• 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:
    The invention relates to reinforcing reinforcement of a passenger tire. It aims a good resistance to penetration and perforation of its top by foreign objects, with a simple and lightweight reinforcement architecture. According to the invention, the shrinking layer (71) has a breaking force FR at least equal to 35 daN / mm and has a secant extension module MA at least equal to 250 daN / mm, for an applied force F equal at 15% of the breaking force FR of said shrink layer (71). The working reinforcement (6) comprises a single working layer (61) whose working reinforcements form, with the circumferential direction (YY '), an angle AT at least equal to 30 ° and at most equal to 50 °. The carcass reinforcements of the at least one carcass layer (81) form, with the circumferential direction (YY ') and in the equatorial plane (XZ), an angle AC2 of at least 55 ° and at most equal to 80 ° and having an opposite orientation to that of the AT angle of the work reinforcements, so that the carcass reinforcements and the work reinforcements constitute a triangulation.
    公开号:FR3035025A1
    申请号:FR1553418
    申请日:2015-04-17
    公开日:2016-10-21
    发明作者:Luc Bestgen；Clerc Christophe Le；Jacky Pineau
    申请人:Michelin Recherche et Technique SA Switzerland ；Compagnie Generale des Etablissements Michelin SCA；Michelin Recherche et Technique SA France；
    IPC主号:
    专利说明:

    [0001] The subject of the invention is a tire for a passenger vehicle, commonly called a passenger tire, and more particularly its reinforcement armature. A tire being a toric structure whose axis of revolution is the axis of rotation of the tire, we define below the terminologies used for the present invention: - "axial direction": direction parallel to the axis of rotation of the tire, - "radial direction": direction perpendicular to the axis of rotation of the tire, - "circumferential direction": direction perpendicular to a radial plane containing the axis of rotation of the tire, - "radial plane": plane which contains the axis of rotation of the tire, - "equatorial plane": plane perpendicular to the axis of rotation and which passes through the middle of the tread. [0003] A tire usually comprises a tread intended to come into contact with a ground and connected, at its axial ends, radially inwards, by two sidewalls with two beads, intended to come into contact with a tread. rim. The height H of the tire is the radial distance between the radially outermost point of the tread and the line passing through the most radially inner points of the beads, the tire being mounted on its rim. [0004] A radial tire further comprises a reinforcing reinforcement, comprising radially from the outside towards the inside at least one working reinforcement and a carcass reinforcement. The working reinforcement, radially inner to the tread, comprises at least one working layer comprising working reinforcements embedded in an elastomeric material, said working reinforcements forming, with the circumferential direction, an angle at least equal to 10 °. Most often, the working frame of a passenger tire comprises two working layers, the respective work reinforcements are crossed from one working layer to the next, so as to achieve a triangulation. Generally, the working reinforcements for a passenger tire are constituted by a metallic material, most often steel, and are formed by a son assembly, called a cable, or by a single wire. The carcass reinforcement, radially inner to the working frame, connects the two beads of the tire, generally by winding in each bead 5 around a circumferential reinforcing element or rod, and comprises at least one carcass layer comprising carcass reinforcements embedded in an elastomeric material. In the case of a passenger tire, the carcass reinforcement generally comprises a single layer of carcass. In the most frequent case of a radial carcass reinforcement, the carcass reinforcements form, with the circumferential direction, at any point of the carcass layer, an angle of at least 85 °. Generally carcass reinforcements, for a passenger tire, are constituted by a textile material, such as, by way of examples and non-exhaustively, an aliphatic or nylon polyamide, an aromatic polyamide or aramid, a polyester such as polyethylene terephthalate (PET), a textile material comprising cellulosic fibers such as rayon. [0007] Often the reinforcing reinforcement also comprises a hooping reinforcement. A hooping frame is adjacent to the working frame, that is to say radially external to the working frame or radially inner to the working frame. The hooping frame is generally radially external to the carcass reinforcement. It comprises at least one layer of hooping, and most often a single layer of hooping. A hooping layer comprises shrink reinforcements, embedded in an elastomeric material and forming, with the circumferential direction, an angle at most equal to 5 °. The hoop reinforcements, for a passenger tire, may consist of either a textile material or a metallic material. [0008] The assembly formed by the working reinforcement and the hooping reinforcement constitutes the crown reinforcement of the tire. During its use, a passenger tire can roll on foreign bodies, punching his tread and likely to cause a partial or complete break of the working layers. This is mainly due to the high rigidity, in particular radial, of the reinforcement of work. For a conventional tire of the state of the art, the large deformations imposed by the punching of such objects are mainly supported by the working reinforcement, but not by the carcass reinforcement. It is already known from US 4310043 a radial tire for vehicles of the heavy type and having a high resistance to bursting under the effect of shocks that can occur when passing over a stone. Such a tire comprises in particular a carcass reinforcement, not having excessive mechanical strength and comprising at least one carcass layer that may comprise textile reinforcements, and a working reinforcement, radially external to the carcass reinforcement, comprising three layers. the two most radially outer 10 include metal reinforcements forming, relative to the circumferential direction, an angle between 15 ° and 25 °. The inventors have set themselves the objective of designing a tire for a passenger vehicle having good resistance to the penetration and perforation of its top by foreign objects capable of punching the said vertex, with a strengthening architecture. simple and lighter than that of a passenger car tire of the state of the art. [0012] The subject of the invention is therefore a tire for a passenger vehicle comprising: a tread intended to come into contact with a ground and connected at its axial ends, radially inwards, by two flanks with two beads intended to come into contact with a rim, a working frame, radially inner to the tread and comprising at least one working layer comprising metal working reinforcements embedded in an elastomeric material, said reinforcements forming a circumferential circumferential direction of the tire an angle Ar of at least 10 °, a shrink reinforcement, radially inner to the tread and radially adjacent to the working reinforcement, and comprising a single layer of hooping comprising shrink reinforcements embedded in an elastomeric material, said shrink reinforcements forming, with the circumferential direction, a AF angle at most equal to 5 °, a carcass reinforcement connecting the two beads to one another, radially inner to the working frame and to the hooping frame, and comprising at least one layer of carcass comprising textile carcass reinforcements embedded in an elastomeric material, said carcass reinforcements forming, with the circumferential direction, at least partly in the flanks, an angle Ace of at least 85 °, the shrinking layer having a force with a fracture FR at least equal to 35 daN / mm, the shrinking layer having a secant extension module MA at least equal to 250 daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrinking layer, the working armature comprising a single working layer whose working reinforcements form, with the circumferential direction, an angle Ar at least equal to 30 ° and at most equal to 50 °, and carcass reinforcements from the at least one co carcass member forming, with the circumferential direction and in the equatorial plane, an angle Ac2 at least equal to 55 ° and 15 at most equal to 80 ° and having an orientation opposite to that of the angle Ar of the reinforcements of work, of so that the carcass reinforcements and the reinforcements of work constitute a triangulation. A tire according to the invention is characterized by a reinforcing reinforcement, comprising: a shrinking reinforcement constituted by a single hooping layer, the hooping layer having a specified minimum breaking force FR and a modulus of reinforcement; secant extension MA, for an applied force F equal to 15% of the breaking force FR of said specified minimum shrinking layer, a working reinforcement consisting of a single working layer, of which the metal working reinforcements form, with the circumferential direction, an angle Ar at least equal to 30 ° and at most equal to 50 °, -a carcass reinforcement, most often constituted by a single carcass layer, the carcass reinforcements of which form, with the circumferential direction and in the equatorial plane, an angle Ac2 at least equal to 55 ° and at most equal to 80 ° and having an opposite direction to that of the TA angle of the work reinforcements, so that that the carcass reinforcements and the reinforcements of work constitute a triangulation. The essential differences of the invention with respect to a state of the art passenger tire are therefore: a single hoop shrink reinforcement having both a higher breaking force and a higher stiffness in extension, a single working-bed working frame, instead of two working layers whose working reinforcements are crossed from one layer to another, and a carcass reinforcement with a layer of non-radial carcass in the portion of 1 () vertex, so that the carcass reinforcements and the work reinforcements are crossed with respect to each other. The inventors have found, surprisingly, that the reinforcing reinforcement according to the invention, although comprising a working layer less than the state of the art, that is to say although simpler and lighter, guarantees better resistance to penetration of an indenter. In the present case, the triangulation between the working layer and the carcass layer, associated with a hooping layer that is both stronger and stiffer, allows the tire to absorb the deformation energy imposed by the tire more efficiently. puncturing object, with less degradations of reinforcement reinforcement in the vertex area. More particularly, the choice of the physical characteristics of the hooping layer makes it possible to better control the deformed profile of the crown of the tire, and consequently to avoid excessive deformation which can lead to early damage during travel. This advantage was quantified by a perforation test called "breaking 25 energy" test, which is a static standard test consisting of measuring the energy required to perforate a pneumatic tire inflated on its rim by a metal cylinder called polar and having a diameter equal to 19mm, the tire being subjected to a given nominal or weighted load (overload). A nominal load is a standard load defined by the European Tire and Rim Technical Organization (ETRTO) standard. As regards the carcass reinforcement, the carcass layer is substantially radial in at least a portion of the flanks, that is to say that the carcass reinforcements form, with the circumferential direction , an angle at least equal to 85 °. More specifically, the flank portion, preferably concerned by this radial orientation of the carcass layer, extends radially between the axial lines positioned respectively at radial distances equal to 3H / 8 and at H / 8 from the point on more radially outside of the tread of the tire. Preferably the shrink layer has a breaking strength FR at least equal to 45 daN / mm, which ensures a better breaking strength of the shrink layer. [0019] Still more preferably, the hooping layer has a secant extension module MA at least equal to 300 daN / mm, for an applied force F equal to 15% of the breaking force FR of said hooping layer. which guarantees a greater rigidity in extension of the hooping layer. Preferably, the hooping layer has a secant extension module MA at most equal to 1800 daN / mm, and more preferably at most equal to 1600 daN / mm for an applied force F equal to 15% of the breaking force FR of said hooping layer. The hooping layer comprising shrink reinforcements having a diameter D and spaced two by two by an inter-reinforcing distance L, the ratio D / L between the diameter D of a hooping reinforcement and the distance L separating two consecutive hoop reinforcements is advantageously at least equal to 1 and at most equal to 8. For a D / L ratio of less than 1, the density of hoop reinforcements is plethoric with respect to the need in terms of mechanical strength of the layer and, correspondingly, the amount of interstitial elastomeric material between two consecutive hoop reinforcements is insufficient. For a D / L ratio greater than 8, the hooping layer is difficult to manufacture on productive industrial tools of great width. [0021] Preferably, the hooping layer comprising shrink reinforcements having a diameter D and spaced two by two by an inter-reinforcing distance L, the ratio D / L between the diameter D of a hooping reinforcement and the distance L separating two consecutive reinforcing reinforcements is at least 2 and at most equal to 5. A ratio D / L included in this interval ensures the presence of an amount of elastomeric material optimal vis-à-vis 3035025 - 7 - the mechanical strength of the interstitial elastomeric material, which implies a satisfactory strength of the shrinking layer. According to a first embodiment relating to the material of the hoop reinforcements, the hooping reinforcements comprise a textile material, such as an aromatic polyamide or aramid, an aliphatic polyamide or nylon, a polyester such as a polyethylene, terephthalate (PET) or polyethylene-naphthenate (PEN), polyketone or textile material comprising cellulosic fibers such as rayon or lyocell. The hooping reinforcements made of textile material have the advantages of lightness and resistance to humidity. According to a second embodiment relating to the material of the hoop reinforcements, the hoop reinforcements comprise a combination of at least two different textile materials. The hoop reinforcements comprising a combination of at least two different textile materials, also called hybrid shrinking reinforcements, have the particularity of having a tensile curve, representing the tensile force applied to the reinforcement as a function of its elongation, which may have a relatively low tensile modulus of elasticity at low elongations and a higher modulus of elasticity at high elongations, hence the name "bi-modulus" reinforcements. The first modulus of elasticity in relatively low traction contributes to the manufacturing robustness of the tire. The second higher tensile modulus 20 responds to the need for mechanical strength for the tire in service. According to a third embodiment relating to the material of the hooping reinforcements, the hooping reinforcements comprise a metallic material, such as steel. Metal reinforcements have a very competitive industrial cost compared to reinforcements made of textile material having a modulus of elasticity in tension of the same level. Preferably, the working reinforcements of the working layer form, with the circumferential direction, an angle Ar at least equal to 35 ° and at most equal to 45 °. This range of angular values corresponds to the optimum in order to guarantee a sufficient rigidity of tire drift, necessary for the good behavior of the tire in a rough course. The rigidity of drift of a tire corresponds to the axial force to be applied to the tire generating a rotation of 1 ° around a radial direction. [0026] Still more preferably, the carcass reinforcements of the at least one carcass layer form, with the circumferential direction and in the equatorial plane (XZ), an angle Ac2 at least equal to 60 ° and at most equal to 70 °. . This range of angular values results from the conformation of the tire during its manufacture. The reinforcements of the carcass layer are initially radial, that is to say form an angle close to 90 ° with the circumferential direction. When forming the pneumatic tire during manufacture, that is to say during the transition from a cylindrical shape to a toroidal shape, the angle of the carcass reinforcements decreases substantially in the crown zone of the tire, and in particular in the vicinity of the equatorial plane. In what follows, the invention is described with reference to Figures 1 to 3 in the appendix, and examples described in Tables 1 to 5, given by way of illustration. [0028] FIG. 1 schematically shows the section of a half-tire according to the invention in a radial plane. As shown in Figure 1, the tire 1 according to the invention comprises a tread 2, intended to come into contact with a ground and connected at its axial ends 21, radially inwardly, by two sidewalls 3 with two beads 4, intended to come into contact with a rim 5. The working frame 6, radially inner to the tread 2, comprises a working layer 61 comprising metal working reinforcements (not shown) embedded in an elastomeric material, said work reinforcements forming, with the circumferential direction YY 'of the tire, an angle Ar of at least 10 °. The hooping frame 7, radially inner to the tread 2 and radially external to the working reinforcement 6, comprises a single hooping layer 71 comprising hoop reinforcements embedded in an elastomeric material, said hooping reinforcements forming , with the circumferential direction YY ', an angle AF at most equal to 5 °. The carcass reinforcement 8, connecting the two beads 4 to each other, radially inner to the working reinforcement 6 and to the hooping frame 7, comprises at least one carcass layer 81 comprising carcass reinforcements textiles (not shown) coated in an elastomeric material, said carcass reinforcements forming, with the circumferential direction YY ', at least partly in the sidewalls 3, an angle Ac2 at least equal to 85 °. FIG. 2 shows a typical behavior curve of a hooping layer, representing the extension force F applied to the hooping layer, expressed in daN / mm, that is to say for a layer of shrinkage of unit axial width equal to 1 mm, depending on its deformation in extension DX / X. FIG. 2 shows in particular the breaking force FR of the shrinking layer and the secant extension module MA, measured at a force F equal to 0.15 times the breaking force FR and characterizing, in a normative manner, the rigidity extension of the hooping layer. FIG. 3 shows various curves of tensile behavior of a shrinking layer, showing the variation of the extension force F applied to a hooping layer of unit width 1 mm, expressed in daN / mm, depending its deformation in extension DX / X, for various types of hoop reinforcements. The curves of FIG. 3 have been established for a shrouding layer of a passenger tire of size 205/55 R 16, intended to be mounted on a 6.5J16 rim and to be inflated to a nominal pressure. 2.2 bars, according to the ETRTO standard (European Tire and Rim Technical Organization). Curve A is the tensile curve of a shrink-wrap layer having a unit width of 1 mm, the hoop reinforcements of which consist of 2 PET yarns of 144 tex (144/2) with a twist of 290 turns per m (290 rpm). Curve B is the tensile curve of a shrink-wrap layer with a unit width of 1 mm, the hybrid shrinking reinforcements of which consist of the combination of a PET with a titer of 334 tex and an aramid with a titer of 330 tex twisted together with a balanced twist of 210 turns per meter. Curve C is the tensile curve of a shrink-wrap layer having a unit width of 1 mm, the hoop reinforcements of which consist of two aramid strands of 167 tex (167/2) with a twist of 315 turns per m (315 rpm). Curve D is the tensile curve of a shrink-wrap layer with a unit width of 1 mm, the reinforcing reinforcements of which consist of steel wire ropes consisting of an assembly of 3 metal wires of 0.26 mm. The straight line S is the threshold line, corresponding to a force equal to 35 daN / mm, beyond which the breaking forces FR of the various hooping layers represented are positioned. The invention has been more particularly studied for a passenger tire of size 205/55 R 16, intended to be mounted on a 6.5J16 rim and to be inflated to a nominal pressure of 2.2 bars, according to the invention. the ETRTO standard (European Tire and Rim Technical Organization). A comparison was made between a reference tire of the state of the art R, a comparative example E not falling within the scope of the invention and three variant embodiments of the invention V1, V2 and V3. [0033] Table 1 below shows the characteristics of the shrinking layers of Comparative Example E not falling within the scope of the invention and of the three variant embodiments of the invention V1, V2, V3, for a 205 / 55R16 tire: Reinforcement reinforcement Strength with Reinforced Diameter D (mm) P pitch Reinforcements (mm) Ratio D / L Force at 15% FR (daN / mm) Deformation at 15% EN (%) Module secant MA rupture reinforcement (N) rupture at 15% FR layer FR (daN / mm) (daN / mm) Comparative example E PET 185 0.63 0.8 3.4 23 3.4 1.92 178 144/2 290tpm Variant V1 Aramid 550 0.67 0.8 5.2 69 10.3 0.98 1052 167/2 315tpm Variant V2 PET 820 1.24 1.5 4.8 55 8.2 1.74 471 440/3 210tpm Variant V3 Wire rope 3.26 475 0.58 0.85 2.1 66 8.4 0.54 1552 Table 1: Characteristics of the hooping layers 205 / 55R16 [0034] Reinforcements The frettage of Comparative Example E consists of 2 PET yarns of 144 tex (144/2) with a twist of 290 turns per m (290 rpm). The hoop reinforcements of variant V1 consist of two aramid strands of 167 tex (167/2) with a twist of 315 turns per m (315 rpm). The hoop reinforcements of the variant V2 consist of 3 PET strands of 440 tex (440/3) with a twist of 210 revolutions per m (210 rpm). The reinforcement reinforcements of the V3 variant are 3035025 metal cables made of 3 0.26 mm diameter steel wires assembled in a 14 mm pitch helix. The inter-reinforcement distance L of the formula D / L is equal to the difference between the pitch P between the reinforcements, measured between the axes of two consecutive reinforcements, and the diameter D 5 of a reinforcement. It should be noted that, for the four types of hooping layers studied, the secant modules in extension at 15% of the frettage layer breaking force FR are equal to 178 daN / mm, for Comparative Example E , outside the invention, and respectively at 1052 daN / mm, 471 daN / mm and 1552 daN / mm for the variant embodiments V1, V2 and V3, to be compressed to the threshold value of 250 daN / mm. The FR breaking forces of the shrink layers of comparative example E and variants V1, V2, V3 are respectively equal to 23 daN / mm, 69 daN / mm, 55 daN / mm, 66 daN / mm, compared to threshold value of 35 daN / mm. Finally, the D / L ratios between the diameter D of a reinforcement and the inter-reinforcement distance L are respectively equal to 3.4, 5.2, 4.8 and 2.1. [0037] Table 2 below shows the types of reinforcements and the angles formed by said reinforcements, for carcass reinforcement, work and hoop, for a passenger tire of dimension 205 / 55R16, in the cases a reference architecture of the state of the art R, comparative example E not falling within the scope of the invention and the three embodiments of the invention V1, V2, V3: 3035025 -12- Type of carcass reinforcement Angle Ace in Type of reinforcement of work Angle AT in Type of shrink reinforcement Angle AF in the plane the plane the equatorial (°) equatorial (°) equatorial (°) Reference of the PET 290tpm 144/2 90 Steel P = 1.2mm 2.30 +/- 25 Nylon N140 / 2 0 the state of 98f / dm Technical R Comparative Example E PET 290tpm 144/2 67 Steel P = 0.9mm 2.30 -40 PET 144/2 0 290tpm Variant V1 PET 290tpm 144/2 67 Steel P = 0.9mm 2.30 -40 Aramid 167/2 0 315tpm Variant V2 PET 290tpm 144/2 67 Steel P = 0.9mm 2.30 -40 PET 440/3 0 210rpm V ariante V3 PET 290tpm 144/2 67 Steel P = 0.9mm 2.30 -40 Wire rope 3.26 0 Table 2: Types and angles of reinforcement reinforcements of carcass, work and hooping in 205 / 55R16 According to Table 2, the carcass reinforcement, in all configurations, is constituted by a single carcass layer whose carcass reinforcements are constituted by 2 PET yarns of 144 tex (144/2) with a twist of 290 turns per m (290 rpm). For the reference of the state of the art, the carcass reinforcements of the carcass layer form, with the circumferential direction and in the equatorial plane, an angle Ac2 equal to 90 °. For all other configurations, the carcass reinforcements of the carcass layer 10 form, with the circumferential direction and in the equatorial plane, an angle Ac2 equal to 67 °. The reinforcement, for the reference of the state of the art, consists of two layers of work whose work reinforcements are metal cables, steel containing 0.7% carbon, consisting of 2 son having a diameter equal to 0.30 mm, and 15 placed at a pitch P equal to 1.2 mm, said working reinforcements forming, with the circumferential direction, an angle equal to 25 ° and crossed from one working layer to the next. The working reinforcement, for all the other configurations studied, is constituted by a single working layer whose working reinforcements are steel cables, made of steel containing 0.7% of carbon, constituted by 2 wires having a diameter equal to 0.30 mm , And placed at a pitch P equal to 0.9 mm, said working reinforcements forming, with the circumferential direction, an angle equal to -40 °. Table 3 below presents theoretical results relating to radial stiffness Rxx and Gxy shear, derived from analytical calculations, as well as theoretical burst pressures, for a tire of dimension 205 / 55R16: Radial rigidity Rxx in relative value (%) Stiffness of shear pressure Gxy in relative value (%) of burst in relative value (%) Reference of 100 100 100 the state of the art R Comparative example E 32 11 36 Variant V1 113 15 110 Variant V2 80 14 82 Table 3: Rigidities and burst pressures calculated in 205 / 55R16 [0041] The radial rigidity Rxx, expressed in daN / mm, is the radial force to be applied to the tire to obtain a radial displacement of its vertex equal to lmm. The shear stiffness Gxy, expressed in daN / mm, is the axial force to be applied to the tire 10 to obtain an axial displacement of its apex equal to 1 mm. The theoretical burst pressure of the tire, expressed in bar, is a tire pressure resistance characteristic. The characteristics of radial stiffness Rxx and shear stiffness Gxy, as well as the burst pressure are expressed in relative value with respect to the corresponding characteristics of the reference of the state of the art R, taken as base 100. [0042] According to Table 3, the variants V1 and V2 have values of radial rigidity Rxx and burst pressure close to the values obtained for the reference of the state of the art R. On the other hand, the shear stiffnesses Gxy are much lower. at R. 3035025 -14- [0043] Table 4 below presents the results of measurements and tests relating to the various tire architectures studied, for a tire of dimension 205/55 R 16: rigidity of drift in Breaking energy (J) Relative value burst pressure (%) for inflated inflated tire pressure 2.2 bar water (bars) R100> 588 J> 1 Reference of the state of the art 6 bars Comparative example E - <588 J <15 bar Variant V1 110> 588 J> 16 bar Variant V2 98> 588 J> 16 bar Variant V3 107> 588 J> 16 bar Table 4: Drift stiffness, Breaking Energy and burst pressures measured in 5 205 / 55R16 The drift rigidity Dz of a tire is the axial force applied to the tire to obtain a rotation of 1 ° of the tire around a radial direction. In Table 4, the drift stiffness is expressed in relative value, that is to say as a percentage of the reference of the state of the art taken as base 100, for a tire of dimension 205 / 55R16, subjected at a load equal to 0.8 times its nominal load, within the meaning of the ETRTO standard, said nominal load being equal to 4826 N. The energy of perforation or breaking energy is measured by indentation by a cylindrical or polar obstacle having a diameter of 19 mm, the tire being inflated to a pressure equal to 2.2 bar (extraload condition). During this test, the energy is measured at the time of the peak perforation by the polar and is compared with a minimum threshold value. For a tire of this size, the minimum threshold value, which must be respected to satisfy the requirement of the so-called "Extraload" standard, is equal to 588 J. The burst pressure test of the tire is carried out on a pneumatic inflated with water. The minimum threshold value adopted to guarantee a tire pressure resistance with a satisfactory level of safety is taken equal to 16 bar. According to Table 4, compared with the results obtained for the reference R, the invention variants V1, V2 and V3 have a drift rigidity Dz of the same level as the reference (between 98% and 110%). %), a breaking energy value also greater than the minimum threshold value of 598 J and a burst pressure higher than the minimum threshold value of 16 bar. These results are obtained for lightened tire structures, comprising only one working layer instead of two working layers that are crossed relative to one another for the reference R. Comparative example E with a layer hooping, but not falling within the patent description, does not meet any of the criteria of breaking energy and bursting pressure. It should be noted that, despite a calculated range of rigidities significantly shifted for the variants V1, V2, V3 relative to the reference, the drift rigidity actually measured are close to that of the reference R. [0048] Table 5 Hereinafter presents simulation results for various tire sizes and reinforcement architectures: Rxx drift stiffness, Gxy shear stiffness and theoretical burst pressure, in relative value to the reference of the state of the Technical 205 / 55R16: 3035025 -16- Dimension Angle Type Ace Angle Type AT Stiffness Type Stiffness Pressure Stiffness (%) carcass reinforcement in reinforcement in radial shear reinforcement Gxy (%) equatorial plane (°) working equatorial plane (o) shrinking Rxx (%) R 205 / 55R16 (reference) PET 90 Steel 2.30NF P = 1.2mm +/- 25 Nylon 100 100 100 144/2 290tpm N140 / 2 98f / dm V1 205 / 55R16 PET 67 Steel 2.30NF P = 0.9mm -40 Aramid 113 15 110 144/2 290tpm 167/2 315rpm V11 165 / 80R13 PET 60 Steel 2.30 -40 Aramid 113 14 124 144/2 290rpm P = 0.9mm 167/2 315rpm V12 245 / 45R18 PET 69 Steel 2.30 -40 Aramid 113 15 100 144/2 290tpm P = 0.9mm 167/2 315tpm V2 205 / 55R16 PET 67 Steel 2.30 -40 PET 80 14 82 144/2 290rpm P = 0.9mm 440/3 210tpm V21 165 / 80R13 PET 60 Steel 2.30 -40 PET 80 14 92 144/2 290tpm P = 0.9mm 440/3 210tpm V22 245 / 45R18 PET 69 Steel 2.30 -40 PET 80 14 74 144/2 290tpm P = 0.9mm 440/3 210tpm Table 5: Rigidities and pressures for bursting calculated for various dimensions of passenger car tire, in relative value with reference to reference 205 / 55R16 [0049] Table 5 shows that, with respect to the tire 205 / 55R16 described in the preceding paragraphs, the analytical calculations carried out on tires of different dimensions, such as, for example, 165 / 80R13 (variants V11 and V21) and 245 / 45R18 (variants V12 and V22), and having the characteristics s of the invention, show that these have compromises radial stiffness Rxx and Gxy shear very close to those obtained for variants V1 and V2, whose measurement results are defined in Table 4, these compromises being Moreover, it is to be noted that the optimal choice of essential characteristics for tires of different sizes, falling within the scope of the invention. , can vary from one dimension to another. For example, if at 205 / 55R16 the optimum angles AC2, for the carcass reinforcements in the equatorial plane, and AT, for the working reinforcements, are respectively equal to 67 ° and 40 °, for the variant V21 in 165 / 80R13 the optimum angles AC2 and Ar are 60 ° and -40 °, and for the variant V22 in 245 / 45R18, the optimum angles AC2 and Ar are 69 ° and -40 °. In the field of passenger tires, the invention is not limited to carcass reinforcements and work reinforcements previously described. The carcass reinforcements may be of any type of textile material, such as, for example and non-exhaustively, PET, aramid, nylon or any combination of these materials. The 1 () reinforcements are metal cables that can be various assemblies, such as, for example and non-exhaustively, cables of formula 3.26 (assembly of 3 wires of 0.26 mm diameter), 3.18 (assembly of 3 wires of 0.18 mm in diameter), 2.30 (assembly of 2 wires of 0.30 mm diameter, with a pitch of 14 mm) or monofilaments of diameter 0.40 mm. The invention is not limited to a passenger car tire, but may extend, in a non-exhaustive manner, to tires intended for equipped with 2-wheeled vehicles such as motorcycles, vehicles of heavy type or civil engineering.
    权利要求:
    Claims (12)
    [0001]
    CLAIMS1 - Pneumatic tire (1) for a passenger vehicle comprising: a tread (2) intended to come into contact with a ground and connected, at its axial ends (21), radially inwards, by two sidewalls (3) with two beads (4) intended to come into contact with a rim (5), a working armature (6), radially inner to the tread (2) and comprising at least one working layer (61) comprising metal work reinforcements embedded in an elastomeric material, said working reinforcements forming, with a circumferential direction (YY ') of the tire, an angle Ar of at least 10 °, -a shrinking reinforcement (7) radially inner to the tread (2) and radially adjacent to the work reinforcement (6), and comprising a single frettage layer (71) comprising shrink reinforcements embedded in an elastomeric material, said frettage reinforcements forming , with the d circumferential irection (YY '), an angle AF at most equal to 5 °, -a carcass reinforcement (8), connecting the two beads (4) to each other, radially inner to the working frame (6) and to the hooping frame (7), and comprising at least one carcass layer (81) comprising textile carcass reinforcements embedded in an elastomeric material, said carcass reinforcements forming, with the circumferential direction (YY '), at least partly in the flanks (3), an angle ACE of at least 85 °, characterized in that the hooping layer (71) has a breaking force FR at least equal to 35 daN / mm, in that the hooping layer (71) has a secant extension module MA at least equal to 250 daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrinking layer (71), in that the reinforcement (6) comprises a single working layer (61) whose work reinforcements form, with the circumferential direction (YY '), an angle Ar at least equal to 30 ° and at most equal to 50 °, and in that the carcass reinforcements of the at least one carcass layer (81) form, with the circumferential direction (YY ') and in the plane equatorial (XZ), an angle AC2 at least equal to 55 ° and at most equal to 80 ° and having an orientation opposite to that of the angle AT of the work reinforcements, so that the reinforcements of carcass and reinforcements constitute a triangulation.
    [0002]
    2 - A tire according to claim 1, wherein the shrink layer (71) has a breaking force FR at least equal to 45 daN / mm.
    [0003]
    3 - tire according to one of claims 1 or 2, wherein the shrinking layer (71) has a secant extension module MA at least equal to 300 daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrink layer (71).
    [0004]
    4 - tire according to any one of claims 1 to 3, wherein the shrinking layer 10 (71) has a secant extension module MA at most equal to 1800daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrinking layer (71).
    [0005]
    5 - tire according to any one of claims 1 to 4, wherein the shrinking layer (71) has a secant extension module MA at most equal to 1600daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrinking layer (71).
    [0006]
    6 - tire according to any one of claims 1 to 5, the shrinking layer (71) comprising shrink reinforcements having a diameter D and spaced two by two by an inter-reinforcing distance L, wherein the ratio D / L between the diameter D of a hoop reinforcement and the distance L separating two consecutive hoop reinforcements is at least 1 and at most equal to 8.
    [0007]
    7 - A tire according to any one of claims 1 to 6, the shrinking layer (71) comprising shrink reinforcements having a diameter D and spaced two by two by an inter-reinforcing distance L, wherein the ratio D / L between the diameter D of a hoop reinforcement and the distance L between two consecutive hoop reinforcements is at least 2 and at most equal to 5. 3035025 -20-
    [0008]
    8 - A tire according to any one of claims 1 to 7, wherein the hooping reinforcements comprise a textile material, such as an aromatic polyamide or aramid, an aliphatic polyamide or nylon, a polyester such as polyethylene terephthalate ( PET) or a polyethylene naphthenate (PEN), polyketone or textile material comprising cellulosic fibers such as rayon or lyocell.
    [0009]
    The tire of claim 8, wherein the hoop reinforcements comprise a combination of at least two different textile materials.
    [0010]
    10. A tire according to any one of claims 1 to 7, wherein the hoop reinforcements comprise a metallic material, such as steel. 10
    [0011]
    11 - A tire according to any one of claims 1 to 10, wherein the working reinforcements of the working layer (61) form, with the circumferential direction (YY '), an angle AT at least equal to 35 ° and at more equal to 45 °.
    [0012]
    Pneumatic tire according to any of claims 1 to 11, wherein the carcass reinforcements of the at least one carcass layer (81) form, with the circumferential direction (YY ') and in the equatorial plane (XZ). an angle Ac 2 at least equal to 60 ° and at most equal to 70 °.
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    同族专利:
    公开号 | 公开日
    US20180093532A1|2018-04-05|
    EP3283307A1|2018-02-21|
    FR3035025B1|2017-03-31|
    WO2016166057A1|2016-10-20|
    CN107624087B|2019-11-19|
    EP3283307B1|2020-06-03|
    CN107624087A|2018-01-23|
    JP2018511529A|2018-04-26|
    BR112017022338A2|2018-07-10|
    引用文献:
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    JP2001206010A|2000-01-27|2001-07-31|Bridgestone Corp|Pneumatic radial tire|
    JP2011148418A|2010-01-22|2011-08-04|Bridgestone Corp|Pneumatic radial tire and its manufacturing method|
    EP2537686A1|2010-02-15|2012-12-26|Bridgestone Corporation|Pneumatic tire|
    EP2682281A1|2012-07-02|2014-01-08|Continental Reifen Deutschland GmbH|Pneumatic tyres for a vehicle|
    JPS5587604A|1978-12-26|1980-07-02|Toyo Tire & Rubber Co Ltd|Radial tire|
    JP2899091B2|1990-09-14|1999-06-02|住友ゴム工業株式会社|Radial tire|FR3064213B1|2017-03-22|2019-09-13|Compagnie Generale Des Etablissements Michelin|PNEUMATIC SUMMIT REINFORCEMENT COMPRISING A TOP WORK LAYER AND A LAYER OF CIRCUMFERENTIAL ELEMENTS|
    FR3064212A1|2017-03-22|2018-09-28|Compagnie Generale Des Etablissements Michelin|PNEUMATIC SUMMIT REINFORCEMENT COMPRISING A TOP WORK LAYER AND A LAYER OF CIRCUMFERENTIAL ELEMENTS|
    FR3064532A1|2017-03-30|2018-10-05|Compagnie Generale Des Etablissements Michelin|PNEUMATIC FOR TOURISM VEHICLE|
    FR3102097A1|2019-10-16|2021-04-23|Compagnie Generale Des Etablissements Michelin|PNEUMATIC WITH REDUCED NOISE EMISSION AND ITS MANUFACTURING PROCESS|
    FR3102089A1|2019-10-16|2021-04-23|Compagnie Generale Des Etablissements Michelin|PNEUMATICS PRESENTING AN IMPROVED UNIFORMITY AND ITS MANUFACTURING PROCESS|
    WO2022008807A1|2020-07-08|2022-01-13|Compagnie Generale Des Etablissements Michelin|Method for simplified manufacture of a tyre with a single working layer|
    法律状态:
    2016-04-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-10-21| PLSC| Search report ready|Effective date: 20161021 |
    2017-04-19| PLFP| Fee payment|Year of fee payment: 3 |
    2018-04-20| PLFP| Fee payment|Year of fee payment: 4 |
    2020-01-10| ST| Notification of lapse|Effective date: 20191206 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1553418A|FR3035025B1|2015-04-17|2015-04-17|PNEUMATIC REINFORCING REINFORCEMENT|FR1553418A| FR3035025B1|2015-04-17|2015-04-17|PNEUMATIC REINFORCING REINFORCEMENT|
    CN201680022376.XA| CN107624087B|2015-04-17|2016-04-11|Tire enhances casing ply|
    US15/566,598| US20180093532A1|2015-04-17|2016-04-11|Tire Reinforcing Ply|
    BR112017022338-4A| BR112017022338A2|2015-04-17|2016-04-11|tire reinforcement armature|
    PCT/EP2016/057913| WO2016166057A1|2015-04-17|2016-04-11|Tyre reinforcing ply|
    EP16715543.1A| EP3283307B1|2015-04-17|2016-04-11|Tyre reinforcing ply|
    JP2017554468A| JP2018511529A|2015-04-17|2016-04-11|Tire reinforcement ply|
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