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Manufacturing Processes - Tyre
1. Tyre Manufacturing Processes Arvind Boudha Seminar Report (Roll No. 08011044) Sateesh Kumar (Roll No. 08011045) Srimannarayana (Roll No. 08011046) Febin Koyan (Roll No.
08011047) Department of Metallurgical Engineering and Materials Science Indian Institute of Technology, Bombay (September 2011)
2. INDEX CONTENTS Page 1. Introduction 3 2. Tyre Components & Their Significance 4 3. Raw Materials Used 6 4. Tyre Manufacturing Process 4.1 Compounding and Banbury mixing 9 4.2
Milling 10 4.3 Extruding and Calendering 11 4.4 Component Assembly and Building 11 4.5 Curing and Vulcanizing 12 4.6 Inspection and Finishing 13 5. Future 14 6. References 15
3. 1. Introduction Tyres are the only point of contact of the vehicle with the road. The intentions of the driver are finally executed by the tyres only, hence the quality and design of the
tyres is important. The rubber tube inflated with air supports the whole weight of the car, but the rubber tube cannot directly come in contact with the road as it cannot resist wear and it
lacks strength. Tyre encases the rubber tube. Tyres must perform a certain number of functions for the smooth functioning of the vehicle namely- steering, carrying a load, cushioning,
rolling, transmitting drive and long lasting life. Steering: Tyres should steer the vehicle with precision irrespective of surface of the road, weather conditions. The stability of a vehicle's
path depends upon ability of tyre to hold its course by maintaining proper traction with the road. It should stand upto transversal forces without drifting from its path. Carrying load:
Tyres should carry lot of weight usually more 50 times its own weight not only when it is in motion but also at rest. Car usually weighs around 1.6 tonnes and the area of contact of a single
tyre with road is size of a post card. Hence each tyre experiences a compressive stresses of the order of few MPa. Cushioning: Tyres absorb the shock due to obstacles or irregularities
present on the surface of the road, providing a comfort travel to the passenger as well as ensuring long life of the vehicle. The main characteristic of tyre is its ability to yield when stress is
applied and return to its original shape when stress is removed, with the tyre lasts, or in other words, keeps its optimum performance level for millions of wheel revolutions. The tyre’s
wear depends on its conditions of use (load, speed, condition of the road surface, state of the vehicle, style of driving, etc.) but above all the quality of its contact with the ground.
Pressure therefore plays a major role. e stress cycle occurring at very high frequencies. Transmitting Drive: Tyres transmit drive namely the engine's usable power, braking effort with the
help of the friction. Superior quality and efficient design of the tyre helps in making complete use of engine's power and braking facility. Long Lasting Life: Tyres should be able to give
optimum performance for millions of revolutions. Life of a tyre depends on a variety of factors like quality of contact with the road, load, speed, driving style etc., Most of the functions of
tyre can be achieved with proper maintenance of air pressure. Hence ability to hold air without allowing it to diffuse is important. [1][2][3]
4. 2. COMPONENTS Tyre is a composite structure consisting of many layers. They usually consist of 1. Inner liner 2. Body ply 3. Side wall 4. Beads, Apex 5. Belt Package 6. Tread 7. Cushion
Gum. Fig.2.1 Schematic of the components of a tyre [9] It is an extruded halobutyl rubber sheet compounded with additives that result in low air Inner Liner permeability. The inner liner
assures that the tire will hold high-pressure air inside, without the air gradually diffusing through the rubber structure. The body ply is a calendered sheet (two or more sheets are rolled
together such that Body Ply mechanically they are bonded) consisting of consecutive layers of rubber and reinforcing fabric.
5. They give the structural strength to the tyre. Passenger tyres typically have one or two body plies. Truck tires, off-road tires, and aircraft tires have progressively more plies. The fabric
cords are highly flexible but relatively inelastic. The textile materials used are cotton in early years now replaced by rayon, nylon, kevlar, polyester. Sidewalls are non-reinforced extruded
profiles with additives to give the sides of the tire good Sidewalls abrasion resistance and environmental resistance. Additives used in sidewall compounds include antioxidants and
antiozonants to protect the tyre from decomposition when exposed to ultra violet light. Sidewall extrusions are nonsymmetrical and provide a thick rubber area to enable molding of
raised letters and sidewall ornamentation. Beads are bands of high tensile-strength steel wire encased in a rubber compound. Bead wire is Beads coated with special alloys of bronze or
brass. Coatings protect the steel from corrosion. Copper in the alloy and sulphur in the rubber cross-link to produce copper sulphide, which improves bonding of the bead to the rubber.
Beads are inflexible and inelastic, and provide the mechanical strength to fit the tyre to the wheel. Bead rubber includes additives to maximize strength and toughness. The apex is a
triangular extruded profile that mates against the bead. The apex provides a Apex cushion between the rigid bead and the flexible inner liner and body ply assembly. It is alternatively
called as "filler" in literature and industry. Belts are calendered sheets consisting of a layer of rubber, a layer of closely spaced steel cords, Belt Package and a second layer of rubber. The
steel cords are oriented radially in radial tire construction, and at opposing angles in bias tire construction. Belts give the tyre strength and dent resistance while allowing it to remain
flexible. Passenger tires are usually made with two or three belts. The tread is a thick extruded profile that surrounds the tire carcass and this is the layer which Tread comes directly in
contact with the. Tread compounds include additives to impart wear resistance and traction in addition to environmental resistance. Tread compound development is an exercise in
compromise, as hard compounds have long wear characteristics but poor traction whereas soft compounds have good traction but poor wear characteristics. Many higher-performing
tyres include an extruded component between the belt package and Cushion Gum the tread to isolate the tread from mechanical wear from the steel belts.[4][5][6]
6. 3. RAW MATERIALS USED The above mentioned tyre components use a broad variety of materials like different rubber compounds, different types of carbon black, fillers like clay and
silica, chemicals or minerals added to accelerate/decelerate vulcanisation. The tyres also have several types of fabric for reinforcement, several kinds and sizes of steel. Some of the steel
is twisted or braided into strong cables. Table 3.1 Approximate amount of various materials used in different tyres[9] Natural Rubber is an elastomer derived from latex, a milky colloid
produced by some of Natural Rubber the plants like Hevea brasiliensis. These plants produce latex when they are wounded as a healing mechanism. The latex is collected in a vessel and
it is allowed to coagulate which gives you the solid rubber which can be further processed in to sheets. The coagulation process can be controlled by chemicals like Ammonia, Formic
acid. Ammonia decelerates the coagulation process whereas Formic acid accelerates it. The purified natural rubber is same as polyisoprene. The monomer of Natural Rubber is 2-methyl-
1,3-butadiene,CH2=C(CH3)-CH=CH2. The required properties of rubber like elasticity, is mainly dependent on the cis form of C5H8 rather than its trans counterpart. As the natural rubber
is formed by coagulation of latex, the relative proportions of cis and trans are fixed which can result in degradation of desired properties. Synthetic rubber can be made from the
polymerization of a variety of monomers Synthetic Rubber including isoprene (2-methyl-1,3-butadiene), 1,3-butadiene, chloroprene (2-chloro-1,3- butadiene), and isobutylene
(methylpropene) with a small percentage of isoprene for crosslinking. These and other monomers can be mixed in various desirable proportions to be
7. copolymerized for a wide range of physical, mechanical, and chemical properties. The monomers can be produced pure and the addition of impurities or additives can be controlled
by design to give optimal properties. Polymerization of pure monomers can be stereospecifically regulated through various catalysts to acheive the desired cis or trans double bonds.
Fig.3.2 Various Polymerized products obtained from polymerization of polyisoprene Various kinds of synthetic rubbers are used in the tyre components like Styrene-butadiene,
Polybutadiene because of the relatively low materials cost, low heat-buildup properties respectively. Halobutyl rubber is used for the tubeless inner liner compounds, because of its low
air permeability. The halogen atoms provide a bond with the carcass compounds which are mainly natural rubber. Carbon black is a material produced by the incomplete combustion of
heavy petroleum Carbon Black products such as coal tar, ethylene cracking tar etc., It is a form of amorphous carbon that has a high surface-area-to-volume ratio and significantly lower
PAH (polycyclic aromatic hydrocarbon). It is used as a pigment and reinforcement filler in the tyre. It helps in conducting heat away from the tread and belt area of the tire, reducing
thermal damage and increasing tire life. While a pure styrene-butadiene rubber has a tensile-strength of no more than 2.5MPa, and almost nonexistent abrasion resistance, compounding
it with 50% of its weight of carbon black improves its tensile strength to 20MPa and considerable wear resistance. The black color of the tyre is due to carbon black, if we want to have
anyother color with the same reinforcing properties fumed silica is used.
8. It is also known as pyrogenic silica as it is produced in a flame, consisting of microscopic Fumed Silica droplets of amorphous silica fused into branched, chainlike, three-dimensional
secondary particles which then agglomerate into tertiary particles. The resulting powder has an extremely low bulk density and high surface area. Its three-dimensional structure results
in viscosity- increasing behavior when used as a thickener or reinforcing filler. Fumed silica also provides better trade-off for fuel efficiency and wet handling due to a lower rolling loss
compared to carbon black-filled tires. Traditionally silica fillers had worse abrasion wear properties, but the technology has gradually improved to where they can match carbon black
abrasion performance. Natural Rubber is sticky, deforms easily when warm, and is brittle when cold. Vulcanization Vulcanization is a chemical reaction which helps in betterment of some
of the properties like removes the sticky behavior, increases the young's modulus etc., in this chemical reaction elements/compounds like Sulphur are added which have the ability to
form cross-links between the long chain polymer molecules, converting the rubber from a thermoplastic to a thermosetting polymer. The extent of vulcanization reaction can be
controlled by accelerators and retarders.A derivative of aniline called thiocarbanilide, zinc oxide accelerates the action of sulfur to rubber, leading to shorter cure times. An antioxidant is
a molecule capable of preventing oxidation of other molecules. We say Antioxidant something is oxidized if it loses electrons, hence moving to a higher oxidation state. Oxidation
reactions can produce free radicals which can result in polymerization.As the tyre components are exposed to sunlight free radicals may get generated, antioxidants essentially terminate
these free radicals preventing extraneous polymerization reactions. Antioxidants basically undergo oxidation reaction themselves, thus preventing oxidation of other compounds.
Antioxidants are reducing agents such as thiols, ascorbic acid, polyphenols. Rubber contains an unsaturated double bond, as the tyre is always exposed to Antiozonant atmosphere
ozone gas present in the atmosphere may break the double bond in to aldehydes or ketones. Thus reducing the degree of polymerization results into the degradation of properties.
Cracks start to appear on the tyre, which are called as ozone cracks. Antiozonants are chemical compounds that prevent or slow down the degradation of material caused by ozone gas in
the air. Paraffin wax acts as an antiozonant by the means of formation of a surface barrier.
9. 4. TYRE MANUFACTURING PROCESS Fig. 4.1 SCHEMATIC OF TYRE MANUFACTURE [10] A Banbury mixer combines rubber stock, carbon black and other chemical ingredients to 4.1
Compounding and Banbury mixing create a homogeneous rubber material. Time, heat and raw materials are factors utilized to engineer material composition. The ingredients are
generally provided to the plant in pre- weighed packages or are prepared and weighed by the Banbury operator from bulk quantities. Measured ingredients are placed onto a conveyor
system, and the Banbury is charged to initiate the mixing process. Hundreds of components are combined to form rubber utilized for tyre manufacturing. The components include
compounds which act as accelerators, anti-oxidants, anti-ozonants, extenders, vulcanizers, pigments, plasticizers, reinforcing agents and resins. Most constituents are unregulated and
may not have had extensive toxicological evaluations. Generally speaking, the Banbury operators' occupational exposures to the raw materials have been reduced by improvements in
administrative and engineering controls. However, concern remains due to the nature and quantity of components which make up the exposure.
10. Fig.4.2 Mill with a trip bar located too high to be effective. The operator, however, has large gloves which would be pulled into the mill before his fingers [10] Shaping of rubber begins
in the milling process. At the completion of the Banbury 4.2 Milling mixing cycle, rubber is placed onto a drop mill. The milling process shapes the rubber into flat, long strips by forcing it
through two set rolls rotating in different directions at different speeds. Mill operators are generally concerned with safety hazards associated with the open operation of the turning rolls.
Older mills usually had trip wires or bars which could be pulled by the operator if he or she is got caught in the mills. Modern mills have body bars at about knee level that are
automatically triggered if the operator is caught in the mills. Most facilities have extensive emergency rescue procedures in place for workers trapped in mills. Mill operators are exposed
to heat as well as noise. Fig. 4.3.a)Mill for calender line with a body bar guard that shuts down the mill if tripped by workers[10] Fig. 4.3.b) Drop mill and dryer with canopy hood and trip
wires [10]
11. The calender operation continues to shape rubber. The calender machine consists of one or 4.3 Extruding and Calendering more (often four) rolls, through which the rubber sheets
are forced. The calender machine has the following functions: To prepare compounded rubber as a uniform sheet of definite thickness and width To place a thin coat of rubber on a fabric
(“coating” or “skimming”) • To force rubber into the interstices of fabric by friction (“frictioning”) • The rubber sheets coming off the calender are wound on drums, called “shells,” with
fabric • spacers, called “liners,” to prevent sticking. The extruder is often referred to as a “tuber” because it creates tube-like rubber components. The extruder functions by forcing rubber
through dies of appropriate shape. The extruder consists of a screw, barrel or cylinder, head and die. A core or spider is used to form the hollow inside of tubing. The extruder makes the
large, flat section of tyre treads. Extruder and calender operators may be exposed to talc and solvents, which are used in the process. Also, the workers at the end of the extrusion
operation are exposed to a highly repetitive task of placing the tread onto multi-tiered carts. This operation is often referred to as booking treads, because the cart looks like a book with
the trays being the pages. The configuration of the extruder as well as the weight and quantities of tread to be booked contribute to the ergonomic impact of this operation. Numerous
changes have been made to lessen this, and some operations have been automated. The tyre assembly machine consists of a rotating drum, on which the components are 4.4
Component Assembly and Building assembled, and feeding devices to supply the tyre builder with the components to assemble (see figure 80.7). The components of a tyre include
beads, plies, side walls and treads. After the components are assembled, the tyre is often referred to as a “green tyre”. Tyre builders and other workers in this area of the process are
exposed to a number of repetitive motion operations. Components, often in heavy rolls, are placed onto the feeding portions of the assembly equipment. This may entail extensive lifting
and handling of heavy rolls in a limited space. The nature of assembly also requires the tyre builder to perform a series of similar or identical motions on each assembly. Tyre builders
utilize solvents, such as hexane, which allow the tread and plies of rubber to adhere. Exposure to the solvents is an area of concern. After being assembled, the green tyre is sprayed with a
solvent- or water-based material to keep it away from adhering to the curing mould. These solvents potentially expose the spray operator, material handler and curing press operator.
Nowadays, water-based materials are mostly used.
12. Fig. 4.4 Operator assembling a tyre on a single-stage tyre machine [10] Curing press operators place green tyres into the curing press or onto press loading 4.5 Curing and Vulcanizing
equipment. Curing presses in operation in North America exist in a variety of types, ages and degrees of automation (fig 5). The press utilizes steam to heat or cure the green tyre. Rubber
curing or vul-canization transforms the tacky and pliable material to a non-tacky, less pliable, long-lasting state. Fig.4.5 Passenger and light truck Bag-o-matic McNeal curing press
ventilated with a ceiling fan, Akron, Ohio, US [10]
13. Following curing, finishing operations and inspection remain to be performed before the 4.6 Inspection and Finishing tyre is stored or shipped. The finishing operation trims flash or
excess rubber from the tyre. This excess rubber remains on the tyre from vents in the curing mould. Additionally, excess layers of rubber may need to be ground from the side walls or
raised lettering on the tyre. One of the major health hazards that workers are exposed to while handling a cured tyre is repetitive motion. The tyre finishing or grinding operations
typically expose workers to cured rubber dust or particulate. This contributes to respiratory illness in workers in the finishing area. In addition, a potential exists for solvent exposure from
the protective paint which is often used to protect the side-wall or tyre lettering. After finishing, the tyre is ready to be stored in a warehouse or shipped from the plant. [8]
14. 5. The Future Constant improvements in rubber chemistry and tire design are creating exciting new tires that offer greater mileage and improved performance in extreme weather
conditions. Manufacturers now offer tires estimated to last up to 80,000 miles. Treads, designed and tested by computer, now feature unique asymmetrical bands for improved traction
and safety on wet or snowy roads. Tire design engineers are also experimenting with non-pneumatic tires that can never go flat because they don't contain air under pressure. One such
non-pneumatic tire is simply one slab of thick plastic attached to the wheel rim. The plastic curves out from the rim to a point where a rubber tread is secured to the plastic for contact
with the road. Such a tire offers lower rolling resistance for greater fuel economy and superior handling because of a greater area of contact between tread and road. [11]
15. REFERENCES 1. http://www.michelin.re/zma/front/affich.jsp?codeRubrique=20060922131123&lang=EN 2. http://www.bridgestone.co.in/tyre/tyrecare/safedriving.asp 3.
www.hankooktyre.com.au/Tech/Functions.aspx?pageNum=3&subNum=4&ChildNum=2 4. http://en.wikipedia.org/wiki/Tire_manufacturing 5.
http://www.jktyre.com/Customer_Service/Tyre_Components.aspx 6. http://www.indiacar.com/infobank/how_tyres_work.htm 7. Wikipedia articles Natural rubber, Synthetic rubber,
Carbon black Fumed silica Vulcanization, anti oxidants and anti ozonants 8. www.emt-india.net/process/tyre/pdf/TyreManufactureProcess001.pdf 9.
wrap.org.uk/downloads/2__Composition_of_a_Tyre__May_2006.4d2e4682.2856.pdf 10. www.emt-india.net/process/tyre/pdf/TyreManufactureProcess001.pdf 11.
http://www.enotes.com/how-products-encyclopedia/tire
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