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Tyre Industry
Tyre Industry
RAHEJA
COLLEGE OF
ARTS AND
COMMERCE
S.Y.BBI
COST
ACCOUNTING
Presented by:
1. Jaisal Chachhia - 06
2. Laveit Dighe - 10
3. Bhavin Jagani - 14
4. Pushkar Kothare – 20
5. Krupa Parekh - 30
6. Afreen Sheikh - 40
Presented to:
The word is also used to refer to natural latex rubber; particularly for non-
vulcanized rubber. Such is the case in products like latex gloves, latex
condoms and latex clothing. It can also be made synthetically by
polymerizing a monomer that has been emulsified with surfactants.
In the milkweed and spurge families, on the other hand, the laticiferous
system is formed quite differently. Early in the development of the
seedling latex cells differentiate, and as the plant grows these latex cells
grow into a branching system extending throughout the plant. In the
mature plant, the entire laticiferous system is descended from a single cell
or group of cells present in the embryo.
The laticiferous system is present in all parts of the mature plant, including
roots, stems, leaves, and sometimes the fruits. It is particularly noticeable
in the cortical tissues.
Several members of the fungal kingdom also produce latex upon injury.
Notable are the milk-caps such as Lactarius deliciosus.
Rubber latex
Uses of latex
Latex clothing
Latex is used in many types of clothing. Worn on the body (or applied
directly by painting) it tends to be skin-tight, producing a "second skin"
effect.
Allergic reactions
Some people have a serious latex allergy, and exposure to latex products
such as latex gloves can cause anaphylactic shock. Guayule latex is
hypoallergenic and is being researched as a substitute to the allergy-
inducing Hevea latexes.
Some allergic reactions are not from the latex but from residues of other
ingredients used to process the latex into clothing, gloves, foam, etc. These
allergies are usually referred to as multiple chemical sensitivity (MCS).
Vulcanization
This heavily cross-linked polymer has strong covalent bonds, with strong
forces between the chains, and is therefore an insoluble and infusible,
thermosetting polymer.
Vast arrays of products are made with vulcanized rubber including ice
hockey pucks, tires, shoe soles, hoses and many more.
Uncured natural rubber is sticky, can easily deform when warm, and is
brittle when cold. In this state it cannot be used to make articles with a
good level of elasticity. The reason for inelastic deformation of
unvulcanized rubber can be found in its chemical nature: rubber is made of
long polymer chains. These polymer chains can move independently
relative to each other, which results in a change of shape. By the process of
vulcanization, crosslinks are formed between the polymer chains so the
chains can no longer move independently. As a result, when stress is
applied the vulcanized rubber will deform, but upon release of the stress,
the rubber article will go back to its original shape.
Description
Usually, the actual chemical cross-linking is done with sulfur, but there are
other technologies, including peroxide-based systems. The combined cure
package in a typical rubber compound comprises the cure agent itself,
(sulfur or peroxide), together with accelerators, activators like zinc oxide
and stearic acid and antidegradants. Prevention of vulcanization starting
too early is done by addition of retarding agents. Antidegradants are used
to prevent degradation by heat, oxygen and ozone.
Along the rubber molecule, there are a number of sites which are attractive
to sulfur atoms. These are called cure sites, and are generally sites with an
unsaturated carbon-carbon bond, like in polyisoprene, the basic material of
natural rubber,and in styrene-butadiene rubber (SBR), the basic material
for passenger tires. The active sites are allylic hydrogen atoms; that means
they are hydrogen atoms connected to the first saturated carbon atom
connected to the carbon-carbon double bond. During vulcanization the
eight-membered ring of sulfur breaks down in smaller parts with one to
eight sulfur atoms. These small sulfur chains are quite reactive. At each
cure site on the rubber molecule, such short sulfur chain can attach itself,
and eventually reacts with a cure site of another rubber molecule, and so
forming a bond between two chains. This is named a cross-link. These
sulfur bridges are typically between two and eight atoms long. The number
of sulfur atoms in a sulfur crosslink has a strong influence on the physical
properties of the final rubber article. Short sulfur crosslinks, with just one
or two sulfur atoms in the crosslink, give the rubber a very good heat
resistance. Crosslinks with higher number of sulfur atoms, up to six or
seven, give the rubber very good dynamic properties but with lesser heat
resistance. Dynamic properties are important for flexing movements of the
rubber article, e.g., the movement of a side-wall of a running tire. Without
good flexing properties these movements will rapidly lead to formation of
cracks and, ultimately, to failure of the rubber article.
Vulcanization methods
1. Sulfur systems
2. Peroxides
3. Urethane crosslinkers
4. Metallic oxides
Devulcanization
The rubber industry has been researching the devulcanization of rubber for
many years. The main difficulty in recycling rubber has been
devulcanizing the rubber without compromising its desirable properties.
The process of devulcanization involves treating rubber in granular form
with heat and/or softening agents in order to restore its elastic qualities, in
order to enable the rubber to be reused. Several experimental processes
have achieved varying degrees of success in the laboratory, but have been
less successful when scaled up to commercial production levels. Also,
different processes result in different levels of devulcanization: for
example, the use of a very fine granulate and a process that produces
surface devulcanization will yield a product with some of the desired
qualities of unrecycled rubber.
The rubber recycling process begins with the collection and shredding of
discarded tires. This reduces the rubber to a granular material, and all the
steel and reinforcing fibers are removed. After a secondary grinding, the
resulting rubber powder is ready for product remanufacture. However, the
manufacturing applications that can utilize this inert material are restricted
to those which do not require its vulcanization.
Currently, Landstar Rubber, which holds the North American license for
the AMR Process, has built a rubber reprocessing plant and
research/quality control lab in Columbus, Ohio. The plant performs
production runs on a demonstration basis or at small commercial levels.
The recycled rubber from the Ohio plant is currently being tested by an
independent lab to establish its physical and chemical properties.
Whether or not the AMR Process succeeds, the market for new raw rubber
or equivalent remains enormous, with North America alone using over 10
billion pounds (circa 4.5 million tons) every year. The auto industry
consumes approximately 79% of new rubber and 57% of synthetic rubber.
To date, recycled rubber has not been used as a replacement for new or
synthetic rubber in significant quantities, largely because the desired
properties have not been achieved. Used tires are the most visible of the
waste products made from rubber; it is estimated that North America alone
generates approximately 300 million waste tires annually, with over half
being added to stockpiles that are already huge. It is estimated that less
than 10% of waste rubber is reused in any kind of new product.
Furthermore, the United States, the European Union, Eastern Europe, Latin
America, Japan and the Middle East collectively produce about one billion
tires annually, with estimated accumulations of three billion in Europe and
six billion in North America.
One company that has had commercial success with its devulcanisation
technology is Green Rubber, based out of Malaysia. The company, which
owns a patented mechano-chemical devulcanisation process called
DeLink, recently signed a deal with Timberland, the footwear giant, to
supply devulcanised compound made from tire waste. Timberland's Fall 09
range will contain boots with soles made from 50% Green Rubber
compound. The company has two plants in Malaysia and one about to
become operational in the US.
Axes of measurement
Tire forces are divided into three axes: radial, lateral, and tangential (or
fore-aft). The radial axis runs from the tire center toward the tread, and is
the vertical axis running from the roadway through the tire center toward
the vehicle. This axis supports the vehicle’s weight. The lateral axis runs
sideways across the tread. This axis is parallel to the tire mounting axle on
the vehicle. The tangential axis is the one in the direction of the tire travel.
Insofar as the radial force is the one acting upward to support the vehicle,
radial force variation describes the change in this force as the tire rotates
under load. As the tire rotates and spring elements with different spring
constants enter and exit the contact area, the force will change. Consider a
tire supporting a 1,000 pound load running on a perfectly smooth roadway.
It would be typical for the force to vary up and down from this value. A
variation between 995 pounds and 1003 pounds would be characterized as
an 8 pound radial force variation, or RFV. RFV can be expressed as a
peak-to-peak value, which is the maximum minus minimum value, or any
harmonic value as described below.
Harmonic analysis
Insofar as the lateral force is the one acting side-to-side along the tire axle,
lateral force variation describes the change in this force as the tire rotates
under load. As the tire rotates and spring elements with different spring
constants enter and exit the contact area, the lateral force will change. As
the tire rotates it may exert a lateral force on the order of 25 pounds,
causing steering pull in one direction. It would be typical for the force to
vary up and down from this value. A variation between 22 pounds and 26
pounds would be characterized as a 4 pound lateral force variation, or
LFV. LFV can be expressed as a peak-to-peak value, which is the
maximum minus minimum value, or any harmonic value as described
above. Lateral force is signed, such that when mounted on the vehicle, the
lateral force may be positive, making the vehicle pull to the left, or
negative, pulling to the right.
Insofar as the tangential force is the one acting in the direction of travel,
tangential force variation describes the change in this force as the tire
rotates under load. As the tire rotates and spring elements with different
spring constants enter and exit the contact area, the tangential force will
change. As the tire rotates it exerts a high traction force to accelerate the
vehicle and maintain its speed under constant velocity. Under steady-state
conditions it would be typical for the force to vary up and down from this
value. This variation would be characterized as TFV. In a constant velocity
test condition, TFV would be manifested as a small speed fluctuation
occurring every rotation due to the change in rolling radius of the tire. TFV
is not measured in production testing.
Conicity
Plysteer
Radial runout
Radial Runout (RRO) describes the deviation of the tire’s roundness from
a perfect circle. RRO can be expressed as the peak-to-peak value as well as
harmonic values. RRO imparts an excitation into the vehicle in a manner
similar to radial force variation. RRO is most often measured near the
tire’s centerline, although some tire makers have adopted measurement of
RRO at three positions: left shoulder, center, and right shoulder.
Lateral runout
Lateral Runout (LRO) describes the deviation of the tire’s sidewall from a
perfect plane. LRO can be expressed as the peak-to-peak value as well as
harmonic values. LRO imparts an excitation into the vehicle in a manner
similar to lateral force variation. LRO is most often measured in the upper
sidewall, near the tread shoulder.
Given that the tire is an assembly of multiple components that are cured in
a mold, there are many process variations that cause cured tires to be
classified as rejects. Bulges and depressions in the sidewall are such
defects. A bulge is a weak spot in the sidewall that expands when the tire is
inflated. A depression is a strong spot that does not expand in equal
measure as the surrounding area. Both are deemed visual defects. Tires are
measured in production to identify those with excessive visual defects.
Bulges may also indicate defective construction conditions such as missing
cords, which pose a safety hazard. As a result, tire makers impose stringent
inspection standards to identify tires with bulges. Sidewall Bulge and
Depression is also referred to as bulge and dent, and bumpy sidewall.
The tire is first centered, and the bead areas are lubricated to assure a
smooth fitment to the measurement rims. The tire is indexed into the test
station and placed on the lower chuck. The upper chuck lowers to make
contact with the upper bead. The tire is inflated to the set point pressure.
The load wheel advances to contact the tire and apply the set loading force.
The spindle drive accelerates the tire to the test speed. Once speed, force,
and pressure are stable, load cells measure the force exerted on the load
wheel by the tire. The force signal is processed in analog circuitry, and
then analyzed to extract the measurement parameters. Tires are marked
according to various standards that may include RFV high point angle, side
of positive conicity, and conicity magnitude.
Radial and Lateral Force Variation can be reduced at the Tire Uniformity
Machine via grinding operations. In the Center Grind operation, a grinder
is applied to the tread center to remove rubber at the high point of RFV.
On the top and bottom tread shoulder grinders are applied to reduce the
size of the road contact area, or fooprint, and the resulting force variation.
Top and bottom grinders can be controlled independently to reduce
conicity values. Grinders are also employed to correct or excessive radial
runout.
Radial Runout, Lateral Runout, Conicity, and Bulge measurements are also
performed on the tire uniformity machine. There are several generations of
measurement technologies in use. These include Contact Stylus,
Capacitive Sensors, Fixed-Point Laser Sensors, and Sheet-of-Light Laser
Sensors.
Contact stylus
Capacitive sensors
Capacitive Sensors generate a dielectric field between the tire and sensor.
As the distance between the tire and the sensor varies, the voltage and/or
current properties of the dielectric field change. Analog circuitry is
employed to measure the field changes and record the runout waveform.
Capacitive sensors have a larger area-of-interest, on the order of 10mm
compared to the very narrow contact stylus method. The capacitive sensor
method is one of the earliest technologies, and has proven highly reliable;
however, the sensor must be positioned very close to the tire surface
during neasurement, so collisions between tire and sensor have led to long-
term maintenance problems. The 10mm area-of-interest also means that
bulge measurement is limited to a small portion of the tire. Capacitive
sensors employ void filtering to remove the effect of the voids between the
tread lugs in radial runout measurement, and letter filtering to remove the
effect of raised letters and ornamentation on the sidewall.