Tire Manufacturers Association. Tire components are assembled like a puzzle and molded together in the curing process, which causes the tire components and rubber compounds to adhere to their surrounding components to create a singular product.
The belt system also works in unison with the tire's sidewall and tread to achieve traction and cornering capabilities. The tire casing is the body of the tire and includes components such as the Bead, Sidewall, Body Ply and Innerliner. Basically everything except the Tread and Belt System. Most passenger tire casings are multi-ply and incorporate polyester, nylon or rayon cords within the casing rubber compound. These cords add strength to the casing rubber.
Polyester is commonly used because it provides good rubber adhesion, excellent strength and good ride characteristics at a relatively low weight, and it also exhibits heat dissipation characteristics. Other fabric materials used in the tire casing include nylon and rayon, which both exhibit slightly different benefits tuned to specific tire requirements.
A special rubber compound is used in the sidewall of the tire to add flexibility and weather resistance. Tire bead bundles secure the tire to the wheel. They are large steel cords wound together to form a cable or ribbon-type configuration. The casing plies are looped around the bead bundles to hold them in place.
Silica, obtained from sand, has properties that have long been recognized, including the improved resistance of rubber compounds to tearing. The compounds obtained make tires with a low rolling resistance, good grip on a cold surface and exceptional longevity. This innovation is at the origin of the green tires with low rolling resistance.
Sulphur: Sulphur is a vulcanizing agent that transforms the rubber from a plastic to an elastic state. Its action is accompanied by retarding and accelerating products used simultaneously during production which optimize the action of heat when the tire is cured. The tire needs metal and textile reinforcements in addition to the rubber compounds. These are the real framework of the tire, ensuring its geometry and rigidity. They also provide the flexibility required for tire contact with the road.
Pioneers in drawing fine wire from hard steel, Michelin introduced steel into its tire reinforcements in This major technical advance, combined with the development of a coating providing a strong physical-chemical bond between the rubber and steel, was industrialized production in in the Michelin Metalic truck tire.
Since then, steel has been adopted in the reinforcement of belts for radial tires. One rubber compound may be used in the tread for good traction in cold weather; another compound is used to give increased rigidity in the tire sidewalls. After tire engineers are satisfied with computer studies of a new tire, manufacturing engineers and skilled tire assemblers work with the designers to produce tire prototypes for testing.
When design and manufacturing engineers are satisfied with a new tire design, tire factories begin mass production of the new tire.
The tire-building machine invented by W. State of Goodyear Tire Company in dramatically increased workers' productivity. The history of tires provides an excellent example of how innovations in one industry can cause massive changes in another. Simply put, the "take-off" of the automobile industry transformed the rubber industry in the United States during the early years of the twentieth century.
The late-nineteenth century rubber industry concentrated on producing footwear and bicycle and carriage tires. By World War I, rubber and automobile tires were virtually synonymous in the public mind. Seven thousand new car sales in were accompanied by sales of 28, tires as original equipment OE and an additional 68, replacement tires.
By , with tires forming about fifty percent of rubber sales, OE tire sales exceeded four million for the one million new cars produced and total tire production reached This vast increase in production was accompanied by the emergence of now well-known firms like Goodyear, Goodrich, and Firestone, and the formation of the industry's center in Akron, Ohio. And while employment soared, production increases were possible only with the aid of technology. The fundamental innovation was the mechanization of core building.
Before , tires were built up by workers stretching, cementing, and stitching each ply and the beads around an iron core. In , W. State of the Goodyear company patented a machine that carried the plys, beads, and tread on rollers carried on a central turret. The worker pulled the appropriate material over the core while the machine's electric motor held the proper tension so the worker could finish cementing and stitching.
Skill and dexterity remained important, but the core-building machine simplified and sped-up production from six to eight tires per day per worker to twenty to forty a day, depending upon the type.
A passenger car tire is manufactured by wrapping multiple layers of specially formulated rubber around a metal drum in a tire-forming machine. The different components of the tire are carried to the forming machine, where a skilled assembler cuts and positions the strips to form the different parts of the The first step in the tire manufacturing process is the mixing of raw materials—rubber, carbon black, sulfur, and other materials—to form the rubber compound.
After the rubber is prepared, it is sent to a tire-building machine, where a worker builds up the rubber layers to form the tire. At this point, the tire is called a "green tire. When a green tire is finished, the metal drum collapses, allowing the tire assembler to remove the tire.
The green tire is then taken to a mold for curing. Quality control begins with the suppliers of the raw materials. Today, a tire manufacturer seeks suppliers who test the raw materials before they are delivered to the tire plant. A manufacturer will often enter into special purchasing agreements with a few suppliers who provide detailed certification of the properties and composition of the raw materials. To insure the certification of suppliers, tire company chemists make random tests of the raw materials as they are delivered.
Pneumatic tires are acceptable in indoor and outdoor applications, but only where sharp objects are not present. Cushion tires are adequate in both indoor and light outdoor applications — without the fear of deflation. The rubber can be made in either traction or smooth treads, but they are best suited for flat surfaces. Resilient tires are arguably the most durable of the three. These tires stand up to sharp debris, making them adequate for more demanding applications.
Rubber tires are commonly available in non-marking materials. These materials allow you to keep your floors clean and protected but at the cost of a few tradeoffs. These tires have a shorter life span than polyurethane, which is also a non-marking material. Additionally, a vehicle that is equipped with non-marking tires should be earthed or grounded in flammable locations because they are prone to cause static electricity. Polyurethane is a very dynamic material, but there are instances where rubber tires are the best choice.
Poly tires do not hold up as well to rough floors, whereas rubber tires can be used in indoor and outdoor environments. Their versatility, comfort, and lower costs make them a viable choice for many applications.
Common environments for resilient rubber tires include factory, distribution and manufacturing settings. For care tips, tire selection advice, or anything else, feel free to contact us at info stellana.
Stellana is the leading global manufacturer of polyurethane, rubber, thermoplastic, and TPU wheels. What we offer. Custom Designed Wheels. About Us. Locations Quality. Latest News. Sustainability Report April 26, News , Sustainability.
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