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Selection of material is an important aspect for manufacturing industries . The quality of product is highly depends upon its material properties. These properties are used to distinguish materials from each other. For Example: A harder material is used to make tools.A ductile material is used to draw wires. So the knowledge of mechanical properties of material is desirable for any mechanical student or for any person belongs to mechanical industries. This post brings top 18 mechanical properties. Mechanical properties of material: There are mainly two types of materials. First one is metal and other one is non metals. Metals are classified into two types : Ferrous metals and Non-ferrous metals. Ferrous metals mainly consist iron with comparatively small addition of other materials. It includes iron and its alloy such as cast iron, steel, HSS etc. Ferrous metals are widely used in mechanical industries for its various advantages. Nonferrous metals contain little or no iron. It includes aluminum, magnesium, copper, zinc etc. Most Mechanical properties are associated with metals. These are #1. Strength: The ability of material to withstand load without failure is known as strength. If a material can bear more load, it means it has more strength. Strength of any material mainly depends on type of loading and deformation before fracture. According to loading types, strength can be classified into three types. a. Tensile strength: b. Compressive strength: 3. Shear strength: According to the deformation before fracture, strength can be classified into three types. a. Elastic strength: b. Yield strength: c. Ultimate strength: #2. Homogeneity: If a material has same properties throughout its geometry, known as homogeneous material and the property is known as homogeneity. It is an ideal situation but practically no material is homogeneous. #3. Isotropy: A material which has same elastic properties along its all loading direction known as isotropic material. #4. Anisotropy: A material which exhibits different elastic properties in different loading direction known as an-isotropic material. #5. Elasticity: If a material regain its original dimension after removal of load, it is known as elastic material and the property by virtue of which it regains its original shape is known as elasticity. Every material possess some elasticity. It is measure as the ratio of stress to strain under elastic limit. #6. Plasticity: The ability of material to undergo some degree of permanent deformation without failure after removal of load is known as plasticity. This property is used for shaping material by metal working. It is mainly depends on temperature and elastic strength of material. #7. Ductility: Ductility is a property by virtue of which metal can be drawn into wires. It can also define as a property which permits permanent deformation before fracture under tensile loading. The amount of permanent deformation (measure in percentage elongation) decides either the material is ductile or not. Percentage elongation = (Final Gauge Length – Original Gauge Length )*100/ Original Gauge Length If the percentage elongation is greater than 5% in a gauge length 50 mm, the material is ductile and if it less than 5% it is not. #8. Brittleness: Brittleness is a property by virtue of which, a material will fail under loading without significant change in dimension. Glass and cast iron are well known brittle materials. #9. Stiffness: The ability of material to resist elastic deformation or deflection during loading, known as stiffness. A material which offers small change in dimension during loading is more stiffer. For example steel is stiffer than aluminum. #10. Hardness: The property of a material to resist penetration is known as hardness. It is an ability to resist scratching, abrasion or cutting. It is also define as an ability to resist fracture under point loading. #11. Toughness: Toughness is defined as an ability to withstand with plastic or elastic deformation without failure. It is defined as the amount of energy absorbed before actual fracture. #12. Malleability: A property by virtue of which a metal can flatten into thin sheets, known as malleability. It is also define as a property which permits plastic deformation under compression loading. #13. Machinability: A property by virtue of which a material can be cut easily. #14. Damping: The ability of metal to dissipate the energy of vibration or cyclic stress is called damping. Cast iron has good damping property, that’s why most of machines body made by cast iron. #15. Creep: The slow and progressive change in dimension of a material under influence of its safe working stress for long time is known as creep. Creep is mainly depend on time and temperature. The maximum amount of stress under which a material withstand during infinite time is known as creep strength. #16. Resilience: The amount of energy absorb under elastic limit during loading is called resilience. The maximum amount of the energy absorb under elastic limit is called proof resilience. #17. Fatigue Strength: The failure of a work piece under cyclic load or repeated load below its ultimate limit is known as fatigue. The maximum amount of cyclic load which a work piece can bear for infinite number of cycle is called fatigue strength. Fatigue strength is also depend on work piece shape, geometry, surface finish etc. #18. Embrittlement: The loss of ductility of a metal caused by physical or chemical changes, which make it brittle, is called embrittlement.

They both are the metal forming processes. When plastic deformation of metal is carried out at temperature above the recrystallization temperature the process, the process is known as hot working. If this deformation is done below the recrystallization temperature the process is known as cold working. There are many other differences between these processes which are described as below. Difference between Hot Working and Cold Working: S.No. Cold working Hot working 1 It is done at a temperature below the recrystallization temperature. Hot working is done at a temperature above recrystallization temperature. 2. It is done below recrystallization temperature so it is accomplished by strain hardening. Hardening due to plastic deformation is completely eliminated. 3. Cold working decreases mechanical properties of metal like elongation, reduction of area and impact values. It increases mechanical properties. 4. Crystallization does not take place. Crystallization takes place. 5. Material is not uniform after this working. Material is uniform thought. 6. There is more risk of cracks. There is less risk of cracks. 7. Cold working increases ultimate tensile strength, yield point hardness and fatigue strength but decreases resistance to corrosion. In hot working, ultimate tensile strength, yield point, corrosion resistance are unaffected. 8. Internal and residual stresses are produced. Internal and residual stresses are not produced. 9. Cold working required more energy for plastic deformation. It requires less energy for plastic deformation because at higher temperature metal become more ductile and soft. 10. More stress is required. Less stress required. 11. It does not require pickling because no oxidation of metal takes place. Heavy oxidation occurs during hot working so pickling is required to remove oxide. 12. Embrittlement does not occur in cold working due to no reaction with oxygen at lower temperature. There is chance of embrittlement by oxygen in hot working hence metal working is done at inert atmosphere for reactive metals.

Tires are the principal product of the rubber industry, accounting for about three fourths of total tonnage. Other important products include footwear, hose, conveyor belts, seals, shock-absorbing components, foamed rubber products, and sports equipment Tires Pneumatic tires are critical components of the vehicles on which they are used. They are used on automobiles, trucks, buses, farm tractors, earth-moving equipment, military vehicles, bicycles, motorcycles, and aircraft. Tires support the weight of the vehicle and the passengers and cargo on board; they transmit the motor torque to propel the vehicle (except on aircraft); and they absorb vibrations and shock to provide a comfortable ride. Tire Construction and Production Sequence A tire is an assembly of many parts, whose manufacture is unexpectedly complex. A passenger car tire consists of about 50 individual pieces; a large earthmover tire may have as many as 175. To begin with, there are three basic tire constructions steps 1. Diagonal ply 2. Belted bias 3. Radial ply In all three cases, the internal structure of the tire, known as the carcass, consists of multiple layers of rubber-coated cords, called plies. The cords are strands of various materials such as nylon, polyester, fiberglass, and steel, which provide inextensibility to reinforce the rubber in the carcass. The diagonal ply tire has the cords running diagonally, but in perpendicular directions in adjacent layers. A typical diagonal ply tire may have four plies. The belted bias tire is constructed of diagonal plies with opposite bias but adds several more layers around the outside periphery of the carcass. These belts increase the stiffness of the tire in the tread area and limit its diametric expansion during inflation. The cords in the belt also run diagonally, as indicated in the sketch. A radial tire has plies running radially rather than diagonally; it also uses belts around the periphery for support. A steel-belted radial is a tire in which the circumferential belts have cords made of steel. The radial construction provides a more flexible sidewall, which tends to reduce stress on the belts and treads as they continually deform on contact with the flat road surface during rotation. This effect is accompanied by greater tread life, improved cornering and driving stability and a better ride at high speeds. In each construction, the carcass is covered by solid rubber that reaches a maximum thickness in the tread area. The carcass is also lined on the inside with a rubber coating. For tires with inner tubes, the inner liner is a thin coating applied to the innermost ply during its fabrication. For tubeless tires, the inner liner must have low permeability because it holds the air pressure; it is generally a laminated rubber. Tire production can be summarized in three steps 1. Preforming of components 2. Building the carcass and adding rubber strips to form the sidewalls and treads 3. Molding and curing the components into one integral piece. Preforming of Components The carcass consists of a number of separate components, most of which are rubber or reinforced rubber. These, as well as the sidewall and tread rubber, are produced by continuous processes and then pre-cut to size and shape for subsequent assembly. The components and the preforming processes to fabricate them are: 1. Bead coil: Continuous steel wire is rubber-coated, cut, coiled, and the ends joined. 2. Plies: Continuous fabric (textile, nylon, fiber glass and steel) is rubber coated in a calendering process and pre-cut to size and shape. 3. Inner lining: For tube tires, the inner liner is calendered onto the innermost ply. For tubeless tires, the liner is calendered as a two-layered laminate. 4. Belts: Continuous fabric is rubber coated (similar to plies), but cut at different angles for better reinforcement; then made into a multi-ply belt. 5. Tread: Extruded as continuous strip; then cut and pre assembled to belts. 6. Sidewall: Extruded as continuous strip; then cut to size and shape. Building the Carcass The carcass is traditionally assembled using a machine known as a building drum, whose main element is a cylindrical arbor that rotates. Pre-cut strips that form the carcass are built up around this arbor in a step-by-step procedure. The layered plies that form the cross section of the tire are anchored on opposite sides of the rimby two bead coils. The bead coils consist of multiple strands of high-strength steel wire. Their function is to provide a rigid support when the finished tire is mounted on the wheel rim. Other components are combined with the plies and bead coils. These include various wrappings and filler pieces to give the tire the proper strength, heat resistance, air retention, and fitting to the wheel rim. After these parts are placed around the arbor and the proper numbers of plies have been added, the belts are applied. This is followed by the outside rubber that will become the sidewall and tread. At this point in the process, the treads are rubber strips of uniform cross section—the tread design is added later in molding. The building drum is collapsible, so that the unfinished tire can be removed when finished. The form of the tire at this stage is roughly tubular. Molding and Curing Tire molds are usually two-piece construction (split molds) and contain the tread pattern to be impressed on the tire. The mold is bolted into a press, one half attached to the upper platen and the bottom half fastened to the lower platen (the base). The uncured tire is placed over an expandable diaphragm and inserted between the mold halves. The press is then closed and the diaphragm expanded, so that the soft rubber is pressed against the cavity of the mold. This causes the tread pattern to be imparted to the rubber. At the same time, the rubber is heated, both from the outside by the mold and from the inside by the diaphragm. Circulating hot water or steam under pressure is used to heat the diaphragm. The duration of this curing step depends on the thickness of the tire wall. A typical passenger tire can be cured in about 15 minutes. Bicycle tires cure in about 4 minutes, whereas tires for large earth-moving equipment take several hours to cure. After curing is completed, the tire is cooled and removed from the press.