' is to be interpreted in relation to the action of 'tilting' , and therefore the relates to the tilting direction ( i . e . clockwise or counterclockwise ) of the steering elements about their respective steering axes . The term 'unidirectionally' does not restrict the steering elements to a certain steering angle about their respective steering axes , unless explicitly stated . In other words , the steering elements tilt unidirectionally when they all tilt in the same tilting direction about their respective steering axes , regardless of the amount of tilt . By tilting the steering elements simultaneously and unidirectionally about their respective steering axes , the tire component can be displaced further by a more or less translational movement in the lateral direction, with less rotation, yaw, swinging or swerving of the part of the tire component upstream of the centering assembly .

[0033] Preferably, the steering control is configured for tilting the plurality of steering elements simultaneously to a common steering angle value about the plurality of mutually parallel steering axes . Hence, the steering mechanism can act like a parallel steering mechanism, thereby causing a purely translational displacement rather than a rotational displacement of the tire component at the location of the steering mechanism .

[0034] More preferably, the steering control comprises a steering bar that is movable in the lateral direction and at least one conversion element between the steering bar and the plurality of steering elements for converting a lateral movement of the steering bar into tilting of a respective steering element of the plurality of steering elements about a respective steering axis of the plurality of mutually parallel steering axes . The steering bar can conveniently extend along all steering elements of the plurality of steering elements and cause all of said steering elements to tilt simultaneously and / or in the same tilt direction .

[0035] More preferably, the at least one conversion element comprises a steering arm that is hingably connected to the steering bar about a hinge axis parallel to the respective steering axis and that is configured for corotation with the respective steering element about the respective steering axis . The steering arm can therefore effectively convert a linear movement of the steering bar into a tilt of the respective steering element about the respective steering axis .

[0036] Most preferably, the hinge axis and the respective steering axis are spaced apart at an adj ustable conversion distance from each other . By adj usting the conversion distance , the amount of tilt of respective steering element can be adj usted, thus providing for a further adj ustment of the steer-shi ft ratio . This adj ustment may be performed individually for each steering element, thereby allowing for a more precise steering behavior in relation to the lateral shifting of the respective lateral shi fter .

[0037] In another embodiment the plurality of steering elements comprises a plurality of steering rollers , steering wheels , steering discs or steering brush rollers . The steering rollers , steering wheels or steering disc can define a rigid circumferential surface for supporting and / or steering the tire component, whereas steering brush rollers may be used to provide a more flexible circumferential surface that allows for some freedom of movement between the tire component and the at least two lateral shi fters .

[0038] In another embodiment the supply apparatus further comprises an outfeed member for receiving the tire component in the outfeed direction from the centering assembly, preferably in a plane of conveyance that is tangent to the non-linear section . Hence , the tire component can be fed onto said outfeed member from the centering assembly after being laterally shi fted, while the steering allows for the at least two lateral shifters to return to their original position prior to the lateral shi ft without changing the previously shifted lateral position of the tire component relative to the outfeed member .

[0039] According to a second aspect, the invention provides a method for supplying a tire component along a supply path using the supply apparatus according to any one of the embodiments of the first aspect of the invention, wherein the method comprises the steps of : supplying the tire component in the infeed direction along the supply path; moving the at least two lateral shi fters in one shifting direction of the first shifting direction and the second shi fting direction for shifting the tire component in said one shifting direction together with said at least two lateral shi fters ; and while the tire component is being supplied along the supply path, steering the tire component, using the steering mechanism of each lateral shi fter of the at least two lateral shifters , further in said one shi fting direction relative to the respective lateral shifter when the respective lateral shifter is moved in said one shi fting direction beyond the center position .

[0040] The method relates to the practical implementation of the supply apparatus according to the first aspect of the invention and therefore has the same technical advantages , which will not be repeated hereafter .

[0041] In a preferred embodiment the method further comprises the step of : d) returning the at least two lateral shifters in the other shifting direction of the first shifting direction and the second shifting direction simultaneously with or after step c) . Hence , the at least two lateral shi fters can be at least partially returned in an opposite shi fting direction of the two shi fting directions , while keeping the tire component more or less in the lateral position to which it has been shifted by the at least two lateral shi fters . In other words , the tire component can be repositioned on or relative to the at least two lateral shi fters without physically contacting the sides of the tire component . Hence, deformation of the tire component as a result of said repositioning can be reduced or prevented .

[0042] In another embodiment of the method the steering mechanism is linked to the movement of the respective lateral shifter in the lateral direction for steering the tire component in the first shi fting direction and the second shi fting direction at an adj ustable steering angle in a steer-shift ratio to a lateral shi ft of the respective lateral shi fter relative to the supply path .

[0043] In a further embodiment thereof the method comprises the step of adj usting the steer-shift ratio .

[0044] In one embodiment the steer-shi ft ratio is adj usted mechanically .

[0045] Alternatively, the steer-shift ratio is adj usted electronically .

[0046] In a further embodiment of the method the steershi ft ratio is the same for all lateral shifters of the at least two lateral shifters .

[0047] Alternatively, the steer-shift ratio is dif ferent and / or individually adj usted for each lateral shi fter of the at least two lateral shifters .

[0048] In another embodiment of the method the steering mechanism comprises a plurality of steering elements which are held in a row of steering positions , wherein the plurality of steering elements are tiltable about a plurality of mutually parallel steering axes , wherein the method comprises the step of : tilting each steering elements of the plurality of steering elements about a respective steering axis of the plurality of steering axes , simultaneously and unidirectionally with the other steering elements of the plurality of steering elements of the same steering mechanism.

[0049] Preferably, the plurality of steering elements are tilted simultaneously to a common steering angle value about the plurality of mutually parallel steering axes .

[0050] The various aspects and features described and shown in the specification can be applied, individually, wherever possible . These individual aspects , in particular the aspects and features described in the attached dependent claims , can be made subj ect of divisional patent applications .

[0051] BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The invention will be elucidated on the basis of an exemplary embodiment shown in the attached schematic drawings , in which : figure 1 shows an isometric view of a supply apparatus , according to a first embodiment of the invention, for supplying a tire component along a supply path; figure 2 shows a side view of the supply apparatus according to figure 1 ; figures 3A and 3B show a bottom view and a front view, respectively, of the supply apparatus according to the lines I I IA-I I IA and I I IB-I I IB in figure 2 ; figures 4A and 4B show a bottom view and a front view, respectively, of the supply apparatus during aligning or centering of the tire component ; figures 5A to 5D show isometric views of the supply apparatus according to figure 1 , during the steps of a method for supplying the tire component along the supply path; figure 6 shows a side view of an alternative supply apparatus according to a second embodiment of the invention; and figure 7 shows a bottom view of a further alternative supply apparatus according to a third embodiment of the invention .

[0053] DETAILED DESCRIPTION OF THE INVENTION Figures 1-4 show a servicer or a supply apparatus 1 according to a first embodiment of the invention, for supplying a tire component 9 along a feeding path or a supply path P . The tire component 9 is intended to be used in a tire manufacturing process to form a green or unvulcanized tire .

[0054] The tire component 9 is a continuous strip extending along the supply path P . In this example, the tire component 9 is a tread . Alternatively, the tire component 9 can be any other strip-shaped tire component, such as a side wall , a chafer, an apex, or the like .

[0055] As shown in figures 1 and 2 , the supply apparatus 1 comprises an infeed member 7 , in particular an infeed roller, for feeding the tire component 9 in an infeed direction Fl along the supply path P . The infeed member 7 is optional as the tire component 9 may alternatively be fed in the infeed direction Fl out of a loop L without guidance . In this example, the supply apparatus 1 further comprises an outfeed member 8 , in particular a conveyor, for feeding or conveying the tire component 9 further in an outfeed direction F2 in a plane of conveyance M . The plane of conveyance M is parallel to the outfeed direction F2 . In the embodiment as shown, the plane of conveyance M extends in a horizontal or substantially horizontal direction X .

[0056] As further shown in figures 1 and 2 , the tire component 9 is fed into the supply apparatus 1 from a position below the plane of conveyance M . In this example, the tire component 9 is arranged, positioned or fed towards the supply apparatus 1 in a loop L . The loop L may be used as a buf fer between a continuous feeding from a feeding station, for example an extruder (not shown) , and a discontinuous manufacturing process , for example a cutting process , at the downstream station . In this example , the tire component 9 enters the supply apparatus 1 from the loop L in the infeed direction Fl , parallel to or in a vertical or substantially vertical direction Z . The infeed member 7 is arranged at the end of the loop L for receiving the tire component 9 in the infeed direction Fl from said loop L .

[0057] As best seen in figure 2 , the outfeed direction F2 extends at an angle to the infeed direction Fl of approximately ninety degrees .

[0058] As shown in figures 1 and 2 , the supply apparatus

[0059] 1 comprises a base 10 and an alignment assembly or a centering assembly 2 deflecting the tire component 9 along the supply path P about a supply axis A from the infeed direction Fl to the outfeed direction F2 . The supply axis A extends perpendicular to the supply path P . The centering assembly 2 is further configured for aligning or centering the tire component 9 in a lateral direction Y perpendicular to the supply path P and / or parallel to the supply axis A relative to a center position C . The center position C is located on the supply path P . The supply apparatus 1 is provided with a lateral guide 11 , in particular a guide rail , for guiding lateral movements in said lateral direction Y . In this example, the lateral direction Y extends horizontally or substantially horizontally .

[0060] As best seen in figure 1 , the centering assembly

[0061] 2 comprises a first lateral shi fter 31 , a second lateral shi fter 32 and a third lateral shi fter 33 . The centering assembly 2 further comprises a holder 20 for positioning the first lateral shifter 31 , the second lateral shifter 32 and the third lateral shifter 33 in a first shifting position S I , a second shifting position S2 and a third shi fting position S3 , respectively . In this example , the holder 20 is slidably supported on the lateral guide 11 of the base 10 .

[0062] The shifting positions S I , S2 , S3 are distributed along the supply path P . The shifting positions SI , S2 , S3 are not aligned in a linear manner . In particular, the lateral shifters 31-33 in the respective shi fting positions S1-S3 define a non-linear section S of the supply path P . Note that the holder 20 is shaped to at least partially extend along and / or follow the non-linear section S . In this example , the non-linear section S of the supply path P is a circular arc . The circular arc of the non-linear section S extends concentrically to the supply axis A. In this particular example , the circular arc of the non-linear section S spans at least thirty degrees , and preferably at least forty degrees . Preferably, the non-linear section S , or an extension thereof along the same circular arc, is tangent to the plane of conveyance M defined by the outfeed member 8 .

[0063] The lateral shifters 31-33 are equally spaced apart and / or evenly distributed along the non-linear section S .

[0064] It will be appreciated that the same non-linear section S may also be defined by more than three lateral shi fters 31-33 , e . g . four, five or even more , distributed in a similar manner along the supply path P . Alternatively, the centering assembly 1 may be provided with only two lateral shifters 31 , 32 or even only a single lateral shi fter 31 .

[0065] The lateral shifters 31-33 are slidable, shi ftable, translatable and / or movable in a first shifting direction Y1 parallel to the lateral direction Y and a second shi fting direction Y2 opposite to the first shi fting direction Y1 while supporting the tire component 9. As shown when comparing figures 5B and 5C, the movement of the lateral shifters 31-33 in the lateral direction Y causes the tire component 9 to be pulled along and / or moved together with the lateral shifters 31-33 in the respective shi fting direction Yl , Y2 . In other words , the movement of the lateral shifters 31-33 in the lateral direction Y causes an instant shift of the tire component 9 in the respective shifting direction Yl , Y2 relative to the supply path P . As such, the lateral shifters 31-33 can be used to quickly align and / or center the tire component 9 relative to the center position C at the supply path P in response to a sensor signal indicative of misalignment . In this example, all lateral shi fter 31-33 are moved in the same shifting direction Yl , Y2 and / or over a similar or an equal amount in the respective shi fting direction Yl , Y2 . The movement of the lateral shifters 31- 33 in the respective shi fting direction Yl , Y2 relative to the supply path P is generally indicated in the drawings as a lateral shift G .

[0066] As further show in figures 1 and 2 , each lateral shi fter 31-33 comprises a steering mechanism 4 for steering the tire component 9, as it is moving or being moved along the supply path P, further in the same shifting direction Yl , Y2 in which the respective lateral shifter 31-33 is being or has been moved when the respective lateral shifter 31-33 moves in the same shifting direction Yl , Y2 beyond the center position C . In particular, the steering mechanism 4 is arranged or configured for moving the tire component 9 further in the respective shi fting direction Yl , Y2 relative to the respective lateral shifter 31-33 when the respective lateral shifters 31-33 are moved in the same shifting direction Yl , Y2 beyond the center position C . In other words , a lateral position of the tire component 9 on the respective lateral shifter 31-33 can be adj usted .

[0067] As shown in figure 1 , the steering mechanism 4 comprises a plurality of steering elements 41 . In this example, the plurality of steering elements 41 comprises a plurality of steering rollers 42 . Alternatively, the plurality of steering elements 41 comprises or is formed by steering wheels , steering discs or steering brush rollers .

[0068] For each lateral shifter 31-33 , the plurality of steering elements 41 are held in an array or a row R of steering positions . As such, the plurality of steering elements 41 form, for each lateral shi fter 31-33 , a combined support surface for supporting the tire component 9 on the respective lateral shifter 31-33 along the respective row R . In this example, the plurality of steering elements 41 are held by the holder 20 . Alternatively, the plurality of steering elements 41 can be indirectly supported on or relative to said holder 20 by another suitable subholder or subframe . The plurality of steering elements 41 are rotatable, pivotable or tiltable relative to the holder 20 about a plurality of mutually parallel steering axes E, as shown by comparing figures 3A and 3B with figures 4A and 4B .

[0069] As best seen in figures 3B and 4B, to control the tilting of the steering elements 41 , for each lateral shi fter 31-33 , the steering mechanism 4 further comprises a steering control 43 . The steering control 43 comprises a steering bar 44 that is movable in the lateral direction Y . The movement of the steering bar 44 in the lateral direction Y is schematically shown in figure 4B with arrow T, representative of a steering shift T . In this example, the steering bar 44 extends along all of the steering elements 41 of the respective steering mechanism 4 , parallel to or along the row R of steering positions . At each steering position, the steering control 43 further comprises a conversion element 45 that interconnects the steering bar 44 with a respective steering element 41 of the plurality of steering elements 41 . The conversion elements 45 convert a di fference between the lateral shi ft G of the holder 20 and the steering shift T of the steering bar 44 into tilting of the respective steering elements 41 about their respective steering axes E .

[0070] Moreover, as best seen in figure 2 , each conversion element 45 comprises a steering arm 46 that is hingably connected to the steering bar 44 about a hinge axis K parallel to the respective steering axis E . The steering arm 46 is configured for corotation with the respective steering element 41 about the respective steering axis E . Note that the hinge axis K and the respective steering axis E are spaced apart at an conversion distance N from each other . In this example , the conversion distance N is constant or the same for all steering arms 46. However, alternative embodiments may be envisioned in which the conversion distance N is di fferent or adj ustable for at least some steering arms 46 .

[0071] As shown in figures 4A and 4B, all steering elements 41 of the respective lateral shi fter 31-33 are tilted simultaneously and unidirectionally, i . e . in the same tilting direction about the respective steering axes E . In this example , as best seen in figure 4B, the steering control 43 is configured for tilting the plurality of steering elements 41 of a respective lateral shifter 31-33 simultaneously to a common steering angle value H about the plurality of mutually parallel steering axes E .

[0072] As shown in figure 2 , the centering assembly 2 features three steering bars 44 , one for each lateral shi fter 31-33 . In this example , the steering bars 44 are interconnected or rigidly interconnected by a steering frame 40 . Hence , all steering bars 44 can be moved in unison by manipulating the steering frame 40 .

[0073] The steering mechanism 4 is linked to the movement or the lateral shift G of the respective lateral shi fter 31-33 in the lateral direction Y . In particular, the steering mechanism 4 is linked to the movement or lateral shift G of the respective lateral shifter 31-33 in the lateral direction Y for steering the tire component 9 in the first shi fting direction Y1 and / or the second shi fting direction Y2 at an adj ustable steering angle H in a steer-shift ratio to the lateral shi ft G of the respective lateral shi fter 31-33 relative to the supply path P . The steer-shift ratio will hereafter be referred to with 'H : G' .

[0074] In this example , the steer-shift ratio 'H : G' is adj ustable . Hence , the steer-shift ratio 'H : G' can be carefully chosen and / or adj usted to obtain the desired ratio between laterally shifting and steering the tire component 9. In particular, it would be preferable to arrive at a ratio in which the centering assembly 2 , after an initial lateral shift G and resulting steering ef fect, stabilizes over time .

[0075] In the embodiment as shown in figure 2 , 3A, 3B, 4A and 4B, the centering assembly 2 comprises a mechanical linkage 5 that links the steering mechanism 4 to the movement or the lateral shift G of the respective lateral shi fter 31-33 . The steer-shift ratio 'H : G' is mechanically adj ustable by manipulating the mechanical linkage 5 .

[0076] As best seen in figure 2 , in this example, the mechanical linkage 5 comprises a first swing arm 51 and a second swing arm 52 which are rotatable about a first swing axis Bl and a second swing axis B2 . The first swing axis Bl and the second swing axis B2 are perpendicular or substantially perpendicular to the lateral direction Y . Moreover, in this example , the first swing axis Bl and the second swing axis B2 are parallel , coincide and / or are colinear . More in particular, in this example, the first swing arm 51 and the second swing arm 52 are held by a common arm holder 50 . The first swing arm 51 and the second swing arm 52 may be slidably received in said common arm holder 50 .

[0077] In the embodiment as shown in figure 2 , the holder 20 is operationally connected or coupled to the first swing arm 51 at a first arm distance DI from the first swing axis Bl . The first arm distance DI determines or defines the amount of the lateral shift G of the holder 20 and the associated lateral shifters 31-33 when the first swing arm 51 swivels about the first swing axis Bl . In this example, the mechanical linkage 5 comprises a first coupling member 53 for coupling the holder 20 to the first swing arm 51 . Hence , the lateral shifters 31-33 are coupled to the first swing arm 51 indirectly via said holder 20 . Alternatively, the lateral shi fters 31-33 may be connected directly to the first swing arm 51 .

[0078] Moreover, in this example , the first coupling member 53 is a ball j oint that allows for swinging of the first swing arm 51 about the first swing axis Bl while remaining connected to the holder 20 at the first arm distance DI .

[0079] Similarly, the steering frame 40 is operationally connected or coupled to the second swing arm 52 at a second arm distance D2 from the second swing axis B2 . The second arm distance D2 determines or defines the amount of the steering shi ft T of the steering frame 40 and the associated steering bars 44 when the second swing arm 52 swivels about the second swing axis B2 . In this example , the mechanical linkage 5 comprises a second coupling member 54 for coupling the steering frame 40 to the second swing arm 52 . Hence , the steering bars 44 of the respective lateral shifters 31-33 are coupled to the second swing arm 52 indirectly via said steering frame 40 . Consequently, all steering bars 44 are moved by the steering frame 40 over the same distance .

[0080] Moreover, the steer-shi ft ratio is the same for all lateral shifters 31-33 . Alternatively, the steering bars 44 may be connected indirectly, directly or separately to the second swing arm 52 , thus allowing for di fferent and / or adj ustable steer-shi ft ratios for one or more of the lateral shi fters 31-33 .

[0081] In this example, the second coupling member 54 is a ball j oint that allows for swinging of the second swing arm 52 about the second swing axis B2 while remaining connected to the steering frame 40 at the second arm distance D2 .

[0082] As best seen in figure 2 , the first arm distance DI and the second arm distance D2 are adj ustable . In this example, the holder 20 is provided with a first distance adj ustment element 21 for adj usting the position of the first coupling member 53 relative to the holder 20 and / or the first swing arm 51 . In particular, the first distance adj ustment element 21 comprises an adj ustment bracket 22 with one or more slotted holes 23 in which fasteners can be slidably received to allow for releasing, repositioning and fastening of the first coupling member 53 relative to the holder 20 . Similarly, the steering frame 40 is provided with a second distance adj ustment element 47 for adj usting the position of the second coupling member 54 relative to the steering frame 40 and / or the second swing arm 52 . In this example , the second distance adj ustment element 47 comprises an adj ustment bracket 48 with one or more slotted holes 49 in which fasteners can be slidably received to allow for releasing, repositioning and fastening of the second coupling member 54 relative to the steering frame 40 .

[0083] By choosing or setting the arm distances DI , D2 to be di fferent from each other, the amount of the lateral shi ft G is dif ferent from the amount of the steering shift T . As shown in figure 4A and 4B, the di fference in the amounts causes the lateral shi fters 31-33 and the steering bars 44 to shift di fferently . The difference in shi ft can be converted into a tilting of the steering elements 41 about their respective steering axes E .

[0084] As shown in figure 3A, the centering assembly 2 is provided with a shift drive or shi ft actuator 6 for driving the lateral shi ft G of the lateral shi fters 31-33 in the lateral direction Y .

[0085] As best seen in figures 1 and 2 , the supply apparatus 1 is further provided with a sensor 12 , in particular a lateral position sensor or a lateral edge sensor, for detecting a parameter indicative of the lateral position of the tire component 9 relative to the supply path P . In this example , the supply apparatus 1 is further provided with a reflector 13 below the plane of conveyance M, for reflecting a sensor beam back to the sensor 12 . Alternatively, a full width sensor can be used, for example an optical sensor with a field of view covering the entire width of the centering assembly 2 or a light screen or curtain capable of detecting the entire width of the tire component 9 .

[0086] Optionally, the supply apparatus 1 is further provided with a pressing member 14 for pressing down the tire component 9 on the outfeed member 8 to prevent that a leading end of the tire component 9 slips back during the initial infeed of said tire component 9. Figure 6 shows an alternative supply apparatus 101 according to a second embodiment of the invention, that dif fers from the previously discussed embodiment only in that the double swing arms 51 , 52 in figure 2 are replaced by a single swing arm 151 in figure 6 , swivable about a single swing axis B . The lateral shifters 31-33 are operationally coupled to the single swing arm 51 at a first arm distance DI from the single swing axis B and the steering mechanism 4 is operationally coupled to the single swing arm 151 at a second arm distance D2 from the single swing axis B . Again, the first arm distance DI and the second arm distance D2 are adj ustable to be di fferent from each other . A disadvantage of this alternative supply apparatus 101 is that the coupling members 153 , 154 may collide as they are moved over or along the single swing arm 151 .

[0087] Figure 7 shows a further alternative supply apparatus 201 according to a third embodiment of the invention, that differs from the aforementioned embodiments only in that the previously discussed mechanical linkage between the movement of the lateral shifters 31-33 in the lateral direction Y and the steering mechanism 4 is replaced with an electronic link 205. In particular, the further alternative supply apparatus 201 comprises a shi ft actuator 261 that is operationally coupled to the lateral shi fters 31-33 for controlling the lateral shi ft G of the lateral shifters 31-33 relative to the supply path P . The further alternative supply apparatus 201 further comprises a steering actuator 262 that is operationally coupled to the steering mechanism 4 for controlling the adj ustable steering angle H . Finally, the further alternative supply apparatus 201 is provided with a control unit 250 that is functionally, electronically and / or operationally connected or coupled to the shi ft actuator 261 and the steering actuator 262 for controlling the adj ustable steering angle H in the steer-shi ft ratio 'H : G' to the lateral shift G of the lateral shifters 31-33 relative to the supply path P . Conveniently, the electronic link 205 can be used to electronically adj ustable the steer-shift ratio 'H : G' , without having to adj ust any mechanical linkage .

[0088] A method for supplying the tire component 9 in the infeed direction Fl along the supply path P using the supply apparatus 1 according to the first embodiment of the invention will now be briefly elucidated with reference to figures 1 , 2 , 3A, 3B, 4A, 4B and 5A-D .

[0089] It will be appreciated that the description of the method below applies , muta ti s mutandi s, to the supply apparatuses 101 , 201 according to the other embodiments of the invention .

[0090] Figures 1 and 5A shows the situation in which the tire component 9 is fed, conveyed along the supply path P . The tire component 9 enters the supply apparatus 1 via the loop L along the infeed member 7 . The tire component 9 is deflected from the infeed direction Fl to the outfeed direction F2 over and / or guided along the centering assembly 2 and subsequently exits the supply apparatus 1 in the plane of conveyance M on the outfeed member 8 .

[0091] In this example , the tire component 9 is still in a centered or aligned position in the lateral direction Y relative to the supply path P . The lateral shi fters 31-33 are centered in the center position C, meaning that the lateral shifters 31-33 are centered in the lateral direction Y and the steering elements 41 are oriented neutrally, i . e . with their steering angle H aligned in the parallel to the supply path P . In other words , the steering elements 41 have a zero steering angle value relative to the supply path P .

[0092] Alternatively, the tire component 9 may already be misaligned or off-center at the start of the method, as shown in figure 5B .

[0093] Figure 5B shows the situation in which the tire component 9 has become misaligned or off-center for some reason, for example due to irregularities in the material or because of inaccuracies in the positioning of the material relative to the loop L when entering the supply apparatus 1 . The offset or misalignment is detected by the sensor 12 . Sensor signals indicative of said of fset or misalignment trigger the shift actuator 6 in figure 3A to move the holder 20 relative to the base 10 in the shifting direction Yl , opposite to the detected misalignment or offset .

[0094] Figure 5C shows the situation in which the lateral movement of the holder 20 has caused a lateral shi ft G of the lateral shi fters 31-33 in the first shifting direction Yl beyond the center position C . The lateral shi ft G of the lateral shifters 31-33 can rapidly, instantly or immediately correct, align or center the lateral position of the tire component 9 in the lateral direction Y relative to center position C at the supply path P .

[0095] Although the tire component 9 can ef fectively be moved in this manner relative to the supply path P together with the lateral shi fters 31-33 , the lateral position of the tire component 9 on or relative to the lateral shi fters 31-33 is not corrected . Consequently, over time , the tire component 9 may run of f towards one lateral side of the centering assembly 2 .

[0096] Figure 4A, 4B and 5C show that, as the lateral shi fters 31-33 are shifted laterally by the action of the shi ft actuator 6 of figure 4A, the mechanical linkage 5 causes the steering elements 41 to tilt about their respective steering axes E to a steering angle H with at least a vector component in the first shifting direction Yl , in a steer-shi ft ratio 'H : G' to the lateral shi ft G . In particular, as shown in figures 4A and 4B, the steering bar 44 of each lateral shifter 31-33 is shifted over a steering shi ft T that is slightly smaller, because of the smaller second arm distance D2 relative to the first arm distance DI , thereby causing a rotation of the steering arm 46 about the hinge axis K . Consequently, in response to the respective lateral shifter 31-33 moving beyond the center position C in the first shifting direction Yl , the steering elements 41 simultaneously steer the tire component 9 further in the first shi fting direction Yl relative to the lateral shifters 31-33 . Hence, the tire component 9 can be displaced further than necessary for the lateral alignment or centering of the tire component 9 relative to the supply path P .

[0097] Meanwhile, the sensor 12 has detected that the tire component 9 has approached the supply path P, has been centered or aligned relative to the supply path P, or has slightly overshot the supply path P . Consequently, the shi ft actuator 6 of figure 4A is controlled to start shi fting the lateral shi fters 31-33 back in the second shi fting direction Y2 towards the situation as shown in figure 3A.

[0098] Figure 5D shows the situation the lateral shi fters 31-33 are returned in the second shifting direction Y2 to the center position C . During the return of the lateral shifters 31-33 to center position C, the steering ef fect of the steering elements 41 keeps steering the tire component 9 further in the first shifting direction Yl relative to the returning lateral shifters 31- 33 , thereby effectively keeping the tire component 9 substantially in place in the centered or aligned position at the supply path P . Moreover, as the lateral shifters 31- 33 are being returned to the center position C, the mechanical linkage 5 gradually reduces the steering angle H of the steering elements 41 , thereby stabilizing the centering assembly 2 around the centered position .

[0099] Hence, the tire component 9 can be repositioned on or relative to the lateral shifters 31-33 without physically contacting the sides of the tire component 9 , i . e . in a contactless manner . Hence , deformation of the tire component 9 as a result of said repositioning can be reduced or prevented . When the steer-shift ratio 'H : G' does not have the desired ef fect, the method may further comprise the steps of adj usting the steer-shift ratio 'H : G' , either mechanically as described in relation to figures 1- 6, or electronically as described in relation to figure 7 .

[0100] It is to be understood that the above description is included to illustrate the operation of the preferred embodiments and is not meant to limit the scope of the invention . From the above discussion, many variations will be apparent to one skilled in the art that would yet be encompassed by the scope of the present invention .

[0101] LIST OF REFERENCE NUMERALS

[0102] 1 supply apparatus

[0103] 10 base

[0104] 11 lateral guide

[0105] 12 sensor

[0106] 13 reflector

[0107] 14 pressing member

[0108] 2 centering assembly

[0109] 20 holder

[0110] 21 first distance adj ustment element

[0111] 22 adj ustment bracket

[0112] 23 slotted hole

[0113] 31 first lateral shifter

[0114] 32 second lateral shifter

[0115] 33 third lateral shifter

[0116] 4 steering mechanism

[0117] 40 steering frame

[0118] 41 steering elements

[0119] 42 steering roller

[0120] 43 steering control

[0121] 44 steering bar

[0122] 45 conversion element

[0123] 46 steering arm

[0124] 47 second distance adj ustment element

[0125] 48 adj ustment bracket 49 slotted hole

[0126] 5 mechanical linkage

[0127] 50 arm support

[0128] 51 swing arm

[0129] 52 second swing arm

[0130] 53 first coupling member

[0131] 54 second coupling member

[0132] 6 shi ft actuator

[0133] 7 infeed member

[0134] 8 outfeed member

[0135] 9 tire component

[0136] 101 alternative supply apparatus

[0137] 105 mechanical linkage

[0138] 151 swing arm

[0139] 201 further alternative supply apparatus

[0140] 205 electronic link

[0141] 250 control unit

[0142] 261 shi ft actuator

[0143] 262 steering actuator

[0144] A supply axis

[0145] B swing axis

[0146] Bl first swing axis

[0147] B2 second swing axis

[0148] C center position

[0149] DI first arm distance

[0150] D2 second arm distance

[0151] E steering axis

[0152] Fl infeed direction

[0153] F2 outfeed direction

[0154] G lateral shi ft

[0155] H steering angle

[0156] K hinge axis

[0157] L loop

[0158] M plane of conveyance

[0159] N conversion distance

[0160] P supply path R row

[0161] S non-linear section

[0162] 51 first shifting position

[0163] 52 second shifting position S3 third shifting position

[0164] T steering shift

[0165] X horizontal direction

[0166] Y lateral direction

[0167] Y1 first shifting direction Y2 second shifting direction

[0168] Z vertical direction

Claims

C L A I M S1 . Supply apparatus for supplying a tire component along a supply path, wherein the supply apparatus comprises a centering assembly for deflecting the tire component along the supply path about a supply axis perpendicular to the supply path from an infeed direction to an outfeed direction dif ferent from the infeed direction while centering the tire component in a lateral direction parallel to the supply axis relative to a center position, wherein the centering assembly comprises at least two lateral shi fters and a holder for positioning said at least two lateral shifters in respective shifting positions distributed along the supply path, wherein the at least two lateral shi fters are movable in a first shi fting direction parallel to the lateral direction and a second shifting direction opposite to the first shi fting direction for shi fting the tire component in said lateral direction together with said at least two lateral shi fters , wherein each lateral shi fter of the at least two lateral shifters comprises a steering mechanism that is linked to the movement of the respective lateral shifter in the lateral direction for steering the tire component, moving along the supply path, further in the first shifting direction relative to the respective lateral shi fter when the respective lateral shifter is moved in the first shi fting direction beyond the center position and for steering the tire component, moving along the supply path, further in the second shifting direction relative to respective lateral shi fter when the respective lateral shifter is moved in the second shifting direction beyond the center position .2 . Supply apparatus according to claim 1 , wherein the outfeed direction extends at an angle to the infeed direction of at least sixty degrees , preferably atleast eighty degrees and most preferably at least ninety degrees .3 . Supply apparatus according to claim 1 or 2 , wherein the at least two lateral shi fters are at least three lateral shifters distributed along the supply path to define a non-linear section of said supply path .4 . Supply apparatus according to claim 3 , wherein the non-linear section of the supply path is a circular arc .

5. Supply apparatus according to claim 4 , wherein the circular arc extends concentrically to a supply axis .

6. Supply apparatus according to claim 4 or 5 , wherein the circular arc spans at least thirty degrees , and preferably at least forty degrees .7 . Supply apparatus according to any one of claims 3- 6, wherein the at least three lateral shifters are evenly distributed along the non-linear section .8 . Supply apparatus according to any one of the preceding claims , wherein the steering mechanism is linked to the movement of the respective lateral shifter in the lateral direction for steering the tire component in the first shifting direction and the second shi fting direction at an adj ustable steering angle in a steer-shift ratio to a lateral shift of the respective lateral shifter relative to the supply path .

9. Supply apparatus according to claim 8 , wherein the steer-shift ratio is adj ustable .10 . Supply apparatus according to claim 9 , wherein the centering assembly comprises a mechanical linkage for mechanically linking the steering mechanism to the movement of the respective lateral shi fter in the lateral direction, wherein the steer-shift ratio is mechanically adj ustable by manipulating the mechanical linkage .11 . Supply apparatus according to claim 10 , wherein the mechanical linkage comprises a first swing armand a second swing arm which are rotatable about a first swing axis and a second swing axis , respectively, perpendicular to the lateral direction, wherein the respective lateral shi fter is operationally coupled to the first swing arm at a first arm distance from the first swing axis and the steering mechanism is operationally coupled to the second swing arm at a second arm distance from the second swing axis , wherein at least one of the first arm distance and the second arm distance is adj ustable to be dif ferent from the other of the first arm distance and the second arm distance .12 . Supply apparatus according to claim 11 , wherein the first swing axis is colinear or coincides with the second swing axis .13 . Supply apparatus according to claim 10 , wherein the mechanical linkage comprises a swing arm that is rotatable about a swing axis perpendicular to the lateral direction, wherein the respective lateral shi fter is operationally coupled to the swing arm at a first arm distance from the swing axis and the steering mechanism is operationally coupled to the swing arm at a second arm distance from the swing axis , wherein at least one of the first arm distance and the second arm distance is adj ustable to be dif ferent from the other of the first arm distance and the second arm distance .14 . Supply apparatus according to claim 9 , wherein the supply apparatus is configured for establishing an electronic link between the movement of the respective lateral shifter in the lateral direction and the steering mechanism, wherein the steer-shift ratio is electronically adj ustable by manipulating the electronic link .

15. Supply apparatus according to claim 14 , wherein the supply apparatus comprises a shift actuator that is operationally coupled to the respective lateral shi fter for controlling the lateral shift of the respective lateral shi fter relative to the supply path, a steering actuator that is operationally coupled to the steeringmechanism for controlling the adj ustable steering angle , and a control unit that is operationally coupled to the shi ft actuator and the steering actuator for controlling the adj ustable steering angle in the steer-shift ratio to the lateral shift of the respective lateral shi fter relative to the supply path .

16. Supply apparatus according to any one of claims 8-15, wherein the steer-shift ratio is the same for all lateral shifters of the at least two lateral shifters .17 . Supply apparatus according to any one of claims 8-15, wherein the steer-shift ratio is dif ferent and / or individually adj ustable for each lateral shi fter of the at least two lateral shifters .18 . Supply apparatus according to any one of the preceding claims , wherein the steering mechanism comprises a plurality of steering elements arranged in a row of steering positions , wherein the plurality of steering elements are tiltable relative to the holder about a plurality of mutually parallel steering axes , wherein the steering mechanism further comprises a steering control for tilting each steering elements of the plurality of steering elements relative to the holder about a respective steering axis of the plurality of steering axes , simultaneously and unidirectionally with the other steering elements of the plurality of steering elements of the same steering mechanism.

19. Supply apparatus according to claim 18 , wherein the steering control is configured for tilting the plurality of steering elements simultaneously to a common steering angle value about the plurality of mutually parallel steering axes .20 . Supply apparatus according to claim 19 , wherein the steering control comprises a steering bar that is movable in the lateral direction and at least one conversion element between the steering bar and the plurality of steering elements for converting a lateral movement of the steering bar into tilting of a respectivesteering element of the plurality of steering elements about a respective steering axis of the plurality of mutually parallel steering axes .21 . Supply apparatus according to claim 20 , wherein the at least one conversion element comprises a steering arm that is hingably connected to the steering bar about a hinge axis parallel to the respective steering axis and that is configured for corotation with the respective steering element about the respective steering axis .22 . Supply apparatus according to claim 21 , wherein the hinge axis and the respective steering axis are spaced apart at an adj ustable conversion distance from each other .23 . Supply apparatus according to any one of claims 18-22 , wherein the plurality of steering elements comprises a plurality of steering rollers , steering wheels , steering discs or steering brush rollers .24 . Supply apparatus according to any one of the preceding claims , wherein the supply apparatus further comprises an outfeed member for receiving the tire component in the outfeed direction from the centering assembly .

25. Method for supplying a tire component along a supply path using the supply apparatus according to any one of the preceding claims , wherein the method comprises the steps of : a) supplying the tire component in the infeed direction along the supply path; b) moving the at least two lateral shi fters in one shifting direction of the first shifting direction and the second shi fting direction for shifting the tire component in said one shifting direction together with said at least two lateral shi fters ; and c) while the tire component is being supplied along the supply path, steering the tire component, using the steering mechanism of each lateral shi fter of the at least two lateral shifters , further in said one shi ftingdirection relative to the respective lateral shifter when the respective lateral shifter is moved in said one shifting direction beyond the center position.

26. Method according to claim 25, wherein the method further comprises the step of: d) returning the at least two lateral shifters in the other shifting direction of the first shifting direction and the second shifting direction simultaneously with or after step c) .

27. Method according to claim 25 or 26, wherein the steering mechanism is linked to the movement of the respective lateral shifter in the lateral direction for steering the tire component in the first shifting direction and the second shifting direction at an adjustable steering angle in a steer-shift ratio to a lateral shift of the respective lateral shifter relative to the supply path.

28. Method according to claim 27, wherein the method comprises the step of adjusting the steer-shift ratio .

29. Method according to claim 28, wherein the steer-shift ratio is adjusted mechanically.

30. Method according to claim 28, wherein the steer-shift ratio is adjusted electronically.

31. Method according to any one of claims 27-30, wherein the steer-shift ratio is the same for all lateral shifters of the at least two lateral shifters.

32. Method according to any one of claims 27-30, wherein the steer-shift ratio is different and / or individually adjusted for each lateral shifter of the at least two lateral shifters.

33. Method according to any one of claims 25-32, wherein the steering mechanism comprises a plurality of steering elements which are held in a row of steering positions, wherein the plurality of steering elements are tiltable about a plurality of mutually parallel steering axes, wherein the method comprises the step of: tilting each steering element of theplurality of steering elements about a respective steering axis of the plurality of steering axes , simultaneously and unidirectionally with the other steering elements of the plurality of steering elements of the same steering mechanism.34 . Method according to claim 33 , wherein the plurality of steering elements are tilted simultaneously to a common steering angle value about the plurality of mutually parallel steering axes .-o- o-o-o-o- o-o-o-RM / HZ

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