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    • 专利摘要:
    Radial tire for aircraft (1), defining three main directions, circumferential (X), axial (Y) and radial (Z), comprising a crown (2) surmounted by a tread (3), two sidewalls (4) , two beads (5), each flank (4) connecting each bead (5) to the top (2), a carcass reinforcement (7) anchored in each of the beads (5) to at least one rod (6) and s' extending in the flanks (4) to the apex (2), a crown reinforcement or belt (10) extending in the vertex (2) in the circumferential direction (X) and radially located between the carcass reinforcement ( 7) and the tread (3), said carcass reinforcement (7) comprising at least one so-called carcass ply web in the form of a rubber matrix reinforced by radially oriented reinforcing elements, referred to as radial textile reinforcements, the latter being wholly or partly constituted by nylon fabric twists having N multi-filament strands twisted together the helix, characterized in that: - N is greater than 2; the title of each strand is greater than 180 tex; the tenacity of each strand is greater than 75 cN / tex; the elongation at break of each strand is greater than 14%; the tenacity of each twist is greater than 60 cN / tex; the elongation at break of each twist is greater than 18%; the helix angle of each twist is greater than 20 °.
    公开号:FR3050401A1
    申请号:FR1653620
    申请日:2016-04-25
    公开日:2017-10-27
    发明作者:Eve-Anne Filiol；Fabien Mejean
    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:

    AIR TIRE HAVING ENHANCED ENDURANCE CARCASS REINFORCEMENT
    1. DOMAIN OF THE INVENTION
    The field of the present invention is that of tires for radial carcass reinforcement, intended in known manner to be inflated to relatively high pressures and carry very heavy loads at high speed.
    It is more particularly relative to the reinforcing elements or "reinforcements" textiles used in the carcass reinforcement of such tires.
    2. STATE OF THE ART
    The textile is used as reinforcement since the origins of the tire.
    Textile reinforcements, made from continuous textile fibers such as nylon fibers, play an important role in tires, especially in aircraft tires. To meet the requirements of these tires, they must have a high mechanical strength, good endurance and finally excellent adhesion to rubber matrices they are likely to strengthen.
    This being recalled, the radial carcass reinforcement of aircraft tires generally comprise several textile plies, which are anchored in each bead to at least one bead or annular reinforcing element. The textile reinforcements of these reinforcements and plies are wrapped around the rod by forming reversals whose respective ends are radially spaced relative to the axis of rotation of the tire. The severe conditions under which the tires are used for aircraft are such that a very high endurance of these carcass reinforcement is necessary.
    As described in particular in the patent document EP 0 756 950, a significant improvement in endurance has been obtained in the past by separating the textile plies of the carcass reinforcement in two groups: the first group comprises the plies of the axially inner carcass reinforcement in the area of the flanks and beads, said plies being then wrapped around an anchor rod in each bead from the inside to the outside of the tire; the second group consists of axially outer plies in the above zone, plies generally partially wound around the rod from the outside to the inside of the tire.
    Each carcass reinforcement ply is, for its part, reinforced by unidirectional textile reinforcements in the form of "cords" or "twists" (the two terms being synonymous), most often of aliphatic polyamide or nylon, each cabled being composed of several twisted strands together in a helix. In order to effectively reinforce these sheets, the mechanical properties in extension (in particular breaking strength and toughness) and the fatigue strength (endurance in extension, flexion, compression) of these cords are paramount; in general, for a given material, they are even higher than the linear densities (titles) and the twists of the cords are important.
    To illustrate the state of the art on radial carcass reinforcement of aircraft tires and their textile reinforcements, mention may also be made of patents or patent applications EP 174 147, 295 348, 364 291, EP 1 808 313, FR 2 624 063 FR 2 628 035, FR 2 632 252, US 4,887,655, US 8,752,602.
    Today, aircraft tire manufacturers are still looking for solutions to further improve the endurance of carcass reinforcement, in order to increase the life of tires or, with the same lifetime, reduce the weight of these frames and therefore tires.
    However, in the course of their research, the Applicants have precisely found that a specific construction of nylon textile cord to improve the fatigue strength of these reinforcements in these reinforcements and therefore to meet the above objective.
    3. BRIEF DESCRIPTION OF THE INVENTION
    Thus, according to a first object, the present invention concerns (according to the references given in FIGS. 1 to 3 appended) a radial tire for an airplane (1), defining three main directions, circumferential (X), axial (Y) and radial (Z ), comprising an apex (2) surmounted by a tread (3), two sidewalls (4), two beads (5), each sidewall (4) connecting each bead (5) to the top (2), an armature carcass (7) anchored in each of the beads (5) to at least one rod (6) and extending in the flanks (4) to the top (2), a crown reinforcement or belt (10) s' extending in the crown (2) in the circumferential direction (X) and situated radially between the carcass reinforcement (7) and the tread (3), this so-called radial carcass reinforcement (7) comprising at least one so-called carcass ply in the form of a rubber matrix reinforced by radially oriented reinforcing elements, so-called tex reinforcements radial tiles, all or part of which consist of nylon textile twines (30) having N multifilament strands (20a, 20b, 20c) twisted together in a helix, characterized in that: - N is greater than 2; the denoted Ti of each strand is greater than 180 tex; the tenacity denoted Tei of each strand is greater than 75 cN / tex; the elongation at break noted Ari of each strand is greater than 14%; the tenacity denoted Te2 of each twist is greater than 60 cN / tex; the elongation at break noted Ar2 of each plied is greater than 18%; the helix angle denoted a of each twist is greater than 20 °. The invention also relates to the use, for the reinforcement of a carcass reinforcement of a radial tire for aircraft, of a nylon textile twister as defined above. The invention as well as its advantages will be readily understood in the light of the detailed description and the following exemplary embodiments, as well as FIGS. 1 to 4 relating to these examples, which schematize (unless otherwise indicated, without respecting a specific scale). ): in radial section (that is to say in a plane containing the axis of rotation of the tire), an example of tire (1) for aircraft according to the invention, incorporating in its radial carcass reinforcement (7) nylon textile twine according to the invention (Fig. 1); in cross-section, a conventional (or spun) multifilament textile fiber, first in the initial state (15) that is to say devoid of torsion, then after a first torsion operation T1 in the direction D1, in the form of a spun yarn on itself or "strand" (20) (Fig. 2); in cross-section, the assembly of 3 strands (20a, 20b, 20c) as above (all previously preloaded according to the twist T1 in the direction D1) which are twisted together by a second twisting operation T2 in the direction D2 opposed to the direction D1, for forming a final cord or textile ply (30) that may be suitable for the invention (FIG 3); in cross section, another representation of a final textile cord (40), less schematic than the previous one, illustrating that the final section of a textile cord (here, for example consisting of 4 strands), once formed and at a minimum tension, it is closer in fact to a section with a circular contour, because of the high lateral plasticity provided by the multifilament nature of the starting material (FIG.
    4. DEFINITIONS
    In the present application, the term "rubber" or "elastomer" (both terms being considered synonymous): any type of elastomer, whether of the diene type or non-diene type for example thermoplastic; "rubber composition" or "rubber composition" means a composition which comprises at least one rubber and a filler; "layer" means a sheet, strip or other element of relatively small thickness with respect to its other dimensions, preferably having a ratio of the thickness to the largest of the other dimensions less than 0.5, more preferably less than at o, i; "axial direction" means a direction substantially parallel to the axis of rotation of the tire; "circumferential direction" means a direction that is substantially perpendicular both to the axial direction and to a radius of the tire (in other words, tangent to a circle whose center is on the axis of rotation of the tire); "radial direction" means a direction along a radius of the tire, that is to say any direction passing through the axis of rotation of the tire and substantially perpendicular to that direction, that is to say with a perpendicular at this direction an angle not diverging by more than 5 degrees (hence no or at most equal to 5 degrees); "oriented along an axis or a direction" by speaking of any element such as a reinforcement, an element which is oriented substantially parallel to this axis or this direction, that is to say making with this axis or this direction an angle not more than 5 degrees apart; "oriented perpendicular to an axis or direction": speaking of any element such as a reinforcement, an element which is oriented substantially perpendicular to that axis or direction, that is to say making with a perpendicular to this axis or direction does not deviate by more than 5 degrees; "median circumferential plane" (denoted by M): the plane perpendicular to the Y axis of rotation of the tire which is situated halfway between the two beads and passes through the middle of the crown reinforcement or belt; "Unidirectional reinforcements": reinforcements substantially parallel to each other, that is to say oriented along the same axis. On the other hand, unless expressly indicated otherwise, all the percentages (%) indicated are% by mass. The expression "x and / or y" means "x" or "y" or both (i.e., "x and y"). Any range of values designated by the expression "between a and b" represents the range of values from more than "a" to less than "b" (i.e., "a" and "b" terminals excluded ) while any range of values referred to as "a to b" means the range of values from "a" to "b" (ie including the strict "a" and "a" limits). "B").
    5. DETAILED DESCRIPTION AND EXAMPLES OF CARRYING OUT THE INVENTION By way of example, FIG. 1 very schematically represents (that is to say, without respecting a specific scale) a radial section of a tire ( 1) for aircraft whose radial carcass reinforcement (7) is reinforced by nylon textile twists according to the invention.
    This radial tire for aircraft (1), defining three main directions, circumferential (X), axial (Y) and radial (Z), comprises a crown (2) surmounted by a tread (3), two sidewalls (4). ), two beads (5), each flank (4) connecting each bead (5) to the top (2), a carcass reinforcement (7) anchored in each of the beads (5) to at least one rod (6) and s extending in the flanks (4) to the top (2), a crown reinforcement or belt (10) extending in the crown (2) in the circumferential direction (X) and radially located between the carcass reinforcement (7) and the tread (3). The so-called radial carcass reinforcement (7) comprises at least one so-called "carcass ply" ply in the form of a matrix or rubber composition reinforced by substantially radially oriented reinforcing elements, called radial textile reinforcements, of which at least a part consists of specific nylon textile twists. Preferably, the latter constitute all of the radial textile reinforcements used in said carcass ply (7).
    According to the invention, these nylon textile twists, having a number N of multifilament strands twisted together in a helix, combine the following characteristics: N is greater than 2; the denoted Ti of each strand is greater than 180 tex; the Tei tenacity of each strand is greater than 75 cN / tex; the elongation at break noted An of each strand is greater than 14%; the tenacity denoted Te2 of each twist is greater than 60 cN / tex; the elongation at break denoted An of each twist is greater than 18%; the helix angle denoted a (alpha) of each twist is greater than 20 °.
    Preferably, the nylon or polyamide aliphatic (as a reminder, the two terms being synonymous) is chosen from polyamides 4-6, 6, 6-6, 11 or 12; more preferably nylon 6 or 6-6, more particularly nylon 6-6 is used.
    The specific nylon twisted or wired used to reinforce the carcass plies of the aircraft tire of the invention, therefore has the essential first characteristic that it comprises more than two, that is to say three or more strands. .
    Preferably, N is 3 or 4. More preferably, N is 3.
    FIG. 2 schematizes, in cross-section, a conventional multifilament textile fiber (15) in the initial state, that is to say devoid of torsion; in a well known manner, such a fiber or "yarn" (in English "yam") is formed of a plurality of elementary filaments (50), typically several tens to several hundred, of very fine diameter, generally less than 35 pm.
    It will be recalled simply here that the twists or cords textile, at least double twist (Tl, T2) and this is illustrated by way of example in Figures 2 and 3, are prepared from such a yarn, by a so-called twisting process in which: during a first step (FIG. 2), each yarn (15) constituting the final cord is first of all individually pretensioned on itself (according to a twist initial Tl) in a given direction DI (respectively S or Z direction according to a recognized nomenclature designating the orientation of the turns along the transverse bar of an S or Z), to form a multifilament strand (in English "strand"). or "ply") also called surtors (in English "folded yam") (20) in which the elementary filaments (50) are imposed a helical deformation around the fiber axis (or axis of the strand); - Then, during a second step (Figure 3), the N strands or surtors, for example three in number (20a, 20b, 20c) in Figure 3, are then twisted this time all together in a final twist T2 (which may be equal to or different from T1) in the opposite direction D2 (respectively Z or S direction), for obtaining the cord or twisted (in English "cord" or "pliedyarn") (30) final N strands.
    By cord at least double twist (that is to say made from at least two successive twists T1, T2), it is therefore immediately understood that at least two consecutive operations of untwisting (or torsion in the opposite direction) are therefore necessary to "deconstruct" the cabled and "back" to the initial yarns constituting it, that is to say find the starting multifilament fibers in their original state devoid of torsion.
    The role of the twisting is to adapt the properties of the material in order to create the transverse cohesion of the reinforcement, to increase its resistance to fatigue and also to improve the adhesion with the reinforced matrix.
    As a reminder, FIG. 4 represents, again in cross-section, another representation of a textile cord (40), less schematic than the previous one, recalling the well-known fact that the section of a textile cord (for example here consisting of 4 strands or surtors 20a, 20b, 20c, 20d), once formed and under a minimum tension, closer in fact to a cylindrical structure with a substantially circular contour section, due to the high radial, lateral plasticity strands provided by the multifilament nature of the fibers (spun) starting.
    In a manner well known to those skilled in the art, twists can be measured and expressed in different ways, either simply and in a number of revolutions per meter (rpm), and this is more rigorous when desired. compare materials of different types (density) and / or titer, at helix angle (a) of the filaments or, what is equivalent, in the form of a torsion factor K. The helix angle α (relative to the axis of the twist) can be measured directly by visual observation on the twist, or its tangent (Tan) calculated in known manner by the equation below in which T represents the twist (in r / m ) the constituent elementary filaments of the twist, and Re (in m) the winding radius of the strands or surtors in the final twist:
    The winding radius Re can be deduced for its part from the radius of the surtres Rs, according to the specific construction of the twist; For example, Re is equal to Rs in an identical two-strand twisted construct equal to [(2 / V3) .Rs] in an identical three-strand twisted construction.
    As for the radius Rs (expressed for example in cm below) of the surtors (assimilated to a cylinder), it is easily deduced by the calculation of its tex (weight in grams of 1000 meters of surtors) and density or density p of the material (in g / cm3, here, in this case 1.14 g / cm3 for nylon) by the following equation:
    The torsion factor K is linked to the torsion T (T1 or T2 depending on whether the factor is calculated on a strand or on the twist) according to the following well-known relation (T in r / m, Ti in tex, Λ p in g / cm):
    According to the invention, the Ti titer of each strand or surtors constituting the twist is greater than 180 tex. Preferably, Ti is greater than 200 tex, more preferably greater than 220 tex. More preferably still, Ti is greater than 240 tex, in particular greater than 260 tex.
    As required, the title Ti can of course be adjusted by a preliminary grouping, usually in packets of 2, 3 or even 4, of several yarns of lower basic title. For example, it is customary to prepare a strand or surtres of 188 tex by grouping, prior to any twisting operation, 2 spun yarns of elementary title 94 tex; a strand or surtres of 280 tex can be prepared by grouping 2 yarns of elementary title 140 tex. In all cases, the title Ti indicated in the present application is always that of the final yarn (after possible regrouping) serving as strand for the operation of first twist (pretorsion) in the manufacture of the plied yarn.
    According to another essential characteristic, the toughness (as a reminder, breaking strength divided by the title) denoted Tei of each strand is greater than 75 cN / tex. Preferably, it is greater than 80 cN / tex, more preferably greater than 85 cN / tex. In particular, it is greater than 90 cN / tex, more particularly greater than 95 cN / tex.
    According to another essential characteristic, the elongation at break Ari of each strand is greater than 14%. Preferably, Ari is greater than 16%, more preferably greater than 18%, in particular greater than 20%. Examples of commercially available nylon fibers that may be suitable are, for example, "T728" or "T802" fibers from Kordsa, "T654" from Nexis, or "T7" from Asahi, which can be available according to different titles.
    According to another essential characteristic of the invention, the tβ2 tenacity of the twist is greater than 60 cN / tex, preferably greater than 65 cN / tex, even more preferably greater than 70 cN / tex. In particular, it is greater than 75 cN / tex, more particularly greater than 80 cN / tex.
    According to another essential characteristic, the elongation at break Ar2 of each twist is greater than 18%. Ar 2 is preferably greater than 20%, more preferably greater than 22%, in particular greater than 24%.
    According to another essential characteristic, the helix angle α of each twist is greater than 20 °; preferably, a is greater than 22 °, more preferably greater than 24 °.
    Preferably, the torsion factor (denoted Ks) of each strand or surtors, thus calculated on the surtors as present (twisted) in the twist, is greater than 90, more preferably greater than 100, in particular greater than 110.
    All the mechanical properties indicated above are measured on glued textile cords (that is to say ready for use, or extracted from the rubber article that they reinforce) that have been subjected to prior conditioning; "Prior conditioning" means the storage of the cables for at least 24 hours, before measurement, in a standard atmosphere according to the European standard DIN EN 20139 (temperature of 20 ± 2 ° C, hygrometry of 65 ± 2%).
    The title of the elementary strands or cords is determined on at least three samples, each corresponding to a length of 50 m, by weighing this length. As a reminder, the title (or linear density) is the weight in grams of 1000 m of product, it is expressed in tex (0, 111 tex equals 1 denier).
    The mechanical properties in extension (breaking strength, toughness and elongation at break) are measured in known manner using an "INSTRON" traction machine equipped with "4D" type clamping tongs (for a force rupture less than 100 daN) or "4E" (for a breaking force of at least 100 daN), unless otherwise specified in ASTM D885 (2010). The tested samples are pulled over an initial length of 400 mm for 4D pliers and 800 mm for 4E pliers, at a nominal speed of 200 mm / min, under a standard pretension of 0.5 cN / tex. All results given are an average of 10 measurements. Those skilled in the art will of course understand that the mechanical properties indicated for the twists (Te2, Ar2) are those measured on the twists in their given (stable) torsional state (under a helix angle) while the mechanical properties ( Ti, Tei, Ari) indicated for the multifilament strands are those measured on the constituent yarns of the strands once the twists in a first step and then in a second time the strands themselves untwisted; Thus, after being untwisted by the twist, the yarns then simply undergo, in a well-known manner, a very slight prior twisting, referred to as "protective twist" (corresponding to a helix angle of the filaments of about 6 degrees) before positioning and pulling in. the clamps.
    The rubber compositions used as matrices in the carcass reinforcement plies of the aircraft tires of the invention are conventional compositions for calendering textile reinforcements, typically based on at least one rubber, a reinforcing filler such as carbon black. and / or silica, generally a vulcanization system and customary additives.
    To adhere the nylon cords to their rubber matrix, any suitable adhesive system may be used, for example a textile glue of the "RFL" type (resorcinol-formaldehyde-latex) or any equivalent adhesive known to confer a satisfactory adhesion between rubber and nylon, such as the more recent adhesive compositions described in applications WO 2013/017421, WO 2013/017422, WO 2013/017423, WO 2015/007641, WO 2015/007642.
    Preferably, the rubber is a diene rubber, that is to say for all elastomeric recall (single elastomer or elastomer mixture) which is derived, at least in part (ie, a homopolymer or a copolymer), monomers dienes that is to say monomers bearing two carbon-carbon double bonds, whether the latter are conjugated or not.
    This diene elastomer is more preferably selected from the group consisting of polybutadienes (BR), natural rubber (NR), synthetic polyisoprenes (IR), butadiene copolymers, isoprene copolymers, and mixtures of these elastomers. such copolymers being especially chosen from the group consisting of butadiene-styrene copolymers (SBR), isoprene-butadiene copolymers (BIR), isoprene-styrene copolymers (SIR) and isoprene-copolymers. butadiene-styrene (SBIR).
    A particularly preferred embodiment consists in using an "isoprene" elastomer, that is to say a homopolymer or a copolymer of isoprene, in other words a diene elastomer chosen from the group consisting of natural rubber (NR ), the synthetic polyisoprenes (IR), the various isoprene copolymers and the mixtures of these elastomers. The isoprene elastomer is more preferably natural rubber or a synthetic polyisoprene of cis-1,4 type. Among these synthetic polyisoprenes, polyisoprenes having a content (mol%) of cis-1,4 bonds greater than 90%, more preferably still greater than 98%, are used in particular. According to a particularly preferred embodiment, each layer of rubber composition comprises 50 to 100 phr of natural rubber.
    Each rubber composition may comprise one or more diene elastomer (s), also all or part of the additives usually used in rubber matrices for the manufacture of tires, such as, for example, reinforcing fillers such as carbon black. carbon or silica, coupling agents, anti-aging agents, antioxidants, plasticizing agents or extension oils, whether these are aromatic or non-aromatic in nature (in particular very low or non-aromatic oils, for example of the naphthenic or paraffinic type, with high or preferably low viscosity, MES or TDAE oils), plasticizing resins with a high glass transition temperature (greater than 30 ° C.), agents facilitating the use (processability ) compositions in the green state, tackifying resins, anti-eversion agents, methylene acceptors and donors such as, for example, HMT (hexamethylenetetramine) or H3M (hexamethoxymethylmelamine), reinforcing resins (such as resorcinol or bismaleimide), adhesion promoter systems, a crosslinking or vulcanization system.
    Preferably, the crosslinking system of the rubber composition is a so-called vulcanization system, that is to say based on sulfur (or a sulfur-donor agent) and a primary vulcanization accelerator. To this basic vulcanization system may be added various known secondary accelerators or vulcanization activators. The sulfur is used at a preferential rate of between 0.5 and 10 phr, the primary vulcanization accelerator, for example a sulfenamide, is used at a preferential rate of between 0.5 and 10 phr. The level of reinforcing filler, for example carbon black and / or silica, is preferably greater than 30 phr, especially between 30 and 100 phr.
    Carbon blacks are suitable for all carbon blacks, especially blacks of the HAF, ISAF, SAF type conventionally used in tires (so-called tire grade blacks). Among the latter, mention will be made more particularly of carbon blacks of (ASTM) grade 300, 600 or 700 (for example N326, N330, N347, N375, N683, N772). Suitable silicas are in particular precipitated or pyrogenic silicas having a BET surface area of less than 450 m 2 / g, preferably from 30 to 400 m 2 / g.
    Preferably, each rubber composition has, in the crosslinked state, a secant modulus in extension noted Ms, at 10% elongation, which is between 4 and 25 MPa, more preferably between 4 and 20 MPa; values in particular between 5 and 15 MPa have proved particularly suitable. The measurements of this secant modulus are carried out in tension, unless otherwise indicated according to the ASTM D 412 standard of 1998 (test-tube "C"): one measures in second elongation (that is to say after a cycle of accommodation) the secant modulus "true" (that is to say, reduced to the actual section of the test piece) at 10% elongation, noted here Ms and expressed in MPa (normal temperature and humidity conditions according to ASTM standard D 1349 of 1999).
    The tire of the invention has another preferred feature that the density of the radial textile plies reinforcing said (at least one) radial carcass ply, measured in the axial direction Y, is between 50 and 80 threads / dm of ply (per decimeter i.e., 100 mm wide rubber web), preferably 60 to 75 threads / dm web. The use of an aircraft tire is characterized, as is known, by particularly high pressure, load and speed conditions.
    By "tire for aircraft" is preferably meant in the present application a tire whose nominal pressure is greater than 9 bar and the nominal deflection greater than 30%.
    As a reminder, the nominal pressure is the nominal inflation pressure of the tire as defined, for example, by the Tire and Rim Association (or TRA) standard.
    The nominal deflection is the radial deformation of a tire, or radial height variation, when it moves from an unfilled inflated state to a statically loaded inflated state under the nominal pressure and load conditions as defined. for example, by the TRA standard. It is expressed as a relative deflection, defined by the ratio of this variation of the radial tire height to half of the difference between the outside diameter of the tire and the maximum diameter of the rim measured on the rim flange. . The outer diameter of the tire is measured statically in an unfilled condition inflated to the nominal pressure. The TRA standard defines in particular the crushing of an airplane tire by its crushed radius, that is to say by the distance between the axis of the tire wheel and the plane of the ground with which the tire is in contact under nominal pressure and load conditions.
    In the tire of the invention, the radial carcass reinforcement (7) preferably comprises a plurality of radially superimposed carcass plies, the number of superimposed carcass plies being more preferably within a range from 3 to 10.
    The specificity of the nylon cord or twists used in the carcass reinforcement of the aircraft tire of the invention, compared with the twists used hitherto in the carcass reinforcement of the aircraft tires of the prior art, is that it combines the essential characteristics previously stated, namely: it consists of at least three strands; the (elementary) title of each strand is very high, greater than 180 tex; its tenacity is greater than 75 cN / tex; its elongation at break is greater than 14%; the tenacity of each twist is greater than 60 cN / tex, its elongation at break is greater than 18%; its helix angle a is greater than 20 °.
    It should be noted that a construction with three strands (or more), for elementary strand titles as high (greater than 180 tex), was in fact contrary to the knowledge and guidance of the skilled person.
    The latter in fact, knowing that very high breaking strength and fatigue resistance of the plied yarns are necessary for the carcass reinforcement of an airplane tire, that any improvement of this fatigue resistance passes to the first order by a increased twisting (helix angle) of the twist, inevitably accompanied by a degradation of the force at break, was inclined to increase the elementary strands of the strands without increasing the number. In addition, an increase in the number of strands constituting the twisted, not to mention the fact that it is more expensive, involving a greater complexity of construction of the latter, is accompanied by the expected risk of occurrence of defects potentially harmful to the body. overall endurance of the reinforcement. Moreover, limiting the number of strands to two (that is to say at least) appears to be precisely the choice that was made in the documents of the prior art cited in the introduction to this memo, all describing, for an application of reinforcing the radial carcass reinforcement of an airplane tire, cable constructions with only 2 strands (N equal to 2) whenever the elementary strand titer was particularly high, greater than 180 tex.
    However, as will be detailed in the following tests, tests conducted by the Applicants have shown an unexpected result that goes against this prejudice.
    For the purposes of these tests, six different cords, all of nylon 6-6, were made from the same starting fiber (Tei equal to about 90 cN / tex and Ari equal to about 20%) with two titles different, one of 188 tex and the other of 280 tex.
    In order to be able to conduct the comparative tests on an overall basis (approximately 560 tex), the 280 tex yarns were thus assembled by two strands (N equal to 2), those of 188 tex were assembled by three strands (N equal to 3 ). For each of these two variants of initial title Ti on strand, three different cords were manufactured by varying the helix angle (calculated according to the equation given above) according to three increasing values, from 23.5 ° to 28 ° (T2 torsion varies from about 245 tr / m to 320 tr / m depending on the case).
    The six nylon cords, denoted Cl to C6 in the following table, were all characterized by a double twist construction; they have been conventionally manufactured by assembling 2 or 3 strands (N equal to 2 or 3) according to the final twist T2 and the direction D2 (direction S). Each of these strands had previously been manufactured by an initial twisting operation (T1 equal to T2) of the yarn on itself in the opposite direction DI (Z direction).
    Then the fatigue resistance of these cords was analyzed by subjecting them to laboratory tests well known to those skilled in the art, a so-called "strap" test sometimes called "Shoe Shine test", and a test called "Disc Fatigue Test". "(see for example EP 848,767, US 2,595,069, US 4,902,774, ASTM D885-591 revised 67T), tests in which the pre-bonded textile cords are incorporated in a rubber article that is vulcanized. .
    The principle of the "belt" test, first of all, is as follows: the belt comprises two layers of the cord to be tested, in a known rubber compound (composition) of the type commonly used for reinforcing tires. The axis of each cord is oriented in the longitudinal direction of the belt and the cords are separated from the faces of the latter by a gum thickness of about 1 mm.
    This belt is then subjected to the following stresses: the belt around a roller of a given diameter (in this case 15 mm) is cyclically driven, using a crank-handle system, so that each elementary portion of the belt is subjected to a given tension (here, about 15 daN) and undergo cycles of variation of curvature which pass it from an infinite radius of curvature to a given radius of curvature and this during 190 000 cycles, at a frequency of 7 Hz. This variation of curvature of the belt causes the cord of the inner layer, the one closest to the roller, a given geometric compression ratio (here, about 13%) depending on the diameter of the roller chosen. At the end of these stresses, the cords of the inner layer are peeled off and the decay (denoted AFR) of force is measured on breaking the cords once tired.
    The "Disc Fatigue Test" essentially consists in incorporating the cords to be tested in rubber blocks, and then, after cooking, to fatigue the rubber specimens thus formed in compression, between two rotating discs inclined relative to each other. the other (here, 3.5 ° is about 28% of maximum compression ratio between the two disks) a very large number of cycles (in the examples which follow, 600 000 cycles at 33 cycles / s). After fatigue, the cords are extracted from the test pieces; their residual breaking strength is measured and the decay (AFR) of force at break is deduced therefrom.
    The results obtained for the two types of test are detailed in the table below; the initial breaking force (FR) of the plied yarn, that is to say before fatigue (expressed in absolute units and in relative value with the base 100 retained for the lowest helix angle, of 23.5 °).
    Board
    A detailed reading of this table, it is first noted that the increase in torsion (helix angle up to 28 °) results in a decrease in the force at break much faster in the case of the more complex three-stranded structure: -18% for the three-stranded plied yarn (N = 3), compared to only -4% for the double-stranded plied yarn (N = 2).
    Such a result was expected by a person skilled in the art who, precisely for this reason of faster degradation of the force at break, was not at all inclined to move away from the two-stranded construction for elementary titles as well. high (greater than 180 tex).
    Now, quite unexpectedly, we find that the transition from the two-stranded construction (N = 2) to the three-stranded construction (N = 3), whatever the type of fatigue test, is accompanied by a very significant improvement in endurance (reduced AFR), and this especially with regard to the essential shoe shine test (Shoe Shine Test) as we have underlined for the reinforcement of a reinforcement of Aircraft tire carcass: where the two-strand cords (respectively C3, C2 and C1) lose, after fatigue, respectively 17%, 40% and 90% of their initial breaking strength, according to the torsion considered, the three-strand cords (respectively C6, C5 and C4) lose only 2%, 11% and 32% of their initial breaking force for the same torsion levels.
    In conclusion, it must be deduced that, for the same overall title of twists and the same twist (same helix angle), the three-stranded construction of high titre, despite the loss of force at break more consistent, is ultimately ultimately more advantageous in an aircraft tire carcass reinforcement, where a very good flexion-compression fatigue is targeted.
    Thanks to the invention, it therefore becomes possible to further improve the endurance of radial carcass reinforcement for aircraft, thus increasing the life of the tires or alternatively, with a given lifetime, to reduce the weight of these tires. reinforcements and tires by reducing the total number of layers present in these carcass reinforcement.
    权利要求:
    Claims (18)
    [1" id="c-fr-0001]
    1. Radial tire for aircraft (1), defining three main directions, circumferential (X), axial (Y) and radial (Z), comprising a vertex (2) surmounted by a tread (3), two sidewalls ( 4), two beads (5), each flank (4) connecting each bead (5) to the top (2), a carcass reinforcement (7) anchored in each of the beads (5) to at least one bead wire (6) and extending in the flanks (4) to the apex (2), a crown reinforcement or belt (10) extending in the vertex (2) in the circumferential direction (X) and radially located between the reinforcement carcass (7) and the tread (3), said so-called radial carcass reinforcement (7) comprising at least one so-called carcass ply web in the form of a rubber matrix reinforced by radially oriented reinforcing elements, so-called radial textile reinforcements, the latter consisting wholly or partly of textile twists (30) made of nylon comprising N multi-ply strands tililamentaires (20a, 20b, 20c) twisted together helically, characterized in that: N is greater than 2; the denoted Ti of each strand is greater than 180 tex; the Tei tenacity of each strand is greater than 75 cN / tex; the elongation at break noted Ari of each strand is greater than 14%; the tenacity denoted Te2 of each twist is greater than 60 cN / tex; the elongation at break noted Ar2 of each plied is greater than 18%; the helix angle denoted a of each twist is greater than 20 °.
    [2" id="c-fr-0002]
    2. Tire according to claim 1, wherein N is equal to 3 or 4, preferably equal to 3.
    [3" id="c-fr-0003]
    3. Tire according to any one of claims 1 or 2, wherein Ti is greater than 200 tex, preferably greater than 220 tex.
    [4" id="c-fr-0004]
    4. Tire according to claim 3, wherein Ti is greater than 240 tex, preferably greater than 260 tex.
    [5" id="c-fr-0005]
    Tire according to any one of claims 1 to 4, wherein Tei is greater than 80 cN / tex, preferably greater than 85 cN / tex.
    [6" id="c-fr-0006]
    Tire according to claim 5, wherein Tei is greater than 90 cN / tex, preferably greater than 95 cN / tex.
    [7" id="c-fr-0007]
    7. Tire according to any one of claims 1 to 6, wherein Ari is greater than 16%, preferably greater than 18%.
    [8" id="c-fr-0008]
    A tire according to any one of claims 1 to 7, wherein the nylon is a nylon 6 or 6-6, preferably a nylon 6-6.
    [9" id="c-fr-0009]
    9. Tire according to any one of claims 1 to 8, wherein Τβ2 is greater than 65 cN / tex, preferably greater than 70 cN / tex.
    [10" id="c-fr-0010]
    10. Tire according to claim 9, wherein Τβ2 is greater than 75 cN / tex, preferably greater than 80 cN / tex.
    [11" id="c-fr-0011]
    11. Tire according to any one of claims 1 to 10, wherein Ar2 is greater than 20%, preferably greater than 22%.
    [12" id="c-fr-0012]
    12. Tire according to any one of claims 1 to 11, wherein the helix angle a of each twist is greater than 22 °, preferably greater than 24 °.
    [13" id="c-fr-0013]
    Tire according to any one of claims 1 to 12, wherein the torsion factor of each strand, in the twist, is greater than 90, preferably greater than 100.
    [14" id="c-fr-0014]
    14. Tire according to any one of claims 1 to 13, wherein the density of the radial textile plies reinforcing the radial carcass ply, in the axial direction Y, is between 50 and 80 son / dm of ply, preferably 60 at 75 threads / dm of tablecloth.
    [15" id="c-fr-0015]
    Tire according to any one of claims 1 to 14, the rubber matrix of the carcass ply having, in the crosslinked state, a secant modulus in extension, at 10% elongation, which is between 4 and 25. MPa, preferably between 4 and 20 MPa.
    [16" id="c-fr-0016]
    16. Tire according to any one of claims 1 to 15, the radial carcass reinforcement (7) comprising a plurality of radially superimposed carcass plies.
    [17" id="c-fr-0017]
    17. Tire according to claim 16, the number of superimposed carcass plies being in a range from 3 to 10.
    [18" id="c-fr-0018]
    18. Use, for reinforcing a carcass reinforcement of a radial tire for aircraft, of a nylon textile twister having N multifilament strands (20a, 20b, 20c) twisted together in a helix, wherein: - N is greater than 2; the denoted Ti of each strand is greater than 180 tex; the Tei tenacity of each strand is greater than 75 cN / tex; the elongation at break noted Ari of each strand is greater than 14%; the tenacity denoted Te2 of each twist is greater than 60 cN / tex; the elongation at break noted Ar2 of each plied is greater than 18%; the helix angle denoted a of each twist is greater than 20 °.
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    同族专利:
    公开号 | 公开日
    US20190135039A1|2019-05-09|
    WO2017187032A1|2017-11-02|
    CN109070637A|2018-12-21|
    FR3050401B1|2018-04-06|
    US10960709B2|2021-03-30|
    JP2019517952A|2019-06-27|
    CN109070637B|2020-08-14|
    JP6945549B2|2021-10-06|
    EP3448695B1|2020-06-03|
    EP3448695A1|2019-03-06|
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    法律状态:
    2017-04-19| PLFP| Fee payment|Year of fee payment: 2 |
    2017-10-27| PLSC| Publication of the preliminary search report|Effective date: 20171027 |
    2018-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2020-01-10| ST| Notification of lapse|Effective date: 20191206 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1653620A|FR3050401B1|2016-04-25|2016-04-25|AIRCRAFT TIRE HAVING IMPROVED ENDURANCE CARCASS REINFORCEMENT|
    FR1653620|2016-04-25|FR1653620A| FR3050401B1|2016-04-25|2016-04-25|AIRCRAFT TIRE HAVING IMPROVED ENDURANCE CARCASS REINFORCEMENT|
    JP2018555940A| JP6945549B2|2016-04-25|2017-02-17|Aircraft tires with casing reinforcements for improved durability|
    PCT/FR2017/050366| WO2017187032A1|2016-04-25|2017-02-17|Aeroplane tyre having a casing reinforcement with improved endurance|
    CN201780025467.3A| CN109070637B|2016-04-25|2017-02-17|Aircraft tire with carcass reinforcement having improved durability|
    EP17710597.0A| EP3448695B1|2016-04-25|2017-02-17|Aeroplane tyre having a casing reinforcement with improved endurance|
    US16/096,315| US10960709B2|2016-04-25|2017-02-17|Airplane tire having a casing reinforcement with improved endurance|
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