Beruflich Dokumente
Kultur Dokumente
SUBMITTED FOR
THE PARTIAL FULFILMENT OF THE AWARD OF
THE DEGREE OF
B.TECH (MECHANICAL & AUTOMATION ENGINEERING)
Prepared by:
NAMAN TANEJA
070/BTechMAE/ASET/15
Affiliated to
GURU GOBIND SINGH INDRAPRASTHA UNIVERSITY
DWARKA SEC.16,, NEW DELHI-110006
DEPARTMENT OF MECHANICAL & AUTOMATION ENGINEERING
CERTIFICATE
ACKNOWLEDGEMENT
Final year project is an indispensable part of any engineering curriculum. It provides the
students with an opportunity to gain experience on the practical application of their
technical knowledge.
I would like to express my deepest appreciation to all those who provided me the possibility
to complete my industrial training. A special gratitude I give to our Training incharge, Mr
Pradeep Singhal (Production Manager), whose contribution in stimulating suggestions and
encouragement, helped me to coordinate in my training period.
Furthermore I would also like to acknowledge with much appreciation the crucial role of the
employee of other sections who gave the permission to use all required equipment and the
necessary materials to complete the task. A special thanks goes to my team mate, who help
me to assemble the parts and gave suggestion about the task. .
Naman Taneja
CONTENTS
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3. Tyre Nomenclature
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5. Conclusion
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6. References
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These are responsible for fundamental tyre characteristics. These include:1. Thread :It is the wearing surface of the tyre that acts, as a protective cover to the carcass. It is the
portion of the tyre that comes in direct contact with the road.
It is designed to offer good abrasion resistance, good traction; low noise and heat build-up. It
takes care of rebounding and antiskid. It is compounded from natural rubber or a blend of oil
extended SBR (to provide abrasion resistance) and polybutadiene rubber (to provide good
rebounding properties) mixed with carbon black and oil, curatives, antidegradants etc.
2. Sidewall
It constitutes the region of the shoulder and the bead. It protects the carcass from external
damages like weather, dust, moisture and radiations. It must provide high flexibility and
weather resistance. Together with the tread it forms the outermost layer of the tyre.
3. Carcass Plies:It gives the tyre the strength that is necessary if it has to handle the load of the vehicles. Plies
consist of the carcass of the tyre is made up of the cord of rayon, nylon or polyester woven as
a wrap of a fabric.
The fabric is treated with an adhesive and rubberized to thickness of approximately 1mm and
interleaved with low moisture containing textile lining. The large rolls rubberized textile
about 1.5 mm wide and 300 m long is cut into the strips known as piles. These piles may be
cut at a bias angle between 45 to 90 degrees.
4. Beads
It is a combination of copper and high tensile strength steel wires to provide rigidity to the
inflated tyre. Layers of wire coated with rubber are coiled into the ring shape. To eliminate
any possibility of loosening of the bead coil is further cross woven with rubberized textile. It
holds the tyre on the rim and prevents rocking or slipping of the rim.
5. Breakers
They are short plies especially cut at an angle and positioned centrally between the casing
tread to strengthen the carcass against impact. They have nearly the same angle as that of the
tyre body. They add bulk and cushion to the tyre body in the tread area.
6. Belts
They restrict the circumferential growth and hence maintain the aspect ratio of the tyre during
running condition. They also break the load uniformity.
B. Secondary Components
They are the primary components for distributing stress. These include:1. Chaffer:It is a narrow circumferential strip that encloses the completed bead area. It is a narrow strip
of square woven rubberized fabric of cotton, rayon or polyester places around the ply lock
assemble outside bead. It protects the cords plies against wear and chaffing by the rim and
also avoids penetration of the moisture and foreign particles like dust into the tyre. Upper
edge of the chaffer is located slightly above the rim flange height and extends downwards
around the base. This arrangement provides protection from the rim chaffing and in case of
the tubeless tyre it serves to protect air leakage either into the tyre or out of it.
2. Inner liner:It depends on the type of tyre. For the tube tyre it is usually a thin layer of the compound
directly calendared on the underside of the first ply after it has been joined and batched in
continuous length. It serves to insulate the tyre chords from the inner tube so as to prevent the
tube from the chaffing damage. It also protects chords from the possible degradation due to
the absorption of the atmosphere moisture.
However in the tubeless tyre, it is the air retaining membrane and is calendared as a two layer
laminate stepped edges.
3. Bead Apex
It consists of a band of fabric or steel cord at the lower sidewalk and bead areas and
reinforces the bead region. It also served as a ply transition, extension to reduce ply and
rubber cracking
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around the body of the radial. Cords are placed in the belt at a low angle of 15 to 25 degrees
and act as restrictor to the 88 degree body plies. Increased bulging of the sidewall even when
fully inflated is a unique characteristic of the radial.
Advantages of the radial tyres over the bias one:a. More Mileage
b. Lessor rolling resistance
c. Better Fuel efficiency
d. Ride Comfort
e. Higher penetration resistance
B. Tread Pattern
Although there may be many combinations, generally a tyre can be classified into four ways:
1. Ribs Pattern: This type of tyre is mainly used in front wheel. Its main function is to control the steering
action.
2. Lug Pattern:This is mainly used in rear axle. Its main function is road gripping.
3. Mud and Snow Pattern
This is especially designed for use in muddy and off the road use.
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C. Field of Applications
According to this, tyres are classified into the following types:1. Bicycle type/ Richshaw Type
2. Motor Cycle Type
3. Scooter Type
4. Jeep Tyre
5. Passenger Tyre Type
6. Bus Tyre Type
7. High Loading truck tyre Type
8. Off- the road tyre Type
9. Agricultural tyre Type
10. Air-craft tyre Type
11. Earth mover tyre Type
D. Tube and Tubeless Tyre: Air at high inflation pressure is to be enclosed between the tyres and the rim. In general this
is achieved by using an air light elastic tube, generally made of BUTYL RUBBER, having
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low permeability, is placed inside the tyre and the rim assembly. These types of tyres are
known as tube or conventional tyres.
In some cases it is possible to achieve air seal between the tyre and the rim, without the use of
tubes. This type of tyre was first developed by Litchfield of Goodyear Tyre having an extra
layer of rubber inside the tyre, which acts as an envelope. These tyres are known as tubeless
tyres.
B. Shoulder Region
It is the portion between the crown regions to the portion along the height where maximum
flexing is not stated. It affects heat behaviour and cornering characteristics.
C. Side wall regions;It is the portion of the tyre between the shoulder region and the bead which primarily controls
ride and support. It consists of a side wall compound on the outside, plies in the middle and
inner liner compound on the inside.
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Radial tyres have thicker, more flexible side walls than the bais tyres due to a need for greater
deflection characteristics. Its main functions are
D. Bead Region
It is the part of the tyre which is connected to the rim. It is a structure composed of high
tensile strength steel wire coated with copper, formed into inextensible hoops functioning as
anchors for the plies and holding the assembly on the rim of the wheel. The shape of the bead
confirms to the flange of the wheel to prevent the tyre from slipping of the rim. It shapes the
tyre to fit on the rim and holds the tyre tight on the rim.
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TYRE NOMENCLATURE
A. For Bias Tyres:Tyre is generally signified by its inflated section in inches and nominal bead diameter.
E.g.
A tyre having specification
9.00-20 means
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There are number of chemicals used in the tyre that induce requisite properties like rigidity,
resistance to heat and water etc. in the tyres. Specifications of materials to be used are issued
by Goodyear, Akron, USA. Of the various materials used in the tyre industry the chief and
the commons are: 1. Rubber
It may be defined as the captive liquid, which has external and internal Brownian motion. It
has very high elasticity, flexibility and im-permeability to air and water. Rubber used in the
tyres may be natural or synthetic. Natural rubber is obtained from the latex of the plant while
synthetic rubber may be
Butyl Rubber Polymer of isobutylene and isoprene
Styrene Butadiene Rubber Copolymer of butadiene and styrene.
2. Fillers
The fillers are added to the rubber so as to:A. Increase the mechanical strength.
B. Extend and dilute
C. Decrease the cost
D. Alter the processing characteristics
E. Increase the adhesion property
The size of the filler particle is important in determining their use. If the particle size is
greater than 10 micron then the filler decreases the strength because of the localized area of
stresses. If the particle size is 1- 10 then the strength neither increases nor decreases. If the
particle size is 0.1-1; the filler will be semi-reinforcing and if in between 0.01- 0.1 then the
filler will be reinforcing one.
The filler generally used in the industry are carbon black and silica.
3. Plasticizers or Softeners: -
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The softeners are added so as to improve the processing by decreasing the viscosity. The
castor oil and sulphated petroleum oil which are added for softening is loaded up to 10 parts.
The paraffinic and aromatic oils are used at a higher loading to extend the rubber and to
lower the cost. At high loading compatibility the polymer and the oil is required.
Paraffinic is compatible with highly saturated rubber like EPDM and IIR.
Aromatic oil is compatible with highly unsaturated rubber like SBR and NR. Staining is a
phenomenon, which decreases in the order: Aromatic > Naphthenic > Paraffinic
They are used to improve the flexibility at lower temperatures. Plasticizers also help in
dispersion of other compounding ingredients.
E.g. Pentachlorothiobenxol
4. Vulcanizers or Curatives:Inter and intra molecular thioetherification process by which elasticity is attained at the cost
of plasticity i.e. transfer from fusible to infusible state occurs is called vulcanizing or curing.
The agents, which cause this process, are curatives or vulcanizing agents. Curing actually
increases the viscosity, hardness, modulus, tensile strength and abrasion resistance.
Sulfur and peroxide curing are generally practiced.
3. Accelerators
These are the chemicals, which are used to increase the rate of curing by lowering curing
time. They basically help in producing activated sulphur rhombic one, which actually
participates in the formation of polysulfide linkages. Accelerators are mainly divided into:A. Delayed action accelerator N-cyclohexyl benzthiazyle sulphonamide
B. Slow accelerator Triphenyl guanidine
C. Semirapid accelerator Mercapto benz thiazole.
D. Rapid accelerator Tetramethyl thiuram disulphide
E. Ultra rapid accelerator Zinc diethyl dithio carbamate
F. Sulfur dnor Bismorpholine disulphide
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Each of which is used in specific amount and in specific compounds as each gives the
compounds different properties. Also the accelerators are used in synergy with other
accelerators to provide better properties of the compound and also better use of the
accelerator itself. E.g. MBT, ZDC.
6. Antioxidants:These are the chemicals, which are added to the compound to prevent the changes in the
properties of the compound due to the action of oxygen in services. Oxidation during the
course of service causes the compound either to harden or soften. There are two types of
antioxidants:a. Primary Antioxidants
These chemicals scavenge and destroy oxy radicals before they react with rubber. They are
either secondary amines or substituted phenols with highly reactive hydrogen atoms.
b. Secondary Antioxidants
These are the chemicals, which destroy the hydro peroxides formed during the course of the
oxidative action before they decompose and start new chains. These materials are mainly
phosphates and sulphides.
7. Antiozonants: Ozone mainly attacks the double bonds and therefore only unsaturated rubber when stretched
becomes highly vulnerable to ozone attack. This can be mainly prevented by coating the
surface or adding an antiozonants.
Waxes are added to the rubber as they bloom to the surface and form a protective layer
around the compound but these breaks on flexing. So for products like tyres, which are prone
to flexing in services, antiozonants like p-phenylene diamine are added as they scavenge
ozone before they react with the compound.
8. Activators
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These chemicals are used for activating the accelerators by helping in the easy mobility of the
accelerators and are therefore helpful in quick and uniform curing. E.g. Zinc Oxide, Stearic
acid.
9. Retarders
They are used in the rubber industry to prevent scorch i.e. to prevent the premature curing of
rubber, which might spoil the compound due to uneven dispersion and non-uniform curing,
also decreasing the workability of the compound. Retarder mainly captures the anion of the
accelerator and thereby prevents the salt formation, which is the primary cause of scorching.
E.g. N- cyclohexyl thiopthalamide in the forms of crystals.
10. Tackifiers: They are a class of additives, which impart good tack to the mixed compound. Tack is very
much necessary in tyre building for it is the tack that is responsible for the good strength and
shape retention nature of a green tyre. Tackiness also aids in the expulsion of entrapped air
molecules, so that blister formation and tyre weakening are prevented during curing.
Common tackifiers are classified as natural and synthetic. Natural tackifiers such as wood
resin are used to improve that tack of the natural rubber compounds whereas synthetic
tackifiers such as cumarone indene resins may also be used if required.
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CONCLUSION
As an undergraduate student of the Amity School of Engineering and Technology, Delhi I
would like to say that this training program by Goodyear Tyres Pvt Ltd is an excellent
opportunity for us to get to the ground level and experience the things that we would have
never gained through Academic study of related subjects. I am grateful to the ASET and
Goodyear Tyres Pvt Ltd for giving us this wonderful opportunity. The main objective of the
industrial training is to provide an opportunity to undergraduate students to identify, observe
and practice how engineering is applicable in the real industry. It is not only to get experience
on technical practices but also to observe management practices and to interact with fellow
workers. It is easy to work with sophisticated machines, but not with people. The only chance
that an undergraduate student has to have this experience is the industrial training period. I
feel I got the maximum out of that experience. Also I learnt the way of work in an
organization, the importance of being punctual, the importance of maximum commitment,
and the importance of team spirit. The training program having three destinations was a lot
more useful than staying at one place throughout the whole six weeks. In my opinion, I have
gained lots of knowledge and experience needed to be successful in a great engineering
challenge, as in my opinion, Engineering is after all a Challenge, and not a Job.
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REFERENCES
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