• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    tire for vehicle wheels, and rubberized tape a tire comprising a carcass structure comprising at least one carcass ply (101), a belt structure (105) applied in a radially external position with respect to said carcass structure and a tread (106) applied to said belt structure is described. the strap structure (105) comprises at least one force strip (105d) which incorporates a plurality of reinforcing elements arranged substantially in the circumferential direction. the reinforcing elements comprise at least one high elongation metal cord. the metal cord comprises a plurality (m) of intertwined filaments (201) and each filament comprises a plurality (n) of filaments (202,203). advantageously all the filaments (202,203) of each filament (201) have a diameter not greater than 0.175 mm.
    公开号:BR112012033759B1
    申请号:R112012033759-9
    申请日:2011-08-03
    公开日:2021-06-01
    发明作者:Alessandro Ascanelli；Alexandre Bregantim；Giuseppe Cereda；Guido Luigi Daghini
    申请人:Pirelli Tyre S. P. A；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    [0001] The present invention relates to a tire for vehicle wheels, in particular for wheels of heavy transport vehicles, such as trucks, buses, trailers and in general vehicles where the tire is subjected to a large load. The present invention can also be applied to light transport vehicles, i.e. light trucks. PRIOR TECHNIQUE
    Documents US 4,420,025, US 4,945,967, EP 0,572,906, EP 0,785,096, EP 0,937,589, WO 2007/073753, WO 2009/001376 and WO 2009/076970 describe tires for wheels of transport vehicles and, in particular, certain reinforcing structures for said tyres. WO 2010/073270 A1, US 2004/026000 and EP 0.335.588 A2 describe other tires for vehicle wheels. SUMMARY OF THE INVENTION
    [0003] A tire for wheels of light or heavy transport vehicles, such as trucks, buses, trailers or the like, is typically subject to particularly severe conditions of use. In fact, such a tire can be used in relatively hostile environments (namely, for example, at very low temperatures or very high temperatures, in contact with surfaces that are dusty, muddy or have various types of roughness, etc.) and should therefore , have particularly good tensile strength properties. Even when used in an urban environment and therefore in an environment that is not particularly hostile, a transport vehicle tire must in any case be able to withstand stresses of various types arising, for example, when mounting or dismounting floors and/or other similar obstacles.
    [0004] A transport vehicle tire can also be used for vehicles that are intended for long journeys on non-urban roads and/or highways: in this case, the tire must ensure excellent performance in terms of driving comfort, both when adjusted on a vehicle for transporting people (bus) or when fitted with a vehicle for transporting goods (truck, articulated hauler, etc.). The driver of a modern transport vehicle does indeed require the vehicle to be stable in terms of handling and needs minimal correction (or no correction) when passing over minor roughness along a straight run, but at the same time it must respond promptly and /or evenly when traveling around curves, such that correct steering accuracy is guaranteed in any situation. State-of-the-art heavy transport vehicles need improved handling performance as, in order to satisfy market demands, they are designed to carry higher loads, leading to more powerful engines, improved suspension systems, different weight distribution between the tractor unit and trailer, etc.
    [0005] For the correct design of tires that are intended for transport vehicles, and in particular heavy transport vehicles, it is therefore necessary to take into account these requirements that are increasingly requested and viewed favorably by vehicle users and/or managers of fleets.
    [0006] Generally the characteristics mentioned above conflict with each other. In fact, in order to guarantee the necessary characteristics in terms of integrity, the structure of these tires is typically strengthened and reinforced in order to be able to withstand the numerous varying stresses. For example, the internal structure of tires for transport vehicles is composed of layers - carcass layer and/or belt layer - which comprise metal cords with a high breaking load that ensures that the tire itself has a tensile strength particularly good, but at the same time results in the tire having stiffness characteristics that adversely affect driving comfort.
    [0007] To improve the steering comfort characteristics of said tires, the depositor tested the use of reinforcement cords comprising filaments with a smaller diameter. These smaller diameter filaments have high flexibility and lightness, characteristics which the depositor considered to have resulted in a reduction in the rigidity of the tire structure, while increasing comfort.
    [0008] On the other hand, it is widely known that these metal filaments with a smaller diameter have a breaking load that is substantially less than the breaking load of the filaments typically used in cords intended to be incorporated in tire reinforcement layers of heavy transport vehicle.
    [0009] In keeping with expectations, the depositor, therefore, considered that the option to use filaments with a smaller diameter, without any modification of other parts of the tire structure, could have penalized the tensile strength characteristics of the tire itself and therefore the integrity of said tire, due to a reduction in the breaking load of the used metal filaments. The expected deterioration in tensile strength must therefore be compensated for by strengthening other structural parts of the tyre.
    [00010] Surprisingly, the depositor instead found that the provision of a rubberized strip comprising high elongation cords arranged in a substantially circumferential direction and formed by filaments with a smaller diameter, in a radially external position of the tire belt structure for transport vehicles, and at the axial ends of the belt structure itself, not only allows a significant improvement in the driving comfort of the heavy transport vehicle, but, in an entirely unexpected way, it also allows the tensile strength of the tires to be improved. .
    [00011] This result has been confirmed by numerous interior and exterior tests that were carried out by the depositor and some of which will be described by way of example below. Without necessarily being limited to any particular theory of explanation, the depositor considers that this entirely unexpected synergistic effect was obtained due to an improvement in the overall working performance of the strap structure, which appears to be able to absorb and dissipate more efficiently in all its layers of reinforcement of the tension generated by impacts with the uneven ground surface, while at the same time ensuring an immediate and precise response to the tension caused by the movement of the steering wheel and/or arising from the vehicle's drive shaft.
    [00012] Advantageously, the use of smaller diameter filaments also made it possible to provide a semi-finished article with a smaller thickness, resulting in an improvement in uniformity and a reduction in the overall weight of the tire. Furthermore, corrosion resistance is also highly improved as a result, due to the very limited (if not substantially zero) presence of gaps and air between the filaments of the cords incorporated in the rubberized strip.
    [00013] According to a first aspect, the present invention relates to a tire for vehicle wheels, comprising a carcass structure comprising at least one carcass ply; a belt structure applied in a radially external position with respect to said carcass structure and a tread applied in a radially external position with respect to said belt structure. The strap structure comprises at least one reinforcing strip that incorporates a plurality of reinforcing elements arranged substantially in the circumferential direction (e.g., at an angle between about 0° and 6° with respect to the circumferential direction). The reinforcing elements comprise at least one high elongation metal cord. The metal cord comprises a plurality of interwoven strands and each strand comprises a plurality of filaments. Advantageously, substantially all of the filaments of each strand have a diameter not greater than 0.175 mm, preferably not more than 0.16 mm and more preferably not more than 0.15 mm.
    [00014] The term "high elongation (HE) metal cord" is understood to mean a cord which:a. has an elongation at break equal to at least 3.5%; and preferably b. it has low load elongation of between 1% and 3%. "Low load elongation" is understood to mean the difference between the percentage of elongation obtained when subjecting the cord to a tensile force of 50 N and the percentage of elongation obtained when subjecting the cord to a tensile force of 2.5 N .
    [00015] The characteristic “a” mentioned above (large elongation at breaking loads) is calculated using the BISFA E6 method (The International Bureau For The Standardization Of Man-Made Fibers, Internationally Agreed Methods For Testing Steel Tire Cords, 1995 edition) . Characteristic "b" mentioned above (large % elongation at low loads) is calculated using the BISFA E7 method (The International Bureau For The Standardization Of Man-Made Fibers, Internationally Agreed Methods For Testing Steel Tire Cords, 1995 edition).
    [00016] The expression "substantially all filaments have a diameter not greater than 0.175 mm" is understood to mean, in addition to the configuration where all filaments of each strand have a diameter less than or equal to 0.175 mm, still the configuration where one or two strands in each strand have a diameter greater than 0.175 mm and the remaining strands of strand have a diameter less than or equal to 0.175 mm.
    [00017] According to a further aspect, a rubberized tape is provided, being configured to form a reinforcing strip for a tire for vehicle wheels. The rubberized tape has an elongated shape with a longitudinal axis. The rubberized tape comprises a plurality of reinforcing elements arranged substantially parallel to said longitudinal axis. The reinforcing elements comprise at least one high elongation metal cord. In turn, the at least one metal cord comprises a plurality of interwoven strands and each strand comprises a plurality of filaments. Advantageously, substantially all of the filaments of each strand have a diameter of not more than 0.175 mm, preferably not more than 0.16 mm and more preferably not more than 0.15 mm.
    [00018] The present invention, in one or more of the aspects mentioned above, may have one or more preferred features indicated below.
    [00019] In some embodiments, as mentioned above, substantially all of the filaments of each strand have a diameter not greater than about 0.16 mm, and preferably not greater than 0.15 mm. For example, the filaments can have a diameter of about 0.14 mm, or about 0.12 mm. Advantageously, metal cord wires have the same characteristics in terms of filament arrangement, number of filaments and filament diameter.
    [00020] The reinforcement strip can be formed by means of a single turn of a rubber band comprising a plurality of said reinforcement elements, wherein a first end of the rubber band is radially overlapped on a second end in an overlapping zone. Alternatively, the reinforcing strip can be formed by means of two or more radially overlapping turns of rubberized tape.
    [00021] Said plurality of reinforcement elements may comprise a first number of reinforcement elements formed by filaments with a first diameter and a second diameter of reinforcement elements formed by filaments with a second diameter, wherein the first diameter is smaller than than the second diameter.
    [00022] Advantageously, the reinforcement elements formed by filaments with a first diameter can be arranged in an axially more internal position and the reinforcement elements formed by filaments with a second diameter can be arranged in an axially more external position.
    [00023] According to some embodiments, the metal cord has an nxm configuration, where n represents the number of wires and can be equal to 2, 3, 4 or 5 and where m represents the number of filaments in each wire and can be equal to 5, 6 or 7.
    [00024] Preferably, at least one strand of the metal cord comprises a central filament and crown filaments arranged to form a single circular crown ring around said central filament. In one embodiment, the diameter of the central filament is greater than the diameter of the crown filaments by a percentage not to exceed 25%.
    [00025] The strap structure may comprise at least two radially overlapping main strap layers that incorporate a plurality of reinforcing elements that are substantially parallel to each other. The reinforcement elements in each layer are preferably inclined with respect to the circumferential direction of the tire and are oriented so as to intersect the reinforcement elements in the adjacent layer.
    [00026] The reinforcing strip described above can be advantageously arranged in a radially external position with respect to the at least two main strap layers.
    [00027] In a preferred embodiment the reinforcing strip is advantageously arranged at a respective axially outer end of the radially outermost layer of said at least two layers of strap.
    [00028] An additional belt layer arranged in a radially outermost position with respect to the at least two main belt layers and designed to protect the innermost layers of the tire from penetration of stones and/or debris, may at least partially overlap the reinforcement strip, preferably substantially the entire reinforcement strip. Advantageously, in this configuration the radially outermost layer of the strap structure is positioned so as to protect the side reinforcing strip, improving its corrosion resistance. This generates significant advantages regarding the possibility of rebuilding the tire, both because the lateral reinforcement strip is not subject to the phenomenon of corrosion and because during the reconstruction of the lateral reinforcement strip it does not risk being accidentally removed during the removal of the tread residual.
    [00029] In one embodiment, a reinforcing strip as described above can be applied between said two main strap layers. Said reinforcing strip may preferably be arranged in a radially external position between said at least two main band layers.
    [00030] In one embodiment, a reinforcing strip as described above can be applied to at least one carcass ply and the radially innermost strap layer. Said reinforcing strip may preferably be arranged in an axially external position of a crown portion of said carcass ply, between said at least one carcass ply and the radially innermost strap layer of said at least two strap layers main.
    [00031] Additional features and advantages of the invention will appear more clearly from the following description of a number of preferred embodiments thereof, provided hereinafter by way of non-limiting example, to be read with reference to the accompanying Figures, in which:- Figure 1 is a partial cross-sectional view of a tire according to a first embodiment of the present invention;- Figure 2 is a partial cross-sectional view of a tire according to another embodiment of the present invention;- Figures 3a and 3b are views cross-sectional views of an elastomeric material tape with reinforcing elements to form a side reinforcing strip of the tire belt structure according to Figure 1 or Figure 2; Figures 4a and 4b are schematic cross-sectional views of a reinforcement element for the side reinforcement strip of the tire belt structure in accordance with embodiments of the invention; Figure 5 is a load/elongation graph for three elements the different reinforcements, one according to the prior art and two according to embodiments of the invention; - Figure 6 shows an elongated portion of the load/elongation graph of Figure 5; - Figure 7 is a load/elongation graph showing the result of Tests 1 and 2 described below; e- Figure 8 is a load/stretch graph showing the result of Test 3 described below.
    [00032] For the sake of simplicity, Figures 1 and 2 show only part of the tire 100, the remaining part which is not shown being substantially identical and symmetrically arranged with respect to the equatorial plane X - X of the tire. In the various Figures, the same reference numerals indicate parts which are the same or are functionally equivalent.
    [00033] The tire according to Figures 1 and 2 is a tire for wheels of light or heavy transport vehicles, such as trucks, buses, trailers, vans and in general vehicles where the tire is subjected to a large load. Preferably, such a tire is designed to be mounted on rims having a diameter greater than or equal to 16'' (40.64 cm), typically with a diameter greater than or equal to 17.5'' (44.45 cm). ). A heavy transport vehicle is, for example, a vehicle that belongs to categories M2 - M3, N2 - N3 and 02 - 04 according to "ECE Consolidated Resolution of the Construction of vehicles (RE 3), Annex 7, Classification and definition of power driven vehicles and trailers". The heavy vehicle category comprises trucks, tractor/trailers, trucks, buses, large vans and similar vehicles.
    [00034] In the present description and in the claims that follow, the term "equatorial plane" is understood to mean the plane perpendicular to the axis of rotation of the tire and containing its centerline.
    [00035] The tire 100 comprises at least one carcass ply 101, the edges of opposite sides of which are associated with the respective bead structures 111 comprising a bead core 108, an anti-abrasive strip 109 and at least one bead filler. bead 107. The association of said at least one carcass ply 101 and said bead structure 111 is typically achieved by folding opposite side edges of said at least one carcass ply 101 around said bead core 108 and said by minus one bead filler to form a carcass turn 110.
    [00036] The at least one carcass ply 101 generally comprises a plurality of elements for reinforcing the carcass ply which are arranged parallel to each other and are at least partially coated with a layer of crosslinked elastomeric material. These carcass ply reinforcing elements, in particular in the case of truck tires, are usually made of metal cords, preferably steel cords. Textile fibers such as rayon, nylon, polyester or polyethylene terephthalate or mixtures thereof can be used for certain types of tires (eg those intended for light transport, ie for light trucks).
    [00037] The at least one carcass ply 101 is usually of the radial type, that is, it incorporates reinforcing elements arranged in a direction substantially perpendicular to the circumferential direction.
    [00038] The strap structure 105 is applied in a radially external position with respect to said at least one carcass ply 101. The strap structure 105 will be described in greater detail in the remainder of this description.
    [00039] In the embodiment according to Figures 1 and 2, an insert 104 comprising a crosslinked elastomeric material is arranged in the area where the side edges of the tread 106 are connected to the flank 103. The insert 104 can also be arranged only between the carcass ply 101, the strap structure 105 and the flank 103.
    [00040] A tread 106, the lateral edges of which are connected to the flank 103 is circumferentially applied in a radially external position with respect to said belt structure 105. Externally, the tread 106 has a suitable running surface 106a to make contact with the ground. Circumferential grooves 106b, which can be connected by transverse lamellas (not shown), define a tread pattern comprising a plurality of ribs and/or blocks of various shapes and sizes which are distributed over the tread surface 106a.
    [00041] A flank 103 is externally applied on the carcass ply 101. The flank 103 extends in an axially external position, from the bead structure 111 to the tread 106.
    [00042] In the embodiments according to Figures 1 and 2, an elastomeric layer 102, generally known as a liner, which provides the tire with the necessary permeability in relation to air infiltration, is provided in a radially internal position with respect to the carcass canvas 101.
    [00043] Preferably the tire 100 according to the present invention has an aspect ratio (H/C) of between 0.35 and 1.1, more preferably between 0.45 and 1.0.
    [00044] Said aspect ratio is the ratio between the height of the cross section of the tire H, that is, the radial distance from the nominal diameter of the rim to the outer diameter of the tire in its equatorial plane, and the width C (in the Figures 1 and 2 the measurement C/2, i.e. half of C, is indicated) of the tire cross section, i.e. the maximum linear distance parallel to the tire rotation axis between the outer surfaces of the sidewalls (according to ETRTO 2010 edition pages G2 and G4).
    [00045] The strap structure 105 typically comprises two main strap layers 105a and 105b which are radially overlapping and incorporate a plurality of strap reinforcing elements, typically metal cords, preferably steel cords. Said belt reinforcement elements are parallel to each other in each belt layer and intersect the reinforcement elements of the adjacent belt layer and are preferably inclined symmetrically with respect to the circumferential direction of the tire, at an angle of between 10° and 70° , and preferably between 12° and 40°. Strap reinforcement elements are typically coated with a crosslinked elastomeric material.
    [00046] Preferably, said strap reinforcement elements have a density between 30 cords/dm and 80 cords/dm, preferably between 40 cords/dm and 65 cords/dm, measured in said two main strap layers 105a and 105b, in a circumferential direction, in the vicinity of the equatorial plane X - X of tire 100.
    [00047] Furthermore, the strap structure 105 may also comprise a third layer of strap 105c applied as a radially outermost layer of the strap structure 105 and provided with reinforcing elements, typically metal cords, preferably steel cords. The third layer of strap 105 is also known as a “stone protection strap”. Said stone protective band reinforcement elements are arranged parallel to each other and are inclined with respect to a circumferential direction of the tire at an angle between 10° and 60°, and preferably between 12° and 40°. The reinforcing elements of the stone protective band are typically coated with a cross-linked elastomeric material. Said third strap layer 105c acts as a protective layer that prevents the penetration of stones and/or debris that can become trapped in the tread grooves (106b) and cause damage to the inner strap layers or even the carcass ply 101 .
    [00048] Preferably, said reinforcement elements of the third strap layer 105c have a density between 30 cords/dm and 80 cords/dm, preferably between 35 cords/dm and 65 cords/dm, measured in said third strap layer 105c in a circumferential direction, in the vicinity of the equatorial plane X - X of tire 100.
    [00049] In embodiments (not shown in the drawings) the strap structure may comprise at least one additional strap layer arranged between the at least one carcass ply 101 and the radially innermost main strap layer 105a. Said additional band layer comprises reinforcing elements which are parallel to each other. In this additional layer the reinforcement elements can be inclined with respect to a circumferential direction of the tire at an angle greater than that used in the main belts, typically between 60° and about 90°, and preferably between 65° and about 80° .
    [00050] Advantageously the belt structure 105 of the tire 100 also comprises a reinforcement layer 105d applied in a radially external position with respect to the second main belt layer 105b. This layer 105d can be substantially as wide as the main strap layers. However, typically this layer 105d is formed with tapes of limited width positioned substantially at the axial ends of the belt 105.
    [00051] In the embodiments shown in Figures 1 and 2, layer 105d comprises a reinforcing strip 105d which is called "zero degree reinforcing strip", "lateral reinforcing strip" or simply "reinforcing strip". This lateral reinforcement strip 105d is positioned at the axial end of the tire and is applied in a radially outward position with respect to the second main belt layer 105b. said reinforcing strip 105d generally incorporates a plurality of reinforcing elements, typically metal cords, preferably steel cords. Unlike other layers of the strap structure, the reinforcing elements in the zero degree reinforcing strip are oriented in a substantially circumferential direction, thus forming an angle of a few degrees (eg an angle of about 0° and 6°) with to the X - X equatorial plane of the tyre, and are coated with crosslinked elastomeric material. In the embodiment shown in Figures 1 and 2, the zero degree reinforcing strip 105d is formed by radially superimposing one, two or three turns of a rubberized tape of predetermined width. The rubberized strip with which the zero degree reinforcing strip 105d of the embodiment shown in Figures 1 and 2 is formed has a width substantially the same as the width of the strip 105d. Figures 3a and 3b show an embodiment of a rubberized tape 105d' suitable for forming a reinforcing strip 105d. rubberized tape 105d comprises a number of reinforcing elements, typically metal cords. The number of reinforcing elements in the rubber tape 105d varies depending on the width of the rubber tape itself. They are arranged substantially parallel to each other. According to embodiments, the reinforcement elements are arranged in the rubberized tape with a density between 30 and 70 cords/dm. The rubberized strip has a longitudinal axis and the reinforcing elements in the rubberized strip are arranged substantially parallel to said longitudinal axis. The width of a rubber band varies depending on the number of reinforcement elements. Preferably, the width of the rubberized tape (and therefore the zero degree reinforcing strip 105d) is between about 10% and about 20% of the maximum width of the strap structure (namely the width of the strap layer extends further far in the lateral direction). In some embodiments, the width of the rubberized tape can be between about 12.0 mm and about 60.0 mm. In certain embodiments the thickness of the rubberized tape is between about 1 mm and about 1.5 mm.
    [00052] Figures 3a, 3b schematically show a cross-sectional view of a first turn of rubberized tape 105d' and a second turn of rubberized tape (which is overlapped radially on the first turn).
    [00053] According to a preferred embodiment, the third strap layer 105c can be arranged on the outside with respect to the zero degree reinforcing strip 105d. in this way the third layer of strap at least partially covers the zero degree reinforcing strip 105d. this ensures advantageous and important protection for at least a portion of the 105d zero degree reinforcement strip.
    [00054] Figure 2 shows a configuration of this preferred embodiment. The difference compared to Figure 1 is that a part (the axially outermost part) of the third strap layer 105c is arranged radially on the outside of the zero degree reinforcing strip 105d. thus the third strap layer 105c partially covers the zero degree reinforcing strip 105d.
    [00055] Preferably, the third strap layer 105c covers the zero degree reinforcing strip 105d over at least half its width. In one embodiment, the third layer of strap covers substantially the entire zero degree reinforcement strip 105d (e.g., at least 80% of the zero degree reinforcement strip). This results in at least two main advantages. First, the zero-degree 105d reinforcement strip is much less subject to damage from stones, debris or other foreign bodies that could penetrate the tread radially towards the inside of the tire and that could allow the penetration of an oxidizing agent ( eg water or moisture) towards the reinforcing elements of the zero degree reinforcing strip. This ensures that the reinforcement strip 105d remains undamaged and greatly reduces the likelihood that the tire will be discarded during retreading due to corrosion of the reinforcement elements. Second, tire retreading can be done more easily and safely. In fact, the tread can be removed without risk of tearing and unwinding the reinforcing strip.
    [00056] As an alternative to the configuration shown in Figures 1, 2, 3a, 3b, the zero degree reinforcement strip can be formed by means of axially adjacent spirals of a rubberized tape comprising reinforcement cords.
    [00057] Additionally or alternatively the reinforcement strip 105d applied in a radially external position with respect to the second main belt layer 105b, it is possible to provide a reinforcement layer of zero degrees (for example, a strip arranged in an axially external position) between the main belts 105a, 105b and/or the zero degree reinforcement layer (eg a strip arranged in an axially outer position) between the tire casing 101 and the radially innermost main belt 105a. These modalities are not shown in the Figures.
    [00058] Still in this case, the above-mentioned zero-degree reinforcement layers arranged between the main belts and/or between the carcass and the radially innermost main belt can be formed by means of axially adjacent spirals of a rubberized tape comprising strands of reinforcement.
    [00059] According to embodiments of the present invention, the strip (or layer) of reinforcement of zero degrees 105d comprises metal cords of high elongation. These cords comprise an “n” number of strands that are woven together.
    [00060] The number “n” of wires can be two, three, four, five or more. According to an embodiment, each metal cord comprises three strands that are woven together in the form of a helical winding, eg, S-like winding (i.e., in a clockwise direction). An example of a wire arrangement in accordance with this embodiment is shown schematically in the cross section of cord 200 in Figures 4a or 4b.
    [00061] Referring to Figure 4a or 4b, each strand 201 may comprise "m" filaments which are divided into a central filament 202 and "m-1" crown filaments 203. Crown filaments 203 are substantially arranged so as form a single ring arranged as a circular crown around said central filament 202. The crown filaments 203 may be five, six or more than six in number. According to a preferred modality, they are six in number. The filaments 202, 203 are interwoven to form the yarn 201 in the form of a helical winding, e.g., an S-like winding.
    [00062] A metal cord formed by three strands in which each strand comprises seven filaments is referred to as "3x7". In general, this reference is completed by an indication of the main diameter of the cord filaments. Thus, a metal cord formed by three strands in which the filaments have a diameter of 0.14 mm is referred to as “3x7x0.14”. Finally, the addition of the abbreviation “HE” indicates that the metal cord is of the high elongation type.
    [00063] Figure 4a shows in schematic form the cross-sectional view of a metal cord 200 according to an embodiment of the invention with three strands 201 that are interwoven together and where each strand comprises a central filament 202 and six crown filaments 203 (m=3 and n=7).
    [00064] Conveniently, according to an embodiment of the present invention, all the filaments in each strand have the same diameter and all strands have the same characteristics. The diameter of each filament is not greater than about 0.175 mm. For example, the diameter of each filament can be about 0.16 mm, 0.15 mm, 0.14 mm, or 0.12 mm.
    [00065] Alternatively, according to another embodiment of the invention, the filaments of each strand may have a mutually variable diameter. In some configurations, most filaments have a diameter less than or equal to 0.175 mm, but one or two filaments in each strand have a diameter greater than 0.175 mm, typically slightly larger, for example 0.18 mm. For example, the diameter of most filaments is 0.14 mm or 0.12 mm.
    [00066] The filament with a larger diameter can be the central filament, as for example shown in Figure 4b. For example, the central filament 202 may have a diameter D202 of 0.14 mm, while the diameter D203 of crown filaments 203 may be equal to 0.12 mm.
    [00067] The diameter D202 of the central filament 202 is greater than the diameter D203 of the crown filaments 203 by a percentage that preferably does not exceed 25%. More preferably, the diameter D202 of the central filament 202 is greater than the diameter D203 of the crown filaments 203 by a percentage that preferably does not exceed 20%. For example, the diameter D202 of the central filament 202 is about 5 to 7% larger than the diameter D203 of the crown filaments 203.
    [00068] According to embodiments of the present invention, each of the wires 201 has the same characteristics in terms of number of filaments, arrangement of filaments and diameter of filaments. In accordance with embodiments of the present invention, each of the yarns 201 also has the same characteristics in terms of filament braiding pitch and filament material.
    [00069] According to preferred embodiments, the filaments 202, 203 of the strands 201 are interwoven together in the form of a helical winding (for example, an S-like winding). Preferably, the braiding pitch of the filaments 202, 203 is between 2 mm and about 10 mm.
    [00070] According to preferred embodiments, the strands 201 are in turn interwoven together in the form of a helical winding (for example, an S-like winding). Preferably, the braiding pitch of the yarns 201 is between 3 mm and about 12 mm.
    [00071] As mentioned above, the filaments are preferably NT (normal tension), HT (high tension), SHT (super high tension) or UHT (ultra high tension) steel filaments. They are typically coated with brass or some other corrosion resistant coating (eg Zn/Mn). In another embodiment, the central filament and crown filaments are made of the same material and have the same corrosion resistance treatment. In other advantageous embodiments, the central filament is steel which has better tensile strength characteristics (eg HT steel) than crown filaments (eg NT steel) and/or has undergone a resistance treatment to superior corrosion. This improved corrosion resistance treatment can advantageously consist, for example, of a greater thickness of the brass coating. Alternatively, the central filament can be coated with Zn/Mn and the crown filaments can otherwise be coated with brass.
    [00072] Table 1 shows a number of characteristic properties for three strands of variable filament diameter, that is, "3x7x0.20" (string A, comparison), "3x7x0.12" (string B, comparison) and "3x7x0 .14” (cord C, comparison).

    [00073] Figure 5 shows a graph of load/elongation for cords A (comparison), B (invention) and C (invention). Figure 6 shows an enlarged portion of the load/elongation graph in Figure 5.
    [00074] Advantageously, cords B and C have a much smaller diameter than cord A, therefore cords B and C can be used to make zero degree reinforcement strips with a thickness less than that of a strip of reinforcement made using cord A. For example, by coating the cords with elastomeric material, two half-layers (an upper layer and a lower layer) with a thickness of about 0.15 to 0.20 mm are formed around the cords B in order to obtain a reinforcing strip with a thickness between about 1.12 mm and about 1.22 mm. Similarly, by coating the cords C with elastomeric material, two half-layers (an upper layer and a lower layer) with a thickness of about 0.15 to 0.20 mm are formed around the cords C so as to obtain a strip of reinforcement having a thickness between about 1.26 mm and about 1.36 mm.
    [00075] Due to the smaller thickness of the reinforcing strips with cords B or C (according to the present invention), it is possible to reduce the unevenness at the axial ends of the reinforcing strip to zero degree. In particular, advantageously, the irregularity in thickness concentrated at the axially inner end of the zero degree reinforcing strip is reduced. Therefore, referring again to Figure 1, the step (in the radial direction) between the stone protection band and the zero degree reinforcing strip is reduced. This results in an advantage in terms of driving comfort, less concentrated heating and better tire wear. Advantageously, with reference to Figure 2, due to the smaller thickness (in the radial direction) of the zero degree reinforcing strip it is possible to axially extend the stone protection band so as to at least partially cover the zero degree reinforcing strip . The stone protection strap can protect the reinforcement strip from excessive stresses (eg caused by impact with obstacles and/or penetration of stones and/or debris). This considerably reduces the possibility of separation of the belt layers to occur. This configuration has also proven to be extremely advantageous during retreading as it eliminates the risk, when removing the old tread, of accidentally engaging and also removing the zero degree reinforcing strip.
    [00076] Table 1 shows that there is a reduction in the weight of cords B and C compared to cord A. this reduction in cord weight can advantageously result in a tire weight reduction of between about 0.5 and 1, 0 kg.
    [00077] Considering again the values shown in Table 1 and the graphs shown in Figures 5 and 6, it is worth noting that the braking load of strands B and C is lower than that of strand A by a percentage of between about 35% and 45%. However, no deterioration in tensile strength and/or integrity characteristics of the tire according to the invention were noted. On the contrary, tests carried out by the depositor surprisingly showed that there is an improvement in these characteristics.
    [00078] The cords on the zero degree reinforcing strip can all have the same diameter. According to an advantageous embodiment of the invention, the plurality of reinforcement elements may comprise a first number of reinforcement elements formed by filaments of a first diameter and a second number of reinforcement elements formed by filaments of a second diameter, wherein the first diameter is smaller than the second diameter.
    [00079] Advantageously, the reinforcement elements formed by filaments with a smaller diameter can be arranged in an axially more internal position, and the reinforcement elements formed by filaments with a larger diameter can be arranged in an axially more external position. For example, a strip may comprise a number of reinforcement elements (metal cords) formed by filaments with a diameter of 0.12 mm and a number of reinforcement elements formed by filaments with a diameter of 0.14 mm. In this mode, during tire manufacture, the strip is wound so that metal cords formed with filaments having a diameter of 0.14 mm are arranged axially outwardly on the finished tire.
    [00080] The depositor also performed tension and compression tests on a zero degree reinforcing strip comprising A, B and C cords. In particular, the following rubberized tapes, all of the same width and reinforced with A metal cords , B and C were compared: - Tape A (reference): rubberized tape reinforced by 15 strings A 3x7x0.20HE; - Tape B (invention): rubberized tape reinforced by 18 strings B 3x7x0.12HE; - Tape C (invention) : rubberized tape reinforced by 17 cords A 3x7x0.14HE;
    [00081] The following tests were performed: - Test 1: tension test performed on vulcanized tapes; - Test 2: tension test performed on unvulcanized tapes; e- Test 3: ring compression test performed on vulcanized tapes.
    [00082] Details of the test conditions are shown in Table 2 (Test 1 and Test 2) and in Table 3 (Test 3).

    [00083] Figure 7 is a load/stretch graph that shows the results of Tests 1 and 2 for low loads. No major differences in behavior between the various tapes - neither in the raw state nor in the vulcanized state - can be noticed.
    [00084] Figure 8 is a graph showing the results of Test 3. The tape according to the invention is significantly (and advantageously, for the purposes of comfortable driving) less rigid than tape A (comparison tape). To estimate the corrosion resistance of the cords incorporated in the tapes, the depositor also carried out an experimental test regarding penetration. The penetration test was performed by immersing (one at a time) strips A, B and C (unvulcanized and vulcanized) in an alcohol bath and calculating the expelled air.
    [00085] The results of the penetration test are shown in Table 4.

    [00086] From the results obtained it is evident that tapes B and C contain much less air than tape A and therefore they are less subject to corrosion.
    [00087] The depositor also performed internal and external tests on 315/80R22.5 tires with a tread pattern adapted to the steering axle of a vehicle. Three types of tire were manufactured and tested: an A tire (with two type A strips). On tires B and C, the layer of stone protection tape was arranged so as to partially cover the respective strips. internal test
    [00088] The internal test performed on tires A, B and C consisted in making the three tires rotate under a predefined load starting from a certain speed and gradually increasing the speed until the belt separation occurred. The time required to achieve belt separation in tire B and tire C was, respectively, 29% and 30% longer than the time required for tire A. First external test
    [00089] The first external test consisted of repeatedly mounting/dismounting a sidewalk pavement at a small angle to the sidewalk direction. At the end of the test, for each tire, the total length of the incisions formed in the axially outermost longitudinal groove was calculated. The total length was obtained by adding the lengths of the single incisions. The total length of the incisions formed in tire C was 22% less than the total length of the incisions formed in tire A. The total length of the incisions formed in tire B was 78% less than the total length of the incisions formed in tire A.
    [00090] Regardless of the use of cordons with a low braking load, the result of this test was, therefore, surprising, clearly favorable for tires B and C. The depositor considers that this significant improvement is due to a greater adaptability and deformability of the tires. reinforcing strips B and C compared to reinforcing strip A. Second external test
    [00091] The second external test was carried out on a track, using four tires mounted on a trailer and pulling the trailer, alternatively, at a constant speed along a straight path for a preset number of hours and around a circuit in eight for a set number of hours. During the journey along the straight section the tires were mainly affected by thermal stress. During the journey around the circuit in eight the tires were also mainly affected by mechanical (alternating) tension. The test ended after a pre-set number of kilometers has been completed or until a tread separation occurs (the tread being replaced in order to continue the test with the other tires). The test was carried out using tires A, B and C.
    [00092] In this case, all separations of A tires from the tread occur before 70% of a predefined total distance has been covered.
    [00093] Two of the four B tires have completed the preset total distance. In this case, the separation of the third and fourth B tires from the tread occurred after traveling in total 99% and 66% of the predefined total distance.
    [00094] Three of the four C tires have completed the preset total distance. The fourth tire C completed the total of about 92% of the preset total distance.
    [00095] This result of this test was therefore also surprisingly favorable for tires B and C. Third external test
    [00096] The third external test consisted of a road driving test. The test was carried out by a test driver who covered the same stretch of road of a mixed nature (ie curves, straight sections, uphill and downhill sections) using the same vehicle, adjusted in turn with A, B tires. and C, with the same transported load and tire inflation pressures.
    [00097] The test driver expressed a number of subjective assessments regarding the behavior of the tyres. Tire A was used as the reference tire. Table 5 shows the parameters evaluated by the test driver and a symbol (+, -, =), the symbol “+” indicates an improvement compared to tire A, the symbol “-” indicates a lower performance and the symbol “=” indicates that no difference was detected by the test driver compared to the A tires.
    [00098] In particular: • With regard to ratings for travel along the straight, the test driver primarily evaluated the effect of the front tires on driving performance and in particular the ability to maintain the vehicle's steering under traveling conditions; • With respect to the assessments for trip for handling, the test driver mainly evaluated the effect of the front tires on driving performance and in particular the vehicle reaction time for a given steering angle; • With respect to realignment after overtaking and lateral stability, the test driver evaluated both the effect of the front tires and the effect of the rear tires on performance, and in particular the realignment time and vehicle behavior when changing suddenly from one lane to another; For comfort, the test driver mainly evaluated the effect of the front tires on driving performance and in particular the impact damping time when traveling over a surface. rough road noise (and/or steering wheel vibration).

    [00099] In the ratings shown the test driver expressed a very positive opinion for tires B and C which demonstrated: an improved ability to maintain a straight path without the need for frequent and substantial correction; more uniform maintenance of the adjusted steering angle, without sudden variations in lateral thrust; a very gradual response to the adjusted steering angle and consequent load transfer; less wobble when turning to a track after overtaking.
    权利要求:
    Claims (20)
    [0001]
    1. Tire (100) for vehicle wheels comprising: - a carcass structure comprising at least one carcass ply (101); - a belt structure (105) applied in a radially external position with respect to said at least one ply of carcass (101); and - a tread (106) applied in a radially external position with respect to said band structure (105), wherein the band structure (105) comprises at least one reinforcing strip (105d) incorporating a plurality of elements of reinforcement elements arranged in the circumferential direction; characterized in that the reinforcement elements comprise at least one high elongation metal cord, wherein said high elongation metal cord has an elongation at break equal to at least 3.5% ; and preferably has low load elongation of between 1% and 3%, where low load elongation is understood to mean the difference between the percentage of elongation obtained when subjecting the cord to a tensile force of 50 N and the percentage of elongation obtained by subjecting the cord to a tensile force of 2.5 N; wherein the metal cord comprises a plurality of woven strands (201) and each strand comprises a plurality of filaments (202, 203); the filaments of each strand have a diameter not greater than 0.175 mm.
    [0002]
    2. Tire (100) according to claim 1, characterized in that all filaments (202, 203) of each wire have a diameter not greater than 0.16 mm.
    [0003]
    3. Tire (100) according to claim 1 or 2, characterized in that said at least one reinforcing strip (105d) is formed by means of a single turn of a rubberized tape comprising a plurality of said reinforcing elements , wherein a first end of the rubberized tape is radially overlapping a second end in an overlap zone.
    [0004]
    4. Tire (100) according to claim 1 or 2, characterized in that the reinforcing strip (105d) is formed by means of two or more radially overlapping turns of a rubberized tape.
    [0005]
    5. Tire (100) according to any one of claims 1 to 4, characterized in that said plurality of reinforcement elements comprises a first number of reinforcement elements with filaments having a first diameter and a second number of reinforcement elements. reinforcement formed by filaments with a second diameter, the first diameter being smaller than the second diameter.
    [0006]
    6. Tire (100) according to claim 5, characterized in that the reinforcement elements with filaments having a first diameter are arranged in an axially innermost position, and the reinforcement elements with filaments having a second diameter are arranged in an axially outermost position.
    [0007]
    7. Tire (100) according to any one of claims 1 to 6, characterized in that the strap structure also comprises an additional strap layer (105c) arranged in a radially external position and extending over at least one half of a width of said at least one reinforcing strip (105d).
    [0008]
    8. Tire (100) according to claim 7, characterized in that said layer of additional strap (105c) extends over the entire width of said at least one reinforcing strip.
    [0009]
    9. Tire (100) according to any one of claims 1 to 8, characterized in that said at least one high elongation metal cord has an nxm configuration, where n represents the number of wires and can be equal a 2, 3, 4 or 5 and where m represents the number of filaments in each wire and can be equal to 5, 6 or 7.
    [0010]
    10. Tire (100) according to claim 9, characterized in that at least one wire of the metal cord comprises a central filament (202) and crown filaments (203) arranged to form a single crown ring circular around said central filament (202).
    [0011]
    11. Tire (100) according to claim 10, characterized in that the diameter of the central filament (202) is greater than the diameter of the crown filaments (203) by a percentage that does not exceed 25%.
    [0012]
    12. Tire (100) according to any one of claims 1 to 11, characterized in that the belt structure (105) comprises at least two radially superimposed main belt layers (105a, 105b) incorporating a plurality of elements that are parallel to each other, the reinforcement elements in each layer being inclined with respect to the circumferential direction of the tire and being oriented so as to intersect the reinforcement elements of the adjacent layer.
    [0013]
    13. Tire (100) according to claim 12, characterized in that the at least one reinforcing strip is arranged in a radially external position with respect to the at least two main belt layers (105a, 105b).
    [0014]
    14. Tire (100) according to claim 13, characterized in that the at least one reinforcing strip (105d) is arranged at a respective axially outer end of the radially outermost layer of said at least two main belt layers (105a, 105b).
    [0015]
    15. Tire (100) according to any one of claims 12, 13 or 14, characterized in that the at least one reinforcing strip (105d) is arranged between said two main belt layers (105a, 105b).
    [0016]
    16. Tire (100) according to any one of claims 12 to 15, characterized in that the at least one reinforcing strip (105d) is arranged between said carcass structure and the radially innermost layer of said two layers of main straps (105a, 105b).
    [0017]
    17. Rubberized tape configured to form a reinforcing strip (105d) for a tire (100) for vehicle wheels, wherein said rubberized tape has an elongated shape with a longitudinal axis, wherein said rubberized tape comprises a plurality of reinforcement elements arranged parallel to said longitudinal axis, characterized in that the reinforcement elements comprise at least one high elongation metal cord, wherein said high elongation metal cord has an elongation at break equal to at least 3.5%; and preferably has low load elongation of between 1% and 3%, where low load elongation is understood to mean the difference between the percentage of elongation obtained when subjecting the cord to a tensile force of 50 N and the percentage of elongation obtained by subjecting the cord to a tensile force of 2.5 N, wherein the at least one metal cord comprises a plurality of woven strands (201), each strand comprising a plurality of filaments (202, 203 ), and wherein all the filaments of each strand have a diameter of not more than 0.175 mm.
    [0018]
    18. Rubberized tape according to claim 17, characterized in that all the filaments (202, 203) of each wire have a diameter not greater than 0.16 mm.
    [0019]
    19. Rubberized tape according to claim 17 or 18, characterized in that it comprises a first number of filament reinforcement elements (203) having a first diameter and a second number of filament reinforcement elements (202) having a second diameter, where the first diameter is smaller than the second diameter.
    [0020]
    20. Rubberized tape according to any one of claims 17, 18 or 19, characterized in that said at least one metal cord is coated with elastomeric material in order to obtain a rubberized strip with a thickness of between 1 mm and 1.5 mm.
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    同族专利:
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    CN103025543A|2013-04-03|
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    US10807415B2|2020-10-20|
    EP2601059B1|2019-02-27|
    TR201907367T4|2019-06-21|
    WO2012017399A1|2012-02-09|
    CN103025543B|2017-08-08|
    EP2601059A1|2013-06-12|
    BR112012033759A2|2016-11-22|
    US20130118668A1|2013-05-16|
    US9738118B2|2017-08-22|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-09-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-07-21| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2021-04-13| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-06-01| 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 03/08/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    ITMI20101524|2010-08-06|
    ITMI2010A001524|2010-08-06|
    US38090210P| true| 2010-09-08|2010-09-08|
    US61/380902|2010-09-08|
    PCT/IB2011/053457|WO2012017399A1|2010-08-06|2011-08-03|Tyre for wheels of heavy transport vehicles|
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