Industrial Plant Design

REPUBLIC OF THE PHILIPPINES
BATAAN HEROES MEMORIAL COLLEGE

ROMAN SUPER HI-WAY BALANGA CITY BATAAN
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DEPARTMENT OF MECHANICAL ENGINEERING
ABSTRACT
The Non-pneumatic tire (NPT) design was first developed by the French tire company
“Michelin” Its significance advantage over pneumatic tires is that it does not use a
bladder full of compressed air and therefore it cannot burst or become flat. The inner
Hub of the NPT connects to flexible polyurethane spokes which are use to support an
outer rim and assume the shock absorbing role of traditional tires Pneumatic properties,
potential benefit of this Non-Pneumatic Tire include the obvious safety and convenience
of never having flat tires. Eventually it might be able to outperform a pneumatic tire
since it can be designed to have high lateral strength for better handling without a loss
in comfort since the design of the spokes allow the vertical and lateral stiffness to tuned
independently commercial applications will be in lower weight vehicles like earthmovers,
military applications and NASA applied it in lunar rovers. Considering the NPT structure
the spokes undergo tension-compression cycle loading while the tire rolls. Honeycomb
type of tire with non-fixed spokes found more promising than other types of non-
pneumatic tires
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HISTORY OF TIRES
Going back in history, initially a craftsman known as wheelwright forged bands of

iron & steel, tying the wheel segments together as the metal contracted around the wheel.
Hence the name, tire, as it tied the wheel together. This was then placed on wooden
wheels of carts and wagons.
Explorers had seen Indians using sheets of rubber for waterproofing and in the
1800’s, Charles Mcintosh was experimenting with this latex – sap from a tree in the
Amazon. It had its problems as the cold weather caused it to be brittle whilst in hot
weather they became sticky. However, in 1839, Charles Goodyear discovered that by
adding sulphur to the melted latex it gave elasticity and strength. This vulcanized rubber
was used to as cushion tyres for cycles.
John Dunlop, trying to make his son’s bicycle more comfortable to ride on,
managedto invent the pneumatic tire. Another person, Robert Thomson, had already
patented the idea of a pneumatic rubber tire so the Dunlop Rubber Company was
established and won a legal battle with Thomson. In 1891, the detachable pneumatic
tire was invented by two brothers, Michelin, consisting of a tube bolted on to the rim.
In 1948, Michelin revealed the first radial tire was developed and this was a
revolutionary achievement as it used steel-belted radial tires. The advantages meant
longer life and increased mileage for the vehicle. However, it required a different
suspension system and so was slowly adopted. This was the tire along with Dunlop’s
invention, which gives us the tire we have today. We have seen heavy tire development,
especially in motorsport, however we are yet to see anything as revolutionary as
previous key points in history. There have been concepts, with a major one being the
Michelin Tweel announced in 2005.
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DESIGN OF 160 UNITS OF NON-PNEUMATIC TIRES PER DAY MANUFACTURING

PLANT
CHAPTER 1: INTRODUCTION
I-A). Design problem: To design a non-pneumatic tires manufacturing plant capable of
producing 160 units per day.
I-B). Project Location: The project will be located in Brgy: Ala-Uli, Pilar, Bataan, this is
the ideal location in having enough land availability for possible factory expansion, and
a good access to raw material supplies and tire transportation to the final destination.
I-C). Provide Location Map (Refer to Google Map) of the above address.
I-D). Project Objectives: To develop a new model of Non-Pneumatic Tire that would
eliminate the hazards of conventional tires, and at the same time, be competitive with
the few models of Non-Pneumatic Tires already proposed by some tire companies, to
create a flexible one that could provide the same elasticity as in conventional tires.
I-E). Advantages and Disadvantages of Non-Pneumatic Tires over conventional or
Pneumatic Tires
Advantages: The main advantage of airless tires is that they do not go flat, need to be
replaced less resulting in savings. Heavy Equipment outfitted with airless tires will be
able to carry more weight and engaged in more rugged activities.
Disadvantages: Airless tires generally have higher rolling resistance and provide
somewhat less suspension than similarly shaped and sized pneumatic tires. Other
problems for airless heavy equipment include dissipating the heat build-up that occurs
when they are driven. Airless tires are often filled with compressed polymers (plastic)
rather than air or can be a solid molded product.
I-F). Project Implementation Schedule: Project Implementation can be divided into the
Ten (10) stages over a time Four (4) years or Eight (8) semesters.
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Semester of Implementation
Type of Activites 1st 2nd 3rd 4th 5th 6th 7th 8th
1. Partner Identification
2. Negotiation with the

selected partner
3. Company Formation
(Gov’t Approval/Legal
Permits
4. Appointment of the
Implementation Team
5. Final Technical Design
6. Land Acquisition
7. Building Erection
8. Machinery Equipment
Orders/Delivery
9.Personnel Recruitment
and Training
10.Raw Material/Supplies
Acquisition
11.Test Production
12.Reduced Capacity
Production
13.Full Capacity
Production
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Explanatory Notes of the activities in the work schedule implementation
1. Company Promotion – Includes procedures to obtain government approvals and the

approval for the location.
2. Implementation Team – In charge in the revision of the feasibility study and thereby
point out all the necessary amendments required by specific technology, namely, in the
technical and in the organization. Such exercise will produce detailed financial planning,
detailed engineering design, and terms of negotiations with suppliers and the sub-
contractors. It should include those people selected by the “partner” to fulfill the key
position in the company.
3. Machinery Order / Delivery – Major machinery and equipment require about one
year for the manufacturing and installation at the beginning of semester 5 th it would be
necessary to start operating with all the required items for at least a few hours every
day.
4. Personnel Recruitment and Hiring – Should be timely carried out in order to allow
sufficient time to undertake the training and have the machinery running as soon as
installed.
5. Reduced Capacity Production Period – Waste and scrap should be at the standard
running level. This is due to the gradual machinery delivery and the need to gradual
machinery delivery and the need to gradually introduce newly-hired personnel force
training into the production.
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CHAPTER 2: DESIGN CONSTRUCTION

1. Design of Non-Pneumatic Tires will be in lower weight vehicles such as;
- Earth Movers – Figure 2.1
- Wheelchairs – Figure 2.2
-Lunar Rover – Figure 2.3
-Military Vehicles – Figure 2.4
2. It cannot be implemented in fast moving vehicles above 50mph. As the spoke

vibrates considerably and is unpleasantly loud.
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VEHICLES USING NON-PNEUMATIC TYRES
There are a number of vehicles using non-pneumatic tyres. Some of them are listed
below:
Earth movers
Wheelchairs
NASA Lunar rover
Military vehicles
EARTH MOVERS
The non-pneumatic tires give high stability to the earth movers to climb in all terrains. It
provides a much smoother ride than a pneumatic tire due to its excellent shock
absorption. Even if the vehicle is heavy it will no damage the running surface. The NPT
are very resistant to cuts than the traditional tires, so it last longer.
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Fig 2.1: Earth mover using NPT

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WHEELCHAIRS
Non-pneumatic tires are used in motor powered wheelchairs which can climb stairs. It
was first introduced by a company called Michelin so that the suspension system in the
wheelchairs can be eliminated.
Fig 2.2 Wheelchairs using NPT

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NASA LUNAR ROVER
It is a six legged robot designed by NASA for moon exploration. It has 6 legs, all of them
contain NPT. It is able to roll or walk over large range of terrains.
Fig 2.3: NASA lunar rover using NPT

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MILITARY VEHICLES
American military vehicles such as Hummer, trucks, etc. are using the non- pneumatic
tires. The main advantage of the military vehicles using this tyre is that it requires very
little or no maintenance. It will still remain mobile even with some spokes damaged or
missing. It passed the ballistic test ie. it will remain mobile eve if it is hit by a bullet.
Fig 2.4: Military Vehicle using NPT

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CHAPTER 3: Conceptual Design and Fabrication of Non-Pneumatic Tires (NPT),

Parts and Its Components
Airless tires or Non-pneumatic tires (NPT), are the tires that are not supported by
air pressure. These tires are also called as ‘Tweel’ which is a merger of the words tire
and wheel. This is because the Tweel does not use a traditional wheel hub assembly.
The Tweel concept was first announced by Michelin back in 2005. Its structure is a solid
inner hub mounted onto the vehicles axle that is surrounded by polyurethane spokes.
This forms a pattern of wedges, which help to absorb the impacts of the road. These
spokes look similar to the ones found on bicycles and plays the shock-absorbing role of
the compressed air as in a traditional tire. A sheer band is then stretched across the
spokes, which forms the outer edge of the tire. It is the tension of the band and the
strength of the spokes that replaces the air pressure used on traditional tires. When a
vehicle drives over an obstacle, a hump for example, the tread and shear bands give way
as the spokes bend, before they quickly bounce back into shape.
Fig: Non-Pneumatic Tire Parts

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MAIN PARTS OF NON PNEUMATIC TYRES
The 4 main parts of the non-pneumatic tires includes:
HUB
POLYURETHANE SPOKES
SHEAR BAND
TREAD BAND
HUB
The hub is generally made up of Steel or Aluminum alloy. The average weight of
the hub if its made of steel is roughly 4 Kg and of Aluminum alloy (AL7075-T6) is 2.5
Kg. It is a rigid structure and cannot deform while running. The frame of the vehicle is
connected to the hub using nuts and bolts just like the hub used in the Pneumatic
tyres. It is the component in the Non Pneumatic tire which has the longest life than
any other component. The hub is an integrated part of the tire and cannot be removed
or replaced. Separating a Non Pneumatic tire from its hub is not as simple as the
process for a tyre because the polyurethane spokes of a tire are molded directly to
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the steel hub with a bond that is not easily broken. The hub is made by ordinary
casting process just like the making of ordinary hubs.
Fig: Steel Hub

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POLYURETHANE SPOKES
The discovery of polyurethane [PU] dates back to the year 1937 by Otto Bayer and
his coworkers at the laboratories of I.G. Farben in Leverkusen, Germany. The initial works
focused on PU products obtained from aliphatic diisocyanate and diamine forming
polyurea, till the interesting properties of PU obtained from an aliphatic diisocyanate and
glycol, were realized. With the decades, PU graduated from flexible PU foams to rigid PU
foams (polyisocyanurate foams) as several blowing agents, polyether polyols, and
polymeric isocyanate such as poly methylene diphenyl diisocyanate (PMDI) became
available. These PMDI based PU foams showed good thermal resistance and flame
retardance.
This polyurethane is used as the spokes in the Non Pneumatic tires. It serves the
function of air in this tire. It has a capacity to take heavy loads and can deform its shape
temporarily and can regain it. These are made in wedge shaped designs or in honeycomb
designs. The wedge shaped design is introduced by Michelin and the honeycomb
structure by Resilient Technologies, LLC.
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Fig: Honeycomb structure and wedge structure
MANUFACTURING OF POLYURETHANE
The manufacturing process involves the reaction of a pre polymer with a curative. The
pre polymer consist of two parts, Polyols and Diisocyanate. The Polyols are mainly
Polyesters or Polyethers and the Diisocyanate are Toluene Diisocyanate or Methylene
Diphenyl Diisocyanate. The reaction of the Polyols and Diisocyanateis an exothermic
reaction. The pre polymer will be at a temperature of about 60 degree Celsius in the
molten state.
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The reaction of this pre polymer with a curative, which is a butadiene held at 40
degree Celsius will form the polyurethane. The solidification of this polyurethane will occur
at 100 degree Celsius in about 4 hours. A block diagram showing the formation of
polyurethane is shown below.
Fig: Block Diagram of Polyurethane formation

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SHEAR BAND
It is a flexible band which is between the polyurethane spokes and the tread band.
The shear band mainly consists of steel wire wound in circular shapes. It gives
reinforcement to the tread band from shearing off while running. Its manufacturing is done
with the tread band so that it firmly sticks together with the tread and provide great
cornering stiffness to the vehicle. The making of the shear band involves winding steel
chord on top of a drum until desired base thickness of 15mm is obtained. The material
used as the shear band is ANSI:4340 (American National Standard Instruction codes)
which is a high strength steel.
Fig: Shear Band

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TREAD BAND
It is the part of the non-pneumatic tyre which comes in contact with the road. It
contains rubber grip or tread for traction and grip on the road surface or any other terrains.
The design of the tread depends upon the terrain in which the vehicle meant to move.
The manufacturing process of the tread band is similar to that of the tread making in
pneumatic tyres which is the extrusion process. The extruded tread is rolled on the shear
band of desired thickness so that it forms the part which comes in contact with ground.
The whole assembly is vulcanised so as to give the rubber tread more durability and
strength. Vulcanisation is done by treating the rubber tread with sulphur so that it forms
links within the material and becomes difficult to break.
Fig: Tread Band

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FABRICATION OF AIRLESS TYRES
Non-Pneumatic tires are produced in three steps: tread and shear band making,
hub making, and assembling the former with polyurethane spokes. In the first step, the
tread is constructed by a similar method as the tire tread manufacturing process. The
tread on a Non-Pneumatic tire is exactly the same as a pneumatic tire and is extruded in
the same way. It is then mated to layers of belts in the same manner as conventional
tires. The process of rolling plies onto a drum to achieve the correct diameter currently is
performed manually, but the same basic process that is performed on tires will be
mimicked when the non-pneumatic tire production is fully automated. In this fairly simple
process, rectangular sheets of rubber and steel cord are rolled onto a steel drum, and the
excess material from each sheet is removed. Once the desired base thickness is
achieved in this manner, the extruded tread is rolled onto the top, and the entire assembly
is vulcanized. The second step is the making of the 4 kg steel hub casting or the aluminum
alloy casting. The process is similar to ordinary casting process where the molten metal
is poured into the mold and solidified. In the third step, the hub and the tread are secured
concentrically and polyurethane is poured into a spoke and shear band mold while the
entire assembly spins so that the polyurethane will sufficiently fill the mold in the radial
direction. The energy needed to spin the non-pneumatic tyre assembly and polyurethane
mold for just 5 minutes while the polyurethane is poured is considered irrelevant
compared to the large amount of energy required to heat and pressurize the ovens
needed to cure the shear band and then cure the entire assembly after the polyurethane
is poured. Before the pouring process occurs though, all the surfaces that contact the
polyurethane are cleaned and covered with either an adhesive or a mold release for the
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shear band and spoke mold, respectively. The adhesives used are Ethyl acetate,
Chemlok 7710, Stoner M-804 etc. The polyurethane pre-polymers and curative are stored
separately until they are heated and combined at this point in the manufacturing
process. The combination of the heated pre polymers and curative could be considered
in this Tweel manufacturing section, but in order to organize the impacts of the raw
materials it is treated as part of the raw material production of polyurethane .
After the polyurethane is poured and the assembly is allowed to stop spinning, the
entire Tweel tire (shear band, spokes, and hub) is placed into another oven. This final
curing occurs at 100°C degrees for 4 hours so that the desired polyurethane properties
are obtained and to assure all the components are securely bonded together. To save
some energy this curing process could take place at room temperature, but it would take
much longer to complete and during this time it would be susceptible to being bumped
and permanently damaged. The properties of the materials used for making non-
pneumatic tyres are given in table 3.1. The energy inputs for rubber curing presses have
been recorded and analyzed by tire manufacturers, and the average tire curing process
requires about 1.1 kWh of energy for a tire weighing 10 kg, which means roughly 0.11
kWh of energy is needed to vulcanize 1 kg of rubber. At the early stages of Tweel
manufacturing, Michelin is using the same type of press that is used to cure radial tires,
so it is assumed in this analysis that the same energy will be required to cure 1 kg of
rubber in a Tweel tire as 1 kg of pneumatic tire rubber. The thickness of rubber in these
two products varies slightly, but the curing temperature and time is close enough to
assume the same energy requirements per kg of rubber. So, the required energy to cure
the shear band in the Tweel is roughly (6.35 kg)*(0.11 kWh/kg), which equals 0.7 kWh.
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The energy required to heat, mix, and cure the polyurethane is allocated to the raw
material production of polyurethane, so this 0.7 kWh is all the energy that is needed in
the Tweel manufacturing inventory.
Table: Material properties of non-pneumatic tires

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Pneumatic Tire Machinery Design Layout

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Flow of Non-Pneumatic Tire Process

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CHAPTER 5: NPT Machinery Specifications and Equipment
Mills
First Rubber - Very versatile

compounding - Broad range of shear capability
machine - accepts all feed forms
(not generally a - good for short production runs primary
mixer
they are used
as a post mixer
forming device)
Batch Mixers
Most common - accepts all feed forms
Rubber - high output
compounding - can be automated
Machinery - good for short production runs
- long life expectancy
- broad range of shear capability
Continuous Mixers
Specialty - high output
applications - energy efficient
- ease of process optimization
- easily automated
- uniform product shear & heat history
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Twin Screw Intruders

Newer - energy efficient
technology - ease of process optimization
Specialty - easily automated
applications - geometry optimized for use
- uniform product shear & heat
history
Unistage Tire Building Machine PCR/LTR-1+2

To achieve this, our tire building machines are designed and built with greatest
accuracy. Once assembled and aligned, it guarantees many years of high precision
perfomance. Output exceeds 1,200 tires a day, generally reaching up to 1,400 while
maintaining constant tire uniformity. Our highly automated machines combine high
production output and consistently high product quality with low manpower requireme
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1. Belt building machine
1. Belt Building Machine

-precision drive Ac Servomotor
- compact design, low space
- belt building drum with two lateral
Setting positions for fast and precise
Belt component assembly
2. Belt building drum
- infinitely variable diameter setting
For various sizes
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- all belt building drum segments

Equipped with magnets which hold
The first and second belt ply
- diameter can be changed by using
A set of slip-on segments
3. Automatic belt server with Customized left off stations
3. Automatic belt server with

Customized left off stations
- for steel cord belts
-automatic precision splicing
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-belt ply placement monitored

CCD camera system
- compensation of belt tip deviation
- stop and alarm messages
- automatic change of tire size PLC
4. Automatic ply server for assembled innerliner (PA) and one or two carcass
plies (BP)
4. Automatic ply server for assembled innerliner (PA) and one or two carcass
plies (BP)
- automatic cutting of pre assessed innerliner and carcass ply to determined lengths
- automatic length checks to regulate the feeding speed and to control the splice width
- automatic width measurement
- automatic center control of components via CCD camera system
- automatic component applications and splicing via multidisc roll
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5-7 Transfer station with transfer ring Bead setting
5+6 Transfer stations with transfer ring

- infinitely variable automatic adjustment to the belt diameter
- high repetitive accuracy or transfer ring positions by mechanical locking when the belt
is being transferred from the belt building drum to the tire building drum
7. Bead setting and pushing device
- the beads are centered and precisely set by a bead setting device integrated in the
transfer unit
- a mechanically adjustable pusher device guarantees precise symmetrical turnover,
parameter setting are used to adjust the pusher forces
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8. Tire building unit
8. Tire building unit

- precision drive with AC servomotor
- standard flange seat for various tire building drums
- compact design, low space requirements, good accessibility
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9. Reel tread server

9. Reel tread server
- precision guidance of tread ensured by center or edge control
- mechanical height adjustment to the belt building drum diameter
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10. JLB
10. JLB server-tension control

- narrow cap strip ( jointless band ) can be processed, various winding patterns,
freely programmable
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Location Map
The plant will be located at Brgy: Ala-Uli, Pilar, Bataan, (Provided By: Google Earth)
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CHAPTER 4: Design Requirements

Production Capacity
- For the purpose of this project, an average tire production process will be
limited only to a modeled tire of p205/45 rim which represents the average tire built,
section width of 205 mm, aspect ratio of 45%, and wheel spokes diameter of 17 inches
Basis of Production: (Annually)
1. No. of working hours per shift – 08 Hours
2. No. of shifts per working days – 02 Shifts (16 Hours) (6:00 am to 2:00 pm) (2:00 p
m to 10:00 am)
3. No. of working days in a year – 250 working days
- Production Capacity = 160tires/1day x 1day/2shifts x 1shift/8hours x

16hours/1day x 250days/1year = 40,000 Tires Per Year of Annual
: Allowing 10% for the raw material losses during manufacturing
: Annual Production Capacity will be = 40,000 x 1.10
= 44,000.00
Annual APC = 40,000 TIRES

: Total Production Cost = P 5,000.00/Tires x 40,000 Tires
= P 200,000,000.00
Raw Materials
- For the amount of raw materials consumed per single tire produced annually.
(Refer to Table: 4.1 for the NPT composition in weight of different material used in the
manufacturing
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Raw Material Consumption Annually by weight all price in Php

Price per/kg Price per 1 kg
1. Synthetic Rubber = (0.41)(1.15kg)(40,000) NPT/YR = 18,860 KG/YR 88.5
2. Natural Rubber = (0.4) (0.10kg) (40,000) NPT/YR = 1600 KG/YR 88.12
3. Carbon Black = (0.10) (0.26kg) (40,000) NPT/YR = 1040 KG/YR 41.05
4. Silica = (0.28) (0.77) (40,000) NPT/YR = 8624 KG/YR 350
5. Sulphur = (0.1) (0.02) (40,000) NPT/YR = 80 KG/YR 265
6. ZnO = (0.1) (0.03) (40000) NPTY/YR = 120 KG/YR 200
7. Oil = (0.11) (0.29) (40000) NPTY/YR = 1276 KG/YR 3056.5
8. Stearic Acid = (0.01) (0.04) (40000) NPT/YR = 16 KG/YR 58
31616 4147.17
Total Production cost in Php = 31616
Total price of Raw material per kilo = 4147.17
Profit = Production Cost – Raw material Cost

= P 31616 – P 4147.17
Profit = Php. 27,468.83
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Table: 4.1 – NPT material Composition in wt%

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Comparison between Pneumatic Tires and Non Pneumatic Tires
Sr.no. Parameter Pneumatic Tire Non pneumatic Tire
1. Life Life of tire is less. Life of tire is long as it was made

of polymer.
2. Efficiency More efficiency about 80% Less efficiency about 40%
3. Cost cheaper High costlier.
4. Air Air is essintional factor No need of air
5. Air valve Valve is needed No need of valve
6. Puncture Occurred No puncture occurred
This comparison shows how the two tires match in terms of performance and
in practicality, the table shows how non-pneumatic tires can be more cost effective in
the long run and that it does not need to be filled with air a lot unlike conventional tires
do plus by having not to worry about flats.
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CHAPTER 6: Operation and Maintenance

Maintenance workers should inspect the plant round the clock in ensuring the
plant is at maximum capacity and must be inspected by Safety officers at all times and
must provide a summary of what is currently known about work health and safety in the
manufacturing industry from existing Safe Work Philippines Research and Evaluation
data sources.
Safety at main areas:
1. exposure to hazards in manufacturing
2. provision of control measures for specific hazards
3. work health and safety practices, and
4. work health and safety attitudes, perceptions and skills. The report also highlights some
differences by business size and industry (e.g. manufacturing vs. other priority industries).
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MANUFACTURING PROCESS
1. Rubber Mixing
Weighing of Raw Materials
Kneader/Mixer
Dip Tank
2. Batch – off Dryer
Wig-Wag Unit
3. Rubber Extrusion and Cooling

Cooling Line
Metal Detector
Extruder
Checkweigher
Cutting Device
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Calender
4. Calendering
Tire Cord Cutting Unit
5. Tire Building and Vulcanization (Curing)
Tire Building
Vulvanization
6. Final Finish / Inspection

Visual Inspection
Balance Unit
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Tire-Building Machine
The tire assembler starts building a tire by wrapping the rubber-covered fabric plies of
the body around the machine drum. After the ends of these plies are joined with glue,
the beads are added and locked into place with additional tire body plies laid over the
beads. Next, the assembler uses special power tools to shape the edges of the tire
plies. Finally, the extruded rubber layers for the sidewalls and tread are glued into place,
and the assembled tire—the green tire—is removed from the tire-building machine.
Curing
- 7 A green tire is placed inside a large mold for the curing process. A tire mold is
shaped like a monstrous metal clam which opens to reveal a large, flexible balloon
called a bladder. The green tire is placed over the bladder and, as the clamshell mold
closes, the bladder fills with steam and expands to shape the tire and force the blank
tread rubber against the raised interior of the mold. During this curing process, the
steam heats the green tire up to 280 degrees. Time in the mold depends on the
characteristics desired in the tire.
- 8 After curing is complete, the tire is removed from the mold for cooling and then
testing. Each tire is thoroughly inspected for flaws such as bubbles or voids in the
rubber of the tread, sidewall, and interior of the tire. Then, the tire is placed on a test
wheel, inflated, and spun. Sensors in the test wheel measure the balance of the tire and
determine if the tire runs in a straight line. Because of the design and assembly of a
modern tire, rarely is one rejected. Once the tire has been inspected and run on the test
wheel, it is moved to a warehouse for distribution.
Quality Control
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.
Throughout the batch mixing process, samples of the rubber are drawn and tested to
confirm different properties such as tensile strength and density. Each tire assembler is
responsible for the tire components used. Code numbers and a comprehensive
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computer record-keeping system allow plant managers to trace batches of rubber and
specific tire components.
When a new tire design is being manufactured for the first time, hundreds of tires are
taken from the end of the assembly line for destructive testing. Some of the tires, for
example, are sliced open to check for air pockets between body plies, while others are
pressed down on metal studs to determine puncture resistance. Still other tires are spun
rapidly and forced down onto metal drums to test mileage and other performance
characteristics.
A variety of nondestructive evaluation techniques are also used in tire quality control. X-
ray videography provides a quick and revealing view through a tire. In an X-ray tire test,
a tire is selected at random and taken to a radiation booth where it is bombarded with X-
rays. A test technician views the X-ray image on a video screen, where tire defects are
easily spotted. If a defect shows up, manufacturing engineers review the specific steps
of tire component assembly to determine how the flaw was formed.
In addition to internal testing, feedback from consumers and tire dealers is also
correlated with the manufacturing process to identify process improvements.
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CHAPTER 7: Conclusion and Recommendation
Conclusion
Tires may seem to be a trivial part of an automobile that cannot be improved, but
research into airless tires shows otherwise. This new technology will increase the safety
of cars as well as have a positive impact environmentally. Since these tires are also able
to be retreated, there is the possibility of a smaller cost per tire- which is always embraced
by the consumer. This innovative project is also backed and guided by engineering codes
of ethics which will ensure that the development is conducted in a way that it responsible
and fair. It is also important to think about the implications of a technology such as this.
This is reinventing the wheel in a way. This type of innovation will become increasingly
valuable in the future because of the advantages that this tire has and the wide range of
applications in which it can be used. A structural application of the flexible in-plane
properties of hexagonal honeycombs was suggested – the honeycomb spokes of an NPT
to replace the air of a pneumatic tire. Cellular spoke geometries for an NPT were
investigated with regular and auxetic honeycomb spokes using the compliant cellular
design concept.
Recommendations
-Non-pneumatic tires shows why good properties but there is still a lot of work to
do to make it to be better to applied vehicles
1. Improve the structure design and optimize the tire performance (For ex. Solid tires
can be combined with metal) mechanical structure to design ventilation holes to solve
and the problem that solid tires has insufficient cooling conditions and can only be
applied to vehicles at low speed.
[Document title]
2. Simplify the assembly process to reduce tire cost, (non-pneumatic tire cost is much
higher than the conventional tire). It should be considered that simplifying tire assembly
process reduces tire production cost at the same time of design so as to compete with
mature inflatable rubber tire technology.
[Document title]
References
Flexible Cellular Solid Spokes of a Non-Pneumatic tyre, by JaehyungJu,Doo-Man
Kim, Kwangwon Kim, Department of Mechanical and Energy Engineering,
University of North Texas.
Bert Bras and Austin Cobert, Life-Cycle Environmental Impact of Michelin Tweel
Tire for Passenger Vehicles ,SAE INTERNATIONAL ,2011-01-0093 ,Published
04/12/2011.
AnujSuhag, Rahul Dayal ,International Journal of Scientific and Research

Publications, Volume 3, Issue 11, November 2013 1 ISSN 2250-3153
Michelin X Tweel SSL Datasheet, Michelin international.

[Document title]
APPROVAL SHEET
The research entitled “Design of 160 Units per Day of Non-Pneumatic Tires
Manufacturing Plant” prepared and submitted by Torres, Jose Franco D. in partial
fulfilment of the requirement for the degree of BACHELOR OF SCIENCE IN
MECHANICAL ENGINEERING has been examined and hereby recommended for
approval and acceptance.
Engr. Desiderio V. Pepito. PME

Dean/Program Chair, Department of Mechanical Engineering
Bataan Heroes Memorial College (BHMC)

[Document title]
Letter of Transmittal
Engr. Desiderio Pepito, PME
Dean/Program Chair, Department of Engineering
Bataan Heroes Memorial College
Roman Super Hi-way, Balanga City, Bataan
Sir,
Good day!
In accordance to the compliance of the partial requirement on our subject of Industrial

Plant Design – ME 513, I would like to submit this proposed “Design of 160 Units per Day
of Non-Pneumatic Tires Manufacturing Plant”.
It is composed of the different computation, information, and studies about the Design.
I hope that this book will meet the college’s standard in accordance to its curriculum, and
the approval of its readers. Further recommendations are highly appreciated for the
improvement of the study within this book.
Regards,
Jose Franco D. Torres
APPROVED BY:
Eng’r. Desiderio V. Pepito, PME

[Document title]
ACKNOWLEDGEMENT
The completion of this undertaking could not have been possible without the
participation and assistance of so many people whose names may not all be enumerated.
Their contributions are sincerely appreciated and gratefully acknowledged. However, the
group would like to express their deep appreciation and indebtedness particularly to the
following:
First of all to our Almighty God, he gave us knowledge, strength and unconditional
support, for giving a hope and the will to pursue and finish what we have started.
To our very own instructor, Engr. Desiderio V. Pepito, PME for his support,
advices, guidance, valuable comments, suggestions, and provisions that benefited his
much in the completion and success of this study; who gave his love, care, shelter in
doing this study. And last by giving an endless helped to finish this manuscript. The author
is very thankful for having such a good adviser like him.
To our classmates and friends, for all the information imparted to us and any means of
support we have gained. To our family, for the unconditional support, is it emotionally,
spiritually or financially. We may not utter the deepest gratitude have for them in words,
but we will in every action.
[Document title]
DEDICATION
This study is wholeheartedly dedicated to my beloved parents, who have been my

source of inspiration and gave me strength when I thought of giving up, who continually
provide their moral, spiritual, emotional, and financial support.
To my relatives, mentor, friends, and classmates who shared their words of advice
and encouragement to finish this study. And I would like to dedicate this to my beloved
girlfriend Rhomi, You made me believe that I can be something great for that I love you.
I dedicated this book to the Almighty God, thank you for the guidance, strength,
power of mind, protection and skills and for giving me a healthy life. All of these, I offer to
you.
Lastly, I would like to dedicate this work to all engineering students especially in
Mechanical Engineering Department. I hope this work will help and contribute as a
reference to provide procedures encountered in the Industrial Plant Design.
Torres, Jose Franco D.

Former Boiler Operator at Bataan 2020 Inc.
Tax Mapper at Municipality of Pilar, Bataan
Mechanical Engineering Student

[Document title]
TABLE OF CONTENTS
PRELIMINARIES
Title Page ..................................................................................................................i
Approval Sheet…………………………………………………………………………….ii
Letter of Transmittal……………………………………………………………………….iii
Acknowledgement ………………………………………………………………........... iv
Dedication …………………………………………………………………………….... ...v
Abstract …………………………………………………………………………………. ...vi
Table of Contents ……………………………………………………………………… ...vii
History of Tires……………………………………………………………………………..1
Chapter 1: Introduction…………………………………………………………………2-4
Location Map…..…………………………………………………………....5
Comparison of non-pneumatic and pneumatic tires…………………….6
Chapter 2: Design Construction………………………………………………………7
Vehicles using non-pneumatic tires………………………………………..8-12
Chapter 3: Conceptual Design and Fabrication of Non-Pneumatic Tires (NPT),
Parts and Its Components……………………………………………………………...13
Main Parts of Non-Pneumatic Tires………………………………………14
Manufacturing Polyurathane………………………………………………17
Shear Band………………………………………………………………….19
Thread Band………………………………………………………………...20
Fabrication of Airless Tires …………………………………………....21-23
Pneumatic Tire Machinery Layout……………………………………….24
Flow of Non-Pneumatic Tire Process………………………………....25-27
Pneumatic Tire Machinery Design Layout………………………………28
Flow of Non-Pneumatic Tire Process……………………………………29
Chapter 4: Design Requirements…………………………………………………30-32
Chapter 5: NPT: Machinery and Specifications………………………………...33-41
[Document title]
Chapter 6: Operation and Maintenance………………………………...42

Manufacturing Process………………………………43-46
Chapter 7: Conclusion and Recommendation……………………..47-48
References…………………………………………………………………..49
[Document title]
ME 513- INDUSTRIAL PLANT DESIGN

DESIGN OF 160 UNITS PER DAY OF
NON-PNEUMATIC TIRES
MANUFACTURING PLANT
Submitted By:
Torres, Jose Franco D.
Submitted To:
Engr. Desiderio V. Pepito, PME
Dean/Program Chair, Department of Mechanical Engineering, (BHMC)
July 5, 2019

Industrial Plant Design

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Industrial Plant Design

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REPUBLIC OF THE PHILIPPINES

BATAAN HEROES MEMORIAL COLLEGE

Going back in history, initially a craftsman known as wheelwright forged bands of

DESIGN OF 160 UNITS OF NON-PNEUMATIC TIRES PER DAY MANUFACTURING

2. Negotiation with the

Explanatory Notes of the activities in the work schedule implementation

1. Company Promotion – Includes procedures to obtain government approvals and the

CHAPTER 2: DESIGN CONSTRUCTION

2. It cannot be implemented in fast moving vehicles above 50mph. As the spoke

VEHICLES USING NON-PNEUMATIC TYRES

NASA Lunar rover

Fig 2.1: Earth mover using NPT

Fig 2.2 Wheelchairs using NPT

NASA LUNAR ROVER

Fig 2.3: NASA lunar rover using NPT

Fig 2.4: Military Vehicle using NPT

CHAPTER 3: Conceptual Design and Fabrication of Non-Pneumatic Tires (NPT),

Fig: Non-Pneumatic Tire Parts

MAIN PARTS OF NON PNEUMATIC TYRES

The 4 main parts of the non-pneumatic tires includes:

Fig: Steel Hub

Fig: Honeycomb structure and wedge structure

Fig: Block Diagram of Polyurethane formation

Fig: Shear Band

Fig: Tread Band

FABRICATION OF AIRLESS TYRES

Table: Material properties of non-pneumatic tires

Pneumatic Tire Machinery Design Layout

Flow of Non-Pneumatic Tire Process

CHAPTER 5: NPT Machinery Specifications and Equipment

First Rubber - Very versatile

Twin Screw Intruders

Unistage Tire Building Machine PCR/LTR-1+2

1. Belt building machine

1. Belt Building Machine

- all belt building drum segments

3. Automatic belt server with Customized left off stations

3. Automatic belt server with

-belt ply placement monitored

5-7 Transfer station with transfer ring Bead setting

5+6 Transfer stations with transfer ring

8. Tire building unit

8. Tire building unit

9. Reel tread server

10. JLB server-tension control

CHAPTER 4: Design Requirements

- Production Capacity = 160tires/1day x 1day/2shifts x 1shift/8hours x

Annual APC = 40,000 TIRES

Raw Material Consumption Annually by weight all price in Php

Profit = Production Cost – Raw material Cost

Table: 4.1 – NPT material Composition in wt%

Comparison between Pneumatic Tires and Non Pneumatic Tires

Sr.no. Parameter Pneumatic Tire Non pneumatic Tire

1. Life Life of tire is less. Life of tire is long as it was made

2. Efficiency More efficiency about 80% Less efficiency about 40%

3. Cost cheaper High costlier.

4. Air Air is essintional factor No need of air

5. Air valve Valve is needed No need of valve

6. Puncture Occurred No puncture occurred

CHAPTER 6: Operation and Maintenance

3. Rubber Extrusion and Cooling

Tire Cord Cutting Unit

5. Tire Building and Vulcanization (Curing)