法国专利FR3035026A1 PNEUMATIC REINFORCING REINFORCEMENT

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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 hooping layer (71) has a breaking force FR at least equal to 35 daN / mm, an elongation at break AR at least equal to 5% and 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). 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:FR3035026A1
申请号:FR1553420
申请日:2015-04-17
公开日:2016-10-21
发明作者:Clerc Christophe Le；Jacky Pineau；Richard Cornille
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 work reinforcements for a passenger tire are constituted by a metallic material, most often steel, and are formed by an assembly of wires, 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 °. In addition to the punching of the top of a tire by foreign bodies, which can lead to perforation and top breaking, repeated loads on the top such as, for example, resulting from rolling on a floor covered with pebbles 15 cause pounding of the apex which can generate mechanical fatigue of the vertex reinforcements and, where appropriate, break them. The inventors have set themselves the objective of designing a tire for a passenger vehicle having both a good resistance to penetration and perforation of its top by foreign objects, capable of punching said top 20, and a good fatigue resistance when the top is subjected to pounding, with a simpler and lighter reinforcement architecture than that of a state-of-the-art passenger tire. The invention therefore relates to 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 work reinforcements embedded in a material 3035026 - 4 - a material elastomeric, said working reinforcements forming, with a circumferential direction of the tire, an angle AT at least equal to 10 °, -a shrink reinforcement, radially inner to the tread and radially adjacent to the reinforcement, and comprising a single frettage layer comprising fretted reinforcements embedded in an elastomeric material, said fretted reinforcements forming with the circumferential direction ntielle, an angle AF at most equal to 5 ° -a carcass reinforcement, connecting the two beads together, radially inner to the working frame and the shrinking frame, and comprising at least one carcass layer 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 at rupture FR at least equal to 35 daN / mm, -the frettage layer having an elongation at break of at least 5%, -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 arm comprising a single working layer whose working reinforcements form, with the circumferential direction, an angle Ar at least 3 0 ° and at most equal to 50 °, 20 -and the carcass reinforcements of the at least one carcass layer forming, with the circumferential direction and in the equatorial plane, an angle Ac2 at least equal to 55 ° and at most equal at 80 ° and having an opposite orientation to that of the angle Ar of the work reinforcements, so that the carcass reinforcements and the work reinforcements constitute a triangulation. [0014] A tire according to the invention is characterized by a reinforcing reinforcement, comprising: a hooping reinforcement constituted by a single hooping layer, the hooping layer having a specified minimum breaking force FR, an elongation at specified minimum AR breaking, and a secant extension module MA, for an applied force F equal to 15% of the breaking force FR of said specified minimum shrinking layer, a working armature, constituted by a single working layer, whose metal working reinforcements form, with the circumferential direction, an angle AT at least equal to 30 ° and at most equal to 50 °, -a carcass reinforcement, most often constituted by a single carcass layer, whose carcass reinforcements form, with the circumferential direction and in the equatorial plane, an angle Ac 2 at least equal to 55 ° and at most equal to 80 ° and having an orientation opposite to that of the AT angle of the work reinforcements, so that the carcass reinforcements and the work reinforcements constitute a triangulation. The essential differences of the invention with respect to a state of the art pneumatic tire are therefore: a single shrink-fit shrinking frame having both a higher breaking force, a higher break elongation and higher extension stiffness; single-layer working reinforcement, instead of two working layers whose work reinforcements are crossed from one layer to another, and a carcass reinforcement with a non-radial carcass layer in the crown portion, such that the carcass reinforcements and the work reinforcements are crossed relative to one another. The inventors have been able to note, surprisingly, that the reinforcing reinforcement according to the invention, although comprising a working layer less than in the state of the art, that is to say to say although simpler and lighter, guarantees a better resistance to the 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 than 25 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 any excessive deformation which can lead to early damage during travel. This advantage has been quantified by a perforation test called a "breaking 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 cylinder. metal 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. In addition, the inventors have also surprisingly found that this reinforcing reinforcement according to the invention, although comprising a working layer less than the state of the art, but this single working layer being coupled to a shrink layer having an elongation at break of at least 5%, exhibits crown fatigue performance at the same level as the state of the art, when driving on a road on a ground covered with pebbles. In the present case, this lightened vertex architecture induces deformations of the hoop reinforcements locally greater in extension and in compression. The hooping layer must also have sufficient levels of rigidity and breaking strength for the resistance of the tire to the usual stresses, hence the need for a specific compromise between the breaking force, elongation at break and the extension module of the hooping layer. This advantage has been quantified by very severe tests of rolling on rollers. An 8000km course, at 30km / h, on a track covered with pebbles, was made by a vehicle equipped with 4 test tires of dimension 205/55 / R16, inflated to 2. 2 bars and subject to their nominal load, according to the European Tire standard Rim Technical Organization. After rolling, each tire was released, that is, its tread was removed, and a count of the number of break zones of the shrink reinforcements was made. With regard to 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 less than 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 starting from the most radially outer point of the tread of the tire. Preferably the shrink layer has a breaking strength FR at least equal to 45 5 daN / mm, which ensures a better breaking strength of the shrink layer. [0022] Even more preferably, the hooping layer has an AR breaking elongation of at least 5.5%, which further improves the fatigue strength of the hoop reinforcements. Also preferably the shrinking layer has a secant extension module 10 MA at least equal to 300 daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrinking layer, which guarantees greater rigidity in extension of the hooping layer. Advantageously, the shrinking layer has a secant extension module MA at most equal to 900 daN / mm, for an applied force F equal to 15% of the breaking force FR 15 of said shrinking layer. This guarantees a small number of break zones of the hoop reinforcements during severe rolling on a track covered with rollers. Still advantageously the shrinking layer has a secant extension module MA at most equal to 700 daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrink layer. This ensures a very small number of break zones of the shrink reinforcements during severe rolling on a track covered with rollers, the level of that observed for a tire of the state of the art comprising two working layers whose respective work reinforcements are crossed from one layer to the next. The shrinking layer comprising shrink reinforcements having a diameter D and 25 spaced two by two from an inter-reinforcing distance L, the ratio D / L between the diameter D of a hoop 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 hooping 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 large-scale productive industrial tools. 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 hoop reinforcements is at least equal to 2 and at most equal to 5. A D / L ratio within this range ensures the presence of an optimum amount of elastomeric material with respect to the mechanical strength of the interstitial elastomeric material, which implies satisfactory strength of the shrink layer. According to a first embodiment relating to the material of the hoop reinforcements, the hoop 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 hooping reinforcements, the hooping reinforcements comprise a combination of at least two different textile materials. The hooping 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 module 3035026 - 9 - higher tensile elasticity meets the need for mechanical strength for the tire in service. In a preferred variant of the second embodiment relating to the material of the hoop reinforcements, the hoop reinforcements consist of the combination of an aromatic polyamide or aramid and a polyethylene terephthalate (PET). It was the combination that gave the best results in testing, vis-à-vis both the puncture resistance and resistance to fatigue under pounding of the top. The shrinking and working layers respectively having an axial width LF and LT, the shrinking layer preferably has an axial width LF less than the axial width LT of the working layer, preferably when the hooping layer is radially external to the working layer. The shrink layer is narrow relative to the working layer, because its function is to limit essentially the radial displacements of the top in the equatorial plane area, in the center of the tread of the tire. This configuration is particularly advantageous when the hooping layer is radially external to the working layer. But, in the case where the shrinking layer is radially inner to the working layer, the axial width LF of the shrinking layer may be, where appropriate, greater than the axial width LT of the working layer. [0032] 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 to ensure sufficient tire drift rigidity, necessary for the good behavior of the tire in a rolling 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. [0033] 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. Figure 1 shows schematically the section of a half-tire according to the invention in a radial plane. As shown in FIG. 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 inwards, by two sidewalls. 3 to two beads 4, intended to come into contact with a rim 5. The working armature 6, radially inner to the tread 2, comprises a working layer 61 comprising metallic working reinforcements (not shown) embedded in an elastomeric material, said working reinforcements forming with the circumferential direction YY tire, an angle Ar at least equal to 10 °. The hooping frame 7, radially inner to the tread 2 and radially external to the working frame 6, comprises a single hooping layer 71 comprising shrink reinforcements embedded in an elastomeric material, said hooping reinforcements 20 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 work reinforcement 6 and to the hooping reinforcement 7, comprises at least one carcass layer 81 comprising textile carcass reinforcements (not shown ) embedded in an elastomeric material, said carcass reinforcements forming, with the circumferential direction YY ', at least partly in the flanks 3, an angle Ac2 at least equal to 85 °. FIG. 2 shows a typical behavior curve of a shrinking layer, representing the extension force F applied to the shrinking layer, expressed in daN / mm, that is to say for a shrinking layer. of unit axial width equal to 1 mm, as a function of its deformation in extension DX / X. In FIG. 2, particular mention is made of the breaking force FR of the shrinking layer and the secant extension module 3035026 MA, measured at a force F equal to 0. 15 times the breaking force FR and characterizing normatively the extension stiffness of the shrink layer. FIG. 3 presents various curves of tensile behavior of a shrink-wrap layer, showing the variation of the extension force F applied to a hooping layer 5 of unit width 1 mm, expressed in daN / mm, in function of its deformation in extension DX / X, for various types of hoop reinforcements. The curves of Figure 3 were established for a shrinking layer of a passenger tire of size 205/55 R 16, intended to be mounted on a rim 6.5J16 and to be inflated to a nominal pressure of 2.2 bars, according to ETRTO 10 (European Tire and Rim Technical Organization). The curve Si is the tensile curve of a shrink-wrap layer with a unit width of 1 mm, the shrinking reinforcements of which consist of 3 PET strands of 440 tex (440/3) with a balanced twist of 160 turns per m (160 rpm). Curve S2 is the tensile curve of a shrink-wrap layer with a unit width of 1 mm, the shrinking reinforcements of which are of the hybrid type and consisting of the combination of a PET of 334 tex and an aramid of 330 tex, twisted together. with a balanced twist of 270 turns per meter (270 rpm). Curve S3 is the tensile curve of a shrink-wrap layer with a unit width of 1 mm, the shrinking reinforcements of which are of hybrid type and constituted by the combination of a PET of 334 tex and an aramid of 330 tex, twisted together with a balanced twist of 210 turns per meter (210 rpm). Curve S4 is the tensile curve of a shrink-wrap layer with a unit width of 1 mm, the hoop reinforcements consist of two aramid strands of 167 tex (167/2) with a twist of 440 revolutions per m (440 rpm). ). The curve El is the tensile curve of a shrink-wrap layer with a unit width of 1 mm, the hoop reinforcements consist of two aramid strands of 167 tex (167/2) with a twist of 315 turns per m (315 rpm). Curve E2 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 diameter 0. 26 mm. The arrow segment of Fig. 3 indicates the specified minimum break elongation of 5%, beyond which the break elongation of any shrink layer within the scope of the invention is to be positioned. The curves S 1, S 2, S 3 and S 4 correspond to shrink layers falling within the scope of the invention, whereas the curves E 1 and E 2 correspond to comparative examples not falling within the scope of the invention. 'invention. The invention has been more particularly studied for a passenger tire 5 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 ETRTO standard (European Tire and Rim Technical Organization). A comparison was made between four embodiments of the invention S1, S2, S3, S4 and two comparative examples E1 and E2 not falling within the scope of the invention. Table 1 below shows the characteristics of the shrinking layers of the two comparative examples E1 and E2 not falling within the scope of the invention and the four variant embodiments of the invention S 1, S 2. , S3, S4, for a tire of size 205 / 55R16: 1J Reinforced breaking force (daN) Reinforcing diameter D (mm) P pitch Reinforcements (mm) Ratio D / L breaking force 15% FR (daN / mm) Deformation at 15% FR (%) Secant module MA at 15% FR (daN / mm) Elongation at b, 0 layer FR (daN / mm) rupture layer FR (%) It 12 1J 4: 1J Ô ZI: '' Variant If PET 440/3 83. 5 1. 29 1. 69 3. 2 49. 4 7. 4 2. 15,345 11. 6 160tpm Variant S2 Aramid 330 62. 0 1. 00 1. 31 3. 47. 2 7. 1 1. 17,606 9. 4 + PET 334 270 / 270tpm Variant S3 Aramid 330 71. 5 0. 94 1. 23 3. 2 58. 0 8. 7 1. 45,600 96. 3 + PET 334 210 / 210tpm Variant S4 Aramid 48. 5 0. 66 0. 87 3. 2 56. 0 8. 4 1. 16,724 5. 4 167/2 440 rpm Comparative Example El Aramide 60. 0 0. 66 0. 87 3. 69. 4 10. 4 1. 05 991 5. 0 167/2 315tpm Comparative example E2 Wire rope 3. 26 47. 5 0. 60 0. 85 2. 4 55. 9 8. 4 0. 53 1582 3. Table 1: Characteristics of the hooping layers 205 / 55R16 [0041] It should be noted that 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 of a reinforcement. This ratio is equal to 3. 2 in all cases studied, except for Comparative Example E2 where it is equal to 2. 4. According to Table 1, the breaking forces FR of the shrinking layers are respectively equal to 69. 4 daN / mm and 55. 9 daN / mm, for Comparative Examples E1 and E2 outside the invention, and respectively equal to 49. 4 daN / mm, 47. 2 daN / mm, 58 daN / mm and 56 daN / mm for the variants S 1, S2, S3, S4, so they are all greater than the specified minimum breaking force of 35 daN / mm, and even greater than the preferred value of the specified minimum breaking force 45 daN / mm. The AR breaking elongations of the hooping layers are respectively equal to 5% and 3. 6%, for comparative examples E1 and E2 outside the invention, and respectively equal to 11. 8%, 9. 4%, 6. 3% and 5. 4% for the variant embodiments S1, S2, S3, S4, therefore only the variant embodiments S1, S2, S3, S4 have breaking deformations at least equal to the specified elongation-to-break value of 5. 5%. Finally, the secant modules in extension at 15% of the FR shrink layer breaking force are respectively equal to 991 daN / mm and 1582 daN / mm, for Comparative Examples E1 and E2 outside the invention, and respectively to 345 daN / mm, 606 daN / mm, 600 daN / mm and 724 20 daN / mm for the variants S 1, S2, S3, S4. , therefore only the variant embodiments S1, S2, S3, S4 have secant moduli between the specified preferred values of the secant modulus in extension at 15% of the breaking force of 300 daN / mm and 900 daN / mm. Table 2 below shows the types of reinforcements and angles, formed by said reinforcements, for carcass reinforcement, work and hooping, for a passenger tire of size 205 / 55R16, for both Comparative Examples E1 and E2 not falling within the scope of the invention and the four variant embodiments of the invention S 1, S 2, S 3, S 4: 3035026 -14- Type of carcass reinforcement Angle Ace in type of reinforcement Working angle AT angle in frettage reinforcement type Angle AF in the plane the plane the equatorial (°) equatorial (°) equatorial (°) plane PET reference 144/2 90 Steel 2. 30 +/- 25 Nylon N140 / 2 0 the state of the 290tpm P = 1. 2mm 250 / 250tpm technique R Variant If PET 144/2 67 Steel 2. 30-40 PET 440/3 0 290 rpm P = 0. 9mm 160tpm Variant S2 PET 144/2 67 Steel 2. 30 -40 Aramid 330 + 0 290 rpm P = 0. 9mm PET 334 270 / 270tpm Variant S3 PET 144/2 67 Steel 2. 30 -40 Aramid 330 + 0 290 rpm P = 0. 9mm PET 334 210 / 210tpm Variant S4 PET 144/2 67 Steel 2. 30 -40 Aramid 167/2 0 290 rpm P = 0. 9mm 440tpm Comparative Example El PET 144/2 67 Steel 2. 30 -40 Aramid 167/2 0 290 rpm P = 0. 9mm 315tpm Comparative Example E2 PET 144/2 67 Steel 2. 30 -40 Wire rope 3. 290 rpm P = 0. Table 2: Types and angles of reinforcements of carcass reinforcements, working and hooping in 205 / 55R16 According to Table 2, the carcass reinforcement, in all configurations, consists of a carcass layer unique whose carcass reinforcements consist of 2 PET yarns of 144 tex (144/2) with a twist of 290 revolutions per m (290 rpm). For the reference of the state of the art R, 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 working layers whose work reinforcements are metal cables, steel containing 0. 7% carbon, consisting of 2 wires 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, consists of a single working layer whose work reinforcements are metal cables, steel containing 0. 7% carbon, consisting of 2 wires having a diameter equal to 0. 30 mm, 5 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 the 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 state of the art R Variant If 80 14 82 Variant S2 52 13 76 Variant S3 82 Variant S4 90 15 90 Comparative Example El 113 15 110 Comparative Example E2 1001 18 85 10 Table 3: Rigidities and burst pressures calculated in 205 / 55R16 [0047] The radial stiffness 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 1 mm. The shear stiffness Gxy, expressed in daN / mm, is the axial force to be applied to the tire to obtain an axial displacement of its vertex equal to 1 mm. The theoretical burst pressure of the tire, expressed in bar, is a characteristic of the tire pressure resistance. The characteristics of radial stiffness Rxx and shear stiffness Gxy, as well as the burst pressure are expressed in relative value in relation to the corresponding characteristics of the reference of the state of the art R, taken as base 100. . According to Table 3, the variants 51, S3 and S4 have radial stiffness values Rxx and burst pressure values close to the values obtained for the reference of the state of the art R. On the other hand, the shear stiffness Gxy is much lower than the reference R, which is normal in view of the fact that the reinforcement comprises only one working layer. Table 4 below presents the results of measurements and tests relating to the various tire architectures studied, for a tire of size 10 205/55 R 16: Drift stiffness in Breaking energy (J) Bursting pressure relative value (%) for an inflated inflation tire pressure 2. 2 bar water (bar) Reference to the state of the art R 100> 588 J> 16 bar Variant S1 98> 588 J> 16 bar Variant S2 -> 588 J> 16 bar Variant S3 110> 588 J> 16 bars Variant S4 -> 588 J> 16 bar Comparative example El 110> 588 J> 16 bar Comparative example E2 107> 588 J> 16 bar Table 4: Drifting stiffnesses, Breaking Energy and burst pressures measured in 205 / 55R16 [ The drift rigidity Dz of a tire is the axial force applied to the tire to achieve a 1 ° rotation of the tire about a radial direction. In Table 4, the rigidity of drift 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 to a load equal to 0. 8 times its nominal load, within the meaning of the ETRTO standard, the 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 met to satisfy the requirement of the so-called "Extraload" standard, is equal to 588 J. The burst pressure test of the tire is performed on a pneumatic tire 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 bars. According to Table 4, compared with the results obtained for the reference R, the invention variants 51 and S3 as well as the comparative examples E1 and E2 have a drift rigidity Dz of the same level as the reference (between 98.degree. % and 110%). In addition, all the configurations tested have a breaking energy value greater than the minimum threshold value of 598 J and a burst pressure higher than the minimum threshold value of 16 bars. It should be noted that these results are obtained for lightened tire structures, comprising only one working layer instead of two working layers crossed relative to each other for the reference R. [0054] Table 5 below presents the results of rolling tests on rollers, aimed at quantifying the fatigue strength of shrink reinforcements under severe pounding conditions of the tread. More specifically, for each configuration tested, the number of rupture zones of the shrink layer is counted, after the tire has been decafed. Table 5, for the shrink-wrap layer of each of the configurations tested, recalls the secant extension module MA, for an applied force F equal to 15% of the breaking force FR, the breaking elongation AR and the number corresponding failure zones, for a tire of size 205 / 55R16. 3035026 -18- Extension module Breaking elongation Number of secant zones MA at 15% FR (daN / mm) AR (%) breaking of the hooping layer, after rolling test on rollers Reference of the state of the Technical R - - 10 Variant Si 345 11. 60 0 Variant S2 606 9. 40 0 Variant S3 600 6. 26 2 Variant S4 724 5. 39 Comparative Example El 991 4. Comparative Example E2 1582 3. Table 5: Number of rupture zones of the shrinking layer, after rolling test on rollers, in 205 / 55R16 According to Table 5, the reference of the state of the art R has 10 zones breaking of the hooping layer. The best configurations vis-à-vis the roller rolling test, are the variants S 1, S2 and S3, since the number of rupture zones of the hooping layer is zero or almost zero. These 3 alternative embodiments Si, S2 and S3 share a secant extension module MA, for an applied force F equal to 15% of the breaking force FR, of between 300 daN / mm and 700 daN / mm, and an elongation at AR rupture greater than 5. 5%. The embodiment variant S4, with a secant extension module MA, for an applied force F equal to 15% of the breaking force FR, between 700 daN / mm and 900 daN / mm and an elongation at break AR between 5% and 5. 5%, is less efficient than the previous ones, because its number of zones of rupture of the frettage layer is 29. Finally, comparative examples E1 and E2, with a secant extension module MA, for an applied force F equal to 15% of the fracture force FR, greater than 900 daN / mm and an elongation at break of less than 5%, have a number of rupture zones of the hooping layer respectively equal to 49 and 120, which is a substantially degraded performance compared to the state of the art R. 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 work reinforcements are metal cables that can be various assemblies, such as, for example and without limitation, cables of formula 3. 26 (assembly of 3 wires of 0. 26 mm in 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 two-wheeled vehicles such as motorcycles, vehicles of heavy type or civil engineering.

权利要求:
Claims (14)
[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 work reinforcements forming, with a circumferential direction (YY ') of the tire, an angle Ar at least equal to 1 0, a shrinking reinforcement (7 ), radially inner to the tread (2) and radially adjacent to the work reinforcement (6), and comprising a single shrinking layer (71) comprising shrink reinforcements embedded in an elastomeric material, said shrink reinforcements forming, with the circumferential direction (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 reinforcement (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 shrinking layer (71) has a breaking force FR at least equal to 35 daN / mm, in that the shrinking layer (71) has a breaking elongation AR at least equal to 5%, in that the shrinking 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 working reinforcement (6) comprises a single layer of tr avail (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 equatorial plane (XZ), an angle AC2 at least equal to 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. 5
[0002]
2 - A tire according to claim 1, wherein the hooping 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 breaking elongation AR at least equal to 5.5%.
[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 least equal to 300 daN / mm, for an applied force F equal to 15% the breaking force FR of said shrink 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 900 daN / mm, for an applied force F equal to 15% the breaking force FR of said shrink layer (71).
[0006]
6 - tire according to any one of claims 1 to 5, wherein the shrinking layer (71) has a secant extension module MA at most equal to 700 daN / mm, for an applied force F equal to 15% of the breaking force FR of said shrinking layer (71).
[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 separating two consecutive hoop reinforcements is at least equal to 1 and at most equal to
[0008]
8. A tire according to any one of claims 1 to 7, the shrinking layer (71) comprising shrink reinforcements having a diameter D and spaced two by two from an inter-reinforcing distance L, wherein the D / L ratio between the diameter D of a hoop reinforcement and the distance L separating two consecutive hoop reinforcements is at least 2 and at most equal to 5.
[0009]
9 - A tire according to any one of claims 1 to 8, wherein the hooping reinforcements 5 comprise a textile material, such as an aromatic polyamide or aramid, an aliphatic polyamide or nylon, a polyester such as polyethylene terephthalate (PET) or polyethylene-naphthenate (PEN), polyketone or textile material comprising cellulosic fibers such as rayon or lyocell.
[0010]
The tire of claim 9, wherein the hoop reinforcements comprise a combination of at least two different textile materials.
[0011]
11 - A tire according to claim 10, wherein the hooping reinforcements consist of the combination of an aromatic polyamide or aramid and a polyethylene terephthalate (PET).
[0012]
Pneumatic tire according to any one of claims 1 to 11, the shrinking (71) and working (61) layers respectively having an axial width LF and LT, wherein the shrinking layer (71) has an axial width. LF less than the axial width LT of the working layer (61), preferably when the hooping layer (71) is radially external to the working layer (61).
[0013]
13 - A tire according to any one of claims 1 to 12, wherein the working reinforcements of the working layer (61) form, with the circumferential direction (YY '), an angle Ar of at least 35 ° and at most equal to 45 °.
[0014]
Tire according to any one of claims 1 to 13, 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 Ac2 at least equal to 60 ° 25 and at most equal to 70 °.

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同族专利:

公开号 | 公开日

JP2018514437A|2018-06-07|

WO2016166056A1|2016-10-20|

FR3035026B1|2017-03-31|

BR112017022357A2|2018-07-10|

EP3283306B1|2020-02-26|

CN107592841A|2018-01-16|

EP3283306A1|2018-02-21|

US20180117970A1|2018-05-03|

CN107592841B|2019-11-19|

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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

FR1553420A|FR3035026B1|2015-04-17|2015-04-17|PNEUMATIC REINFORCING REINFORCEMENT|FR1553420A| FR3035026B1|2015-04-17|2015-04-17|PNEUMATIC REINFORCING REINFORCEMENT|

PCT/EP2016/057911| WO2016166056A1|2015-04-17|2016-04-11|Tyre reinforcement|

CN201680022498.9A| CN107592841B|2015-04-17|2016-04-11|It is tire reinforcement provided|

US15/567,303| US20180117970A1|2015-04-17|2016-04-11|Tire Reinforcement|

EP16715541.5A| EP3283306B1|2015-04-17|2016-04-11|Tyre reinforcement|

JP2017554484A| JP2018514437A|2015-04-17|2016-04-11|Tire reinforcement|

BR112017022357-0A| BR112017022357A2|2015-04-17|2016-04-11|tire reinforcement armature|

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