Radial Tyre Technology & Devlopment: 1845: First Pneumatic Tyre by J W Thompson

RADIAL TYRE
TECHNOLOGY
&
DEVLOPMENT
1845: First Pneumatic tyre by J W Thompson

1888: Pneumatic tyre re-invented by John Boyd Dunlop
1890: High Tenstile Steel wire as beads by Wulch. “Clinder Type” tyre
by Barlette
1906: “ Straight: sipe type” ( an improvement over Clincher type)
1913: Gray & Slopper convienced Radial tyre ( U.K.)
1916: Use of high pressure bias tyre in buses (1918 in trucks)
1924: “Balloon type” tyre invented: Problems of high heat generation
1930: Use of “Rayon” as tyre construction material
1947: Use of “Nylon” as tyre construction material
1948: First Radial Passenger tyre by Michelin for OE application using
Steel Cord as belt material on a Citroen Car
1955: Tubeless Truck tyreal
1961: First Radial Truck tyre
1967: Limited release of Radial ply tyres in US on Ford Falcon
1973: “Fuel Embargo” stimulated fuel economy concept (Impetus to
Radial tyres with lower rolling resistance)
1980: Introduction of Radial Light Truck tyres
RADIAL TYRE TECHNOLOGY AND

DEVLOPMENT
HISTORY OF RADIAL TYRES:
The concept of Radial ply tyres can be traced back to a British patent of
1913 granted to M/s. Gray and Sloper. However, this concept remained
dormant till M/s. Michclin of France released the first radial tyre in
1948. Ever since radial tyre gained ground in Europe and by late
sixties, established its lead over bias tyre.
The American industry which ws geared to produce the bias ply in vast
quantities, could not afford to contemplate the extensive retooling
needed for the manufacture of radial tyres and went for a compromise
construction viz. Bias belted tyres in the late sixties. Bias belted tyres
were better than ordinary bias ply tyres upto 90 MPH speed but not as
good as the radials in tread wear, rolling resistance, high speed
capability etc. The onslaught of European exports of Radial tyres to the
American market in the seventies followed by the revolutionary decision
of Ford Motors to go on for Radial as OE fitment forced the American
Industry to invest in the inventiable – The Radial Tyre. The Radial
technique has spread rapidly and is about to conquer the whole world. In
the west,
100% of passanger tyre market.

100% of OE light truck.
85% of replacement light truck.
100% of OE truck and
90% of replacement truck.
are now radials.
RADIAL TYRE TECHNOLOGY

Function of a pneumatic Tyre:
It is essential to know the basic performance requirements of a
pneumatic tyre for a better understanding of the Radial concept.
Irrespective of the type of applications these requirements remain the
same.
1. Carry the load – The tyre has to carry load when mounted on a rim
and inflated to the required pressure. Tyre must form an air container
of adequate strength disposed inold the radial direction to air pressure
acying radially. This is imparted by the construction of the tryre with
reinforcing materials like Polyester body ply/steel belt.
2. Cushioning the ride – The tyre is the first line of defence against
comfort. Cushioning is imparted by the air and the ability to the tyre
to deform radially.
3. Transport the load - A tyre is required to transmit the engine torque
and braking torque effectively to the ground to put the vehicle in
motion. Good grip coupled with adequate strength in the
circumferential direction underneath the contact area of the tyre are
built in for efficient transporting by proper design, construction.
4. Develop cornering force - This is a unique ability of a pneumatic tyre
to develop adequate cornering force to counter the centrifugal force
and retain the vehicle on the road while negotiating curves,
overtaking etc. This requires excellent grip and ability to undergo
lateral defomation which is imparted by the Radial Direction of the
body ply and flexible sidewall countour.
5. Economic performance – In this competitive world, this may be
prime performance criteria. Every revolution of a tyre leads to
periodic strains radially, circumferentially and laterally and this
necessitates adequate flex fatigue life and wear resistance for an
economic service life.
TYPES OF TYRE CONSTRUCTION:

Bias construction
The above requirements were built into the early pneumatic tyres
through the so called ‘Bias construction’. A bias tyre has a casing
which is made of approximately 40. The number of such crossed
layers called plies is having the function of load carrying capacity
and related to inflation pressure and can go upto 40 plies in
earthmover tyres. A bias construction is continous in its carcass
structure from bead to bead.
Radial construction :
Better understanding of the requirements of a pneumatic tyre lead
to the development of radial tyres. A radial tyre consists of casing
reinforcement layers of fabric cords running from bead to bead at
90 designed to hold the air pressure and stabilising belt-
reinforcement layers of high modulus fabric cords running
circumferentially around the casing at an angle of 18 to 24 beneath
the tread designed to transmit driving, breaking and cornering
torques. The functions of the tread and the sidewalls are separated
to a degree that the major shortcomings of the bias and bias belted
tire concepts are eliminated.
Bias belted construction :
The construction has a bias casing and a circumferential belt

beneath the tread.
Tyre components
Bias Passanger Tyre Radial Pass Tyre
Bias Plies Radial Plies

Breaker Belt
Bead Bead
Tread Tread
Sidewall Sidewall
Chafer Chafer
Filler Filler
Shoulder Pad
Rim Strip
ADVANTAGE OF RADIAL TYRES OVER BIAS

TYRES
1. Efficient Engineering Design :
Radial construction is an efficient engineering design whereas

bias construction is a compromise one. Radial concept permits
the conversation of various precious materials that go into a tyre.
In a radial tyre tread and sidewalls work independently where as
in bias they work in sympathy.
2. 70 to 100 % increase in mileage :

Radial tyre can almost give 70-100% increase in mileage at no
extra weight of the tyre over equivalent bias tyre under similar
distortions when subjected to traction/breaking torque at contact
patch. While this circumferential stress causes the tread to get
pinched at its mid length point the sidewall deflection causes and
laternal distortions of the contact patch force the tread elements
to move and scuff violently over the road surface- termed as
tread peristalsis. With inevitable abrasion taking place.
The lateral stiffness and longitudinal stretch resistance of the

belt/treated assembly in a radial tyre coupled with the
independent pliability of the sidewall to accommodate the entire
sidewall deflection ensure full tread width throughout the conact
patch with no shuffling/scuffling of the tread.
MILEAGE COMPARISON- BIAS V/S RADIAL
Bias tyre Radial tyre

Mileage (kms) 40016 83485
No. of tyres 16 17
Makes 4 Brands 2 Brands.
3. Overall fuel efficiency up by 5 to 7% for car tyres and upto

10% Truck Tyres.
Rolling resistance of radial tyre is less by 15 to 20% over

equivalent bias tyre resulting in an overall fuel efficienency of 5 to
7%. A tyre while running consumes energy measured in terms of
rolling resistance as a result of its internal frictions and convert it
to heat. Internal friction is greater in bias tyre owing to its
pantographic movement of the crossed carcass cords both at
sidewall and at tread area, a motion that causes shear in the rubber
compound and in the cords of the casing. External friction caused
by the violent tread scuffing over the road surface – tread
peristalsis is characteristic of a bias tyre and consumes
considerable energy.
On the other hand the parallel cords of the body plies of a radial
tyre flex together with very little shear and hence resistance to
deflection. Also the stiff and andependent belt do not allow any
tread peristalsis and drag saving precious energy. As a result
radial tyre runs considerably cooler and this is more pronounced at
higher speeds.
4. Excellent traction and breaking on both dry and wet roads.

Radial tyres offer excellent transmission of traction and breaking
force to the ground due to:
i. No destabilization of contact patch.

ii. Greater area of contact and hence more rubber on road.
iii. More uniform pressure distribution over the contact area
because of the supple sidewall.
iv. Stiff belts supporting the tread ensure efficient
transmission of torque.
v. In addition to these, the uninterrupted drainage channels at
contact patch ensure excellent wet traction.
5. Safe high speed cornering :
Radial tyres develop high cornering force at reduced slip angles

as its supple and relatively independent sidewall as capable of
high lateral deformation without destabilizing the contact patch.
The carcass of a bias ply tyre is a continous rigid structure and
hence lateral deformation on a bias sidewall distorts the tread at
contact patch in sympathy causing lifting of the outer edge of the
tread and destabilization of the vehicle.
6. Improved riding comfort especially at high speed :
The supple and independently flexible radial sidewall enable the

tread to trace the road and thus smoothen out road shocks
improving ride comfort. Bias tyres with its stiff and relatively
inflexible sidewall faithfully transmits road shocks especially at
high speeds making ride uncomfortable.
7. Excellent high speed capability :
Radial tyres can easily sustain high speed, were as a high speed
rated bias tyre can seldom sustain speeds over 100 MPH. This is
because a radial tyre generates less heat and internal shear and
accumulate less heat due to its relatively thinner casing and
shoulder rubber.
8. Improved endurance life and retreadability :
Due to reduction in internal friction and relatively thin carcass and

tread the radial tyre runs cooler, which enhance endurance life.
Further, the radial dispositioning of the carcass cords
susbstantially lower the compressive flexing in them, improving
cord life. Radial tyre thus can give not only double initial tread
life but also good retreadability.
9. Radial tyre runs quieter :
Radial tyre creates and transmits less noise of the road- roar
variety because of the low dynamic rigidity of the casing and high
rigidity of belt. They include tread pattern noise, tyre squeal, noise
caused by thebeating of roughness of the road surface on the tyre
and windage noise. Adoption of radial ply tyre enable the
manufactures of cars to dispense with several pounds of sound
dampening materials.
10.Excellent impact break resistance :
The supple sidewall with its nil response lag shock forces of
impact without causing damage to the tyre.
RADIAL
MANUFACTURING
PROCESS FLOW CHART
Elimination of tread peristalsis in radial tyres alongwith its stiff belt

barrier prevent penetration of external objects and greately reduced
incidence of punctures. The thick inner liner rubber regulate loss of air
after a puncture giving sufficient warning time.
Substantially reduced vehicle maintenance :

The supple sidewall cases out road shocks and vibration to the
suspension and other vehicle parts much more efficiently than bias tyres.
This results in reduced wear and tear on suspension and consequently
low breakdowns. It is observes that leaf spring breakage almost
disappear, bushes life doubles and shock absorbed last long with Radial
tyres.
Substantial reduction in vehicle weight :

Excellent cush joining and vibration dampening enabled vehicle
manufactures to reduce weight of suspensions and substantially reduced
weights added for vibration dampening.
Radial tyres thus made motoring very safe :

Excellent traction braking, both on dry and wet roads, high
speed capability, excellent cornering, very good impact
resistabce and puncture resistance, improved riding comfort and
handling, improved endurance made motoring very very safe.
The radial concept permits the conservation of precious
materials and is one of the most efficient answers to the energy
challenge. It made high speed monitoring very safe. In return, it
requires more sophisticated and expensive tooling, more precise
methods and more rigorous quality control at all stages of
production and use.
MANUFACTURING
PROCESS DETAILS
MANUFACTURING PROCESS
RAW MATERIAL
A. INTRODUCTION :
Pneumatic tyres contain a variety of rubber compositions, each of

them designed to contribute to overall performance. Rubber
compounds designed for a specific function will usually be similar
but not identical in composition and properties. In some cases,
there can be significant differences between compounds in tyre of
various types. Tyre performance is the result of skill and
experience in producing a mechanically harmonious structure of
rubber compounds, fabric, beads & other components which work
together to give optimum service.
B. COMPOUND INGREDIENTS :
There are a variety of indegrients from which the rubber

compounder can choose to modify the physical and chemical
properties of rubber. Unfortunately, however, any particular
additive chosen may have a beneficial effect on one property but a
detrimental effect on the other.
Indegrients in tyre compounds can be classified as (1) the rubber

which may be a single rubber or a blend of rubber such as natural
rubber (SBR – 1502 & 1712, PBR etc.) (2) other ingredients are
below:
Ingredient category Ingrident Functions

Reinforcing agent Carbon black, silica To improve strength,
hardness, tear, wear,
flex properties etc.
Activators Zinc oxide stearic acid To improve the
efficiency of
accelerators
without/less amount
will create very
slow/longer curing
time.
Process aids Peptizer Tackifying To improve
resin Retarder proceddability such
as dimensional
stability, green tack,
less scorch etc.
Process oils Aromatic,Naphthanic help to incorporate
& Paraffinic also. reinforcing agents &
maintain optimum
physical properties.
Anti degradents 6PPD, DPPD, TMQ, Prptect from
Wax, etc. weather(oxygen,
sunlight, ozone etc.)
Specisal additives bonding agent to improve bonding
corrosion inhibitor with fabrics & wire,
etc. protection from
corrosion of steel
wire.
Fillers china clay, rubber Non active and
crumb generally added to
reduce compound
cost.
Accelerators MOR, TBBS, DCBS, to increase the rate
MBT, TMTD, TMTM of curing and for
etc. specific vulcanizate
properties.
Vulcanizing agent sulphur to make elastic,
tough.
Dimensionally stable
without sulphur, it
becomes hard in
cold & soft in higher
temperature.
C. STORAGE & HANDLING :

a) All the raw materials other than fabric are stored in cage pallet
after properly identifying with tags in earmarked areas in the
Raw Material Stores. They are transported with forklifts.
b) The greige fabric is unloaded from the truck with the help of
forklift and stored in storage racks.
D. RAW MATERIALS INSPECTION :
Every lot of rubber, fabric, wire, oils, pigments & other chemicals
received needs some form of inspection for its quality level &
degree of uniformity before it is prepared for use in tyres. The
inspection may be visual or it may include physical and chemical
tests.
MIXING
A.INTRODUCTION :
Rubbers go through a number of processing steps in their

transformation from raw rubber to finished products. The first of
these is mixing, which involves the incorporation and distribution
of various compounding ingredients to the rubber. This is done
with predetermined amounts, usually in a high shear Banbury
mixer which is in combination with a two roll mill and batch off
system. The mixture of rubber & the ingredients is commonly
known as compound.
Depending upon the use, the major compounds of radial tyres are:
I. Inner liner.
II. Body ply skim/squeegees.
III. Cap ply skim.
IV. Belt skim/Belt edge filler/Belt edge wrap.
V. Bead insulation.
VI. Bead filler.
VII. Rim strip.
VIII. Wing tip.
IX. Shoulder pad.
X. Tread cushion.
XI. Sidewall.
XII. Tread cap.
XIII. Tread base.
COMMON MIXING METHODS :

1. Master batch : The rubber, some chemicals (excluding vulcanizing
agent & accelerators) oil & carbon black are added to the mixing.
Chamber according to normal sequence & mixed until thoroughly
dispersed. That batch is dumped & allowed to cool. It is called
master batch or non productive stock.
2. Final mixing : A portion of the master batch is loaded into mixer

alongwith curing ingredients such as vulcanizing agent and
accelators which make up the finished batch. Batch is discharged
after getting the desired dispersion/ temperature. This is called
productive stock/final batch.
3. Re mill mixing : sometimes one intermediate stage or remill stage
is given for some compounds to improve dispersion of
compounding ingredients & reduce the viscosity of master batch
before mixing final compound. This is called as ‘Repass batch’.
B. EQUIPMENTS DETAILS :
1. Auto stock loader :
which is a device for loading the compound sheet mechanically.
2. Weighing conveyor :
It is a conveyor with a scale in between auto stock loader &

banbury feed conveyors to weigh compound sheets/rubber bales.
3. Loading conveyor :
It is semi – automatic feeding system to feed weighted
compound/rubber/pigments.
4. Auto oil charging system :
The process oil from the day tanks automatically weighed and
collected in the hold charge tank and upon call, transferred through
injection pumps into the mixer.
5. Auto carbon charging system.
It is pneumatic conveying & handling system for carbon blacks

based on low viseosity dense phase with timed line air injector.
The carbon black bags are silted automatically and the black is
conveyed & stored in bulk storage silos then black is transferred to
day bins as required. The carbon black is fed from the day bins
containing desired carbon black into a surge hopper. The surge
hopper is equipped with both a full feed compartment. The
weighed carbon is transferred to a lower hopper and into the mixer.
6. F-270 Banbury :
It is an internal mixer and the mixing is taking place inside a

closed chamber. It consists of two horizontal rotors with 4
protrusions known as ‘wings’. There is an opening at the top for
feeding rubber and ingridents & at the bottom for discharge.
It is fitted with a pneumatically operated ram to ensure that rubber

and powder are in contact. Rotor design is such that the material
being mixed in constantly displaced like cross blending done in an
open mill. The chamber sides, rotors & drop door are cooled to
maintain highest level of shear during the mixing process.
7. Dump mill :
Mixed compound from banbury is dumped to the two roll mill.
8. Sheeting mill :
Compound from dump mill is transferred to sheeting mill through

inter mill conveyor. This mill is provided with notched knife
assembly to make indentation of desired width for use in cold feed
extruded as strips.
9. Batch off unit :
The batch off unit consist of the following:

a. Take off conveyor section which includes the driven taken off
conveyor belt. It is designed to reciece the rubber slab/sheets
coming from the batch off mill & to convey it to the dip tank.
The take off conveyor is provided with an impression type printer
to imprint figures on rubber sheet.
b. Dip tank for cooling & for applying anti tack medium such a
soap on rubber sheet.
c. Cooling festoon rack, provided with a chain conveyor, fized
suspension bar and number of cooling ventilation. Main
functions are :
1) To cool the compound.
2) To dry the dip slurry.
d. Wig – wag stacking unit for discharging the rubber as an endless

strip.
e. Packer/Stracker :
The sheet are uniformly laid and packed on storage skid.
C. STORAGE & HANDLING
The compound ‘Master/Repass/Final batches are stored in skids

and transported to earmarked area by pallet trucks/jacks. The final
batch compounds are identified with colour crayon strips for
‘FIFO’ system at the user section and with an identification tag.
These batches can be used for further processing only after its
release by laboratory after their testing.
D. SEQUENCE OF OPERATIONS
a. CHEMICAL COMPOUNDING
SI.no Step Pupose Remarks

1. check the To get Inferior
weighing weightment as compound as
balance for no per spec. well as tyres.
zero error and More rework on
cross check with compound or
standard weight may be scrapped
due to scorch
compound.
2. Display specs -DO- -DO-
card for
weighment
3. weigh each To get -DO-
chemical cal as weightment as
per the spec. per specs and
card in the serial avoid wrong
order as given in weightment.
the spec card.
4. keep the Correct Inferior
weighed chemicals usage compound as
chemical bags in respective well as poor
on pre identified comound, performance of
chemical trolley. tyres.
b. MIXING
SI.no Step Purpose Remark

1. Display mixing Mixing is to be Off specs. Batches.
specicfiations done as per
card & follow specifications.
specs.
2. clean dump mill To avoid Off specs batches &
& sheeting mill. compound mix compound may be
up and foreign scrapped/downgraded.
matter
contamination
3. check TCU Uniform Poor dispersion of
temp. compound ingredients.
mixing. No
scattering on
mill, compound
stuck on drop
door.
4. select the To avoid man to under/over mixing in
correct recipe man variations batches.
from the and
computer & consinstency in
mix the batches batches.
in remote mode.
5. Do two skid Minimise batch Off specs batches,
blending during to batch more variations in
repass & final. variation. process & inferior
product performance.
6. Check the To ensure Off specs batches,
polymer correct compound may be
weighing weighment as scrapped/downgraded.
balancing for no per specs.
zero error &
cross check
with standard
weight.
7. Apply wheel Identifaction of Change of wrong
code marking batches compound usage.
for all
compound.
8. Counter check To check Under/over mixing of
actual dump abnormality in batches.
temperature mixing.
from recorder &
verify with set
temperature.
9. Check Cool down the -Uneven temperature
compound sheet sheets and easy rise during next
gauge, width & loading through mixing.
loop lenth as banbury hopper -compound become
per specs. door. scorch.
-more loading time.
10. Send first batch To check -more off specs.
sample to Lab material added Batches & compound
as per may be
specifications. scrapped/downgraded.
11. Give cut on Uniformity in Poor dispersion of
dump mill & compound. ingridents &inferior
use of blender product performance.
bar at sheeting
mill
12. Regulate To get Improper cooling &
sheeting mill continous lay down on skid.
speed. rubber sheet &
uniform loop
length.
13. Laydown the Better cooling High laydown
compound in of compound. temperature.
auto mode.
14. Put Identifaction of Chance of wrong
identifaction tag batches compound usage.
and sampling
from the middle
of the batches.
E. DO’s & DON’Ts IN MIXING
DO’s
 Communicate to miliman as well as laydown man about
compound change.
 Stack maximum 4 batches on a skid.
 Keep the compound skids at its earmarked area.
 Use disposed compounds as per technical disposition.
 Identify left over path skid with crayon marking & tags.
 Consume part skids during next mixing.
 Calibration checks for weighing scale of chemicals, rubber,
carbon & oil.
 Do not use any non-conforming raw material/compound.
 Do not load batch if ‘stop’ signal received from millman.
 Do not allow compound sheets to touch the ground.
 Do not compound from memory.
 Do not dilute soap solution in the dip tank with water.
4- ROLL CALANDER
A. INTRODUCTION :
The calander machine is the most important machine for the tyre
industry. Generally, a calander is described to have ‘two’ or more
rolls revolcing in opposite direction so that a mass of masticated or
plastic rubber compound fed between them will be squeezed out in
sheet form. Calanders are used in rubber industry primarly to
produce-
a) Rubber compound sheets of various thickness.
b) Coating textiles or other supporting material with thin rubber
film.
c) Fractioning of chafer fabrics with rubber compounds.
B. DETAILS OF EQUIPMENT :
1. 4-roll calander:
Size/type : Drilled rolls of
72X28” (LXD) inclined Z-calander
Manufacturer : Farrel,USA.
Roll speed max. : 26.8 rpm.
Roll crown : 1st & 4th 0.007” dia.
2nd & 3rd straight.
Heating/cooling : water (TCU)
Medium.
Roll adjustment : motorized for nip adjustment with roll
bending.
During the calandering process, rolling bank is formed in the

roll nip of 1 & 2 and in between 3 & 4. The rubber compound is
heavily compressed when being conveyed through the roll gap.
2. Accessories of 4-roll calendar train.

 Dual let off.
 Hydraulically operated splice press.
 Accumulator feed roll stand.
 120 meter accumulator.
 Drying drums.
 Tension stand.
 First dancer.
 Second dancer.
 Fabric cooling drums.
 Pick breaker.
 Bleeder cord creel.
 Printer.
 60 meter wind up accumulator.
 Wind up feed roll stand with nip roll.
 Dual wind up with nip roll.
 Dual wind ups with liner let off.
C. STORAGE & HANDLING :
a) Dipped fabric is unloaded from storage rack by hoist/forklift.

b) Compound issued in skid are brought by pallet trucks/forklifts.
c) Cakendered fabric is unloaded from wind up to store in storage
racks using hoist.
D. SEQUENCE OF OPERATIONS.
SI.no. Step Purpose Remarks

1. Set TCU To get proper cols calendaring,
temperature for 4- coating scorch compound,
rolls as per specs. generation of fabric
scrap, non uniform
gauge.
2. Set drying can To remove determination of
temperature. moisture from cord properties. Tyre
cord and proper may be scrapped and
coating. tyre may fail in
service.
3. Set splice to get good splice may get open
temperature as splicing between during calendaring
per specs. the roll. as well as fabric
scrap generation.
4. Cooling can water cool down the deterioration of tack
circulation fabric to room and chance of air
temp/pressure. temperature. entrapment in
building.
5. Operation of Ro get correct cutter jamming at
centre guides/web cord distribution bias cutter & scrap
master edge & improper generation. Poor
expander in auto fabric width. product
mode. performance.
6. Display calendering is to off material
specifications & be done as per generation.
follow set up specs.
specifications.
7. Two skid Compound variation of
blending. Uniformity compound
properties & poor
performance of
product.
8. Break down & maintain cold
warm up of compound calendring/gauge
compound. plasticity to get variation.
smooth
calendring
9. Use blender bar. Compound variation of
Uniformity compound
properties & poor
performance of
product.
10. Set pre & post proper coating 7 loose coating and
calendar tension cord distribution. fabric scrap
as per specs. generation.
11. Use blister No air “
breaker entrapment &
proper cord
distribution.
12. Use perforator. Help to remove ply blow & tyre may
air from in be scrapped
between plies.
13. Use bleeder yarn identification & no traceability & ply
as per specs. remove air from blow defects in
in between plies. cured tyre.
14. set proper code identification & no traceability &
marking. proper material improper material
usage usage
15. set calendar fabric to maintain Lower gauge: less
gauge, check and uniform gauge compound between
record in control ply layer results
chart. lower adhension &
premature failure of
tyre.
Higher gauge:
material loss &
premature failure
due to excess
amount of rubber in
the components &
subsequent poor
heat dissipation.
16. Check balance of balanced coating, adhesion failure due
coating. cord embedded to low film gauge
properly in cord chafing & heat
rubber. generation in
service.
E. DO’s & DON’Ts FOR 4-ROLL CALANDER.
DO’s
 Use only lab okayed / disposed dip rolls & compounds.
 Ensure cleaning of mill area, calander roll area & free from
fpreign matter.
 Follow FIFO for dip rolls & compounds.
 Identify defective portion of calander wind up.
 When unit stop exceeding 10 min, sheet out stock from mills &
calander nip.
 On restarting, start with fresh stock only.
 Initiate gauge chanfe with code change just when splice enters
the cakander or next fabric code is started.
 Keep left over compounds / sheeted out compound with proper
identification.
 Follow stock change procedure.
 Use’pick breaker’ only on radial fabric.
DON’Ts
 Do not use dip roll with open/torn packing without technology
disposition.
 Do not expose opened dip rolls for more than one hour.
 Do not over lad compounds in mill & calander nips.
 Do not use overadge dipped roll & compounds without
techonolgy disposition.
 Don’t turn calander without metal detector.
 Don’t use ‘pricker’ roll for chafer & bfreaker fabric.
DUPLEX HEAD EXTRUDER
1. INTRODUCTION
Extrusion is the Process of Forcing the Rubber Material through a Die
to get a definite continous shape. The machine used for purpose is
known as Extruder. The Rubber Components is a Passanger
Car/LCV/Radial Tyres need to Processed with Leaser heat and to have
Homogenity, cold feed Extruders are Preferred. The Extryder in our
Plant is
“200 X 150 DUPLEX HEAD COLD
FEED EXTRUDER”
The Duplex Head Cold Feed Extruder is for the Co-Extrusion of
two Compounds.
The Profiles that are Extruded in the above Extruder are
A) Tread for Passanger Car Radial/ LCV – Tread Cap Wing Tip
B) Sidewall for Passanger Car Radial/ LCV/ Truck – Sidewall Rim
Strip
C) Filler for LCV/Truck Radial
D) Shoulder Pad for Truck Radial
E) Chafer Pad for Truck Radial
2. DETAILS OF EQUIPMENT
A. DUPLEX HEAD EXTRUDER – MAKE KRUPP(GERMANY)

1) Screw Diameter - 200 mm (FOR CAP)/150 mm (FOR
BASE)
2) Type - Cold Feed
3) Barrel - Pin Type ( 64 – Pin & 108 – Pin for 150
With Deeding Device & Metal Detector
4) Cushion Calander Size – 16” X 42” (Roll Dia. X Roll Width)
5) Cushion Calender Feed –Through 90mm Cold Feed Extruder
6) Cooling Line Length - 90 Meters (Approx.)
7) Cooling Type - Water Spray Cooling
8) Operating Line Speed - 3 Mpm to 30 Mpm
Output of 200mm Extruder - 3200 Kgs/Hr
Output of 150mm Extruder - 1800 Kgs/Hr
No.of TUC’s -9-no’s Total (1-Barrel Inlet,
2- Barrel/1-Screw Each & 1-Head)
B. THE EXTRUDER LINE :
o Take Off & Shrinkage Conveyor

o Exhaust System Over The Conveyor
 Code Marker Mounted Over The Shrinkage Conveyor
 Conveyor To And From Cushion Calander
 Cushion Calander With Drive
 Conveyor To And From Continous Weighing Scale
 Continous Weighing Scale
 Conveyor Before Cooling Line
 Strip Market Mounted Over Above Conveyor
 Inclined Conveyor
 Color Drying System (Electric Heater System)
 Cooling Line-4 No’s
 Decline Conveyor
 Skiver
 Water Blow Off
 Separating Conveyor
 Drying Fan & Set Of Blower Nozzle
 Roller Conveyor
 Check weigher
 Out of Tolerance Marker
 End Cementer
 Exhauster System For End Cementer
 Fire Extinguisher
 Booking Conveyor
 Safety Rope
 Dual Cassette Wind Up System
3. STORAGE AND HANDLING OF COMPONENTS
COMPONENTS STORED IN TRANSPORTED BY

compound with skids lifted & pulled by pallet
perforation trucks.
tread leaf truck pulled by two trucks
sidewall cassettes on wheels pulled by two trucks
with 1050mm
diameter.
I.T filler/shoulder leaf truck pulled by two trucks
pad/chafer pad.
4. SEQUENCE OF OPERATION
STEP PURPOSE REMARK

1. Set barrel/screw/head for uniform profile & to cold extrusion will lead
TCU Temp as per avoid cold extrusion to poor tread adhesion
spec. for both & hence processing
extruders. problem.
2. Set cushion calendar for avoiding cold the temperature
TCU as per the spec. cushion & uniform increase shat the all be
gauge. as per the PLC setting
to avoid damage to
calendar.
3. Set barrel/screw/head for uniform feeding & cold cushion will lead
TCU Temp as per to avoid cold extrusion to poor tack & hence
spec. for both processing problem in
cushion calendar building.
extruder.
4. Take out required pre-heating will give this will give good
perform/insert/die uniform profiles consolidation of dual
cassette from pre- immediately. Cleaning compound profiles at
heating chamber & will ensure die cut/fm the junction like cap-
fix on to the head. etc. wing tip in tead & SW-
rim strip in sidewall.
5. Clean and cushion for avoiding -DO-
calendar. contamination &
compound mix up.
6. Open water spray in for effective cooling of poor water quality will
cooling trade & sidewall. lead to poor adhesion
of tread belt adhesion
and future failure in
field.
7. Clean code for uniform stripe mark for avoiding wrong
printer/stripe market & identification. tread usage & wrong
unit & fix the require moulding in curing.
letters/colour print.
8. Check the continous to ensure uniform zero error can be
weighing scale measurement of weight. detected & corrected
accuracy with immediately.
standard weight at
four corners/centre
and record in control
chart.
9. Clean the sticher to avoid air under this will reduce cured
disc. cushion & wrinkled tyre defects & failures
cushion application. in field.
10.Clean leaf trucks and to avoid contamination this will improve
keep atleast 3-no’s & undue delay in adhesion & hence tyre
ready before the production. service.
extrusion start up.
11. Bring the lab OK to ensure right wrong compound usage
compounds as per compound usage leads to service failures
the tech.spec & feed & less mileage.
through the metal
detectors
12. Select the recipe on for correct item -
the PLC as per the extrusion.
schedule
13. Set the cushion for ensuring right gauge low gauges will affect
calendar nip as per tyre performance &
the spec & measure higher gauges will lead
the gauge and record to excess compound
in control charet. usage.
14. Measure the for ensuring the component consistency
dimension of the dimensions as per the will improve the tire
extrudate before cooling spec. uniformity, quality and
& record in control reduce tyre defects.
chart.
15. Measure all booking -DO- control chart recording
dimension like overall will help in process
width, hump, width, improvement & hence
tread length, cushion productivity.
width etc. & record in
control chart.
5. DO’s
1) Use Compounds having OK Lab Approval & Record in
Compound Usage Register
2) Use Only Clean Leaf Trucks for Booking
3) Identify the Left Ovcr Comopund with the Tag/Crayon.
4) Identify the Rejected Treas & Sidewalls With the Tag & Stack
Seprately on Skid and Record the Rejection Details in the
Register
5) Follow the Compound Disposition Procedures.
6) Clean the Die & Cassette Assembly immediately after the
Extrusion.
7) Ensure the correct Width & Cushion Centering in Treads.
8) Ensure Proper Code/Line Printing on Tread
9) Check for any Wing Tip/Tread Sepration-If any Stop the
Extrusion, Clean the Die & Start Again.
10 Ensure Proper Chilled Water Temp. & Pressure
11 ) Ensure Correct Skiving Before Booking
12 ) Book The ‘OK treads Straight On the Leaf Trucks With Out
Touching Each Other
13 ) Identify the Leaf Truck With Right Tag & Enter the Details
On the Register
14 ) Ensure Uniform Cement Application
6. DON’Ts
1) Don’t use the Compounds with out Identification & Lab

Approval.
2) Don’t Mix Two Different Compound During Size Change
3) Don’t Book Tread & SW Which are Out Of spce.
4) Don’t Book Tread With Cushion Side Facing Down.
5) Don’t Book Treads Of Different. Code in the Same Leaf Truck
6) Don’t Keep the Die & Perform Outside Oven
7) Don’t Allow the Treads to Touch Each Other While Booking.
8) Don’t Book Treads Without Line/Code Mark Identification.
9) Don’t Store Different Rejected Tread & Sidewall in the Same
Skid.
Don’t Book Treads without End Cement
Don’t Let the Compound of Component to Fall On the Floor
5. ROLL CALANDER
A. INTRODUCTION :
As the name indicates the equipments consists of three rolls

place vertically one above the other the requirements of a
calender is described to be “two or more” rolls rotating in
opposite directions so that a mass of masticated or plastic rubber
compound fed between them will be squeezed into sheet form
by the rolling action of definite thickness and width. Three roll
calander will have drive for the middle roll and the top &
bottom rolls are driven through gears either to have even speed
or friction speed between the rolls as required. This calander is
squeegee/chafer)
B. DETALIS OF EQUIPMENT :
1. 3 ROLL CALANDER
General specification :
Calander roll dimension 20” dia X 48” face width

(508mm X 1219.2mm)
Surface speed min 3 mpm; max. 30 mpm
Friction ratio between rolls 1:1:1 even speed
Operating Nip range 0.2mm min; 3.0mm max.
Nip adjustment range 0.2 mm min; 2.0mm max.
Working width 20 mm min; 750mm max.
Rate of adj. for nip Fast: 3mm/min.
Roll ends nip can be adjusted either individually or together.

This mechanism ensures correct and uniform squeegee
gauges. Squeegee width can be adjusted manually or through
motor.
2. : CALANDER FEED EXTRUDERS
Two number of cold feed extruders are provided for

compound feeding into the calendar nip.
 90mm extruder for split squeegee ( top nip )
 120 mm extruder for wide squeegee ( bottom nip )
3. CALANDER LINE :
3.1 COOLING DRUMS :
Six numbers two tries cooling drums (hard chrome

plated) of diameter 500mm and width.
800 mm are placed with mono flow rotary joint for
effective cooling of the squeegee.
3.2 DUAL LET OFF CHAFER ASSEMBLY

CONVEYOR:
Dual let off chafer assembly is mounted over 800 mm

width conveyor with compete centering devices for
positioning chafer (cross woven fabric ) with respect to
drum squeegee split squeegee assembly.
3.3 DUAL CASSETTE WIND UP:
It has dual wind up station for cassette winding of the

assembly. It is provided with three position photo eyes to
control the speed of wind up and maintain a loop. An
edge guiding system is provided for positioning the
assembly centrally into the liner the cassette diameter is
1050 mm.
3.4 TRANSFER CONVEYORS:
This conveyor is in two parts to facilitate transfer of

material from one cassette to the other automatically. The
second conveyor will have movements to receive material
from first transfer conveyor & drop it to second wind up.
Conveyor width is 800 mm.
C.STORAGE & HANDLING OF COMPONENTS

Compound strips. Skids Pulled by two trucks
Chafer strips. 7”/9” polypropylene Pulled by two trucks/
liners stored in mobile manual
pin trolleys.
Drum squeegee Cassettes on wheels Pulled by two trucks
assembly with 1050mm
diameter.
D. SEQUENZE OF SET UP OPERATION :
SI.no Step Purpose Remark

1. Set TCU for uniform flow to avoid high
temperatures for 120 of rubber to the extrudate
mm & 90 mm CFE head and for temperature,
as per spec. continous feeding scorching and
to the calendar non uniform
with required calendered
temperature. gauge.
2. Set TCU temperature to get proper film to avoid cold
for calendered rolls. gauge and width. calendaring,
scorch compd,
non uniform
gauge and blister
from rubber
film.
3. Check cooling drums to cool down the to avoid
water circulation squeegee to room deterioration of
temperature/pressure. temperature. tacj and
blooming.
4. Displaay calendaring to be incorrect and
specification and done as required non uniformity
follow set up by spec. gauge lead to
specification. anomalies like
frequent tube
puncture, poor
balance/uniformi
ty and high
rolling
resistance.
5. check, measure to have to avoid
centered placement consistency in the anomalies like
of split squeegee and placement of poor balancing
chafer placement components in a and uniformity
with correct overlap. tyre. yield. Field
performance will
also be
consistent.
6. a) Check & record To ensure uniform to get the trend
TCU temperature of surface and take
calendar and cold temperature and preventive steps.
feed extruder. refer/analyse for
trouble shooting.
b) Check & record to ensure to get the trend
squeegee gauge, constituent and take
width, chafer width component and preventive steps.
and overall assembly refer/analyse for
width, chafer trouble shootings.
overlap.
7. check for component To ensure proper to get better
centered winding centering of uniformity
into the cassette. component on the balance and to
tyre building avoid green
drum. waste and cured
tyre anomalies.
8. Put proper identification of to avoid wrong
identification tag. components. material usage.
E. DO’s AND DON’T’Ts FOR 3-ROLL CALANDER :
DO’S :
 Use only lab ‘okayed’ compounded strips for cold feed

extruders.
 Cleaning of extruder area, calendar roll/line area, including
left over compounds from previous run.
 Follow first in first out for the compound strips.
 Identify each cassette with proper tag with a duplicate tag on
FIFO board.
 Keep the fillied cassette in the respective identified area.
 For unit stoppage of more than 20 minutes, remove the
compound from the calendar nip. identified the removed
stock.
 For extruder unit stoppage of more than 20 minutes, push
out to be taken.
 Identify the push out stock.
 Close/adjust the nip gauge with the compound in the
calendar nip.
DON’Ts
 Do not run the extruder idle.

 Do not load the calander nip with excess compound.
 Do not suddenly heat or cool the calander rolls.
 Do not put the calander strip /stock and extruder push out
on the floor.
 Do not contaminate the calendar stock; liners & compound
with dirt; grease; oil; paint; water etc.
 Do not book squeegee with lumps and foreign matter.
 Do not run calendar at higher speed under no load
condition.
HIGH TABLE BIAS CUTTER
1) INTRODUCTION :
High Table Bias cutter is used for cutting plies of required

smaller widths/angle from a Calandered Roll of continous
length. The cut ply is wound on the cassette wind-up system
after manual splicing.
2) DETAILS OF THE EQUIPMENT :
The high table bias cutter consists of the following.
1) Let-off units & festoon.

2) Main conveyor table with cutter.
3) Splicing table and chute assembly
4) Wind up unit
5) Control panel.
OTHER DETAILS OF THE EQUIPMENT :
Manufacturer : Devon Machines-Madras

Max. width of the calandered fabric : 1676 mm.
Cutting angle Range(degrees) : 45-90
Ply width range : 200-1400 mm
Accuracy of cut :+1.5 mm at 1000mm cut width.
No. of cuts :20-cuts per min. for 590 mm width.
:9- cuts per min. for 2000 mm width.
Table width : 1712 mm
Surface Speed of the conveyor :64 mpm at 1000rpm of motor
3)STORAGE & HANDLING OF COMPONENTS

calenderd fabric storage racks with trolley pulled by tow
support on edges(at worker
bias plant)
empty liners of A-frame trolley pulled by tow
calendered roll worker back to bias
plant.
cut piles cassettes of dia.1050 pulled by tow truck or
mm hand
4)SEQUENCE OF OPRATION
SI.No Steps Purpose Remarks

1. clean the to ensure no improved track
splicing table foreign matter retention and
and conveyers contamination in reduced ply
before start up the liners and separation in
fabric. service.
2. load the fabric to ensure avoids ply scrap
as per the spec. production of & production
right component. delays
3. set the correct to avoid less scrap &
ply width & production of improved
angle. components with productivity
wrong
dimensions.
4. keep the wind -do- for improved
up cassette ready productivity
5. ensure the width for consistency improved
consistency & width of ply uniformity
record in control
chart.
6. splice the cut ply improved reduced scrap
as per the uniformity
specification
7. observe for any avoids reduced scrap
anomalies difficulties in
during cutting, further
splicing and processing.
wind-up.
5) DO’s
1) Clean the conveyor and splice table before start up

2) Use only lab approved fabric on FIFO basis.
3) Record the fabric used with production details in procedd
check register.
4) Set the width and angle as per spec.
5) Record the ply width measurement in SPC chart
6) Splice the cut ply as per the spec.(3-cords max.)
7) Identify the cut ply cassettes with Tag.
8) If any problem in machine or material is noted immediately
report to the shift charge. Shift in charge has to personally
see the problem before it is reported to the engineering or
technology.
9) Defective material is to be immediately removed from the
machine, hold it with a kold and technical is to be obtained
for the same.
6) DON’T’s
1) Don’t use fabric without lab approval.

2) Don’t start operation without cleaning the conveyor and
splice table.
3) Don’t cut the calendered fabric with visual defects
lumps/cured bits/bare coats/loose coat.
BEAD APEXING
A.INTRODUCTION
Bead apexing machine consists of 2-1/2” cold feed
extruder and filler assembly unit. The 2-1/2” cold feed
extruder is used for preparing predermined profile of filler
which in turn will be assembled with bead in the
assembling unit. The fillering extrusion and assembly of
filler with bead is called BEAD APEXING.
a) 2-1/2” cold feed extruder

Make : FAMM-INDIA
Screw diameter : 60 mm
NO OF TCU : 5 Zones
Max. screw speed : 60 RPM
Max. line speed : 2-20 mpm
Max. strip width required : 390 mm
b) Bead-filler assembly unit
C.STORAGE AND HANDLING OF

COMPONENTS

Filler compound Storage Bins Pulled by Two Trucks
strips
Wound beads pinge tyre storage pulled by two
rings trucks/manually
Fillered Beads bead storage rings moved in pin type
trolley
D. SEQUENCE OF OPERATION :
Sr.No Steps Purpose Remarks

1. Clean the To avoid FM -
conveyor & contamination
bead fillering
assembly unit.
2. Clean the filler For uniform Lesser waste &
die before flow of rubber quick start-up.
start-up. & to get
uniform filler
profile.
3. Set TCU for For uniform To avoid high
cold feed flow of rubber extrudate
extruders as into head & temperature
per spec. consistent scorching and
dimension. waste
generation.
4. Set the screw To ensure Higher line
RPM & line uniform profile. speed and RPM
speed as per leads to
spec. compound
scorch and less
tack in filler.
5. Clean the To avoid Helps in tack
fillered bead FM/dust retention &
storage ring contamination avoids turn up
before start up. in fillered bead. related defects.
6. measures and to have To get the trend
record filler consistently in and take
height, width, cpmponent precentive steps.
TCU readings, quality and
feed compound traceability for
used in process trouble
check register. shooting.
7. butt splice the for improved Air entrapment
filler after uniformity in leads to turn up
application on tyre and separation in
bead. reduced air field & blow
entrapment related defects
bead area. in cured tyre.
8. store the for easy -
fillered beads identifaction of
in specified components
storage rings.
E. DO’s AND DON’Ts FOR BEAD APEXING :
DO’s
 Ensure TCU remperature as per the specification.
 Clean the die and barrel before start up.
 Ensure proper die as per the specification.
 Ensure proper butt splicing.
 Ensure correct bead before filler application.
 Ensure uniform application of filler over bead.
 Clean the barrel & die after the production.
 Store the die in identified & pre heated oven.
 Collect the push out compound & identify with tag for
disposal.
 Keep the work area near extruder Clean from powder
dust.
DON’Ts
 Don’t exceed TCU temperature spec.
 Don’t use compound with out lab approval.
 Don’t splice the filler with overlap.
 Don’t use the filler which are out of dimensional
tolerance.
 Don’t exceed the line speed beyond the spec.
 Don’t stretch the filler during application.
 Don’t use hand for cutting filler.
 Don’t use dirty/uncleaned bead storage trays.
STEELASTIC
A.INTRODUCTION
Steelastic unit is used for insulating the steel wires with rubber
compound to a specified gauge and width. The Calendered
steel strip is then cooled, cut at a specified angle, with and
spliced to make steel belt. This belt is wound in dual cassette
wind up station with or without edge filler applied through
gum edger as necessary.
1. Creel stand with spool let off tensioning device.

2. De-humidifier for monitoring humidity and temperature
of the creel room.
3. 90 mm cold feed extruder with screen changer
Make : Farrel U.K.
TCU : 4 zones
Max. Screw Speed : 50 RPM
Max. head pressure : 4000 psi
4. Cooling drums : 6-Numbers.
5. Columbia bias cutter :
Make : Steelastic U.S.A.
Belt angle range : 18 to 90
Max. strip width : 152 mm
Max. knife cut length : 390 mm
Max. vaccum ram stroke : 838 mm
Conveyor belt width : 305 mm
Max. line speed : 12 mpm
6. 40 mm cold feed extruder : for gum edge filler.
(2 nos.)
Make : Steelastic, U.S.A.
TCU : 3 Zones.
Max. screw speed : 80 RPM
Max. operating speed : 30 MPM
Max. belt width : 300 mm
7. Dual cassette wind up system for passanger belt.
8. Surface roll wind up system for LCV belt.
C.STORAGE AND HANDLING OF COMPONENTS

Steel Wire Creel Room at Moved to creel room
Controlled by pallet trucks.
Temperature &
Humidity
Belt Skim feed Storage Bins pulled by two trucks
compound & edge
filler feed
compound strips
Belts PP Liner cassette pallet trucks
with Diameter of
D. SEQUENCEOF OPERATION :
Sr. No Steps Purpose Remarks

1. check humidity to ensure no proper coating
and of creel rusting of steel will be ensure
room wire and to avoid abd belt
temperature & water droplets on separation in
record. steel wire. service will be
avoided by
enhancing the
bonding with
rubber
compound.
2. display steel calendring incorrect and non
specification on belt preparation uniformity
follow set up to be done as per component will
spec. spec. lead to belt
separation in the
field & cured
tyre waste.
3. set TCU for for uniform flow to avoid high
cold feed of rubber and for extrudate
extruders as per uniform temperature
spec. compound scorching an
coating of steel improper coating
wire. and her avoid
steel cord waste.
4. clean insert and to ensure no to avoid
die before contamination improper coating
fixing into and uniform and hence steel
head. coating with wire was and
correct gauge. also to avoid belt
separayion in
field.
5. check cooling to cool down to to avoid
drum water the belt to room deterioration of
circumulation temperature. tack and
pressure and blooming.
temperature
6. measure and to have to get the trend
record with, consistency in and take
gauge angle components and prevence steps.
and plies. refer analyse for
trouble shooting.
7. put to identigy the to avoid wrong
identification components. material usage.
tag.
E. DO’s AND DON’Ts FOR STEELASTIC :
DO’s
 Ensure creel room temperature and relative humidity as
per the specification.
 Clean the die.
 Clean the die and insert before start up.
 Ensure head pressure as per the specification.
 Ensure splicing overlap.
 Ensure uniform belt width.
 Ensure correct edge gum.
 Ensure uniform edge gum application over the belt.
 Wind the belt in clean PP liner.
 Ensure centred belt winding.
 Keep the work area near extruder (3.5” and 1.5”). clean
frpm powder dust
DON’Ts
 Don’t exceed TCU temperature spec.
 Don’t exceed head pressure of 4000 PSI max.
 Don’t run the belt splice more than 0 mm.(Butt splice).
 Don’t run the belt with die cut or without wire coating.
 Don’t run the belt without adequate cooling on the drum.
 Don’t apply gum edge with exposed belt edges.
 Don’t wind the belts non symmetrically.
 Don’t wind the belts in dirty PP liner.
 Don’t allow the belt material to touch the floor at various
loops.
CAP PLY SLITTER
1) INTREODUCTION :
This equipment is used for slitting cap ply fabric into

cap ply strips of required smaller widths. Cap piles are
used to improve the belt integrity and reduce the belt
separation.
2) DETAILS OF THE EQUIPMENTS :
Manufacturer : Tech Edge, Delhi

Feed roll diameter & weight (max.) : 1000 mm
/800 kg.
Feed roll width (max.) : 915 mm.
Wind up roll Diameter (max.) :900 mm.
Wind up shell/liner width(max.) :250 mm.
Wind up square shaft : 89 mm.
Max. web correction for the let off : 100 mm.
Line speed(max.) : 30 mpm
DESCRIPTION OF THE MACHINE :
a) FABRIC LET OFF :

The fabric is let off from the roll by unwinding the liner
and a constant feed is ensured by the loop system. The
centering and constant tensioning of the cap ply is
achieved by mounting the cap ply roll on to a moving
base and tensioning device which is controlled by an
E&L hydraulic centring system.
b) SLITTING KNIFE :
This consists of three knives which are fitted to a shaft
whch is pneumatically operated. The distance between
the knives can be independently adjusted depends on
the width of the cap ply required. The slitted pieces are
seprated by independently adjustable idle rollers
vertically mounted.
c) TAKE AWAY CONVEYOR AND WIND UP

STATION :
The take away conveyor is 1 m wide and 6 m in length.
This is driven by a DC motor. There are four station
along with one set each of stand by wind ups for
continuous winding of slit rolls.the wind up station can
be lifted up for disengaging with the conveyor when the
roll is full or can be brought down when empty. The
liner tension from the liner let off in the wind can be
adjusted by a particle brake. All wind ups are provided
by air motors to ensure a positive and tight winding.
The position of the wind ups can be adjusted with a
hand wheel operated lead screw.
d) CONTROLS :
All the machine operations are PLC controlled.
3) STORAGE & HANDLING OF COMPONENTS

Cap ply calendered storage recks Using hoist & chain.
roll with support on
edges.
Empty liners of platform troiely Pulled/pushed by
calandered roll Hand
Slitted rolls pin trolley Pulled/pushed by
Hand
Empty liners of pin trolley Pulled/pushed by
.slitted roll Hand
4) SEQUENCE OF OPERATION
Sr. No Steps Purpose Remark

1. clean the to ensure no improved tack
equipment foreign matter retention and
contamination reduced belt
in the liners, separation in
cap ply and service
fabric.
2. check all for avoiding
accessories undue delay in
functions & production and
record in checks for high
register. machine
reliability.
3. ensure right to avoid lesser scrap &
specification production of improved
displayed on the wrong productivity.
board. components
4. check the -do- for improved
calendered ply traceability
width, code, snd and
knife setting as identification.
per spec. and enter
in register.
5. ensure the for consistent
centering of the width of cap
calendered ply ply.
6 place the wound for easy
cap ply rolls on transportation
the pin type & reduce scrap
trolley generation
from fabric
jamming.
5) DO’s
a) All shit rolls are to be identified with a two or part tag.
One tag is to be placed along with the roll and the other
one in the FIFO board. Collect the tag corresponding to
the first roll produced from the FIFO board and the
same roll is to be taken to the building machine. This
is to ensure that the FIFO is being followed.
b) Identify each roll with Date/Shift, calendered part roll
no. Operator etc. to have full tractability.
c) Keep all the items, viz., Calendered roll, cut ply rolls.
Empty liner etc. in the respective earmarked area only.
d) When the machine is not running switch off the
machine and accessories like fans, fights etc…
e) The storage area for the calendered roll and slit rolls
shall be free from dust, moistures dripping water,
steam leakage and direct sun light.
f) If any problem in the machine or material is noted
immediately report to the shift in charge. Shift in
charge has to personally see the problem see the
problem before it is reported to the engineering or
technology.
g) Defective material is to be immediately removed from
the machine, hold it with a hold tag and technical is to
be obtained for the same.
6) DON’Ts
a) Do not keep the calendered rolls on the floor.
b) Do not keep the fabric exprosed on the conveyor.
c) O not use the calendered fabric with lumps/cured
bits/bare coats.
d) Do not book the fabric with foreign matter or any
calendered defects.
RADIAL FIRST STAGE TYRE BUILDING

A) INTRODUCTION
Radial tyres are manufactured in two stages. In the first
stage the carcass is made which consist of inner liner, plies,
beads, bead filler and sidewall. This machine is used for the
manufacture of first stage carcass.
B) DETAILS OF EQUIPMENT
Make Continental FMF, Germany

Model KM 92 Basic type (single plus
Servicer
KM 92 Bsic machine with 750
Type servicer
( two ply let off )
Cycle time Mono ply 32 sec

Two ply 37 sec
Out put Mono ply 700 tyres.

Two ply 580 tyres.
DESCREPTION OF THE MACHINE :
Basic machine consist of head stock which

houses the drive unit, in board
bead setter and operator interface.
Tail stock houses the out board
Bead setter
Spindle box houses the stitcher unit.
Carcass ply servicer Equipped with cassette

unwiding station for
plies and sidewall.
to the cutting table.
Rotary knife for cutting
Innerliner.
Hook knife for cutting plies.
Cutting device for sidewall.
Controls PLC controlled

Operator interface can store
100 tyre receipes.
Displays error messages.
C) STORAGE AND HANDLING
The components used and their storage and handling are

as follows.
Component Made at Stored in Handling

Inner liner 3 roll cassettes on pulled with
(Drum calendar wheels a tow truck
squeegee/split a)1050 mm and docked
squeegee/squeegee dia in the let off
chafer assembly) b) 346 m of first stage
length servicer.
c) 310 no
tyres
Body plies High table cassettes on pulled with
bias cutter wheels a tow truck
a)1050 mm and docked
dia in the let off
b) 346 m of first stage
length servicer.
c) 310 no
tyres
Fillered beads Bead profiled bead pulled with
winding and storage rings tow truck
apexing of FRP on and kept
machine near the
platform machine
trolleys.
Sidewall Coldfeed cassettes on pulled with
duplex wheels a tow truck
extruder a)1050 mm and docked
dia in the let off
b) 346 m of first stage
length servicer.
c) 310 no
tyres
STORAGE AND HANDLING OF CARCASS.

The carcass is sent to second stage TBM through a
conveyor for making it into a green tyre.
D) SEQUENCE OF OPERATION
In the beginning the cycle the building drum is in the
collapsed conditioned and the bead setters are out.
- The beads are manually inserted and automatically
centered.
- The following operations then proceeds automatically
- Application of inner liner. The innerliner is cut to length
automatically in the servicer by
a rotary knife as per the data fed to the computer.
- Application of first ply. The ply is cut to length in the
servicer by two hook knives.
- Application of second ply if any.
- While piles are being applied, air is removed by a full
width spouge roller.
- Expanding the drum and positioning the beads.
- Turn up the piles/innerliner with turn up bladders.
- Push can pushed the flared up plies to complete the run
up operation.
- The sidewalls are automatically laid on, cut to length and
manually spliced. The sidewalls are tacked to the
shoulder with a profile sticher while application. After
the application of sidewall, the swan neck stichers do the
‘tuck in operation’ of sidewall and bottom stichers
stitches from drum shoulder to center and consolidate
the sidewall.
- Drum collapses to removed the finished carcass.
- Apply builder number at the inboard sidewall splice
towards the mid sidewall area.
- Keep the tyre on to conveyor which transport the carcass
to the second stage.
PRECAUTIONS TO BE TAKEN BEFORE

STARTING THE PRODUCTION.
- Keep the area neat and clean.
- Keep the reqired tools viz. hand sticher, naphtha can,
swab, measuring tape on the machine at the specified
area.
- Check the guidelights are OK and as per specification.
- Keep the relevant spec ready on the machine.
E) DO’s AND DON’Ts
DO’s
- The minimum run out point of the drum shall be taken as
0 for spotting arrangement.
This is to be set in the PLC.
- All materials (ply, drum squeegee assembly, sidewall)
shall be applied at the axial guide light point.
- Filler splice shall be kept in the bead setter vector point
which will be marked on the bead setters. This will be
identified by uniformity group after bead setter vector
analysis.
- Innerliner, plies beads and sidewalls- check for tags as
per spec.
- If any cut pieces are there, the has to be in the identified
bins.
- Finished carcass are to be kept vertically in the transfer
conveyor.
DON’Ts
- Do not book carcass with improper sidewall splice
(under splice or over splice)
- Do not mix up fabric with compound.
RADIAL SECOND STAGE TBM

A) INTRODUCTION :
In the second stage of radial tyre building, the carcass is

assembled with the belt and tread assembly to get the final
green tyre. The shape of the green tyre is close to the final
cured tyre to avoid distortion of the inextensible belt.
B) DETAILS OF THE EQUIPMENT :
Make - IRM Holland

Model - VRP -148
Productivity - 35 Seconds/tyre without
cap ply
-48 Seconds/tyre with cap
Ply
-45 Seconds/tyre with
spiral wound cap strips
Bead sizes -12-16”
C) DESCRIPTION OF THE MACHINE
1) B&T DRUM-
The B&T building drum comprise of a double conical
expansions core, which is fitted between the drum’s side
flanges. The metallic flat rigid building deck is formed by
aluminium segments number of which have been filled with
magnets for steel cord breaker pick up. The segments are
attached to pressure plates, which are in contact with
expansion cone. Movement of the expansions cone by air
pressure causes the segments to expand radially to a pre-set
diameter. With the aid of rubber retraction rings the segments
return to the rest position. The diameter of drum is adjustable
by quickly exchangeable spacers to suit a specific tyre
specification. Also for each drum additional segments are
availavle, to be mounted on the top of the standard segment,
to increase the working range of the drum.
2) B&T MAIN FRAME :

A drive motor located in the main frame achives tht rotation
of the drum. An AC servo Geared Motor of 4.7KW and
120RPM drives the B&T drum.
3) CENTER BASE ASSEMBLY :

This houses the T-ring guides.
4) T-RING :
This also is radially expandable and collapsible ring to pick
up the belt and tread assembly from B&T drum. This is
mounted on to the centre base assembly and moves over a
rail from B&T drum to carcass drum. The expansions and
collapse is through a pneumatic cylinder. There is only one
T-ring for the entire range of passanger car tyres with
working a range of 465-720 mm. For getting the required T-
ring diameters the shoes are to be changed with the specified
one. The inward expansion of the T-ring is controlled with a
capacitative switch to prevent crushing of belt and tread
package. The traverse movement is through an AC Motor.
5) CARCASS DRUM :
The carcass drum is having a conical bead locking system to
ensure a positive bead lock. For different bead diameter, the
carcass drums are to be changed.
6) STITCHER UNIT :
This is a dynamic stiching arrangement; the sticher start
stiching from the centerline of the type to the shoulder with
dwell time at the tread shoulder. The template provided
governs the travel of the stitcher. The travel of the stitcher is
through an AC Motor and activation is pneumatic.
7) SEVICER :
1) BELT AND CAPPLY SERVICER – The belt and cap ply
servicers are kept behind the m/c in line with the B&T
drum. For the belts edge of the belt is guided for centring
the belts due on to B&T drum. Tip control ensures the
correct placement of the first belt tip. Second belt does not
have any tip control. The belts are pre-cut to the required
length automatically. A book knife cuts the belts from
centre to the sides. The cap ply is guided on both sides and
this also is pre-cut to length using a rotary knife.
2) TREAD SERVICER: Tread servicer is kept behind the
operator and application is from topside of the B&T drum.
The tread is guided using ‘V’ groove at the centerline of
the tread.
8) CONTROLS :
All operations and PLC controlled and there is an interactive
operator interface to programme various tyre size details.
9) FEATURES OF THE MACHINE :

- Automatic belt servicer, pre-cut to length.
- Automatic tread application.
- Bladderless expansion.
- Vector study and spotting arrangement.
- PLC controlled.
- First belt tip control.
- Cap ply servicer.
- Spiral wound cap strip applications.
- Facility to store more these one no. of tyre menus.
- Hook knife for belt cutting.
- Rotary knife for cap ply.
D) STORAGE AND HANDLING :
Component Made at Stored in Handling

Belts steelastic Cassettes Pulled with a
tow truck and
docked in the
let off of
second stage
servicer.
Cap ply cap ply slitter drop in Pin type trolley
Cassettes
Tread dual extruder leaf trucks pulled with
tow truck and
stored near the
machine.
E) STORAGE OF FINISHED GREEN TYRE :
Finished green shall be stored in a flat manner is the second

stage green tyre trolley. The tyre shall rest with its shoulder
area in the storage trolley. There will be three different
types of storage trolleys, depending on the size of the
storage trolleys.
Orange Colour – For tyres from 12” to 14” bead.
Green colour - For 15” tyres (195 mm section width
and above)
green colour – For 16” tyres.
The tyres shall be stored flat, resting on the shoulder
through out the circumference. Once the trolley is full, the
trolley is identified with a production tag and moved to
storage area after inspection.
F. SEQUENCE OF OPERATION :
In the beginning of the cycle the
-B&T drum is in expanded condition.
-T-RING is in middle of B&T drum and expansion drum.
 Apply 1st belt; pre-cut to length to the B&T drum automatically; tip
control place the tip in the correct poition.
 Sopt to the 2nd belt spotting location automatically.
 Apply 2nd belt, pre-cut to length to the 1st belt automatically, No tip
control.
 Spot to cap ply spotting location automatically.
 Run on cap ply or cap strip. Cap ply is cut to length with a rotary
blade. The angle of cut to is 45.
 Spot to tread spotting location.
 Run to tread,
 Stitch splice manually.
 Active the T-ring to pick up the B&T assembly.
 Parallel to this above operation on the expander side, the
completed green tyre is unloaded automatically on to the
unloading conveyor. This is than collected and kept in the storage
trolley. Operator loads a new carcass at the bead jump set.
 The respective splices are loaded as per FMVA position.
 Operator activated the bead holder expansion command.
 Both the beads of carcass are held by the expander and regulated
air is admitted into the carcass to inflate the carcass.
 Press the T ring actuation command from the expander side to
bring the T ring with B/T assembly over to the expander side.
 T ring moves over to expander and position centrally over the
expander drum.
 Carcass expands as bead holders moves inwards to stop at the
informing limit.
 Informing limit is genrally 70% of the bead jump set.
 Once the carcass is in contact with the inner diameter of the belt
and tread assembly, T ring collapses and releases the belt tread
assembly to the expanded carcass and moves to home position.
 Back sticher assembly moves forward and stitches the belt and
tread package to the carcass.
 Once stiching is over, the carcass drum deflates and moves
outwards to release the tyre.
 The finished green tyre is automatically unloaded on to the
unloader conveyor.
G. PRECAUTION AND CHECLISTS.
STEP REASON
Keep the area neat and clean To avoid the pick up of foreign
materials and dust contamination which
leads scrap generation.
Check the respective spec is available in To ensure and check the machine is set
the machine. properly and the components used are
the right ones.
Ensure all the production tools are To prevent loss of time and avoid
available near the machine. tearing of the ply etc.
Always keep the splices as per A heavy splice leads to a higher
specification. uniformity value and the extra material
is a loss to the company.
Always keep the splice locations as per These splice location are designed to
specification. reduce the effect of machine and
materials on uniformity parameters in
the cured tyres. Any off situations from
this lead to a higher uniformity rejects.
Ensure FIFO. FIFO ensures there is no overaged
material.
Check the materials taken to the machine To avoid the usage of wrong materials.
is as per spec.
Keep the cut pieces of belts, cap ply etc. To avoid mix up of various compounds
in the respective bins. and fabric with compound.
Check the green tyre trolleys are cleaned To avoid the contamination with foreign
and the colour code is matching with the matrials and to avoid deformation of the
tyre size. green tyre in storage.
For all the cpmonents check the level of A bloomed surface will have a low tack
tack and blooming or no tack at all. This leads to air
entrapment in the tyre assembly. A
bloomed surface can be identified by a
dull colour or may have the colours of
rainbow instead of a good black colour.
H.DO’s DON’Ts
a) If the material is found defective or there is a variation from

the spec, immediately the machine is to be stopped and the
same is to be in formed to the shift in charge. The material is
to be held immediately and to be removed from the machine
and disposition for the same has to be obtained from
technology department.
b) The trolley for the second stage storage are to be cleaned every
day.
c) All breakdowns must be personally seen by the shift in charge
before it is reported to the engineering. Before the machine is
accepted back for production ensure the machine is okay in all
respect to produce a quality tyre and the area is cleaned.
d) Maintain the inventory and control of all production items like
turn up bladder, turn down tool, bottom sticher tool, ply
fingers, sticher tools etc. the responiblity of the approval of the
items lies with Technology and Engineering. Once the items
are approved the further control is the responsibility of
production.
e) The production shift in charge has to check the availability of
all components in the beginning of the shift and inform
production planning accordingly to prevent the loss of
production.
f) Green tyre inspector has to check at least five tyres per trolley
and if two tyres are found defective, the trolley is to be
inspected 100% and the defective tyres are to be removed. The
disposition of tyres are to be taken from technology if the
defect is major and minor ones can be repaired on the spot.
Immediate actions are to be taken to prevent the generation of
such defective tyres.
g) All the trolleys are to be identified with tags mentioning the
tyre size, date and shift of production, builder nos, etc. and the
tags are to be signed by the shift in charge or green tyre
inspector.
h) The tags in the second stage trolleys are to be collected by the
curing supervisor and the details are to entered in the computer
or in the register to have tracebility.
i) When more than one size is learning at a time the trolleys shall
be identified with a big board.
j) Storage of more than one tyre code is not permitted in the
same trolley.
k) Before the third tyre is made after a size change, the route,
card/first tyre card is to be cleared by production along with
tyre engineering.
l) Co-ordinate with tyre engineering for uniformity optimization
programme.
m) In case of T speed rate and higher speed rated tyres, building
has to be stopped after 20 tyres. Tyre engineering has to do the
uniformity test and clear the cut section to proceed with the
production. If any correction is required the same procedure
may be repeated. Planning and engineering to ensure the
mould is ready for curing along with building.
n) Identify the training needs of the builder to ensure a quality
tyre is build and impart the same.
TYRE CURING AND FINAL FINISH
A. INTRODUCTION :
Curing is the operation of shapping and vulcanizing the

plastic rubber compound by means of pressure and
temperature to elastic cured tyre. The green tyre applied
with antisticking lube is cured in a press fitted with moulds
in which a bladder shapes the tyre. Pressure is applied
inside the bladder and is maintained, to keep the
components in their desired location relative to the mould
surface. It is applied both externally and internally to
vulcanize the rubber compounds and achieve the required
material properties. The designated cure cycle defines the
pressure and temperature variation with the time. When the
cure cycle is complete the bladder is deflated the moulds
opened and cured tyre is ejected out.
The heat cycle during cure generates strains in the tyre

materials. Not all these strains are relived when the tyre is
ejected from the mould. Therefore, depending on the cord
material used and the intended application tyres are
subjected to post cure inflation pressure for a fix time. In
case, passanger radial with polyster as cord material, there
will not be any post cure inflation.
B. DETALIS OF EQUIPMENTS :
Radial curing consists of following stages :
a. GT preparation.
b. Tyre curing.
a. GT PREPARATION
Green tyres from tyre building are lubed on the inside
and outside of the tyre in air automatic spray booth.
b. TYRE CURING
-Chuck loader :
For radial tyres concentring loading is required. So chuck
loaders are used which lifts the tyre, place it centrally on
the bladder assembly and release the tyre only after the
bladder is properly shaped.
C. STORAGE AND HANDLING :
Green tyres are stored in trollys with horizontal tray’s

before and after lubing(20 tyres per trolley) and transported
on wheels Manually.
Tyres after curing are unloaded on to the rear side of the
press, to the conveyor and are sent for trimming manually.
Trimmed tyres are inspected on a rotating table with
rollers/balls.
Inspectd OK tyres are sent for uniformity machine to a
conveyor if that size rim is in TUO. Oyher sizes tyres are
sent to storage on platform trolleys. Any defects found are
immediately entered into a computer and kept as designated
area for repair/buffing. Uniformity OK tyres are sent to
balancing machine through conveyors. TUO off tyres are
kept at designated area for classification. TUO off tyres are
kept at designated area for classification. Balance off tyres
are kept at designated area for classification.
LCV RADIAL TYRES:
LCV tyres after curing is unloaded on the front side of

pressed and loaded on the PCI units.
LCV tyres after PCI are brought to trimming machine
through platform trolleys and will go through in the same
fashion as that of PCR tyres.
Step Purpose Remark

check green tyres, line, Line code for Chance of wrong moulding in
code, date and shift of identification of green curing. Leads to scrap
extrusion tyres.
No traceabilty to follow up of
Date & shift of extrusion any defective
for traceability of process/components.
extrudate.
To rectify defects & correct
Traceability of building uniformity related problems.
Builder nos m/c, date and shift of
building
Adds to rework. Poor
To avoid defective appearance leading to scrap,
products & to prevent service, return.
Defects like open defects like T/F, bead
sidewall. Open tread cracks.
splice, FM, wrinkles,
sidewall ending
deformation etc. Uniform spray.Air Non-uniform spray results in
bleeding between bladder defects like S/F, F/C, LSW,
Inside and outside lube and tyre. F/M:
application Also to prevent sticking
a) Set air pressure of gun of carcass to the bladder.
as per spec.
b) Inside lubing from
bead to bead
uniformity.
To prevent defect like
c) Ensure inner lube does F/M, light shoulder. Leads to rework in tyres and
not fall outside the hence poor appearance. Inner
tyre. lube which falls on outside of
tyre may block the micro vents
in the moulds leading to
productivity loss.
To bleed air between Light sidewall, flow crack,
d) Ensure uniform outer green tyre & mould and light bead,leading to rework.
lube. to facilitate easy flow of Poor appearance may affect
sidewall compound. performance also.
May lead to defective products

To prevent GT damage being cured. Less unigormity,
and deformation. off-centred loading leads to
scrap, poor.
e) Ensure green tyres are
placed on GT trolley
properly.
B) CURING :
SI.no Step Purpose Remarks
1. Warm up: to avoid heat may result in under
If presses are not in loss and under cure of tyre in the
operation for more cure problem. tread portion
than 45 minutes, platen leading to dirty
to be warmed up by moulds,
partially closing the productivity loss,
press (1” opening) for poor appearance,
a minimum period of fast wear of tyre in
15 minutes. service.
2. To start up: Bladder is stiff stiff bladder may
a)with new bladders, in cold result in air
continue shaping with condition. To entrapment
shaping drain in/out prevent between GT &
for a minimum period undercure also. bladder resulting
of 3 minute. blows-scrap tyres.
Premature failures
of tyres may
happen.
b)with old bladders: If Bladder is stiff stiff bladder may

presses are idle for in cold result in air
more than 5 mins, condition. To entrapment
shape the bladder with prevent between GT &
continous drain until undercure also bladder resulting
the bladder is too hot blows-scrap tyres.
to touch. Premature failures
of tyres may
happen.
3. check the following correct green wrong moulding of
before loading the GT. tyre to be cured the tyre leading to
a) Correct green tyre in the specified scrap.
size/code is placed mould.
on the GT holder.
b) Check green tyres to prevent add to rework and

for obvious defects defective poor appearance in
like open sidewall/ production. tyre.
tread splice,
wrinkles, high/low
ending of sidewall.
c) Check for uniform inner lube in inner lube in excess

inner/outer lube in tyres bleed off or in less quantity
tyre. air in-between may lead to split
tyre and fabric in tyres, poor
bladder. uniformity and F/M
defect.
outer lube in less outer lube may
TYRE BALANCING TYRE
BALACING AND UNIFORMITY
1) INTRODUCTION
A pneumatic tyre is a non-homogeneous composite

structure made up of many components and is still built
to a large degree by hand. Once it is cured a tyre has
various non uniformities in it.
There are three types of non-uniformities in a tyre.
1. Dimension non-uniformity – Runout and wobble.

2. Mass non-uniformity - static balancing.
3. Stifness non-uniformity - force variations.
Dimensions variations are the radial run out and lateral

run out. Radial runout is variation in the circularity of the
tyre along the periphery. This is very important
parameter since, in general, 1 mm runout creates the
force variation of 18 daN. This is basically taken in the
mould manufacturing stage. Lateral runout is also called
wobble and is the runout along the sidewall. Lateral
runout is measured on the tyre. This depend in addition
to the mould manufactur, the building process also.
2) TYRE BALANCING
Tyre balancing is the process by which point in the tyre

having the lowest weight is found out and marked. For any
tyre the mass distribution along the circumference of the
tyre must be uniform. If this is not uniform the ride will be
affected and leads to bumpy ride and steering wheel
vibrations.
a) MACHINE DETAILS
Make : Avery Schenck

Model : CAB 640
Test rpm : 400 rpm
Rim size : 12”-16”
Max. weight of test piece : 25 kg
Imbalance repeatability : +2 gms
Angle repeatability : +1
Test time : 20 to 40 sec
The machine consists of a test spindle, motor, micro

processor based measuring device and a maker unit.
1) Test spindle is the one on which the tyre to be tested is

mounted. Depends on the bead diameter the chucks are
to be changed. This is a dynamically balanced chuck
assembly with practically zero imbalance value.
2) Motor is a DC servo motor with variable speed
provision. The tese rpm is to be set as per the test
requirement. There is another motor for auto indexing
the tyre to the imbalance point without the help of
operator.
3) Measurement device is a microprocessor based
measuring device working on Wait Metric principle.
The imbalanced picked up by the piezo electric sensor
mounted on the spindle is convered in to a digital vales
and displayed. The saqme unit is to be calibrated for
various sizes of tyres and the calibrated vales can be
stored in different types corresponding of each tyre. This
unit is also use to locate the lowest imbalance point.
4) The marking unit is a pneumatically operated unit used
to make the imbalance point towards the rim line area.
b) OPERATION
1. Select the require tyre type.

2. Check the type is calibrated for that tyre size or not.
3. Load the tyre to the collapsed chuck with serial side on
top an d with drum squeegee splice on the 0 of the
chuck.
4. Press the start button to start the test.
5. Once the test is over the chuck automatically index to
the low point of the marker to mark a yellow dot. In
case of manual indexing, operator has to releasd the
chuck brake, rotate the spindle till the arrows in the
displays unit vanishes and xero is displaced then press
the mark button to mark the tyre.
6. Collapse the chuck using the foot switch’
7. Remove the tyre.
c) DO’s AND DON’Ts
1. Keep the chuck pallets at the respective areas only to

avoid damage. Note that this is a dynamically
balanced item and any damage to this will cause an
erratic measurement of balance value.
2. Keep the area neat and clean. A dirty area will affect
the aapearance of the tyre and cleaning a radial tyre is
difficult.
3. Keep the tyres for OE and Replacment markets
separately. All OE tyres are to be identified with OE
stickers.
4. Keep the balancing off tyres serprately for NCMR
classification.
5. In machines identified for radial tyres do not balance
bias tyres.
TYRE UNIFORMITY
The third tyre of non uniformity is the force varations generated by the
variations in the stiffness of the structure at different parts of the tyre.
These variations can not be measured until the tyre is inflated and loaded
as in a vehicle. Mass imbalance and dimenstional variations can be
measured in static conditions where as the force variations can be
measured only in a dynamic conditions.
Basically a tyre can be thought of as a variable spring with a distribution
of mass. The force variation originating at the tyre are comprised of
variation of spring rate and variation of inertia. A pneumatic is an
composite structure made of a large number of components made in
different machines and assembled together to a large extent manually.
The variation in stiffness is due to a the splices, difference in the gauges,
epi variations, machine settings and to a good operator variations.
These force variations can be in the radial, lateral and the transverse
directions. Three important force papmeters are measured in the
uniformity machine. They are
a) RADIAL FORCE
Force response was based on the measuring of a tyre’s carcass
stiffness, or the resistance to flexing while it is revolving under a
load on a vehicle. Variation in force response were transmitted to the
vehicles suspension system. In simple terms there is a variartion in
spring rate throughout the periphery of the tyre.
A tyre’s carcass can be thought of as an infinite series of springs. Let

us poition a spring at each from quadrant of tyre. If the spring are of
same length and have the same spring constant, than the
displacement, as the tyre is put into motion, would remain in a
straight line.
However, if at some location there was an extra spring, then there
would be a subsequent wheel hop or axle displacement that would
occur with each wheel revolution. All the springs are equal at all
points except one location where there is an extra spring. The causes
of varying spring rates can be attributed to minute variations in end
count, fabric splices, tread splices, breaker splices, cord angles, cord
states, etc.
b) LATERAL FORCES
When a loaded tyre revolves it develops a lateral force. This force

varies around an average point. The average value of the lateral force
is called lateral shift and the variation is called lateral force variation.
Lateral shift variations will change significantly when the direction
of rotation is changed. A positive lateral shift in the clockwise
direction will become a negative lateral shift in the counter clockwise
direction.
c) CONICITY
Conicity and ply steer are function of lateral force. This is a term
derived by considering a tyre assumes the shape of a truncated
double cone. Based on the geometry, such a configuration would
generate a force towars the apex of the cone regardless of which
direction the cone is roated. Conicity can be thought of as a cause of
vehicle pull. Vehicle pull refers to a condition where the driver must
apply a constant tourque ro the steering wheel in order to maintain a
straight line course with the vehicle.
So in the case of a perfect tyre the pull towards each side is balanced.
Off center belts have been determined as the main cause for large
conicity values. A high conicity value can have such a large effect on
vehicle pull, radial tyre are closely monitored for conicity.
UNIFORMITY MEASURMENT
To measure uniformity, the tyre is mounted on a precision steel rim,
inflated and loaded against a large drum(road wheel). A device
motor is connected to the axle of tyre drum and drives the tyre and
drum at 60 RPM. The method of force response measurement
involves loading the tyre and maintaining a fixed distance between
the tyre and drum axle. The non-uniformities of the tyre create a
wave form of force variations as the tyre rotates. Force variations in
the radial and lateral directions are then measured using strain gauge
transducers mounted on the axle supports. A brief description of the
machine is as follows. The main part of machines are.
1) Feed conveyor – this is an driven roller conveyor which feed the

tyre to the test station once one tyre test is completed. The gate at
the end of the conveyor ensures only one tyre is fed to the test
zone.
2) Test zone- the test zone consists of centring arms, spindle and
chuck assembly and the high point marker. Centring arms, spindle
and chuck assembly and the high point marker. Centring arms
centres the tyre with the help of the
3) Drop conveyor –this is after the test station and is hinged on one
side. This is a driven roller conveyor. This helps in accessing the
test station easily for rim change, adaptor change etc.
4) Exit conveyor –this is a driven roller conveyor after the drop
conveyor. This is provided with a gate to hold the tyre to mark
with the bar marker on the bead, if bar marked is used.
5) Shoulder grinders – these are used to correct the radial force
variations by selectively grinding the shoulder area at the high
point and brinding the value down. There are two number of
shoulder grinders, one for serial shoulder and for the non serial
shoulder. As a thumb rule, removal of 0.025 mm of material will
reduce radial composite force by about 1/2 kg.
6) Operators panel- All the control switches and most of the
indicators are mounted on the control panel.
7) TQC 86- this is computer which controls all the test parameters
and also displays the status of the test parameters and values: this
uses TIGER software to do measuring, grading grinding and
marking.
8) Main electrical panel – this houses all the electrical controls and
the PLC. The PLC controls all the machine parameters such as
loading the tyre, unloading the tyre and operate the bar markers.
WHAT CAN CAUSE HIGH UNIFORMITY
Anything that can cause a high build- up of stock (radial force),

snacking of materials(lateral forece) or off centered components
(conicity) can cause unacceptable uniformity values.
Some reason are as follows.
RADIAL FORCE
 Humped pad or tread splice.

 Stretched pad or tread.
 Splices not optimally spotted.
 Wide inner liner and fabric splices
 Lapped or open breaker splice.
 Uneven cords per inch.
 Uneven developed cords length (bead to bead distance)
caused by:
-bead not concentric to carcass drum.
-tight beads not fitting on bead ring
-loose bead/turn ups
 Carcass drum, transfer ring and breaker/tread assembly
before carcass i completely formed.
 Transfer ring dropping breaker/tread assembly before
carcass is completely formed.
 Storing green tyre vertically for long periods of time.
 Poor inside lubreications.
 Poor shaping.
 Warm tyres jammed together on converyor.
 Poor uniformity chuck lubrication.
 Low bead set pressure on uniformity measurements.
LATERAL FORCE
 Trapped splices
 Snacked belts, pads, tread and edge strips.
 Carcass drum, transfer ring and breaker drum not square to
each other.
 Cooked in mould
 Cooked on post cure inflation
 Cheafer width variation and set variation
 Belt width variation and step of variation
 Poor ply, belt and tread tackiness
 Meas-aligned bead setters
 Loose ply turn up
 Incorrect green tyre diameter
 Bad green tyre storage
 Sidewall ser variation
 Treads booked in bow shape from extruder.
CONICITY
OFF-Centred components.
Transfer ring not centred over breaker/tread drum or carcass drum.
Off gauge wedge strips or pads.
Breaker band too wide or too narrow
Narrow belt not propely centred on wide belt
Tread contour not symmetric
Off centered building drum
Off centered bead setters
Green tyre diameter too low.
TYRE TESTING
Tyre is one of the most versatile products and it is also one of the
most abused products as it is being subjected to the worst of the
operating conditions. The fact that the failures of tyres could
prove fatal to human lives calls for highest of the quality
requirement of the product.
Tyres are subjected to various kinds of tests and they can be tested
in many ways too. One way is that they can be tested in actual
running conditions. But the long time period required to get the
results through this way makes it inefficacious and hence various
drawbacks of testing on actual running conditions.
tyre testing can be mainly divided in two:
1) Destructive testing
2) Non-destructive testing.
In the destructive kind of testing the tyre being subjected to the
test will be destroyed beyond use.
Non-destructive tests include dimensional checks. Uniformity
tests, static balance testing etc.
Destructive tests mainly include.
1) Indoor wheel endurance testing.
2) Indoor wheel high speed testing.
3) Indoor wheel bead endurance testing.
4) Plunger testing.
Indoor wheel endurance tests are conducted on a machine called
tyre testing machine, also called as pulley wheel machine. Apollo
has got one of most sophisticated machines which was accqired
from Akron standard USA.
1. Indoor wheel endurance testing:
In this test tyre are made to run on a road wheel with varying
percentage of rated loaded and recommended inflation pressure
(the rated loaded is minimum load, the tyre shoul carrying
without failing and it varies as per the requirement/kind of
tyre). The test is divided in to two various step the tyre will be
running with a constant speed (matching with normal vehicle
speed) but the percentage loaded on tyre will be increasing in
subsequent step and this will continue till the failures of the
tyres. This test give us how much loaded tyre can withstabd,
which can be clear indicatuion of the tyre endurance on actual
running conditions.
2. Indoor wheel high speed testing:

The tests mainly used for tyres that are required to run at high
speeds. So mainly passangers car /jeep tyres are the ones beinf
tested.
tn the tests the tyre is being tested in run on the road wheel with
a particular percentage of the rated loaded under recommended
inflation. The test is conducted in different steps in which the
speed of the road wheel will be increase in subsequent step and
the test will go on till the failure of the tyre. The test shows the
maximum speed with which the tyre can run on actual road
conditions.
3. Indoor wheel bead endurance test :

Beads are the potion of the tyre holding tightly on to the rim
and endurance and strength of this area is to be paramount
importabce and this is been tested of a tyre on pulley wheel
machine through bead endurance test.
The tyre to be tested will be buffed off bead portion inorder to

facilitate the effective transferring of the complete leads on to
the beads. The test is divided in to various steps in which
loaded of tyre will be increasing in a step at a constant speed of
the rpad wheel. The tyre will be inspected frequently for any
defect at the bead area.
All these above test are carried out under maximin safety
precautions as the busting of the tyre being tested could be fatal
to the people around.
4. Plunger testing:
This is another kind of destructive testing conducted on a
breaking energy machine called plunger testing machine.
The tyre to be tested is mounted on the recommended rim with

proper inflation pressure and then on to the machine. A needle
of specified diameter also attached with the load cell will be
pierced through the crown of tyre in the direction perpendicular
to the tread surface. The needle is advance either the tyre failed
or can be stopped where the require plunger value is obtained.
The loads exterted by the load on the tyre and the distance
travelled by the needle are measured and from these values the
plunger energy value can be calculated using a mathematically
formula.
5. Tyre dimensions:
Tyre are also check for inflated dimensions.
The tyre to be checked is mounted on the recommended rim

and inflated with recommended pressure. After keeping the tyre
for required time to stabilize the growth, the dimensions are
taken. Main parameters checked are:
Cuter diameter, section width, tread radius, tread arc width,

tread width, non skid depth.
Then the obtain values will be compared with standards to

ensure that the tyre is meeting the specified standars.
QUALITY SYSTEM IN
MANUFACTURING
QUALITY SYSTEM IN MANUFACTURING
1. FIFO (FIRST IN FIRST OUT) :

Means material produce first must be use first. For almost
the material min. & max. agenic is fixed and this agenic is
based on the properties of the matrial.
Min. agenic : material should not be used before the

specified period. Before ageing if the material is used, the
component will not stabilize its properties, resulting in
higher process defects and service failures.
Max. agenic : material should not be used after the specified

period. After ageing limits if the material is used, than the
component may loose its specific properties and hence may
result in failures in process and service.
How to follow FIFO?
A)FIFO board system:- in our plant FIFO boards are

displayed at
 Dip Unit
 4-roll calener
 Dual extruder
The dept. which is producing the material must put all the
tags duly filled at appropriate place on FIFO board and the
duplicate tag on the material. Care should be taken that
oldest material tag must be on the top and the latest one at
the end. User department must refer the FIFO board and the
material produce first must be used first. (if the material is
within the specified age limit.)
B) Identifaction tags: tags must be dully filled furnishing all
details by the producing dept. use dept. must refer the tag
for date/shift of production, material produced first must
be used first. E.g. cut ply rolls, bead, chafer & flipper.
FIFO should be follow for green tyres, which cab be ensured
by proper storage, writing time of painting on GT’s checking
for tread extrusion date etc.
C) Line marking: for banbury mixed batches (final), line
marking of specified colours are marked over the top of
the skid to identify the day of producyion. The earliest
mixed batch should be taken for processing looking the
coloured lines.
2. Specification Cards /Work Instuction.

Before starting the process, specification must be reffered and
displayed. See that the specification issued is current & valid
ie. It should have a controlled copy stamp. Operator should be
fully aware of work procedures and work instructions.
Advantages:
1. Avoids production of wrong material.
2. Productivity increased.
3. Quality is maintained.
4. Reduces scrap/ rework.
5. Reduces mental tension & increases confidence.
3) Statistical Process Control (SPC)
Statistical process control is currently the most popular and

effective quality activity in industry. It is tool for accessing the
performance of process. SPC is an operator’s self control program
which aims at preventing any non conforming product before
being produced.
STATISTICS : statistics is a scientific method of collecting,
classifying, presenting & interpreting numerical information.
PROCESS : a combination of machine, man, methods, material
and environment, that produces a given result.
CONTROL : Means to make something behave, the way we want
it to behave.
At the following areas SPC charts are displayed in our plant.
AREA PARAMETER
1. Banbury Lay down temp.
2. Dip Unit Dipped fabric width.
3. 4-Roll Calender fabric gauge
4. 3-Roll Calender Squeegee gauges & centring
5. Duplex Extuder Tread length
6. Bead Room Splice overlap & temp.
7. High Table Bias cutter ply width
8. Steelastic & Radial building Belt gauge & GT circumference
9. Tyre Curing HPS, HW & PCI Pressure
10.Final Finish Tyre balance & Uniformity.
SPC CHARTS : Median – Range (M-R charts), individual moving

range (X-MR Charts), Average – Range charts (X-R chart) etc.
Median : The Mid value of the observations.
Range : Difference between the highest & lowest value.
Moving Range : Difference between two individual observations
taken at consecutive shifts/day.
Control limits are calculated based on the observations for a
period which indicate the process capability. Controls limits shall
necessarily be within specification limits fixed by design
department for a capable/ stable process. Attempts should be made
to minimize the variation and achieve tighter control limits. This
charts should be used for controlling process as well as for
assessing the process capability.
4) Identification & Traceability.
All the material produced must be properly identified. Materials
are identified using tags, marking, stamping etc. all detail must be
filled up in the identification tags. Also all traceability systems
like process records, tags, builder no. serial no. etc. should be
properly followed. Inspector stamps (cured tyres) are also to be
put wherever required.
Advantages :
1. Easy followed up FIFO
2. Traceability become easier & faster.
3. Usage of control material.
4. Quality product.
5) Storage :
Specified areas earmarked for all the materials. Materials must

be kept in a systematic way in that area. Sufficient ailse must
be provided for easy material handling. Storage must be in such
a way that FIFO is ensured.
Advantages:
1. Easy follow up of FIFO

2. Mterials does not get damaged.
3. Reduces workway/scrap.
4. Productivity & Quality.
4 Handling of Non- Conforming Material :
Material may does not meet the soecification is known as non
conferming material. Such material must be helped up using a
hold tag and it should be removed to the held up area.
Held up material is disposed by the technical dept. depending
on the deterioration of the material.
Material is disposed as a) Released as such b) disposed with
downgradations/with some corrective action c) scrap.
Technical disposition must be strictky followed and at any cost
it should not be used if the disposition is not given.
 If the materoal is released as okay than such material
must be kept in the earmarked area.
 If the material is to be used after doing some corrective
action, okay material must be keeping in the earmarked
area and defective in held up,reworked area.
 If the material is disposed as scrap, such material should
be removed to the scrap area abd subsequently scrapped.
Note: Hold tag should have all relavent details.
5. Process Monitoring & Records :
After reffering the specification, machine IS is get accordingly.
As soon as production of the material is started initial 5-10
samples must be checked such that the material produced is as
per the specification. If found off then corrective action must be
taken till the required material as per spec is obtained.
Defective material must be removed. As soon as smooth
functioning starts record the reading in the process check
register as per the frequency.
Advantage :
1. Avoids production of wrong materials.
2. Traceability becomes easier.
3. Helps in corrective actions.
4. Lesser Accidents.
5. Higher employee morale.
6. More time for improvement activities.
6) Inspecting And Testing :
Inspection and testing in all process stage is a vital Process

control plan for Quality Assurance. Process monitoring by
operation group, inspecyion of in-process products, testing of
material by Lab. For conformance to specified parameters and
release for next processing are essential elements of process
control plan.
Inspector stamps ( cured tyres) and OK stamps by Lab. (RMS,

Mixed Stock, Dipped & Calandered rolls etc.) are followed,
wherever applicable. Each process group should ensure that
they revice only OK matrial for their processing.
- Process Control Plan attached.

PROCESS CONTROL PLAN
PROCESS CONTROL PLAN
AREA MANUFACTURING RELEASE TEST NON-RELEASE

(100%) TEST
(RANDOM)
RAW PROCESS EVERY LOT RHEO,M.S.
MATERIAL MONITORING & SP.GR. & RAPID M.V, PHYSICAL
MIXING RHEO ETC.
SAMPLE
AUDITS
FABRIC -DO- CORD H-ADHESSION,

DIPPING PHYSICALS DIP PICK-UP
FABRIC
CALENDERING -DO- GAUGE, ELI, PHYSICAL
BALANCE &STRIP
CEMENT -DO- TS, ADHESSION
PREPARATION VISCORCITY
ADHESSION
EXTRUSION -DO- -
STEEL - MV,MS
CALENDERING -DO-
BELT
SQUEEGEE - ADHESSION
CALENDERING -DO-
- MV,MS
PLY CUTTING -DO-
PLY-MR &
BEAD -DO- - PHYSICALS
PREPARATION
BELT
TYRE -DO- - ADHESSION
BUILDING MV,RHEO
-
TYRE CURING -DO- -
-
FINSHIED 100% INSPECTION
PRODUCTS 100% UNIFOMITY -
CHECKS PRODUCT
100% BALANCING RELIABILITY
TESTS
(PULLEY
WHEEL
DIMESIONS,
PLUNGER
STRIP
ADHESSION &
CORD
PROPERTIES)

Radial Tyre Technology & Devlopment: 1845: First Pneumatic Tyre by J W Thompson

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Radial Tyre Technology & Devlopment: 1845: First Pneumatic Tyre by J W Thompson

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RADIAL TYRE

1845: First Pneumatic tyre by J W Thompson

RADIAL TYRE TECHNOLOGY AND

100% of passanger tyre market.

RADIAL TYRE TECHNOLOGY

TYPES OF TYRE CONSTRUCTION:

Bias belted construction :

The construction has a bias casing and a circumferential belt

Bias Plies Radial Plies

ADVANTAGE OF RADIAL TYRES OVER BIAS

1. Efficient Engineering Design :

Radial construction is an efficient engineering design whereas

2. 70 to 100 % increase in mileage :

The lateral stiffness and longitudinal stretch resistance of the

MILEAGE COMPARISON- BIAS V/S RADIAL

Bias tyre Radial tyre

3. Overall fuel efficiency up by 5 to 7% for car tyres and upto

Rolling resistance of radial tyre is less by 15 to 20% over

4. Excellent traction and breaking on both dry and wet roads.

i. No destabilization of contact patch.

5. Safe high speed cornering :

Radial tyres develop high cornering force at reduced slip angles

6. Improved riding comfort especially at high speed :

The supple and independently flexible radial sidewall enable the

7. Excellent high speed capability :

8. Improved endurance life and retreadability :

Due to reduction in internal friction and relatively thin carcass and

9. Radial tyre runs quieter :

10.Excellent impact break resistance :

Elimination of tread peristalsis in radial tyres alongwith its stiff belt

Substantially reduced vehicle maintenance :

Substantial reduction in vehicle weight :

Radial tyres thus made motoring very safe :

Pneumatic tyres contain a variety of rubber compositions, each of

There are a variety of indegrients from which the rubber

Indegrients in tyre compounds can be classified as (1) the rubber

Ingredient category Ingrident Functions

C. STORAGE & HANDLING :

D. RAW MATERIALS INSPECTION :

Rubbers go through a number of processing steps in their

COMMON MIXING METHODS :

2. Final mixing : A portion of the master batch is loaded into mixer

1. Auto stock loader :

which is a device for loading the compound sheet mechanically.

It is a conveyor with a scale in between auto stock loader &

4. Auto oil charging system :

5. Auto carbon charging system.

It is pneumatic conveying & handling system for carbon blacks

It is an internal mixer and the mixing is taking place inside a

It is fitted with a pneumatically operated ram to ensure that rubber

Mixed compound from banbury is dumped to the two roll mill.

Compound from dump mill is transferred to sheeting mill through

9. Batch off unit :

The batch off unit consist of the following:

d. Wig – wag stacking unit for discharging the rubber as an endless

C. STORAGE & HANDLING

The compound ‘Master/Repass/Final batches are stored in skids

SI.no Step Pupose Remarks

SI.no Step Purpose Remark