ABSTRACT

The curing stage in tire manufacturing is one of the most significant as

this stage determines the physical and chemical properties of the tire. During
this process, a green tire is formed to the desired shape and the compound is
converted to a strong, elastic material to meet tire performance needs. Tire
performance and life expectancy are affected if cure time is insufficient and
hence compromises on quality. However, rising industry demands constantly
require an increase in productivity by shorter cycle time. The heat history of the
tire during the cure cycle is obtained by determining the temperatures of the
critical regions of the tire using thermocouples placed in these regions.

In an OTR tire, the PLC [point of least cure] is found to be at the

geometrical centre of the tire shoulder. This point is referred to as the “Cold
Spot”. Another critical location in the tire is at the fabric-rubber interface (tire
shoulder) known as “Under Tread”. The PLC is so referred to because it is the
critical point at which the desired number of cure equivalents is to be delivered.
In this work, various tire sizes have been evaluated, among that 580 CRC
(Industrial Tyre) chosen for Dome Boosting Technique at external steam of
155ºC. Methods of computing the cure equivalents obtained at a particular
junction are determined by Thermocouple study & Blow point study
respectively. The tested results of Regular and Dome Boosted Tyre has found to
be within the acceptable limit which is ±10%.

The total Cure Cycle was reduced to around 10.6% which helps to reduce
10 Minutes. The new proposed cure cycle would be around 85 Minutes (was
95 Minutes) Of Cure Cycle. Thus productivity will be increased by the factor of
730 Tires per Annum. Thus aim of the work has been successfully achieved
through Dome Boosting Technique.
 ACKNOWLEDGMENT

Acknowledging someone’s help is a big part of understanding the importance of

saying Thank You.

We thank our principal Dr. ANANT ACHARY M.Tech., Ph.D. and the
management of our college for supporting us for conducting this project.

Our special acknowledgment must be mentioned to our Head of the Department

Dr. S. GANDHI M.Tech., Ph.D. for giving us the professional ideas from time
to time.

We express our thanks to Mr. AJINKUMAR V V, Senior General Manager

(Technology), Mr. V.A. NIZAMUDEEN Deputy Manager (Technology) of
Alliance Tire Pvt. Ltd for their support and guidance to complete our project
successfully.

Our thanks to Mr. S. SELVAMUTHUKUMAR, Manager Training and

Development Alliance Tire Pvt. Ltd. For the opportunity given to us.

We extend our Gratitude to Mr. G. SIVA SUBRAMANIAN (Technology) of

Alliance Tire Pvt. Ltd. For helping us throughout this work.

We thank our project internal supervisor Mr. S. SIVAKUMARAVEL for his

invaluable helps to carry out our project successfully in a correct way.

Our special thanks to Dr. R. BASKARAN M.Tech., Ph.D. for their invaluable
help.
 LIST OF ABBREVIATION

B.E.M Belt Edge Middle.

B.E.T Belt Edge Top.

B.S.T Bladder Surface Top.

CIRC Circulation.

CW Coldwater.

CWC Cold Water Circulation.

DB Dome Boosting.

DS Dome Steam.

E External Steam.

GT Green Tyre.

HW Hot Water.

HWC Hot Water Circulation.

HPS High Pressure Steam.

I.P Inner Ply.

LPS Low Pressure Steam.

Temp Temperature.

T.S.B Tread Surface Bottom.

 COMPANY PROFILE

Alliance was found in Israel in 1950. In the early 60s, the company
started to manufacture front and rear diagonal tractor tires and in the early 80s,
Alliance designed and manufactured its first radial tractor series of tires.

Alliance has been consistently investing in R&D since its inception. The
company has made it a point to support the latest developments. Alliance has
followed the path of application-based product development, which has helped
it in growing as a company.

The following years were a series of many firsts for the brand. In 1992,
Alliance was one of the first tire companies to develop diagonal floatation tires.
By the end of that decade, Alliance was the first company to develop and
present the radial type floatation tires. During the 90s, Alliance started to
develop forestry tires as well as developing and manufacturing steel-belted
floatation radial tire. In the early 2000s, Alliance enjoyed an impressive growth
momentum, supported by massive developments of new product families and
significantly expanded its product range. In 2007, the mahansaria family backed
by Warburg Pincus LLC, a private equity fund, as its partner acquired Alliance.

GALAXY

Galaxy Tire and Wheel were formed in 1992. Though hard work,
innovation and a reputation for fair dealing, the company grew into one of the
largest independent tires manufactures in the world specializing in the
agricultural and off-road markets. ATG acquired the Galaxy brand in 2009.
PRIMEX

Primex is the most popular brand for forestry applications and the tires
are used for log-skidders, forwarders, and forestry tractors. ATG acquired the
Primex brand in 2009. Under its new management team, the brand attained
higher levels of development, production, and sales.

ATG TEAM

ATG employs exceptionally qualified people and has one of the most
accomplished teams in the OHT industry. The personnel is an eclectic mix of
experience and new talent, bringing the understanding of the old and the
vibrancy of the young to the company. The founder promoters, Mr. Ashok
Mahansaria, and Mr. Yogesh Mahansaria, have more than 20 years of an
experiment in the off-highway tire industry; they are among the leading names
in the business. As of 1st July 2016, ATG became a 100% subsidiary of The
Yokohama Rubber Company (YRC), Japan. Yokohama is the world’s 8th
largest tire manufacturer with a turnover of $5.59 Billion in 2015.
INTRODUCTION

Curing

Cross-linking or curing is forming covalent, hydrogen or other bonds

between polymers molecules are a technique used very widely to alter polymer
properties. The first commercial method of cross-linking has been attributed to
Charles Goodyear in 1839. His process, heating rubber with sulfur, was first
successfully used in Springfield, Massachusetts, in 1841. Thomas Hancock used
essentially the same process about a year later in England. Heating natural
rubber with sulfur resulted in improved physical properties. However, the
vulcanization time was still too long (>5 h) and the vulcanizates suffered from
disadvantages, e.g., aging properties. Since these early days, the process and the
[9]
resulting vulcanized articles have been greatly improved . In addition to
natural rubber, many synthetic rubbers have been introduced over the years.
Furthermore, many substances other than sulfur have been introduced as
components of curing (vulcanization) systems. Vulcanization is the conversion
of rubber molecules into a network by the formation of cross links. Vulcanizing
agents are necessary for the crosslink formation. These vulcanizing agents are
mostly sulfur or peroxide and sometimes other special vulcanizing agents or
high energy radiation.
Since vulcanization is the process of converting the gum-elastic raw
material into the rubber-elastic end product, the ultimate properties like
hardness and elasticity depend on the course of the vulcanization.
 Effect of vulcanization on rubber molecules

Curing media

Media Pressure (kg/cm2) Temperature (°C)

HPS-High pressure steam 14.8± 0.2 198 ± 2

LPS-Low pressure steam 7 to 8± 0.5 170 ± 2

HW - Hot water-High pressure 28± 2 172± 2

HW - Hot water-Low pressure 20± 2 172± 2

CW- Coldwater 18± 2 45-50

Curing process

 Aging.
 Painting.
 Molding/Curing.
Green Tire Aging:
Green tire aging minimum time is 2hrs from the application of Tread
lamination.

Painting:

Inner Paint – Used to eject the cured tire without affecting the Bladder.
Outer paint –Used to enhance the flow of Rubber Compound in the mold.

Tire Curing:
Curing is the process of applying pressure to the green tire in a mould in
order to give it its final shape and applying heat energy to stimulate the
[7]
chemical reaction between the rubber and other materials . The elementary
reaction for curing is Endothermic reaction as heat is absorbed by the rubber
compound. In this process the green tire is automatically transferred onto the
lower mould bead seat, a rubber bladder is inserted into the green tire, and
before the mould closes the shaping pressure was given after top half mould
closes, then the second shaping pressure was given to the Green Tire. These two
shaping pressure helps to push the GT towards the mould.
The ring in the top mould must be well placed between the bladder top
ring and Green tire. Since there will be a pressure variation in this region so the
steam is condensed here, it will be removed through Dome Condensate Drain
System.
As the mould closes and is locked the bladder pressure increases as High-
Pressure Steam enters then followed by Hot water either High pressure or Low
Pressure so as to make the green tire flow into the mould, taking on the tread
pattern and sidewall lettering engraved into the mould. The HPS helps the GT to
raise the temperature from room temperature to curing temperature as HPS is
only act as Dead End.
 Hot Water Circulation keeps the GT at high pressure which ensures that
there will be high enough pressure available for GT to cure. After that Hot
Water recovery step involves to drain the hot water inside the bladder. The cold
water enters into the bladder to cool down the tire. Then Vacuum is applied to
ensure that the next cure cycle begins with zero pressure.
 Figure 1.13 Tyre Curing Schematic Diagram [4]

Source: (Glenn B Brittain 1968)

 Loading Phase Shaping Phase I

Shaping phase II Curing Phase

 As per the below sequence, curing media enters inside the bladder [7]:

High-Pressure Steam Flush

High-Pressure Steam Dead End

Hot Water LP/HP Circulation/Dead End

Cold Water

Drain

Vacuum

Curing Graph

Curing graph
Thermocouple Study on Tyre Curing:

The aim of the thermocouple test in this study was to find out the
chemical cure equivalent time at drain which can be used as the basis for blow
point determination on the tire. Usually, the thermocouple junctions were placed
at the critical region on the tire so that the heat history of the tire curing cycle
[1]
can be recorded . For this work, J type thermocouples are used. For tread
[3]
compound heat history evaluation , the junction was placed at the middle of
the shoulder region-“Cold Spot (or) PLC point” [3] of the tire. The tire cure is a
very complex chemical process. Thermocouple tests are used widely to set tire
cures and to assure the compounds are cured to meet the designed properties.
The tire cures are largely restricted by thermodynamics and especially because
[8]
of the poor heat transfer rates of the compounds . The cure reaction rates,
which depend on the compound cure system, change with temperature.
Activation energy can be approximated from rheometer data obtained at several
temperatures [8]. Activation energies ranging from 16 to 26 kcal/mol [2] generally
will represent tire compounds. A system involving a reference temperature of
[2]
143°C is used to calculate equivalent cures (CE) from the amount of cure
obtained in each time unit of 1 minute and the corresponding temperature at a
specific location in the tire [1]. The calculations are made to match the amount of
[1]
cure for different temperatures . A summation of the cure increments (CE @
143°C) is calculated for each location of interest in the tire. These cure values
[8]
are then related to laboratory compounds cured for an equivalent time at the
reference temperature (143°C). However, compounds cured at different
temperatures do not necessarily result in equivalent properties.
Determination of cure equivalent

A “cure equivalent” is defined as one minute of curing time at a

constant reference temperature, usually 143°C.

Cure Time [4]:

Curing time = State of cure definition + Safety factor + Pressure release time

Safety Factors to be considered [4]:

 Deviations in the compound.

 Deviations in thickness.
 Deviations in temperature.
 Steam temperature.
 Hot water temperature.
 Mold Temperature.
 Deviations in bladder thickness.

Arrhenius equation:

𝐾 = 𝐴𝑒 −𝐸/𝑅𝑇

Where,

K= Constant [2.747] [6]

A=Rate Coefficient s-1

E= Activation Energy [22000] kJ mol-1

R=Gas Constant [1.98588] kJ mol-1K-1

T1= Reference Temperature [416.15] k

T2= Recorded Temperature k

The formula for calculating Cure Equivalent:

The Following equation is used to calculate the Cure Equivalent based on the
acquired temperature at that junction.

𝐾 = 𝐾𝑜 ∗ 𝑒 𝐸/𝑅(1/𝑇𝐶 − 1/𝑇)

The above equation after substituting the values can be written as,

Cure Equivalent = (2.747^(22000/1.98588*(1/(143+273)/(Temperature+273))))

 EXPERIMENTAL

Thermocouple Test

The Various tire sizes are evaluated in this work to ensure that where
preferred thermocouple wire location should be set. The tire sizes are tabulated
as below:

Thermocouple Tires

Tire Size Category Application Category

Skiddo Skid Steer

Garden Pro Farm

Garden Pro Farm
Garden Pro Farm
Garden Pro Farm

Very Flexible Industrial

Value Plus Industrial

Value Plus
Industrial
Garden Pro Farm

Farm Pro Farm

AgriStar Industrial

580 CRC (Regular) Industrial

580 CRC (Dome Boosted @ 155) Industrial

Selection of product categories

Radial product category: (To improve productivity without affecting its

physical properties)

 30 % of total production is of Radial tires category.

 Many New Radial products are in development and production increases
further.
 Radial SKU’s are with 145⁰C dome temperature and there is scope to
increase the external surface curing and reduce the cure time.
 Tire Size A: Due to High production rate of 6205 tires produced per
annum in 2018.
 Tire Size: 580 CRC.

Thermocouple GT Building Process

Thermocouple wire at the required junction was placed in the second

stage of Green tire preparation. This was done by placing a node of wire at a
calculated position in a Carcass before lamination. The junction was placed over
breaker surface at the desired position. To place junction firmly staple pins were
used to avoid dislocation. Small piece of Cushion rubber compound sheet was
placed over the junction. White Gum strip was laid on the junction so that cured
tire can be cut and checked without difficulties to locate junction. The wire was
laid in a zig-zag manner to avoid dislocation of junction since Green tire will
undergo shear on shaping. Tread was applied by means of the strip winding
method.

The green tire was taken separately and marked for identification. The
hole was made using Poker at the center of Green tire to take wires outside.
Bladder junctions were placed at a surface of inner liner and wires were taken
out through the Hole. Placed junction of Cold Spot was taken out through the
sidewall.
 Tread surface junction was placed on the surface of tread and all wires
were collected at the same location. Free ends were taken out and connected to
the data logger.

Thermocouple position in tire cross section Tire size A[10]

Curing of thermocouple tires

Some parameters to be noted,

1. Bladder heat cycle [5].

2. Loading delay time (should be minimum as possible).

Temperature, cure cycle, and bladder heat cycle were also noted.
Thermocouple slot in the mold was removed. The thermocouple connectors
were taken outside the mold. Shaping pressure was given to the green tire.
Before the timer starts the free ends of wires were connected to the terminal of
the data logger to continuously record the temperature of each junction at a
specified interval of unit time. The wires were disconnected from data logger at
the end of curing and the cured tire was taken out.

The recorded values were tabulated. The lowest recorded cure equivalent
among the collected Cold Spot or Belt edge was taken for further calculation
The proper positioning of thermocouple wires were confirmed by Cut Section
Analysis.

Cure Cycle Trials (Tire Size 580 CRC):

 Regular - 95 minutes were selected with regular cure cycle as maintained

before with Dome temp of 145⁰C.
 Trial 1 - 95 minutes were kept with increased Dome Steam from 145°C to
155ºC during HW circulation.
Cure Cycle-Tire Size A Regular

Curing Parameters Time (mins)

HPS Flush / Drain 1.0
HPS Dead End 9.0
HPS Dead End / DS 145⁰C 3.0
HW Dead End / DS 145⁰C 2.0
HW CIRC / DS 145⁰C 72.5
HW Recovery 2.5
Cold Water CIRC 3.0
Drain 1.0
Vacuum 1.0
Total cure time (mins) 95
 Cure Cycle-Tire Size A Trial

Curing Parameters Time (mins)

HPS Flush / Drain 1.0
HPS Dead End 9.0
HPS Dead End / DS 145⁰C 3.0
HW Dead End / DS 145⁰C 2.0
HW CIRC / DS 145⁰C 15.0
HW CIRC / DS 155⁰C 52.5
HW CIRC 5.0
HW Recovery 2.5
Cold Water CIRC 3.0
Drain 1.0
Vacuum 1.0
Total cure time (mins) 95

 The Dome Steam Temperature was Increased from 145ºC to 155⁰C

during the Hot Water Circulation.
 This step of Cure Cycle has HW circulation of around 55.2 Minutes.
 If the Cure Equivalents are matched with Regular Cycle from which it
was achieved earlier in this trial should be found [10].
 The Cure Equivalents recorded from the Software for both Regular Cycle
and Trial has been Compared Below.
 comparison of cure equivalent for Tire size A

Time T.S.B B.E.T B.M B.S.T

(mins)
D.B D.B D.B D.B
Reg. Reg. Reg. Reg.
@155 @155 @155 @155
5 0.5213 0.7477 0.0015 0.0046 0.0023 0.0063 0.0261 0.0773

10 1.138 1.5682 0.0062 0.0266 0.0126 0.0374 0.1752 0.3964

15 1.7777 2.8442 0.0213 0.1015 0.0559 0.148 0.6202 1.2156

20 2.5752 5.3848 0.0617 0.3003 0.1898 0.4381 1.4087 2.5966

25 4.0048 9.0574 0.1511 0.7393 0.4836 1.0332 2.5194 4.5736

30 6.6082 13.696 0.3257 1.5556 1.0212 2.0689 4.023 7.2994

35 10.524 20.687 0.638 2.8893 1.9069 3.6608 5.9931 10.885

40 15.361 30.464 1.1569 4.8873 3.2591 5.9789 8.5033 15.405

45 20.754 41.911 1.9682 7.7475 5.2032 9.229 11.65 20.872

50 26.5 54.312 3.1552 11.678 7.8427 13.629 15.503 27.44

55 32.505 67.253 4.8089 17.019 11.3 19.431 20.194 35.252

60 38.672 80.375 7.02989 23.972 15.684 26.801 25.793 44.448

65 44.914 93.553 9.9263 32.477 21.188 35.756 32.437 55.091

70 51.18 106.69 13.658 42.399 27.867 46.271 40.249 67.112

75 57.501 119.75 18.341 53.554 35.698 58.205 49.306 80.42

80 63.837 132.77 24.065 65.642 44.597 71.237 59.611 94.785
85 70.212 145.66 30.772 78.517 54.444 85.254 71.12 109.96
90 76.602 157.55 38.338 91.872 65.083 99.814 83.637 125.63
95 82.845 168.14 46.566 105.6 75.714 114.69 93.736 141.3
 Comparison of Maximum Temperature for Tire size A

Maximum Temperature Achieved

Location Regular Trial
Tread Surface Bottom 146.9 158.7

Belt Edge Top 151.4 159.5

Belt Edge Middle 155.6 160.6

Bladder Surface Top 158.1 161.7

165
161.7
160.6
159.5
160 158.7
158.1
155.6
155
151.4

150 REGULAR
146.9 D.B @ 155

145

140

135
T.S.B B.E.T B.E.M B.S.T

Chart 3.1 Maximum Temperature Comparisons

RESULTS AND DISCUSSION

Tensile Strength:

201
200
200

199

198

197
Kg/Cm²

196
Regular
195
194 D.B @155
194

193

192

191
Tensile Strength
Regular 194
D.B @155 200

Elongation at Break:

600 598
595
590
585
580
%

Regular
575 573
D.B @155
570
565
560
Elongation @ Break
Regular 598
D.B @155 573
Modulus 100%:

21.2
21
21

20.8

20.6

20.4

20.2 Regular
20
20 D.B @155

19.8

19.6

19.4
Modulus 100%
Regular 20
D.B @155 21

Modulus 200%:

49
48
48

47

46

45

44 Regular
43
43 D.B @155

42

41

40
Moulus 200%
Regular 43
D.B @155 48
Modulus 300%:

88 87

86

84

82

80 Regular
79
D.B @ 155
78

76

74
Modulus 300%
Regular 79
D.B @ 155 87

Tear Strength:

86
85
85

84

83
Kg/Cm

82 Regular
81 D.B @ 155
81

80

79
Tear Strength
Regular 85
D.B @ 155 81
Hardness Shore A:

Chart Title
80
72 72
70
60
50
40
Regular
30
D.B @ 155
20
10
0
Hardness
Regular 72
D.B @ 155 72

Abrasion Loss:

96
95
95

94

93
mm³

92 Regular
91 D.B @ 155
91

90

89
Abrasion Volume Loss
Regular 95
D.B @ 155 91
Cut and Chip Mass Loss:

0.58
0.57
0.57

0.56

0.55
gm

0.54 Regular
0.53 D.B @ 155
0.53

0.52

0.51
Cut & Chip Loss
Regular 0.57
D.B @ 155 0.53

Heat Buildup:

24.2
24.1
24.1
24
23.9
23.8
23.7
⁰C

Regular
23.6
23.5 D.B @ 155
23.5
23.4
23.3
23.2
Heat Build-Up
Regular 24.1
D.B @ 155 23.5
Adhesion Test:

60
55 55

50
44
42
40
34 33
kg/25mm

30 27 25
Regular

20 D.B @ 155

10

0
IP-IP IP-BELT BELT-BELT BELT-TREAD
Regular 27 34 42 55
D.B @ 155 25 33 44 55
 Comparison of Properties

Dome
Physical Difference
Regular Boosted @ Remarks
Properties %
155
Tensile
Acceptable
Strength [Kg / 194 200 +3.0
Limit
cm²]
Elongation at Acceptable
598 573 -4.3
Break [%] Limit
Acceptable
Modulus 100% 20 21 +4.9
Limit
Not
Modulus 200% 43 48 +11.0
Acceptable
Acceptable
Modulus 300% 79 87 +9.6
Limit
Tear Strength Acceptable
85 81 -4.8
[kg / cm] Limit
Hardness Acceptable
72 72 0
[shore A] Limit
Abrasion Loss Acceptable
95 91 +4.3
[mm³] Limit
Cut and Chip Acceptable
0.57 0.53 +7.3
[gm] Limit
Heat Build-up Acceptable
24.1 23.5 +2.5
[⁰C] Limit
Adhesion Properties
Acceptable
IP-IP 27 25 -7.7
Limit
Acceptable
IP-BELT 34 33 -3.0
Limit
Acceptable
BELT-BELT 42 44 +4.7
Limit
Acceptable
BELT-TREAD 55 55 0
Limit
 As this work focuses on increasing Dome Steam Temperature, there must
be either decrease or increase in physical properties, but as per
specification of the Company which has tolerance value of ±10%.
 The difference in test results are listed in the above table which shows
every physical properties are within acceptable limit.
 The Tensile Strength and Elongation are within the tolerance with
difference of 3.0 and 4.3.
 The abrasion loss was greatly reduced to around 91mm³ with difference
of 4.3 compared to regular cycle.
 Heat Build-up was reduced to around 23.5ºC which was 24.1ºC with
difference of 2.5%
 The most important test is adhesion, as temperature increases the property
of fabric gets reversed, as this may lead to ply separation.
 Generally Nylon fabric shrinkage is high when compared to polyester
fabric, two forms of shrinkage will happen in Nylon either reversible or
irreversible.
 As the Dome Steam given only at 52.5 Minutes in D.B Trial this doesn’t
affected the Fabric property.
 The various adhesion tests conducted doesn’t shows much variation and
everything found to be within the acceptable limit.
 Thus the physical properties tested doesn’t show much variation and
everything within acceptable limit.
SUMMARY AND CONCLUSION

Tire Size A Conclusion

 The Tire Size 580 CRC has been evaluated for Dome Boosting
Technique and concluded as below.
 Tire’s Tread Surface achieved a maximum number of Cure equivalents
with around 168.14 and with regular it was around 82.845.
 The most critical point of the tire is Belt Edge in Steel Belted Radial
where increased cure equivalents show that State of Cure achieved was
perfect.
 The Top and Middle Position of Belt Edge shows cure equivalent of
around 46.566 and 75.714.
 In Dome Boosted trial at 155⁰C, the cure equivalent of Belt Edge Top and
Middle was around 105.6 and 114.69.
 The Bladder Surface showed Cure Equivalents of around 93.736 (regular)
141.3 (D.B).
 The Total cure equivalent achieved in tread surface at the end of the
regular cure cycle was obtained in 61 Minutes through Dome Boosting
Technique.
 The Total Cure Equivalent achieved in Belt Edge both Top and Bottom at
the end of Regular Cure Cycle was achieved in 72 and 82 Minutes.
 Cure Equivalents obtained throughout the regular cure cycle in Bladder
Surface was achieved in 80 Minutes.
 The tested Physical Property Report shows that the values are within the
acceptable limit. The Abrasion volume loss was reduced from 95 to 91
mm³.
 The Cut and Chip Mass Loss was reduced from 0.57 to 0.53 gm.
 The Heat Build-up also reduced from 24.1⁰C to 23.5⁰C.
 As Cure temperature was increased there is a chance of losing cord and
adhesion properties.
 But the tested results show those properties were within the acceptable
limit (±10%).
 The aim of this work is to reduce the cure cycle time and to increase
productivity without compromising its physical properties.
 Thus from the cure equivalents achieved and physical properties tested
it’s been concluded that the cure cycle can be reduced to around 10.6%
which reduces around 10 Minutes from total cure cycle. The proposed
Cure cycle is stated below:
New Proposed Cure Cycle

Curing Parameters Time (mins)

HPS Flush / Drain 1.0
HPS Dead End 9.0
HPS Dead End / DS 145⁰C 3.0
HW Dead End / DS 145⁰C 2.0
HW CIRC / DS 145⁰C 15.0
HW CIRC / DS 155⁰C 42.5
HW CIRC 5.0
HW Recovery 2.5
Cold Water CIRC 3.0
Drain 1.0
Vacuum 1.0
Total cure time (mins) 85
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https://www.thermocoupleinfo.com/type-j-thermocouple.htm, accessed
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2. Espinal Hector Ronaldo. ‘Cure Cycle Optimization’,

http://www.freepatentsonline.com/3583206.html, accessed on March 3,
2019.

3. Ghoreishy MHR, Naderi G (2005) ‘Three-dimensional finite element

modelling of the rubber curing process’, J Elastom Plast Vol.37, pp.37–5.

4. Glenn B Brittain. Methods of curing tires and the like, [online] Available
https://patents.google.com/patent/US3579626, accessed on February 26,
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5. Holman, J. P. (1981) Heat transfer, 5th ed.; McGraw-Hill: New York.

6. In-Su Han, Chang-Bock Chung. ‘Optimal Cure Steps for product Quality
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