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    • 专利摘要:
    tire with radial frame armor the invention relates to a tire with radial frame armor, consisting of at least one layer of metallic reinforcement elements, said tire comprising a top frame (5), itself covered by a tread (6), said tread being joined to two beads (3) by means of two flanks. according to the invention, the metallic reinforcement elements of at least one layer of the carcass reinforcement (2) are unreinforced cables with a permeability test of less than 20 cm3 / min and in a radial plane, at least over a part of the tire's meridian profile, the thickness of rubber mixture (e) between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement closest to the inner surface of the cavity is less or equal to 3.5 mm and the ratio between thicknesses of rubber mixture between the inner surface of the pneumatic cavity and the point of a metallic reinforcement element of the carcass reinforcement the closest to the said internal surface of the two-cavity distinct parts of the tire is greater than 1.15.
    公开号:BR112012007834B1
    申请号:R112012007834-8
    申请日:2010-10-05
    公开日:2020-09-29
    发明作者:Alain Domingo；Christelle Chaulet
    申请人:Compagnie Generale Des Etablissements Michelin；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a tire, the reinforcement of the radial carcass and more particularly to a tire designed to equip vehicles carrying heavy loads and running at a sustained speed, such as, for example, trucks, tractors, trailers or road buses .
    [0002] The reinforcement or reinforcement reinforcement of tires and notably the tires of heavy-load vehicles is currently and more frequently - it consists of a stacking of one or more tarpaulins classically called "carcass tarpaulins", "tarpaulin tarpaulins". top ", etc. This way of designating reinforcement armatures comes from the manufacturing process, consisting of making a series of semi-finished products in the form of tarpaulins, provided with longitudinal wire reinforcements, which are then assembled or stacked in order to make a tire outline. . The tarps are made long, with large dimensions and then cut according to the dimensions of a given product. The assembly of the tarpaulins is also carried out, at first, approximately lengthwise. The sketch thus made is then shaped to adopt the typical toroidal profile of tires. Semi-finished products called "finishing" are then applied over the sketch, to obtain a product ready for vulcanization.
    [0003] This type of "classic" process implies, in particular, for the stage of manufacturing the tire outline, the use of an anchoring element (usually a cord), used to anchor or maintain the carcass reinforcement in the area tire beads. Thus, for this type of process, a portion of all the tarpaulins that make up the reinforcement of the carcass (or only a part) is turned around a cordon arranged in the tire bead. This creates an anchoring of the carcass reinforcement in the bead.
    [0004] The generalization in the industry of this type of classic process, in spite of numerous variations in the way of making the tarps and the assemblies, led the technician to use a vocabulary based on the process; hence the generally accepted terminology, notably comprising the terms "tarpaulins", "carcass", "cordel", "conformation" to designate the transition from a flat profile to a toroidal profile, etc.
    [0005] There are nowadays tires that do not properly speak of "tarpaulins" or "cordonels" according to the preceding definitions. For example, EP 0.582.196 describes tires manufactured without the aid of semi-finished products in the form of tarpaulins. For example, the reinforcement elements of the different reinforcement structures are applied directly over the adjacent layers of rubber compounds, the whole being applied in successive layers over a toroidal core whose shape allows to directly obtain a profile that resembles the final tire profile ongoing manufacturing. Thus, in this case, it is no longer "semi-finished", nor "canvas", nor "cordel". Basic products such as rubber compounds and reinforcement elements in the form of threads or filaments are applied directly to the core. This core being toroidal in shape, it is no longer necessary to form the outline to go from a flat profile to a log-shaped profile.
    [0006] Furthermore, the tires described in this document do not have the "traditional" overturning of canvas carcass around a cordel. This type of anchorage is replaced by an arrangement in which the circumferential wires are reinforced adjacent to said flank reinforcement structure, the whole being immersed in an anchoring or bonding rubber compound.
    [0007] There are also assembly processes on a toroidal core using semi-finished products specially adapted for a quick, effective and simple installation on a central core. Finally, it is also possible to use a mix comprising at the same time certain semi-finished products to make certain architectural aspects (such as tarpaulins, cordage, etc.), while others are made from the direct application of mixtures and / or reinforcement elements.
    [0008] In this document, in order to take into account recent technological developments both in the field of manufacturing and for product design, the classic terms such as "tarpaulins", "cordonels", etc., are advantageously replaced by terms neutral or independent of the type of process used. Thus, the term "carcass reinforcement" or "sidewall reinforcement" is valid to designate the reinforcement elements of a carcass tarpaulin in the classic process, and the corresponding reinforcement elements, generally applied at the flank level, of a tire produced according to a semi-finished process. The term "anchoring zone" can mean both the "traditional" turning of carcass canvas around a cord of a classic process, and the set formed by the circumferential reinforcing elements, the rubber compound and the adjacent portions of flank reinforcement of a low zone carried out with a process applied over a toroidal core.
    [0009] In general, in heavy load type tires, the carcass reinforcement is anchored partly and another in the area of the bead and is topped radially by a top reinforcement consisting of at least two layers, overlapping and formed of threads or parallel cables in each layer and crossed from one layer to the next making the circumferential direction between 10 ° and 45 °. Said working layers, forming the working armature, can also be covered with at least one layer of protection and formed of reinforcing elements with metallic advantage and extensible, said elastic. It can also comprise a layer of metal wires or cables of low extensibility, making the circumference between 45 ° and 90 ° with the circumference, this canvas, called triangulation, being located radially between the reinforcement of the carcass and the first canvas of top of work, formed of wires or parallel cables with angles at most equal to 45 ° in absolute value. The triangulation canvas forms, at least with the aforementioned work canvas, a triangulated armor, which, under the different stresses that it undergoes little deformation, the triangulation canvas having as essential role to resume the transversal compression efforts of which the set is object reinforcement elements in the top area of the tire.
    [0010] In the case of tires for "heavy-load" vehicles, a single layer of protection is commonly present and its protective elements are, in most cases, oriented in the same direction and with the same angle in absolute value as the of the reinforcement elements of the working layer radially as much outside as possible and therefore radially adjacent. In the case of civil engineering tires for use on more or less hilly ground, the presence of two layers of protection is advantageous, the reinforcing elements being crossed from one layer to the next and the reinforcing elements of the radially internal protective layer being crossed with the inextensible reinforcement elements of the radially external working layer and adjacent to said radially internal protective layer.
    [0011] The circumferential direction of the tire, or longitudinal direction, is the direction corresponding to the periphery of the tire and defined by the direction of rotation of the tire.
    [0012] The transverse or axial direction of the tire is parallel to the tire's axis of rotation.
    [0013] The radial direction is a direction cutting the rotation axis of the tire and perpendicular to it.
    [0014] The axis of rotation of the tire is the axis around which it rotates in normal use.
    [0015] A radial or meridian plane is a plane that contains the tire's axis of rotation.
    [0016] The circumferential median plane, or equatorial plane, is a plane perpendicular to the axis of rotation of the tire and dividing the tire into two halves.
    [0017] Certain current tires, called "road", are intended to run at great speed and on increasingly long routes, due to the improvement of the road network and the growth of the motorway network in the world. The set of conditions, under which such a tire is called upon to rotate, undoubtedly allows an increase in the number of kilometers traveled, less tire wear; on the other hand, the durability of the latter is impaired. In order to authorize one or even two resurfacing of such tires in order to prolong their life, it is necessary to preserve a structure and notably a reinforcement of the carcass whose durability properties are sufficient to support the referred resurfacing.
    [0018] Prolonged running-in in particularly severe conditions of the tires thus constructed certainly indicate limits in terms of durability of these tires.
    [0019] The elements of the carcass reinforcement are notably subjected to bending and compression stresses when rolling, meeting their durability. The cables that make up the reinforcement elements of the carcass layers are in fact subjected to high stresses when the tires are running, notably in repeated flexions or curvature variations inducing friction, and therefore wear, as well as fatigue. This phenomenon is called "fatigue-fretting".
    [0020] To fulfill their function of reinforcing the tire carcass reinforcement, said cables must first have good flexibility and high durability in flexion, which implies notably that their wires have a relatively low diameter, preferably less than 0.28 mm, more preferably less than 0.25 mm, generally less than that of the wires used in conventional cables for tire top reinforcements.
    [0021] The carcass reinforcement cables are also subjected to so-called "fatigue-corrosion" phenomena due to the nature even of the cables that favor the passage or even drain corrosive agents such as oxygen and moisture. In fact, the air or water that penetrates the tire, for example, when it is degraded when it is cut, or more simply because of the permeability, even low on the inner surface of the tire, can be conducted through the channels formed within the cables. due to its structure.
    [0022] All these fatigue phenomena that are usually grouped under the generic term "fatigue-fretting-corrosion" are the origin of a progressive degeneration of the mechanical properties of the cables and can affect, for the most severe running conditions, the their life span.
    [0023] In order to improve the durability of these carcass reinforcement cables, it is known notably to increase the thickness of the rubber layer that forms the inner wall of the tire cavity to limit the permeability of said layer as much as possible. This layer is commonly made up of butyl in order to increase the air-tightness of the tire. This type of material has the drawback of increasing the cost of the tire.
    [0024] It is still known to modify the construction of said cables in order notably to increase their penetrability through rubber, and thus limit the size of the passage of oxidizing agents.
    [0025] Furthermore, tire wear on heavy-duty vehicles with road use, especially when they are mounted twinned on a driving axle or on trailers, leads to unwanted uses in deflated mode. Indeed, the analyzes carried out show that tires are often used in an under-calibrated mode without the driver noticing. Under-calibrated tires are therefore regularly used over distances that are not negligible. The tire thus used undergoes greater deformations than under normal conditions of use, which can lead to a deformation of the cables of the "camber" type reinforcement which are strongly penalizing, notably to withstand the stresses connected to the filling pressures.
    [0026] In order to limit this problem linked to the risk of cambering of the reinforcement elements of the carcass reinforcement, it is known to use cables reinforced by an extra wire that surrounds the cable and preventing all risks of cambering of the cable or wires constituting the cable. The tires thus produced, present less risk of deterioration linked to the rolling in low pressure calibration, have performances in terms of attenuated flexural strength due notably to the friction between the rim wire and the external wire of the cable when the tire deforms in shooting.
    [0027] Cables are still known to remedy this camber problem when running with an under-calibrated tire, to increase at least locally, in the areas in front of the carcass reinforcement zone that may present a camber, the thickness of the rubber layer that forms the inner wall of the tire cavity. As previously explained, an increase, even local, in the thickness of the rubber layer separating the carcass reinforcement from the tire cavity leads to a higher tire cost.
    [0028] The inventors thus placed themselves on a mission to supply tires for heavy vehicles of the "heavy load" type, whose wear performances are preserved for road uses and of which the notably durability performances are improved notably in relation to the "fatigue" phenomena - corrosion "or" fatigue-fretting-corrosion ", whatever the running conditions, notably in terms of calibration and whose manufacturing cost remains acceptable.
    [0029] This objective was achieved according to the invention by a tire with radial carcass reinforcement, consisting of at least one layer of reinforcement elements, said tire comprising a top reinforcement, itself radially covered with a tread , said tread being joined to two beads by means of two flanks, the metallic reinforcement elements of at least one layer of the carcass reinforcement being of unreinforced cables presenting in the said permeability test a flow rate of less than 20 cm3 / min, in a radial plane, at least over a part of the tire's meridian profile, the thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement closest to the said internal cavity surface being less than or equal to 3.5 mm and in a radial plane, the relationship between thicknesses of rubber compound between the internal cavity surface age of the tire and the point of a metallic reinforcement element of the carcass reinforcement the closest to said internal surface of the cavity of two distinct parts of the tire being greater than 1.15 and preferably greater than 1.35.
    [0030] The said permeability test allows determining the longitudinal air permeability of the cables tested, by measuring the volume of air passing through the test piece under constant pressure for a given time. The principle of such a test, well known to the person skilled in the art, is to demonstrate the effectiveness of treating a cable to make it impermeable to air; it has been described, for example, in ASTM D2692-98.
    [0031] The test is carried out on cables extracted directly, by stripping, from the vulcanized rubber sheets that they reinforce, therefore, penetrated by the vulcanized rubber.
    [0032] The test is carried out on 2 cm of cable length, therefore covered by its rubber composition (or S coating gum) surrounding the vulcanized state, as follows: air is sent to the cable entrance, under a pressure of 1 bar, and the volume of air at the outlet is measured with the help of a flow meter (calibrated, for example, from 0 to 500 cm3 / min). During the measurement, the cable sample is blocked in a tight compressed joint (for example, a dense foam or rubber joint) in such a way that only the amount of air passing through the cable from one end to the other, according to its longitudinal axis, is taken into account by the measure; the watertightness of the watertight joint being previously controlled with the help of a solid rubber test piece, that is, without cable.
    [0033] The average air flow rate measured (average over 10 specimens) is so much lower that the cable's longitudinal tightness is high. The measurement being made with an accuracy of ± 0.2 cm3 / min, the measured values less than or equal to 0.2 cm3 / min are considered as null; they correspond to a cable that can be classified as air tight (totally watertight) along its axis (that is, in its longitudinal direction).
    [0034] This permeability test is, on the other hand, a simple means of indirectly measuring the cable penetration rate by a rubber composition. The measured flow rate is even lower than the rubber penetration rate of the cable is high.
    [0035] Cables presenting to the said permeability test a flow rate below 20 cm3 / min have a penetration rate greater than 66%.
    [0036] The penetration rate of a cable can also be estimated according to the method described below. In the case of a layered cable, the method consists of firstly eliminating the outer layer on a sample between 2 and 4 cm in length and then measuring along a longitudinal direction and along an axis given the sum of the lengths of rubber compound related to the length of the sample. These length measurements of rubber compound exclude spaces not penetrated on this longitudinal axis. These measurements are repeated on three longitudinal axes divided over the sample periphery and repeated on five cable samples.
    [0037] When the cable comprises several layers, the first elimination step is repeated with the newly external layer and the length measurements of rubber compound according to longitudinal axes.
    [0038] An average of all the ratios of lengths of rubber compound over the lengths of the samples thus determined is then performed to define the cable penetration rate.
    [0039] The thickness of rubber compound between the inner surface of the tire cavity and the point of a reinforcement element closest to said surface is equal to the length of the orthogonal projection of the point end of a reinforcement element as close as possible of said surface on the inner surface of the tire cavity.
    [0040] The measures of thickness of rubber compound are made on a cross section of a tire, the tire being, therefore, in an unfilled state.
    [0041] According to a preferred embodiment of the invention, the carcass reinforcement cables present in the said permeability test a flow rate of less than 10 cm3 / min and preferably even less than 2 cm3 / min.
    [0042] According to an advantageous embodiment of the invention, the thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement closest to said inner surface of the cavity is less or equal to 3.5 mm over at least two thirds of the tire's meridian profile.
    [0043] The inventors were able to point out that a tire made in accordance with the invention leads to improvements in terms of commitment to durability, very interesting manufacturing costs. Indeed, the durability properties with such a tire are at least as good as with the best solutions mentioned above, either under normal running conditions or under running conditions in under calibrated mode. In addition, the thickness of the rubber compound layer between the carcass reinforcement and the tire cavity being at least locally reduced in relation to ordinary tires and this constituting one of the most expensive components of the tire, the cost of manufacturing the tire is lower than a standard tire. In the so-called permeability test, the cables of the reinforcement in the permeability test have a flow rate of less than 20 cm3 / min allowing, on the one hand, to limit the risks related to corrosion and, on the other hand, they seem to confer an effect against camber thereby allowing to reduce as best as possible the thickness of the rubber compounds between the inner surface of the tire cavity and the carcass reinforcement. In certain areas of the tire's meridian profile, the thickness of the rubber compound layer between the carcass reinforcement and the tire cavity is provided according to the larger invention to limit the risks of cable corrosion as much as possible, for example , at the levels of the most requested zones in terms of bending stresses under the nominal conditions of use.
    [0044] According to a preferred embodiment of the invention, in a radial plane, at least over a part of the tire's meridian profile, the thickness of rubber compound between the inner surface of the tire cavity and the point of an element metallic reinforcement of the carcass reinforcement the closest to the said internal surface of the cavity is greater than 3.5 mm and preferably greater than 4 mm.
    [0045] Preferably still, the meridian length of a part of the tire profile whose thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement the closest to said inner surface the cavity is more than 3.5 mm is between 5 and 20 mm.
    [0046] Advantageously according to the invention, the thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement the closest to said inner surface of the cavity is less than or equal to 3.5 mm when the difference in curvature between the referred part of the meridian profile of the carcass reinforcement in the deformed area due to crushing in the contact area and in the area opposite the contact area is less than 0.008 mm-1 in the nominal conditions of use.
    [0047] The part in question of the meridian profile of the carcass reinforcement is the part surrounding the said point of a metallic reinforcement element where the thickness measurement is made.
    [0048] In the same way, the thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement the closest to the said inner surface of the cavity is advantageously more than 3.5 mm when the difference in curvature between the part in question of the meridian profile of the carcass reinforcement in the deformed area due to crushing in the contact area and in the area on the opposite side of the contact area is greater than 0.008 mm -1 in the nominal conditions of use . These parts of the meridian profile correspond to the parts of the tire that are most requested for deformation and are, for example, the areas of the tire's flanks in relation to the hooks of the wheel on which the tire is mounted or the areas of the tires corresponding to the shoulders of the tires.
    [0049] According to a preferred embodiment of the invention, the meridian length of the tire profile comprises a maximum of four parts whose thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement the closest to the said internal surface of the cavity is greater than 3.5 mm.
    [0050] According to this variant of the invention, at least two parts of the tire profile whose thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement closest to the said inner surface of the cavity is greater than 3.5 mm are centered at more or less 20 mm, measured at the curvilinear abscissa of the inner surface of the tire's tire cavity, on the orthogonal projection of the tire shoulder ends on the inner surface of the tire .
    [0051] In the sense of the invention, a shoulder protruding end is defined, in the shoulder area of the tire, by the orthogonal projection on the outer surface of the tire at the intersection of the tangents on the surfaces of an axially external end of the tread (top sculptures) on the one hand and the radially outer edge of a flank on the other.
    [0052] According to this variant of the invention, at least two parts of the tire profile whose thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement nearest of said inner surface of the cavity is greater than 3.5 mm are centered at more or less 20 mm, measured at the curvilinear abscissa of the inner surface of the tire's tire cavity, on the orthogonal projection on the inner surface of the tire points on the outer surface of the tire intended to come into contact with the radially outermost point of a rim hook.
    [0053] According to a preferred embodiment of the invention, the rubber compound between the tire cavity and the reinforcement elements of the carcass reinforcement layer the radially inwardly being made up of at least two layers of rubber compound, in the level of the parts of the tire's meridian profile showing a thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement the closest to said inner surface of the cavity less than or equal to 3 .5 mm, the rubber compound layer radially too much inside has a thickness of less than 2 mm and preferably less than 1.8 mm. As previously explained, this layer is commonly made up of butyl in order to increase the watertightness of the tire and this type of material presenting a not negligible cost, the reduction of this layer is favorable.
    [0054] Preferably still according to the invention, in a radial plane, over at least the part of the tire's meridian profile over which the thickness of rubber compound between the inner surface of the tire cavity and the point of an metallic reinforcement of the carcass reinforcement the closest to the said internal surface of the cavity is less than or equal to 3.5 mm, the thickness of the rubber compound forming the internal surface of the tire cavity is less than 1.7 mm.
    [0055] According to this preferred embodiment of the invention, the thickness of the rubber compound between the carcass reinforcement and the tire cavity is provided in the areas of less thickness of the rubber compound, forming the inner surface of the tire cavity. is less than 1.7 mm. This rubber compound forming the inner surface of the tire cavity, made up of butyl more often, is a material whose cost is not negligible in the construction of the tire. Reducing its thickness to less than 1.7 mm over part of the tire's meridian profile leads to a lower tire cost.
    [0056] With a further advantage, in a radial plane, the relationship between the thicknesses of the rubber compound forming the inner surface of the tire cavity of two different parts of the tire is greater than 1.15.
    [0057] Preferably still according to the invention, at the level of the parts of the tire meridian profile having a thickness of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement as far close to said internal surface of the cavity less than or equal to 3.5 mm, the rubber compound layer radially adjacent to the mixing layer
    [0058] rubber radially too much inside has a thickness of less than 2.5 mm and preferably less than 2 mm. The thickness of this layer, whose constituents make it possible to fix oxygen in the air, can also be reduced in order to further reduce the tire cost.
    [0059] The thickness of each of these two layers is equal to the length of the orthogonal projection of a point on one surface on the other surface of said layer.
    [0060] According to an advantageous embodiment of the invention, the metal reinforcement elements of at least one layer of the carcass reinforcement are cables with at least two layers, at least one inner layer being sheathed by a layer consisting of a composition crosslinkable or crosslinked rubber, preferably based on at least one dienic elastomer.
    [0061] The invention further proposes a tire with radial carcass reinforcement consisting of at least one layer of reinforcement elements, said tire comprising a top reinforcement, itself covered radially with a tread, said tread being joined to two beads by means of two flanks, the metal reinforcement elements of at least one layer of the carcass reinforcement being of unreinforced cables with at least two layers, at least one inner layer being sheathed from a layer consisting of a composition of crosslinkable or crosslinked rubber, preferably based on at least one dienic elastomer and in a radial plane, at least over a part of the tire's meridian profile, the thickness of rubber compound between the inner surface of the tire cavity and the a metal reinforcement element of the carcass reinforcement the closest to the said internal surface of the cavity being less than or equal to 3.5 mm and in a radial plane, the relationship between thicknesses of rubber compound between the inner surface of the tire cavity and the point of a metallic reinforcement element of the carcass reinforcement closest to the said inner surface of the cavity of two distinct parts of the tire being greater than 1.15 and preferably greater than 1.35.
    [0062] By the expression "composition based on at least one dienic elastomer", it is known in a known way that the composition mainly comprises (that is, according to a mass fraction greater than 50%) this or these dienic elastomers .
    [0063] Note that the sheath according to the invention extends continuously around the layer it covers (ie, that this sheath is continuous in the "orthoradial" direction of the cable that is perpendicular to its radius), so as to form a continuous sleeve of cross section which is advantageously practically circular.
    [0064] It is also noted that the rubber composition of this sheath is crosslinkable or crosslinked, that is, it comprises, by definition, a crosslinking system adapted to allow the crosslinking of the composition when it is cooked (that is, its hardening and not their merger); thus, this rubber composition can be classified as non-meltable, as it cannot be melted by heating at any temperature.
    [0065] By "dienic" elastomer or rubber, an elastomer from at least partly (ie homopolymer or a copolymer) is known in the known way diene monomers (monomers with two double carbon-carbon bonds, conjugated or not) .
    [0066] The dienic elastomers can be classified in a known way into two categories: the so-called "essentially unsaturated" and the so-called "essentially saturated". In general, "essentially unsaturated" dienic elastomer is understood here as a dienic elastomer from at least part of conjugated diene monomers, with a ratio of motifs or units of dienic origin (conjugated dienes) that is greater than 15% (% in moles). It is thus, for example, that dienic elastomers such as butyl rubbers or EPDM-type diene and alpha-olefin copolymers do not fall within the preceding definition and can be classified notably as "essentially saturated" dienic elastomers (low dienic origin rates or very low, always below 15%). In the category of "essentially unsaturated" dienic elastomers, "strongly unsaturated" dienic elastomer in particular is understood to mean a dienic elastomer having a ratio of motifs of dienic origin (conjugated dienes) that is over 50%.
    These definitions being given, it is understood more particularly by dienic elastomer capable of being used in the cable of the invention: (a) any homopolymer obtained by polymerization of a conjugated diene monomer having from 4 to 12 carbon atoms; (b) any copolymer obtained by copolymerizing one or more dienes conjugated together or with one or more aromatic vinyl compounds having 8 to 20 carbon atoms; (c) a ternary copolymer obtained by copolymerization of ethylene, of an alpha olefin having 3 to 6 carbon atoms with an unconjugated diene monomer having 6 to 12 carbon atoms, such as, for example, elastomers obtained from ethylene, propylene with an unconjugated diene monomer of the type mentioned above, notably hexadiene-1,4, ethylidene norbonene, dicyclopentadiene; (d) a copolymer of isobutene and isoprene (butyl rubber), as well as the halogenated versions, in particular chlorinated or brominated, of this type of copolymer.
    [0068] Although applicable to any type of dienic elastomer, the present invention is firstly made with essentially unsaturated dienic elastomers, in particular of type (a) or (b) above.
    [0069] Thus, the dienic elastomer is preferably chosen from the group consisting of polybutadienes (BR), natural rubber (NR), synthetic polyisoprene (IR), different butadiene copolymers, different isoprene copolymers, and mixtures of these elastomers. Such copolymers are preferably chosen from the group consisting of butadiene-styrene (SBR) copolymers, isoprene-butadiene (BIR) copolymers, isoprene-styrene (SIR) copolymers and isoprene-butadiene-styrene copolymers (SBIR).
    [0070] Preferably still according to the invention, the chosen dienic elastomer is mainly (that is, in more than 50 pce) is constituted of an isoprene elastomer. By "isoprene elastomer", a homopolymer or isoprene copolymer is known in other words, in other words a dienic elastomer chosen from the group consisting of natural rubber (NR), synthetic polyisoprene (IR), different isoprene copolymers and mixtures of these elastomers.
    [0071] According to an advantageous mode of the invention, the chosen dienic elastomer is exclusively constituted (that is, at 100 pce) of natural rubber, synthetic polyisoprene or a mixture of these elastomers, the synthetic polyisoprene having a rate (mol%) cis-1,4 bonds preferably greater than 90%, more preferably still greater than 98%.
    [0072] It can also be used, according to a particular embodiment of the invention, fractions (mixtures) of this natural rubber and / or of these synthetic polyisoprene with other strongly unsaturated dienic elastomers, notably with SBR or BR elastomers as mentioned above .
    [0073] The rubber sheath of the cable of the invention can contain a single or several dienic elastomer (s), the latter (s) being able to be used in association with any type of synthetic elastomer other than dienic, or even with polymers other than elastomers, for example thermoplastic polymers, these polymers different from elastomers are then present as a minor polymer.
    [0074] Although the rubber composition of said sheath is preferably devoid of any plastomer and which comprises only one dienic elastomer (or mixture of elastomers) as the polymeric base, said composition could also comprise at least one plastomer according to a mass fraction xP less than the mass fraction xc of the elastomer (s). In such a case, it is preferable to have the following relationship: 0 <xP <0.5. xc, and more preferably: 0 <xP <0.1.Xc.
    [0075] Preferably, the rubber sheath crosslinking system is a so-called vulcanization system, that is, based on sulfur (or a sulfur donor agent) and a primary vulcanization accelerator. To this base vulcanization system can be added several known secondary accelerators or vulcanization activators. Sulfur is used at a preferential rate of between 0.5 and 10 pce, more preferably between 1 and 8 pce, the primary vulcanization accelerator, for example, a sulfenamide, is used at a preferential rate of between 0.5 and 10 10 pce, more preferably between 0.5 and 5.0 pce.
    [0076] The rubber sheath composition according to the invention comprises, in addition to said crosslinking system, all common ingredients usable in rubber tire compositions, such as carbon black reinforcing fillers and / or an inorganic filler reinforcing agents such as silica, anti-aging agents, for example, antioxidants, extension oils, plasticizers or agents that facilitate the application of the compositions in the raw state, methylene receptors and donors, resins, bismaleimides, the known adhesion promoting systems of the type " RFS "(resorcinol-formaldehyde-silica) or metal salts, notably cobalt salts.
    [0077] Preferably, the composition of the rubber sheath has, in the reticulated state, a secant modulus in extension at 10% elongation (noted M10), measured according to the ASTM D 412 standard of 1998, less than 20 MPa and more preferably less than 12 MPa, in particular between 4 and 11 MPa.
    [0078] Preferably, the composition of this sheath is chosen identical to the composition used for the rubber matrix that the cables according to the invention are intended to reinforce. Thus, there is no problem of eventual incompatibility between the respective materials of the sheath and the rubber matrix.
    [0079] Preferably, said composition is based on natural rubber and comprises carbon black as a reinforcing filler, for example, a carbon black of type (ASTM) 300, 600 or 700 (for example, N326, N330 , N347, N375, N683, N772).
    [0080] According to a variant of the invention, the metal reinforcement elements of at least one layer of the carcass reinforcement are metallic cables with construction layers [L + M] or [L + M + N] usable as a reinforcement element of a tire carcass reinforcement, comprising a first layer C1 with L wires of diameter di with L ranging from 1 to 4, surrounded by at least one intermediate layer C2 with M wires of diameter d2 wound together in a helix along a step p2 with M ranging from 3 to 12, said layer C2 being eventually surrounded by an outer layer C3 of N wires of diameter ds wound together in a helix along a step ps with N ranging from 8 to 20, a sheath consisting of a crosslinkable or crosslinked rubber composition based on at least one dienic elastomer, covering, in construction [L + M], said first layer C1 and, in construction [L + M + N], plus said layer C2.
    [0081] Preferably, the diameter of the threads of the first layer of the inner layer (C1) is between 0.10 and 0.5 mm and the diameter of the threads of the outer layers (C2, C3) is between 0.10 and 0 , 5 mm.
    [0082] Preferably still, the helix winding step of said outer layer wires (C3) is between 8 and 25 mm.
    [0083] In the sense of the invention, the pitch represents the length, measured parallel to the cable axis, at the end of which a wire that has this step makes a complete turn around the cable axis; thus, if the axis is divided by two planes perpendicular to the mentioned axis and separated by a length equal to the pitch of a wire of a layer constituting the cable, the axis of this wire has in these two planes the same position on the two circles corresponding to the layer of the thread considered.
    [0084] Advantageously, the cable has one and more preferably the set of the following characteristics that is verified: - layer C3 is a saturated layer, that is, that there is not enough place in this layer to add at least one (N + 1) ° wire of diameter ds, N then representing the maximum number of wires that can be rolled up in a layer around layer C2; - the rubber sheath covers, on the other hand, the inner layer C1 and / or separates the two wires adjacent to the intermediate layer C2; - the rubber sheath practically covers the radially internal semicircle of each wire in layer C3, so that it separates the adjacent wires two to two from this layer C3.
    [0085] In the L + M + N construction according to the invention, the intermediate layer C2 preferably has six or seven wires, and the cable according to the invention then has the following preferential characteristics (di, d2, ds, p2 and ps in mm): - (i) 0.10 <di <0.28; - (ii) 0.10 <d2 <0.25; - (Hi) 0.10 <d3 <0.25; - (iv) M = 6 or M = 7; - (v) 5 π (di + d2) <P2 <ps <5 π (di + 2d2 + ds); - (vi) the wires of said layers C2, C3 are wound in the same twisting direction (S / S or Z / Z).
    [0086] Preferably, characteristic (v) is so that p2 = ps, so that the cable is compact, taking into account, in addition, characteristic (vi) (threads of layers C2 and C3 wound in the same direction).
    [0087] According to characteristic (vi), all wires in layers C2 and C3 are wound in the same twisting direction, that is, either in the S direction ("S / S" arrangement) or in the Z direction (disposition "Z / Z"). Winding in the same direction of layers C2 and C3 advantageously allows, in the cable according to the invention, to minimize the friction between these two layers C2 and C3 and, therefore, the use of the wires that constitute them (since it no longer has cross contact between the wires).
    [0088] Preferably, the cable of the invention is a cable with layers of construction noted 1 + M + N, that is, that its inner layer C1 consists of a single wire.
    [0089] Even more advantageously, the ratios (di / d2) are preferably fixed in given limits, according to the number M (6 or 7) of wires in layer C2, as follows: for M = 6: 0.9 <(di / d2) <1.3; for M = 7: 1.3 <(di / d2) <1.6.
    [0090] A very low value of the di / d2 ratio can be detrimental to the wear between the inner layer and the wires of layer C2. A very high value can, in itself, impair the cable's compactness, to a resistance level finally little changed, as well as its flexibility; the increased stiffness of the inner layer C1 due to a very high di diameter could, in addition, be detrimental to the cable's own viability, when cabling operations.
    [0091] The threads of layers C2 and C3 can have an identical or different diameter from one layer to another. Preferably wires of the same diameter are used (d2 = ds), notably to simplify the cabling process and lower costs.
    [0092] The maximum number Nmax of winding wires in a single saturated layer C3 around layer C2 is naturally a function of numerous parameters (diameter di of the inner layer, number M and diameter d2 of the wires of layer C2, diameter ds of the wires layer C3).
    [0093] The invention is preferably carried out with a cable chosen from the structure cables 1 + 6 + 10, 1 + 6 + 11, 1 + 6 + 12, 1 + 7 + 11, 1 + 7 + 12 or 1 + 7 +13.
    [0094] For a better compromise between resistance, viability and flexing behavior of the cable, on the one hand, and penetration by rubber, on the other hand, it is preferred that the diameters of the layers C2 and C3, identical or not, are identical between 0.12 mm and 0.22 mm.
    [0095] In such a case, the following relationships are more preferably verified: 0.14 <di <0.22; 0.12 <d2 <ds <0.20; 5 <p2 <ps <12 (step in mm reduced) or 20 <p2 <ps <30 (step in mm raised).
    [0096] A diameter of less than 0.19 mm makes it possible to reduce the level of stresses suffered by the wires when there are large variations in the curvature of the wires, while diameters greater than 0.16 mm are preferably chosen for reasons notably wire resistance and cost industrial.
    [0097] An advantageous embodiment consists, for example, of choosing p2 and feet between 8 and 12 mm, advantageously with cables of structure 1 + 6 + 12.
    [0098] Preferably, the rubber sheath has an average thickness ranging from 0.010 mm to 0.040 mm.
    [0099] In general, the invention can be carried out, to form the reinforcement cables described above, with any type of metallic wire, notably steel, for example, carbon steel wires and / or stainless steel wires. Carbon steel is preferably used, but it is naturally possible to use other steels or other alloys.
    [00100] When a carbon steel is used, its carbon content (% by weight of steel) is preferably comprised between 0.1% and 1.2%, more preferably from 0.4% to 1.0%; these levels represent a good compromise between the mechanical properties required for the tire and the wire viability. It should be noted that a carbon content between 0.5% and 0.6% makes such steels finally less expensive because they are easier to draw. Another advantageous way of carrying out the invention may also consist, according to the intended applications, of using steels with low carbon content, comprising, for example, between 0.2% and 0.5%, because notably of a lower cost and greater ease of drawing.
    [00101] The cable according to the invention can be obtained according to different techniques known to those skilled in the art, for example, in two stages, firstly by sheathing via an extrusion head of the core or intermediate structure L + M (layers CI + C2), second step followed by a final cabling or twisting operation of the remaining N wires (layer C3) around layer C2 thus sheathed. The problem of adhesion in the non-vulcanized (raw) state posed by the rubber sheath, during the eventual intermediate winding and unwinding operations can be solved in a manner known to the person skilled in the art, for example, by the use of a plastic interlayer.
    [00102] According to a variant of the invention, the tire top reinforcement is formed of at least two working top layers of inextensible reinforcement elements, crossed from one layer to the other making the circumferential direction between the angles between 10 ° and 45 °.
    [00103] According to other embodiments of the invention, the top reinforcement comprises at least one layer of circumferential reinforcing elements.
    [00104] A preferred embodiment of the invention also provides that the top reinforcement is completed radially on the outside by at least one additional layer, said to be protective, of reinforcement elements said to be elastic, oriented in relation to the circumferential direction with an angle between 10 ° and 45 ° and in the same direction as the angle formed by the inextensible elements of the working layer that is radially adjacent to it.
    [00105] The protective layer may have an axial width less than the axial width of the less wide working layer. Said protective layer may also have an axial width greater than the axial width of the less wide working layer, as it covers the edges of the less wide working layer and, in the case of the radially upper layer as being the least wide, so that is coupled, in the axial extension of the additional reinforcement, with the widest working top layer over an axial width, to then be axially externally decoupled from said wider working layer by profiles of thickness at least equal to 2 mm. The protective layer formed of elastic reinforcement elements may, in the case mentioned above, on the one hand, possibly be decoupled from the edges of the said wide working layer by profiles of substantially less thickness than the thickness of the profiles separating the edges of the two. working layers, and on the other hand have an axial width less than or greater than the axial width of the widest top layer.
    [00106] According to any of the previously mentioned embodiments of the invention, the top reinforcement can also be completed, radially inside between the carcass reinforcement and the radially internal working layer closest to said carcass reinforcement, by a triangulation layer of steel metallic inextensible reinforcement elements making, with the circumferential direction, an angle greater than 60 ° and in the same direction as the angle formed by the reinforcement elements of the layer radially the closest to the carcass reinforcement.
    [00107] Further details and advantageous features of the invention will follow from the description of the examples of carrying out the invention with reference to figures 1 to 3 which represent: - figure 1a, a meridian view of a schematic of a tire according to a method of embodiment of the invention - figure 1 b, an enlarged partial view of part of the diagram in figure 1a, - figure 1c, an enlarged partial view of another part of the diagram in figure 1a, - figure 2, a schematic representation of a sectional view of a tire reinforcement cable of the tire of figure 1, - figure 3, a schematic representation of a sectional view of the first other example of a car reinforcement cable according to the invention, - figure 4, a schematic representation of a Sectional view of a second other example of a reinforcement shell according to the invention.
    [00108] Figures are not represented to scale to simplify understanding.
    [00109] On figure 1a, tire 1, dimension 315/70 R 22.5, comprises a radial housing reinforcement 2 anchored in two lugs 3, around cords 4. The housing reinforcement 2 is formed of a single layer of metal cables 11 and two calender layers 13. The carcass reinforcement 2 is reinforced by a top reinforcement 5, itself covered with a tread 6. The top reinforcement 5 is formed radially from the inside to the outside: - of a first layer of work formed of inextensible metallic cables 11.35 not reinforced, continuous over the entire width of the canvas, oriented at an angle equal to 18 °, - of a second layer of work formed of inextensible metallic cables 11.35, not reinforced, continuous on the entire width of the canvas, oriented at an angle equal to 18 ° and crossed with the metallic cables of the first working layer, - a protective layer formed of 6x35 elastic metallic cables.
    [00110] The set of these layers that constitute the top reinforcement 5 is not represented in detail on the figures.
    [00111] The inner surface 10 delimiting the tire cavity has irregularities such as humped shapes that according to the invention correspond to parts 9a, 9b, 9c, 9d having a thickness between the inner surface 10 and the carcass reinforcement 2 greater than on the rest of the tire's meridian profile.
    [00112] Figure 1b illustrates an enlargement of zone 7b of the figure and notably indicates the thickness E of rubber compound between the inner surface 10 of the tire cavity 8 and the point 12 of a reinforcement element 11 the closest to said surface 10. This thickness E is equal to the length of the orthogonal projection of point 12 of a reinforcement element 11 the closest to said surface 10 on the surface 10. This thickness E is the sum of the thicknesses of the different rubber compounds placed between said reinforcement element 11 of carcass reinforcement 2; on the one hand, the thickness of the calendering layer 13 radially internal to the carcass reinforcement and, on the other hand, thicknesses ei, e2 of the different layers 14, 15 of rubber compound forming the inner wall of the tire 1. These thicknesses ei, e2 are, on the other hand, equal to the length of the orthogonal projection of a point on one surface on the other surface of the layer in question 14 or 15 respectively.
    [00113] These thickness measurements are made on a cross section of the tire, which is therefore not assembled and not inflated.
    [00114] The measured E value is equal to 3.2 mm.
    [00115] The values of ei, e2 are respectively 1.4 mm and 1.6 mm.
    [00116] Figure 1c illustrates an enlargement of zone 7e of figure 1a and notably indicates the thickness D of rubber compound between the inner surface 10 of the tire cavity 8 and the point 17 of a reinforcement element 11 closest to said surface 10 at the level of part 9b. This thickness D is equal to the length of the orthogonal projection of point 17 of a reinforcement element 11 the closest to said surface 10 on surface 10 instead of the greatest thickness at the level of part 9b. This thickness D is the sum of the thicknesses of the different rubber compounds placed between said reinforcement element 11 of the carcass reinforcement 2; on the one hand, the thickness of the calendering layer 13 radially internal to the carcass reinforcement and on the other hand, the respective thicknesses of the different layers 14, 15, 16 of rubber compound forming the inner wall of the tire 1.
    [00117] Layer 15 is as previously described by a part composed of butyl in order to increase the tightness of the tire. The layer 14 has constituents advantageously allowing notably to fix the oxygen of the air. The reduction in the thickness of these two layers is favorable to a decrease in the cost of the tire, the materials constituting these layers presenting non-negligible costs. The layer 16 provided locally on the tire meridian profile in part 9b is advantageously similar to the layer 15 in terms of composition in order to reinforce the tightness function in a highly stressed area of the tire in terms of deformation. The parts concerned 9a, 9b, 9c, 9d correspond to the tire shoulders and the areas of the tire correspond to the wheel hooks on which the tire will be mounted.
    [00118] The thickness D at the level of part 9b is equal to 4.7 mm and, therefore, greater than 4 mm.
    [00119] The ratio of thicknesses D to E is equal to 1.47 and, therefore, greater than 1.15.
    [00120] The length L corresponding to the meridian length of the over-thickness of part 9b is equal to 15 mm and, therefore, comprised between 5 and 20 mm. The sum of the thickness lengths of the four parts 9a, 9b, 9c, 9d is equal to 60 mm and corresponds to 8.6% of the length of the meridian profile of the wall 10 of tire 1.
    [00121] The representation of figure 1e shows an additional layer 16 made up of butyl added locally at the tire cavity level. The nature of layer 16 could, according to other embodiments of the invention, be different. On the other hand, the realization of over-local thicknesses could also be obtained, for example, by locally changing the respective thicknesses of one and / or the other of layers 14 and 15 or by interleaving locally one or more layers between layers 14 and 15 or even between carcass reinforcement 2 and layer 14.
    [00122] Local increases in thickness between the inner surface 10 and the reinforcement of carcass 2 are in line with the reduction in tire cost, but lead to a satisfactory durability / cost compromise.
    [00123] Figure 2 illustrates a schematic representation of the section of a cable 21 of carcass reinforcement of tire 1 of figure 1. This cable 21 is a cable with a layer of structure 1 + 6 + 12, not reinforced, consisting of a core center formed of a thread 22, an intermediate layer formed of six threads 23 and an outer layer formed of twelve threads 25.
    [00124] It has the following characteristics (d and p in mm): - structure 1 + 6 + 12; - di = 0.20 (mm); - d2 = 0.18 (mm); - P2 = 10 (mm) - ds = 0.18 (mm); - P2 = 10 (mm), - (d2 / d3) = 1; with d2, p2, respectively the diameter and the helix pitch of the intermediate layer and d3 and p3, respectively the diameter and the helix pitch of the wires of the outer layer.
    [00125] The core of the cable consisting of the central core formed of the wire 22 and the intermediate layer formed of the six wires 23 are sheathed by a rubber composition 24 based on non-vulcanized dienic elastomer (in the raw state). The sheath is obtained via an extrusion head of the core consisting of the wire 22 surrounded by the six wires 23, followed by a final twisting or cabling operation of the 12 wires 25 around the sheathed core.
    [00126] The penetration suitability of cable 31, measured according to the previously described process, is equal to 95%.
    [00127] The elastomeric composition constituting the rubber sheath 24 is made from a composition as previously described and presented in the present case the same formulation, based on natural rubber and carbon black, as that of the calendering layers 13 of the carcass reinforcement that the cables are intended to reinforce.
    [00128] Figure 3 illustrates a schematic representation of the section of another cable 31 of carcass reinforcement, which can be used in a tire according to the invention. This cable 31 is a cable with a layer of structure 3 + 9, unreinforced, consisting of a central core formed of a cable consisting of three wires 32 twisted together and an outer layer formed of nine wires 33.
    [00129] It has the following characteristics (d and p in mm): - structure 3 + 9; - di = 0.18 (mm); - P2 = 5 (mm); - (di / d2) = 1; - d2 = 0.18 (mm); - p2 = 10 (mm), with di, pi, respectively the diameter and the helix pitch of the central core wires and d2 and p2, respectively the diameter and the helix pitch of the outer layer wires.
    [00130] The central core consisting of a cable formed of the three wires 32 was sheathed by a rubber composition 34 based on non-vulcanized dienic elastomer (in the raw state). The sheath is obtained via a cable extrusion head 32, followed by a final operation of cabling the 9 wires 33 around the core thus sheathed.
    [00131] The penetration suitability of cable 31, measured according to the previously described process, is equal to 95%.
    [00132] Figure 4 illustrates a schematic representation of the section of another cable 41 of carcass reinforcement that can be used in a tire according to the invention. This cable 41 is a cable with a layer of structure 1 + 6, unreinforced, consisting of a central core formed of a wire 42 and an outer layer formed of six wires 43.
    [00133] It has the following characteristics (d and p in mm): - structure 1 +6; - di = 0.200 (mm); - (di / d2) = 1.14; - d2 = 0.175 (mm); - P2 = 10 (mm), with di, the diameter of the core and d2 and p2, respectively the diameter and the helix pitch of the outer layer wires.
    [00134] The central core consisting of wire 42 was sheathed by a rubber composition 44 based on non-vulcanized dienic elastomer (in the raw state). The sheath is obtained via a wire extrusion head 42, followed by a final wiring operation of the 6 wires 43 around the core thus sheathed.
    [00135] The penetration suitability of cable 41, measured according to the process previously described, is equal to 95%.
    [00136] Tests were carried out with tires carried out according to the invention according to the representation of figures 1 and 2, and others with so-called reference tires.
    [00137] These reference tires differ from the tires according to the invention by carcass reinforcement cables that do not contain the sheath layer 24 and the thickness E of rubber compound between the inner surface of the tire cavity and the point of a reinforcement element the closest to said surface being equal to 5 mm, each thickness ei and e2 being equal to 2.5 mm over the entire tire meridian profile.
    [00138] Durability tests when running on a steering wheel were carried out on a testing machine that imposes a 4415 daN load on the tires and a speed of 40 km / h, with an oxygen-doped tire filling. The tests were carried out for tires according to the invention with conditions identical to those applied to reference tires. Shooting is stopped as long as the tires show degradation in the carcass reinforcement.
    [00139] The tests thus performed showed that the distances covered during each of these tests are favorable for tires according to the invention that total more than 350,000 km while the reference tires have covered only 250,000 km.
    [00140] Other durability tests when driving on a vehicle driving axle were carried out by imposing on the tires a load of 3680 daN and a speed of 40 km / h, with a tire inflation of 0.2 bars. The tests were carried out for tires according to the invention with conditions identical to those applied to reference tires. Shooting is carried out over a distance of 12,000 km or stopped as soon as the tires show degradation in the carcass reinforcement.
    [00141] The tests thus carried out showed that the distances covered during each of these tests with the tires according to the invention always allowed to reach 12,000 km while the reference tires covered a maximum of only 10,000 km.
    [00142] On the other hand, the costs of manufacturing tires according to the invention are less high, the cost of materials being 10% less in the case of tires according to the invention.
    [00143] In addition, the tires according to the invention have the advantage of being less heavy with a 6% reduction compared to reference tires.
    权利要求:
    Claims (20)
    [0001]
    1. Tire (1) with radial carcass reinforcement (2), consisting of at least one layer of metallic reinforcement elements (11), said tire comprising a top reinforcement (5), itself covered radially with a band of tread (6), said tread being joined to two beads (3) by means of two flanks, characterized by the fact that the metallic reinforcement elements of at least one layer of the carcass reinforcement (2) are unreinforced cables (21,31,41) presenting, in the permeability test, a flow rate below 20 cm3 / min, in which, in a radial plane, at least over a part of the tire's meridian profile, the thickness (E) of rubber compound between the inner surface (10) of the tire cavity (8) and the point (12) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said inner surface (10) of the cavity (8) is less than or equal to 3.5 mm and where, in a radial plane, the relationship between thicknesses (E, D ) of rubber compound between the inner surface (10) of the tire cavity (8) and the point (12, 17) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said inner surface (10) of the cavity (8) of two different parts (7b, 7c) of the tire is greater than 1.15.
    [0002]
    2. Tire (1) according to claim 1, characterized in that the metal reinforcement elements (11) of at least one layer of the carcass reinforcement (2) are cables (21,31,41) with at least two layers and at least one inner layer is sheathed with a layer (24, 34, 44) consisting of a crosslinkable or crosslinked rubber composition, preferably based on at least one dienic elastomer.
    [0003]
    3. Pneumatic (1) according to claim 1 or 2, characterized by the fact that the cables (21, 31, 41) present, in the said permeability test, a flow rate of less than 10 cm3 / min and preferably lower at 2 cm3 / min.
    [0004]
    4. Tire (1) according to any one of claims 1 to 3, characterized in that, in a radial plane, over at least the part of the tire's meridian profile over which the thickness (E) of rubber compound between the inner surface (10) of the tire cavity (8) and the point (12) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said inner surface (10) of the cavity (8) ) is less than or equal to 3.5 mm, the thickness (e2) of the rubber compound forming the inner surface of the tire cavity is less than 1.7 mm.
    [0005]
    5. Pneumatic (1) according to any one of claims 1 to 4, characterized by the fact that, in a radial plane, the relationship between thicknesses (e2) of the rubber compound forming the internal surface (10) of the cavity (8) of the tire with two distinct parts (7b, 7c) of the tire is greater than 1.15.
    [0006]
    Tire (1) according to any one of claims 1 to 5, characterized by the fact that the thickness (E) of rubber compound between the inner surface (10) of the tire cavity (8) and the point of an element of metallic reinforcement (11) of the carcass reinforcement the closest to said internal surface (10) of the cavity is less than or equal to 3.5 mm over at least two thirds of the tire's meridian profile.
    [0007]
    7. Tire (1) according to any one of claims 1 to 6, characterized by the fact that in a radial plane, at least over part of the tire's meridian profile, the thickness (D) of rubber compound between the inner surface ( 10) of the tire cavity (8) and the point (17) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said internal cavity surface is greater than 3.5 mm and preferably higher to 4 mm.
    [0008]
    8. Tire (1) according to claim 7, characterized by the fact that the meridian length of a part of the tire profile whose thickness (D) of rubber compound between the inner surface (10) of the tire cavity (8) and the point (17) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said internal surface (10) of the cavity (8) is greater than 3.5 mm, is comprised between 5 and 20 mm.
    [0009]
    9. Tire (1) according to claim 8, characterized by the fact that the tire profile meridian length comprises at most four parts (9a, 9b, 9c, 9d) whose thickness (D) of rubber compound between the surface inner (10) of the tire cavity (8) and the point (17) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said inner surface (10) of the cavity (8) is superior 3.5 mm.
    [0010]
    10. Tire (1) according to claim 8 or 9, characterized by the fact that at least two parts (9b, 9c) of the tire profile whose thickness (D) of rubber compound between the inner surface (10) of the the tire cavity (8) and the point (17) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said inner surface (10) of the cavity (8) is greater than 3.5 mm , are centered to within 20 mm on the orthogonal projection of the tire shoulder ends on the inner surface (10) of the tire.
    [0011]
    11. Tire (1) according to one of claims 8 to 10, characterized by the fact that at least two parts (9a, 9d) of the tire profile whose thickness (D) of rubber compound between the inner surface (10) of the the tire cavity (8) and the point (17) of a metallic reinforcement element (11) of the carcass reinforcement (2) the closest to said inner surface (10) of the cavity (8) is greater than 3.5 mm , are centered within 20 mm on the orthogonal projection on the inner surface of the tire from the points on the outer surface of the tire intended to come in contact with the radially outermost point of a rim protector.
    [0012]
    Pneumatic (1) according to any one of claims 1 to 11, characterized by the fact that the metallic reinforcement elements (11) of at least one layer of the carcass reinforcement are metallic cables with layers (21, 31, 41) construction [L + M] or [L + M + N] usable as a reinforcement element for a tire carcass reinforcement, comprising a first layer (C1) with L wires in diameter (di) with L ranging from 1 to 4 , surrounded by at least one intermediate layer (C2) with M threads of diameter (dz) wound together in a helix with a pitch (p2) with M ranging from 3 to 12, said layer (C2) eventually being surrounded by an outer layer (C3) of N wires in diameter (ds) wound together in a helix with a pitch (ps) with N ranging from 8 to 20, and in which a sheath (24, 34, 44) consisting of a crosslinkable or crosslinked rubber composition based on at least one dienic elastomer, it covers, in the construction [L + M], the referred first layer (C1) and, in the construction [L + M + N], at least said layer (C2).
    [0013]
    13. Pneumatic (1) according to claim 12, characterized by the fact that the diameter of the wires of the first layer (C1) is between 0.10 and 0.5 mm, and that the diameter of the wires of the layers (C2, C3) is between 0.10 and 0.5 mm.
    [0014]
    Tire (1) according to claim 12 or 13, characterized in that the pitch of the winding helix of said outer layer wires (C3) is between 8 and 25 mm.
    [0015]
    15. Pneumatic (1) according to any of claims 2 to 14, characterized by the fact that the dienic elastomer is chosen from the group consisting of polybutadienes, natural rubber, synthetic polyisoprene, butadiene copolymer, isoprene copolymer, and mixtures of these elastomers.
    [0016]
    16. Pneumatic (1) according to any one of claims 2 to 15, characterized by the fact that the crosslinkable or crosslinked rubber composition based on at least one dienic elastomer presents to the crosslinked state a drying module in an extension of less than 20 MPa preferably less than 12 MPa.
    [0017]
    17. Pneumatic (1) according to any one of claims 1 to 16, characterized by the fact that the top reinforcement (5) is formed of at least two working top layers of inextensible reinforcement elements, crossed from one layer to the next. another making angles between 10 ° and 45 ° with the circumferential direction.
    [0018]
    18. Pneumatic (1) according to any one of claims 1 to 17, characterized by the fact that the top reinforcement (5) additionally comprises at least one layer of circumferential reinforcing elements.
    [0019]
    19. Pneumatic (1) according to any one of claims 1 to 18, characterized by the fact that the top reinforcement (5) is completed radially on the outside by at least one additional canvas, said to be protective, of reinforcement elements said to be elastic , oriented in relation to the circumferential direction with an angle between 10o and 45 ° and in the same direction as the angle formed by the inextensible elements of the working canvas that is radially adjacent to it.
    [0020]
    20. Pneumatic (1) according to any one of claims 1 to 19, characterized by the fact that the top reinforcement (5) additionally comprises a triangulation layer formed of metallic reinforcement elements making the circumferential direction angles greater than 60 ° .
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    US20140008003A1|2014-01-09|Tire, the carcass reinforcement of which is reinforced with a layer of reinforcing elements in the bead region
    CN107921820B|2019-12-24|Pneumatic tire comprising low-carbon carcass reinforcing cords and having a rubber mixture of reduced thickness
    CN105793064B|2020-02-07|Tire comprising carcass reinforcing cords with low permeability and variable rubber mixture thickness
    US20130340913A1|2013-12-26|Tire, the carcass reinforcement of which is reinforced with a layer of reinforcing elements in the bead region
    US9290055B2|2016-03-22|Tire comprising a carcass reinforcement having cables and capillary tubes
    US20180250987A1|2018-09-06|Pneumatic tire comprising low-carbon carcass reinforcing cords and having reduced thicknesses of rubber mixtures
    US20170043626A1|2017-02-16|Tire Comprising Reduced Rubber Mixture Thicknesses and Sheathed Casing Framework Reinforcement Elements
    CN108025597B|2020-06-16|Tire comprising carcass reinforcement cords having a low carbon content
    US20160303913A1|2016-10-20|Tire Comprising Carcass Reinforcing Cords Of Low Permeability And Variable Thicknesses Of Rubber Compound
    CN107949489B|2020-08-21|Tire comprising carcass reinforcement cords having a low carbon content
    BRPI0610493A2|2012-10-30|pneumatic for a two-wheel motor vehicle
    同族专利:
    公开号 | 公开日
    BR112012007834A2|2016-03-15|
    CN102574423B|2015-06-03|
    FR2950838A1|2011-04-08|
    JP2013507288A|2013-03-04|
    RU2012118659A|2013-11-20|
    CN102574423A|2012-07-11|
    JP5666603B2|2015-02-12|
    US20120261046A1|2012-10-18|
    IN2012DN02389A|2015-08-21|
    EP2485903B1|2015-04-29|
    RU2525504C2|2014-08-20|
    FR2950838B1|2013-02-22|
    WO2011042435A1|2011-04-14|
    EP2485903A1|2012-08-15|
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    FR3008346B1|2013-07-12|2015-08-07|Michelin & Cie|PNEUMATIC COMPRISING CARCASE FRAME CABLES HAVING LOW PERMEABILITY|
    FR3008350B1|2013-07-12|2015-08-07|Michelin & Cie|PNEUMATIC COMPRISING CARCASE FRAME CABLES HAVING LOW PERMEABILITY|
    FR3008348B1|2013-07-12|2015-08-07|Michelin & Cie|PNEUMATIC COMPRISING VARIABLE THICKNESS OF RUBBER MIXTURES INTERIOR TO CARCASE FRAME|
    FR3008351B1|2013-07-12|2015-08-07|Michelin & Cie|PNEUMATIC COMPRISING VARIABLE THICKNESS OF RUBBER MIXTURES INTERIOR TO CARCASE FRAME|
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    FR3014743B1|2013-12-12|2017-07-21|Michelin & Cie|PNEUMATIC TIRE WITH RADIAL OR REINFORCED CROSSCASE|
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    CN105564157A|2016-01-27|2016-05-11|江苏大学|Bionic tire structure|
    FR3090491A3|2018-12-19|2020-06-26|Michelin & Cie|REINFORCEMENT MATERIAL AGAINST THE CREE OF THE INTERNAL GUM OF A TIRE FOR A CIVIL ENGINE TYPE HEAVY VEHICLE|
    WO2020128291A1|2018-12-19|2020-06-25|Compagnie Generale Des Etablissements Michelin|Material for reinforcing against the creep of the inner rubber of a tyre for a heavy duty civil engineering vehicle|
    FR3112310A1|2020-07-07|2022-01-14|Compagnie Generale Des Etablissements Michelin|TIRE WITH IMPROVED ROLLING RESISTANCE PROPERTIES|
    FR3112309A1|2020-07-07|2022-01-14|Compagnie Generale Des Etablissements Michelin|TIRE WITH IMPROVED ENDURANCE AND ROLLING RESISTANCE PROPERTIES|
    法律状态:
    2016-07-12| B25A| Requested transfer of rights approved|Owner name: MICHELIN RECHERCHE ET TECHNIQUE S.A (CH) , COMPAGN |
    2018-01-02| B25A| Requested transfer of rights approved|Owner name: COMPAGNIE GENERALE DES ETABLISSEMENTS MICHELIN (FR |
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-07-16| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2020-05-12| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2020-07-14| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-29| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 05/10/2010, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    FR0956991|2009-10-07|
    FR0956991A|FR2950838B1|2009-10-07|2009-10-07|PNEUMATIC COMPRISING CARCASS FRAME CABLES WITH LOW PERMEABILITY, AND VARIABLE RUBBER MIXTURES THICKENERS.|
    PCT/EP2010/064827|WO2011042435A1|2009-10-07|2010-10-05|Tire comprising casing reinforcement cables having a low perviousness, and variable rubber mixture thicknesses|
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