UNIT-3

TRANSMISSION SYSTEMS &

TYRES
 CLUTCH
• The clutch is a mechanical device, which is used to connect or disconnect the source of
power from the remaining parts of the power transmission system at the will of the
operator.
• The torque developed by the engine at starting speed is very low.
• Therefore, it is not possible to start the engine under load. This requires that the
transmission system should provide a means of connecting and disconnecting the
engine from rest of the transmission system.
• Such an operation must be smooth and without shock/jerk to the occupants of the
vehicle.
Working of an automotive clutch
• The two main functions of a clutch are:
• 1. To allow the engine to be separated from rest of the transmission system.
This is required when:
a) starting and running the engine at a sufficiently high speed to generate sufficient
power necessary for moving the vehicle from rest;
b) shifting the gears so that damage to gear teeth can be avoided; and
c) Stopping the vehicle after applying brakes.
• 2. To allow the engine to take up the driving load of the vehicle gradually and without
shock/jerk
 FRICTION SURFACE

• Requirements of the friction mating surfaces used in clutches:

• It must have good mechanical strength and thermal expansion to withstand the torque and
thermal stresses over a wide temperature range without distortion, bell-mouthing or
excessive expansion.
• Its heat soak capacity and thermal conductivity should be sufficient.
• Its structure and finish must provide a consistent mating surface under all conditions of
operation.
• It must be hard enough to give a long wear life and resist scoring and abrasion.
• It must be inexpensive and widely available.
 THE MAIN REQUIREMENTS OF A CLUTCH
• Its should be able to transmit maximum torque of the engine under all conditions.(Torque
transmission)
• It should engage gradually to avoid sudden jerks.( Gradual Engagement)
• It should be able to dissipate large amount of heat generated during clutch operation.(Heat
dissipation)
• It should be dynamically balanced, particularly in the case of high-speed engine clutches.(Dynamic
Balancing)
• It should have suitable mechanism to damp vibrations and to eliminate noise produced during power
transmission.(Vibration Damping)
• It should be as small as possible so that it will occupy minimum space.(Size)
• It should be easy to operate requiring as little exertion as possible on the part of the driver.(Ease of
operation)
• It should be made as light as possible so that it will continue to rotate for any length of time after the
clutch has been disengaged.
CLASSIFICATION OF CLUTCHES
• Positive contact Clutches : They include square jaw clutches; spiral jaw clutches and
toothed clutches.
• In these clutches, power transmission is achieved by means of interlocking of jaws or
teeth.
• Their main advantage is positive engagement and once coupled, they can transmit large
torque with no slip.
• Friction Clutches: They include single and multi-plate clutches, cone clutches and
centrifugal clutches.
• In these clutches, power transmission is achieved by means of friction between contacting
surfaces.
• Electromagnetic Clutches : They include magnetic particle clutches, magnetic
hysteresis clutches and eddy current clutches.
• In these clutches, power transmission is achieved by means of the magnetic field.
• These clutches have many advantages, such as rapid response time, ease of control, and
smooth starts and stops
• Fluid Clutches and Couplings: In these clutches, power transmission is achieved by means
of hydraulic pressure.
• A fluid coupling provides extremely smooth starts and absorbs shock.
SINGLE PLATE CLUTCH

Working of manual clutch

• A single plate friction clutch consists of two flanges.
• One flange is rigidly keyed to the driving shaft, while the other is connected to the
driven shaft by means of splines.
• The splines permit free axial movement of the driven flange with respect to the driven
shaft.
• This axial movement is essential for engagement and disengagement of the clutch.
• The actuating force is provided by a helical compression spring, which forces the
driven flange to move towards the driving flange.
• Power is transmitted from the driving shaft to the driving flange by means of the key.
• Power is then transmitted from the driving flange to the driven flange by means of
frictional force.
• Finally, power is transmitted from the driven flange to the driven shaft by means of
the splines
 FACTORS TO BE CONSIDERED WHILE DESIGNING FRICTION CLUTCHES:
• (i) Selection of a proper type of clutch that is suitable for the given application
• (ii) Selection of suitable friction material at the contacting surfaces
• (iii) Designing the clutch for sufficient torque capacity
• (iv) Engagement and disengagement should be without shock or jerk
• (v) Provision for holding the contacting surfaces together by the clutch itself and without
any external assistance
• (vi) Low weight for rotating parts to reduce inertia forces, particularly in high-speed
applications
• (vii) Provision for taking or compensating wear of rubbing surfaces
• (viii) Provision for carrying away the heat generated at the rubbing surfaces
TORQUE TRANSMITTING CAPACITY OF A CLUTCH
• The intensity of pressure p at radius r may be constant or may be variable.
• Consider an elemental ring of radius r and radial thickness dr as shown in Fig.
• For this ring,
• Two theories are used to obtain the torque capacity of the clutch: Uniform pressure theory
and Uniform wear theory.
• Uniform Pressure Theory: In case of new clutches employing a number of springs, the
pressure remains constant over the entire surface area of the friction disk. With this
assumption, p is assumed to be constant

From Eq. (11.1)

The above equations have been derived for single pair of contacting surfaces. When there are a number
of friction surfaces in contact, as in the case of the multi-disk clutch, Eq. (11.5) should be multiplied by
the number of pairs of contacting surfaces to obtain the resultant torque transmitting capacity.
• Uniform wear Theory : It is assumed that the wear is uniformly distributed over the
entire surface area of the friction disk.
• This assumption is used for worn out clutches.
• The axial wear of the friction disk is proportional to the frictional work. The work done
by the friction force at radius r is proportional to the frictional force and rubbing velocity
• The pressure distribution according to uniform wear theory is illustrated in Fig. 11.5(b). In
this case, p is inversely proportional to r.
• Therefore, pressure is maximum at the inner radius and minimum at the outer periphery.
• The maximum pressure intensity at the inner diameter (d/2) is denoted by pa. It is also the
permissible intensity of pressure.
• Since pr is constant,
• There are two phases of wear mechanism in friction lining. They are as follows: (i) When the
friction lining is new, uniform pressure theory is applicable.
• Therefore, p = constant , The wear at the outer radius will be more.
• (ii) Since the pressure is released, there will be no further wear at the outer edge.
• The wear will now take place at the inner edge due to contact of the pressure plate. This
will release pressure and stop further wear at the inner edge.
• This process of wear mechanism alternatively at the outer and inner radii will continue,
till the pressure is adjusted in such a manner that the product pr is constant resulting in
uniform wear at any radius.
• The uniform-pressure theory is applicable only when the friction lining is new.
• When the lining is put into service, wear occurs. Therefore, a major portion of the life of friction
lining comes under the uniform wear criterion and it is more logical to use uniform wear theory
in design of clutches.
 MULTIPLATE CLUTCH

Multi-plate clutch working

 ADVANTAGES OF MULTI-PLATE CLUTCH
• Since the multi-plate clutches consist of more clutch plates, the ability to transmit the torque is quite
high.
• This type of clutch is small. Due to its compact size, the multi-disc clutch is suitable for all types of
vehicles around the globe. Since the motorcycles and scooters only have limited space, the multi-plate
clutch can be easily installed due to its compact size.
• Compared to the single-disc clutch, the diameter of the multi-disc clutch is smaller than that of the
single-disc clutch. Because of this function, the multi-disc clutch can be used in many sports such as
racing and others.
• The multi-plate clutches have many friction surfaces. Since the torque transmission depends on the
number of friction surfaces, the torque is higher with the multi-disc clutch than with the single-disc
clutch.
• Because of the advantage of a higher torque rate, the multi-plate clutches can easily be used in heavy
vehicles which are mainly used for commercial purposes.
• Compared to a single-disc clutch, the multi-disc clutch helps the engine achieve better acceleration.
• Less pedal force is required to operate a multi-plate clutch.
 SEMI-CENTRIFUGAL CLUTCH
• A semi-centrifugal clutch is used to transmit power
from high-powered engines where clutch
disengagement requires appreciable and tiresome
driver’s effort.
• The transmission of power in such clutches is partly by
the clutch springs and the rest by centrifugal action
of an extra weight provided in the system.
• The clutch springs serve to transmit the torque up to
normal speeds, while the centrifugal force assists at
higher speeds.
• Smooth engagement and disengagement.
• Gradual increase in torque as engine speed increases.
• Simple and reliable design.
Working of Semi-centrifugal clutch • Low maintenance.
• Can handle higher loads and speeds than other types
of clutches of similar size.
• Can be used in a wide range of applications such as
lawnmowers, go-karts, small tractors, power tools, and
other small machinery.
CENTRIFUGAL CLUTCH
• Whenever it is required to engage the load after the driving member has attained a particular
speed, a centrifugal clutch is used.
• The centrifugal clutches permit the drive-motor or engine to start, warm up and accelerate to
the operating speed without load.
• Then the clutch is automatically engaged, and the driven equipment is smoothly brought up to the
operating speed.
• As the angular speed of the input shaft increases, the centrifugal force acting on the sliding
shoes increases, causing the shoes to move in a radially outward direction.
• The shoes continue to move with increasing speed until they contact the inner surface of the
drum.
• Power is transmitted due to frictional force between the shoe lining and the inner surface of
the drum.
• The clutch is disengaged automatically. When the angular velocity of the shoes decreases, the
centrifugal force decreases.
• This reduces the normal force between the friction lining and the drum. The friction force,
which is proportional to normal force, also reduces.
• The lining slips with respect to the drum and no torque gets transmitted.
• The centrifugal force (Pcf)1 is balanced by an equal and opposite spring force at the beginning
of the engagement.
CONE CLUTCHES
• A plate clutch consists of one pair of contacting surfaces. The inner and
outer diameters of the friction disk are 100 and200 mm respectively. The
coefficient of friction is 0.2 and the permissible intensity of pressure is1 N/mm2.
Assuming uniform-wear theory, calculate the power-transmitting capacity of
the clutch at750 rpm.
• Assume the data given in Example 1 and calculate the power transmitting capacity of
the clutch using uniform pressure theory.
• A single plate clutch consists of only one pair of contacting surfaces. It is
used for an engine, which develops a maximum torque of 120 N-m. Assume a
factor of safety of1.5 to account for slippage at full-engine torque. The permissible
intensity of pressure is 350 kPa and the coefficient of friction is 0.35. Assuming
uniform wear theory, calculate the inner and outer diameters of the friction lining.
• An automotive plate clutch consists of two pairs of contacting surfaces with
asbestos friction lining. The maximum engine torque is 250 N-m. The coefficient of
friction is0.35. The inner and outer diameters of friction lining are 175 and 250 mm
respectively. The clamping force is provided by nine springs, each compressed by 5
mm to give a force of 800 N, when the clutch is new.(i) What is the factor of safety
with respect to slippage when the clutch is brand new?(ii) What is the factor of safety
with respect to slippage after initial wear has occurred?(iii) How much wear of
friction lining can take place before the clutch will slip?
 The clutch will slip when the spring force is no longer in
a position to transmit the engine torque. The spring
force required to transmit the engine torque of 125 000
N-m is given by,

Since there are nine springs, the force per spring is (3361.34/9) or
373.48 N. When the force per spring will be less than 373.48 N, the
clutch will slip. Suppose x is the wear of friction lining for this
condition.
• A multi-disk clutch consists of five steel plates and four bronze plates. The inner and
outer diameters of the friction disks are 75 and150 mm respectively. The coefficient of
friction is0.1 and the intensity of pressure on friction lining is limited to 0.3 N/mm2.
Assuming uniform wear theory, calculate:(i) the required force to engage the clutch;
and(ii) power transmitting capacity at 750 rpm.
• An oil immersed multi-disk clutch, with molded asbestos on one side and steel disks on
the other, is used in an application. The torque transmitted by the clutch is 75 N-m. The
coefficient of friction between the asbestos lining and the steel plate in the wet condition
is 0.1. The permissible intensity of pressure on the asbestos lining is 500 kPa. The outer
diameter of the friction lining is kept as 100 mm due to space limitation. Assuming
uniform wear theory, calculate the inside diameter of the disks, the required number of
disks and the clamping force.
• A centrifugal clutch consists of four shoes, each having a mass of 1.5 kg. In the
engaged position, the radius to the centre of gravity of each shoe is 110 mm, while the
inner radius of the drum is 140 mm. The coefficient of friction is 0.3. The pre-load in
the spring is adjusted in such a way that the spring force at the beginning of
engagement is 700 N. The running speed is 1440 rpm. Calculate (i) the speed at which
the engagement begins ;and (ii) the power transmitted by the clutch at 1440 rpm
GEARS
 TRANSMISSION REQUIREMENTS
• The transmission should allow the engine to run in the region of its maximum
power speed when the car is traveling at maximum speed.
• This means matching of the maximum engine to the maximum vehicle speed.
• It must allow transmission of maximum engine power continuously over as
large a speed range as possible to permit the fastest possible acceleration.
• For obtaining good fuel economy the transmission system should give
automatically the highest possible torque ratio at steady running.
• Thus, an optimum transmission system would give a smooth start from the rest
and bridge the gap between the maximum speed and starting speed by suitable
gears so as to provide good acceleration and hill climbing consistent with
fuel economy over a wide speed range.
 VEHICLE RESISTANCES

• Tractive effort is defined as the force exerted by the driving wheel in a

direction parallel to the ground against the road resistance.
• A moving vehicle has to overcome the following road resistances:
• 1. Rolling resistance
• 2. Air resistance
• 3. Gradient resistance
• Rolling Resistance: Rolling resistance is defined as the resistance to rolling
motion offered by road over which the vehicle is moving.
• It is mainly the losses occurring due to deformation of road and tyre and
losses occurring due to dissipation of energy in tyre.
• The main cause of the rolling resistance is the hysterics losses, the greater part
of which are converted into heat.
• Then factors which affect the rolling resistance are speed and inflation
pressure of the tyre, tyre design, etc.
• Air Resistance: The vehicle while moving experiences aerodynamic drag the
magnitude of which depends upon the frontal area of the vehicle, shape and
the speed of the vehicle.
• This aerodynamic drag is called the air resistance and is given by
• Where Cd is the coefficient of drag, A the frontal area, ρ is the density of air
and V the vehicle speed.
• Since the air resistance is proportional to the square of the vehicle speed,
it becomes quite significant for high -speed vehicles and requires careful
study of the frontal area, its profile, and the surface finish, etc.
• Gradient Resistance: When a vehicle moves up a gradient, a part of its
weight tries to pull it down.
• That means a force equal to this pull must be supplied by the engine to
overcome this resistance which is referred to as gradient resistance.
• The gradient resistance depends upon the weight of the vehicle and the
steepness or the grade of the road. It is independent of the speed of the
vehicle.
• Total resistance to the motion of the vehicle is thus given by
 FEATURES/ FUNCTIONS OF GEARBOX
• Gearbox is the second stage in the transmission system, after the clutch•
• It is usually bolted to the rear of the engine, with the clutch between them•
• Modern cars with manual transmissions have four or five forward speeds, one reverse and
neutral position.
• The gear lever operated by the driver is connected to a series of selector rods in the top
or side of the gearbox.
• The selector rods lie parallel with shafts carrying the gears.
• Number of gears needed depends on: Engine torque , Load to be moved and Speed of the
vehicle.
• Gearboxes increase the torque while reducing the speed of output shaft•
• The output shaft of a gearbox rotates at a slower rate than the input shaft, and this
reduction in speed produces a mechanical advantage, increasing torque.
• The transmission provide the torque needed to move the vehicle under a variety of road
& load conditions•
• The low gears covering a shorter distance and are useful when speed is low•
• It can be shifted into reverse, so the vehicle can move backwards•
• It can be shifted into neutral for starting the engine & running it without turning the drive
wheels•
• To provide a means to take power away from the gearbox to power auxiliary components
TYPES OF GEARBOX SYSTEMS
SLIDING MESH GEARBOX
• The simplest and oldest type of transmission•
• This gearbox uses a friction clutch modulated by the driver’s foot to connect the engine’s
rotational energy to the transmission’s input shaft•
• The movement of the fork will make the gears on the main shaft to slide on the splines
provided on the shaft.
• This will lead to one of the gears on the main shaft to engage with the corresponding
matching gear on the counter shaft (lay shaft) and thus receive the required power and
speed.
• When the transmission is neutral, the only parts that move within the transmission
process are the main gear and the cluster gear.
• This type of transmission fails to have the same diameters and tooth numbers, cause
the gear to rotate at different speeds and that can result in a gear clash.
• One of the major reasons this gear is no longer used.
CONSTANT MESH GEARBOX
• All the gears are all the time in constant mesh.
• It has three shafts, (like that in the sliding mesh gear box) namely, primary shaft,
main-shaft and the layshaft.
• The primary shaft which carries the clutch is splined and carries a gear that meshes
with the first gear on the layshaft.
• The main shaft has a number of gears (in descending sizes) that mesh with the gears
on the layshaft.
• However, these gears, being on bushes or ball or roller bearings, are free to move on
the main shaft but they do not transmit torque in this situation.
• The large layshaft gear is engaged with the primary shaft gear and other layshaft
gears are engaged with main shaft gears.
• A dog clutch splined to the main shaft provides means of locking the freely
rotating main shaft gears to the main shaft to allow a gear ratio change.
• The sliding dog clutch is placed in the middle of the clutch gear, and the second gear, the
others are positioned in between the first and the reverse gear.
• All the gears are independent of the splined main shaft.
• Dog clutch skids on the main shaft to rotate with it. All the gear on the layshaft is fixed
with it.
• When the left-hand dog clutch is brought to skid to the left through the gearshift lever, it
messes with the clutch gear, and the upper-speed gear is achieved.
• When the left-hand log clutch gets in contact with the second, the second speed gear is
achieved.
• In this process, the gears are in constant mesh. They are safer from damage, prevents
gear clashing problems, and also don’t produce any unpleasant sound while engaging
and disengaging them.
SYNCHROMESH GEARBOX
• The modern cars use helical gears and synchromesh devices in the gearboxes, that
synchronize the rotation of gears that are about to mesh.
• This eliminates clashing of the gears and makes gear shifting easier.
• In most of the vehicles, the synchromesh devices are not fitted to all the gears.
• Because they are intended to be engaged when the vehicle is stationary.
• When the gear lever is moved the synchromesh cone meets with a similar cone on the
pinion.
• Due to friction, the rotating pinion is made to rotate at the same speed as the
synchromesh unit.
• Since both pinion and synchromesh units are moving at the same speed, this
engagement is necessary before engaging the dog teeth so that the cones have a chance
to bring the synchronizer and pinion to the same speed.
 ADVANTAGES- MANUAL TRANSMISSION
• Easier to maintain: Since they are less complex than automatics, there is less of a
chance for something to go wrong. The clutch is the only item that generally needs
repair, but for the most part that isn’t needed for hundreds of thousands of miles.
• Use of gear or engine oil: his fluid deteriorates less quickly and doesn’t require
frequent changes.
• Better fuel economy: Automatic vehicles have a torque converter and hydraulic
pump, which robs the car of a percentage of its fuel efficiency. Those who drive
manual vehicles can increase fuel economy by as much as 15 percent.
• More control: Braking is easier without the torque converter found in automatic
vehicles.
• Cheaper: In general, brand-new stick shift vehicles are cheaper than their automatic
counterparts.
 DISADVANTAGES- MANUAL TRANSMISSION

• Complexity of Use
• Relatively Slower Shifting Speed
• Mechanical Deterioration Due to Improper Use
FLUID/HYDRAULIC COUPLING

• Fluid coupling is also known as

hydraulic coupling.
• It is a hydrodynamic device which
is used to transfer rotational
power from one shaft to another
by the use of transmission fluid.
• It is used in the automotive
transmission system, marine
propulsion system, and in
industries for power transmission.
• It is used as an alternative for the
mechanical clutch.
• It consists of three main components
1. Housing: It is also known as the shell.
It has oil-tight seal around the drive
shaft. It also protects the impeller and
turbine from outside damage.
2. Impeller or pump: It is a turbine
which is connected to the input shaft
and called as impeller. It is also known
as pump because it acts as a centrifugal
pump.
3. Turbine: It is connected to the output
shaft to which the rotational power is to
be transmitted.
 WORKING PRINCIPLE
• As the electric motor accelerates to the running speed, the impeller begins to
centrifugally pump oil to the stationary runner.
• Transmission of oil is diffused by the conical impeller, producing a gradual increase
in torque, allowing the motor to accelerate rapidly to full running speed.
• When all oil is pumped into working circuit, continuous circulation of oil will occur
between the impeller and runner forming a flow path like a helical spring formed in
a ring.
• As soon as transmitted torque reaches the value of resisting torque, the runner starts
rotating and accelerates the driven load.
• The time require to reach full speed is dependent on the inertia of the driven load,
resisting torque and the torque being transmitted by the fluid coupling.
 ADVANTAGES
• Wear-free power transmission due to the absence of mechanical connection between the input and output
elements.

• No-load start-up of motor irrespective of machine load.

• Sequential starting of multiple motors to reduce the aggregate value of current drawn.

• Smooth and controlled acceleration of large inertia-driven machines by a simple squirrel cage induction
motor.

• Motor selection to operating duty/load rather than starting loads resulting in lowering capital cost.

• Overload protection for motor and driven machine by limiting maximum torque to a predetermined safe
value.

• Simple control of torque by changing the fill level (amount of operating fluid).

• Automatic unloading of prime mover in case of sustained overload due to response (blowing-off) of fusible
safety plug.

• Effective dampening of shocks, load fluctuations, and torsional vibrations.

• Step less speed variation in tube type fluid couplings.

• High efficiency due to low slip at rated duty

AUTOMOATIC TRANSMISSION SYSTEMS
TORQUE CONVERTOR
• Torque converters are similar in construction to the fluid flywheel, the main difference
being that the former has a reaction member or stator.
• This stator produces a change of torque between the input and output shafts of the
converter, enabling an infinite number of speed and torque changes to be obtained to
suit varying conditions.
• If this conversion is multiplied by the ratio of an epicyclic gearbox, the torque demands
of a large-engine car are covered for all practical purpose.
• A single stage three-element torque converter is shown in a simple form in figure.
• The three elements are the impeller, stator, and turbine; other designs have more
elements and additional stages to improve the efficiency over a wide range, and may
have variable-angle stator vanes.
• The stator, or stationary member, redirects the flow of oil leaving the turbine outlets
and, with the stator as a fulcrum, boosts the action of the impeller.
• To improve the performance, the blades of the turbine are curved and are fewer in
number than the impeller to overcome the effects of vane interference.
• As the turbine speed increases the stator vanes would tend to impede the return of oil to
the impeller, and to prevent this, the stator is mounted on a one-way clutch.
• Thus the stator can rotate in the same direction as the engine, together with the turbine
and impeller, but is held in the opposite direction and possesses similar characteristics
to the fluid flywheel, the speed ratio between the engine and outputshaft approaching
1:1.
EPICYCLIC GEAR TRAIN
• 1. Ring gear- It is a type of gear that have angular cut teethes at its inner surface , and is
placed in outermost position in epicyclic gearbox, the inner teethes of ring gear is in
constant mesh at outer point with the set of planetary gears ,it is also known as annular
ring.
• 2. Sun gear- It is the gear with angular cut teethes and is placed in the middle of the
epicyclic gearbox; the sun gear is in constant mesh at inner point with the planetary gears
and is connected with the input shaft of the epicyclic gear box.
• 3. Planet gears- These are small gears used in between ring and sun gear , the teethes of
the planet gears are in constant mesh with the sun and the ring gear at both the inner
and outer points respectively. The axis of the planet gears are attached to the planet
carrier which is carrying the output shaft of the epicyclic gearbox.
• 4. Planet carrier- It is a carrier attached with the axis of the planet gears and is
responsible for final transmission of the output to the output shaft. The planet gears
rotate over the carrier and the revolution of the planetary gears causes rotation of the
carrier.
• 1. What are the functions of Clutch?
• 2. What is the requirement of a clutch?
• 3. Explain with a neat sketch working of a Semi-centrifugal clutch.
• 4. With a neat sketch explain the working of Fluid flywheel.
• 5. Write a short note on i) Centrifugal clutch ii) Single plate clutch.
• 6. What are the requirements of Transmission? Explain
• 7. Define the terms i) Rolling resistance, ii) Air resistance, and iii) Gradient resistance
• 8. Explain with a neat sketch of a Sliding Mesh gear box and show the diagram of engaging gear 1st and 4th
gear.
• 9. Explain with a neat sketch of a Constant Mesh gear box and show the diagram of engaging gear 1st
and Reverse gear .
• 10. Explain with a neat sketch of a Synchromesh Mesh gear box and show the diagram of engaging gear 1st
and 3rd gear.
• 11. Write a short note on i) Torque converter ii) Epicyclic gear box with a neat sketch.
• 12. Explain with a neat sketch working of a Overdrive.
• 13. What are the advantages of epicyclic gear box?
TYRES
 PARTS OF A TYRE

• The tyre is made of many different parts that are

molded together to form the complete structure.
• The parts are built up, one at a time on a collapsible
drum.
• The components of the tyre in the order of
assembly are as follows:1.Liner.2. Cords and plies.3.
Beads or ribs.4.Tread layer.5.Side walls.6.Outer
rubber covering.
• The liner and plies together is sometime called inner
casing or carcass.
• The assembled parts are removed from the drum
and bonded together by a process called
vulcanizing.
• In this process, the rubber is heated under pressure
to give it the required form and characteristics.
 DESIRABLE TYRE PROPERTIES
• 1. Non-skidding – The tyre should not skid or slip on the road surface. It should have
good grip.
• 2. Uniform wear – The tyre must wear uniformly over its outer circumference.
• 3. Load carrying – The tyre should be able to carry the vehicle load, and also the alternate
stresses set up during each revolution.
• 4. Cushioning - The tyre should be able to absorb vibrations set up by the road surfaces
and therefore provide cushioning effect.
• 5. Power consumption – While rolling on the road surface, the tyre should consume
minimum power developed by the engine.
• 6. Noise – The tyre should create minimum noise while running on the road surface.
• 7. Balancing – Tyre should be balanced statically as well as dynamically.
• It consists of mainly the outer cover ie, the tyre proper and the tube inside.
• The tyre-tube assembly is mounted over the wheel rim.
• It is the air inside the tube that carriers the entire load and provides the cushion.
• The tyre performs the following functions.
• 1. To support the vehicle load.
• 2. To provide cushion against shocks.
• 3. To transmit driving and braking forces to the road.
• 4. To provide cornering power for smooth steering.
• Tubeless tyre does not enclose a tube.
• The air under pressure is filled in the tyre itself.
• The tyre consists of an outer cover with a special inner lining. It does not employ any
sealant and depends upon an airtight cord fabric to retain the air.
• The valve is not fitted to the tyre, but fitted in a hole in the wheel rim.
• Tubeless tyre is lighter and runs cooler than the tubed tyre.
• The construction of the tyre is such that the nail puncture results in very little or no air
loss as long as the nail remains in the tyre.
• This is an advantage. Any hole in the tubeless tyre can be repaired simply by rubber
plugging.
• Tubed tyres: This is the type of tyre used widely. Inside the tyre, there is an endless
tube fitted with a valve.
• Air is forced through the valve and is retained inside the tube under pressure. The air
inside the tube acts as the cushioning medium.
• Sometime a flap is also used which prevents the tube, when deflated, from getting
caught between the rim and the tyre bead.
• The outer portion of the tyre which rolls on the road is called tread.
• At the inner edges of the tyre, beads are formed by reinforcing with steel wires. The
beads act as strong shoulders form bearing against the wheel rim.
• Rayon or Nylon cords are formed into number of plies. The beads, side walls and
cords give strength to the tyre.
• The tread provides resistance against slipping.