CN105705343A - 用于飞机轮胎的胎冠增强件 - Google Patents

用于飞机轮胎的胎冠增强件 Download PDF

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CN105705343A
CN105705343A CN201480060666.4A CN201480060666A CN105705343A CN 105705343 A CN105705343 A CN 105705343A CN 201480060666 A CN201480060666 A CN 201480060666A CN 105705343 A CN105705343 A CN 105705343A
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reinforcement
band
work
equal
tyre
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CN105705343B (zh
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M·罗梅罗德拉奥萨
S·德拉克鲁瓦
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Compagnie Generale des Etablissements Michelin SCA
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Abstract

本发明涉及飞机轮胎，特别涉及用于飞机轮胎的胎冠增强件。飞机轮胎(1)包括：工作增强件(2)，所述工作增强件(2)沿径向位于胎面(3)的内部并且沿径向位于胎体增强件(4)的外部。所述工作增强件(2)包括至少两个工作双层(21、22)，所述工作双层(21、22)沿径向重叠并且各自具有从第一轴向端部(I1、I2)至第二轴向端部(I’1、I’2)的轴向宽度(L1、L2)。每个工作双层(21、22)至少部分地包括两个工作层(211、212；221、222)，所述工作层(211、212；221、222)沿径向重叠并且各自由条带部分(5)的在轴向上并置制成。具有轴向宽度W的所述条带(5)沿着周期性曲线(6)周向地延伸，所述周期性曲线(6)在轮胎的赤道平面(XZ)中与轮胎的周向方向(XX’)形成非零角度A并且在其极值(7)处具有曲率半径R。本发明人的目的是通过降低工作层的轴向端部额外厚度对开裂的敏感度而改进飞机轮胎的工作增强件的耐久性。根据本发明，至少两个沿径向重叠的工作双层(21、22)的各自的轴向宽度(L1、L2)之间的差异DL至少等于2×(W+(R-W/2)×(1-cosA))。

Description

用于飞机轮胎的胎冠增强件
技术领域
本发明涉及飞机轮胎，具体涉及飞机轮胎的胎冠增强件。
背景技术
在下文中，轮胎的周向、轴向和径向方向分别表示在轮胎的旋转方向上与轮胎的胎面表面相切的方向、平行于轮胎的旋转轴线的方向和垂直于轮胎的旋转轴线的方向。“在径向上位于内部或在径向上位于外部”意指“更接近轮胎的旋转轴线或更远离轮胎的旋转轴线”。“在轴向上位于内部或在轴向上位于外部”意指“更接近轮胎的赤道平面或更远离轮胎的赤道平面”，轮胎的赤道平面为经过轮胎的胎面表面的中间并且垂直于轮胎的旋转轴线的平面。
通常地，轮胎包括胎面，所述胎面旨在经由胎面表面与地面接触并且通过两个胎侧连接至两个胎圈，两个胎圈旨在提供轮胎和轮辋之间的机械连接，轮胎安装在轮辋上。
子午线飞机轮胎更特别地包括例如在文献EP1381525中描述的径向胎体增强件和胎冠增强件。
径向胎体增强件是连接轮胎的两个胎圈的轮胎增强结构。飞机轮胎的径向胎体增强件通常包括至少一个胎体层，每个胎体层由增强体组成，所述增强体通常为覆盖有弹性体或弹性体混合物类型的聚合材料的织物，增强体互相平行并且与周向方向形成在80°和100°之间的角度。
胎冠增强件是在径向上位于胎面的内部并且至少部分在径向上位于径向胎体增强件的外部的轮胎增强结构。飞机轮胎的胎冠增强件通常包括至少一个胎冠层，每个胎冠层由互相平行的增强体组成，所述增强体覆盖有弹性体或弹性体混合物类型的聚合材料。在胎冠层中，在构成工作增强件(通常由织物增强体组成)的工作层和构成保护增强件的保护层之间通常存在差别，所述保护增强件由金属或织物增强体组成并且在径向上设置在工作增强件的外部。工作层控制胎冠增强件的机械性质。保护层主要保护工作层免受可能通过胎面沿径向朝向轮胎内部传播的攻击。胎冠层，特别是工作层，在几何上的特征在于其轴向宽度，即其轴向端部之间的距离。
胎体层和胎冠层的织物增强体通常为由纺丝织物长丝制成的帘线，优选由脂族聚酰胺或芳族聚酰胺制成。织物增强体在拉伸下的机械性质(模量、伸长和断裂力)在初始调节之后测量。“初始调节”意指织物增强体在测量之前在根据欧洲标准DINEN20139(20±2℃的温度；65±2％的相对湿度)的标准气氛下储存至少24小时。以已知的方式使用ZWICKGmbH&Co(德国)的1435型或1445型拉伸测试机进行测量。织物增强体在400mm的初始长度上以200mm/min的额定速度经受拉伸。所有结果在10次测量上取平均。
例如用于覆盖胎体层和胎冠层的增强体的弹性体材料可以在固化之后通过由拉伸测试确定的拉伸应力/应变特征进行机械表证。根据本领域技术人员已知的方法(例如根据国际标准ISO37)并且在由国际标准ISO471定义的标称温度(23+或–2℃)和相对湿度(50+或–5％相对湿度)条件下在试样上进行该拉伸试验。弹性配混物在10％伸长下的用兆帕(MPa)表示的弹性模量是赋予在试样的10％伸长下测得的拉伸应力的名称。
在飞机轮胎的制备过程中，更具体地在铺设工作增强件的步骤的过程中，通常通过在成型鼓的侧表面上沿周向成圈缠绕或沿周向之字形缠绕条带从而获得工作层，所述条带由至少一根覆盖有弹性体配混物的连续织物增强体制成。不管是通过沿周向成圈缠绕制备还是通过沿周向之字形缠绕制备，工作层都是由缠绕的每圈条带的宽度并置构成。
沿周向成圈缠绕意指在轮胎的周向方向上以直径等于铺设条带的成型鼓的直径的螺旋进行缠绕，并且相对于周向方向的平均角度在0°和5°之间。通过成圈缠绕获得的工作层被称为周向的，因为相互平行的条带的织物增强体在赤道平面中与周向方向形成的角度在0°和5°之间。
沿周向之字形缠绕意指在轮胎的周向方向上以周期性曲线进行缠绕，所述周期性曲线意指由在极值之间震荡的周期性波纹形成的曲线。以周期性曲线缠绕条带意指经缠绕条带的中线(定义为离条带边缘等距的线)与周期性曲线重合。周期性曲线的极值之间的峰到峰幅度因此定义了工作层的轴向宽度，即其轴向端部之间的距离。周期性曲线的周期通常为铺设条带的成型鼓的周长的0.5倍和3倍之间。周期性曲线的特征还在于其在轮胎的赤道平面中与轮胎的周向方向形成的角度，或更具体地曲线的切线在轮胎的赤道平面中与轮胎的周向方向形成的角度，以及在周期性曲线的极值处的曲率半径。对于常规之字形缠绕，周期性曲线相对于周向方向的角度(所述角度对应于由构成条带的相互平行的织物增强体形成的角度)通常在5°和35°之间。沿周向之字形缠绕意味着工作层必须成对组装，一对工作层构成工作双层。
工作双层由两个工作层组成，所述两个工作层在主要部段中(即在沿轴向位于工作双层的两个轴向端部的内部的部分中)沿径向重叠，并且在其轴向端部处通过多于两个沿径向重叠的工作层组成。相比于主要部段中的两个工作层，在轴向端部处的在径向方向上的额外数目的额外工作层被称为轴向端部额外厚度。该轴向端部额外厚度通过条带在周期性曲线的极值处的交叉形成。工作增强件因此由多个工作双层的径向重叠组成。这样的包括通过沿周向之字形缠绕条带获得的工作层的工作增强件已经描述于文献EP0540303、EP0850787、EP1163120和EP1,518,666。
在沿周向之字形缠绕的情况下，已知工作双层的轴向端部额外厚度对耐久性损伤的出现(例如可能发展成工作增强件的明显劣化的裂纹)敏感，因此缩短轮胎的寿命。这些裂纹可能在工作双层的轴向端部额外厚度的内交界面处或者在两个相邻工作双层的轴向端部额外厚度之间的交界面处出现。
文献FR2910381描述了可以在重型负载下以高速使用同时具有低重量的飞机轮胎。这样的轮胎包括工作增强件，所述工作增强件包括至少一个沿径向位于内部的成圈缠绕的工作层和至少两个沿径向位于外部的之字形缠绕的工作层，至少一个成圈缠绕的工作层比之字型工作层更宽。
发明内容
本发明人自己设定的目的是通过降低工作层的轴向端部额外厚度对开裂风险敏感度来改进飞机轮胎的工作增强件的耐久性。
根据本发明，该目的通过如下的飞机轮胎来实现，所述飞机轮胎包括：
-工作增强件，所述工作增强件沿径向位于胎面的内部并且沿径向位于胎体增强件的外部，
-所述工作增强件包括至少两个工作双层，所述工作双层沿径向重叠并且各自具有从第一轴向端部至第二轴向端部的轴向宽度(L1、L2)，
-每个工作双层至少部分地包括两个工作层，所述工作层沿径向重叠并且各自由条带在轴向上部分并置而制成，
-具有轴向宽度W的所述条带沿周向以周期性曲线延伸，所述周期性曲线在轮胎的赤道平面中与轮胎的周向方向形成非零角度A并且在其极值处具有曲率半径R，
-所述条带由覆盖有弹性体配混物的增强体制成，
所述至少两个沿径向重叠的工作双层的各自的轴向宽度(L1、L2)之间的差异DL至少等于2×(W+(R-W/2)×(1-cosA))。
沿径向重叠的工作双层意味着两个工作双层至少部分地彼此接触并且不被一些其它元件沿径向分离。换言之，这两个工作双层在径向方向上是连贯的。
根据定义，制成工作增强件的工作双层由两个工作层的径向重叠制成。工作双层的宽度等于最宽工作层的轴向宽度。工作层的轴向宽度在工作层的轴向端部之间测量，即在工作层的轴向最外点之间测量。工作层的轴向端部在轮胎上通过轴向最外织物增强体体现。
所述至少两个工作双层(即两个连贯的工作双层)的各自的轴向宽度(L1、L2)之间的差异DL对应于两个工作双层的各自的轴向端部之间的轴向距离的两倍。
所述至少两个工作双层的各自的轴向宽度(L1、L2)之间的差异DL的最小值2×(W+(R-W/2)×(1-cosA))保证了两个连贯的工作双层的轴向端部额外厚度彼此错开并且因此不彼此沿径向重叠。消除该径向重叠(已经证实该径向重叠对开裂特别敏感)意味着可以改进该区域中的工作增强件的耐久性。此外，该错开允许径向最外工作双层的轴向端部额外厚度通过平坦表面与径向最内工作双层的主要部段接触。
条带的轴向宽度W有利地至少等于2mm，优选至少等于6mm。条带通常包括至少2个织物增强体，所述织物增强体的直径大约等于1mm，因此产生2mm的最小条带宽度。至少等于6mm的条带宽度能够缩短形成工作双层所需的铺设时间，因此增加生产率。
还更有利地，条带的轴向宽度W至多等于20mm，优选至多等于14mm。条带的宽度越大，轴向端部额外厚度中的条带部分之间的交界面数目越多，因此开裂风险越高。因此，至多等于20mm，优选至多等于14mm的条带宽度保证了耐久性和生产率之间的良好折中。
还有利的是，在条带的周期性曲线的极值处的曲率半径R和条带的宽度W之间的比例R/W至少等于13。换言之，相比于条带的宽度W，曲率半径R需要足够大。当在制造过程中铺设条带时，在周期性曲线的极值处的方向变化的过程中，该最小值能够避免条带在其平面向外屈曲的风险。
通过条带的周期性曲线在赤道平面中与周向方向形成的角度A有利地至少等于3°，优选至少等于5°。该最小角度值使得能够保证工作增强件的最小侧偏刚度，侧偏刚度定义为为了获得围绕轮胎径向方向的1°的旋转角度所必须施加的转矩。
通过条带的周期性曲线在赤道平面中与周向方向形成的角度A有利地至多等于35°，优选至多等于25°。该最大角度值能够保证工作增强件的最大侧偏刚度。
根据一个优选的实施方案，条带的增强体由织物材料制成。织物增强体通常用于飞机轮胎的工作增强件，因为其能够实现在刚度和强度方面的机械性质与质量之间的良好折中。
根据实施方案的第一个优选的替代形式，条带的增强体由脂族聚酰胺(其为织物材料)制成。事实上，由脂族聚酰胺(例如尼龙)制成的增强体通常用于飞机轮胎的领域，因为其相对轻质，这允许显著节省轮胎的质量，并因此允许飞机可承载的有效载荷的增加。
根据实施方案的第二个优选的替代形式，条带的增强体由芳族聚酰胺(其为织物材料)制成。由芳族聚酰胺(例如芳纶)制成的增强体事实上能够实现机械强度和重量之间的良好折中。对于具有给定断裂强度的工作层，相比于由脂族聚酰胺制成的增强体，由芳族聚酰胺制成的增强体能够减少工作层的质量。
根据实施方案的第三个优选的替代形式，条带的增强体由脂族聚酰胺和芳族聚酰胺(其各自为两种织物材料)的组合制成。所述增强体通常被称为混合增强体并且提供了尼龙和芳纶的技术优点：机械强度、拉伸变形性和轻质重量。特别地，其显示出双模量特性，所述双模量特性的特征在于在小伸长下的低弹性模量和在较高伸长下的较高模量。对于具有给定断裂强度的工作层，相比于由脂族聚酰胺制成的增强体，混合增强体也允许减少工作层的质量。
本发明还涉及制备根据本发明的飞机轮胎的方法。该方法包括制备工作增强件的步骤，在所述步骤中，通过在轮胎成型鼓的表面上以周期性曲线沿周向之字型缠绕具有轴向宽度W的条带从而获得至少两个工作双层，所述工作双层沿径向重叠并且各自具有从第一轴向端部至第二轴向端部的轴向宽度(L1、L2)，所述轮胎成型鼓具有半径Rf并且具有轮胎的旋转轴线作为其轴线，所述周期性曲线在赤道平面中与周向方向形成非零角度A并且在其极值处具有曲率半径R，使得所述至少两个沿径向重叠的工作双层的各自的轴向宽度(L1、L2)之间的差异DL至少等于2×(W+(R-W/2)×(1-cosA))。
附图说明
借助于图1至4将更好地理解本发明的特征和其它优点，图1至4未按比例绘制：
-图1：根据本发明的轮胎在穿过轮胎旋转轴线(YY’)的子午平面或径向平面(YZ)中的一半截面图。
-图2：组成根据本发明的轮胎的工作层的条带的一般布置。
-图3A和3B：参照轮胎(图3A)和根据本发明的轮胎(图3B)各自的两个连续的工作双层的轴向端部区域在子午平面(YZ)上的截面图。
-图4：在成型鼓的表面上以周期性曲线沿周向之字形缠绕的条带的立体图。
具体实施方式
图1显示了飞机轮胎1在穿过轮胎1的旋转轴线(YY’)的径向或子午平面(YZ)中的一半截面图，所述飞机轮胎1包括工作增强件2，所述工作增强件2沿径向位于胎面3的内部并且沿径向位于胎体增强件4的外部。工作增强件2包括两个工作双层(21、22)，所述工作双层(21、22)沿径向重叠并且各自具有从第一轴向端部(I1、I2)至第二轴向端部(I’1、I’2)(未显示)的轴向宽度(L1、L2)。每个工作双层(21、22)至少部分地包括两个工作层(211、212；221、222)，所述工作层(211、212；221、222)沿径向重叠并且各自由宽度为W的条带5的轴向并置制成。
图2显示了组成轴向宽度L的工作双层的条带5的一般布置。图2显示了两圈上的之字形缠绕。宽度W的条带5具有中线，所述中线沿周向(即在方向(XX’)上)沿着包括极值7的周期性曲线6延伸。换言之，周期性曲线6为支持条带5的中线的曲线。周期性曲线6在赤道平面(XZ)中与周向方向(XX’)形成非零角度A。周期性曲线6在其极值7处具有平均曲率半径R。对于每圈之字形缠绕，条带5沿轴向偏离从而获得宽度W的条带部分的轴向并置。
图3A为参照轮胎的工作增强件2的两个工作双层(21、22)的轴向端部区域在径向平面(YZ)中的截面图。各自具有轴向宽度L1和L2的每个工作双层(21、22)在主要部段中由2个沿径向重叠的工作层(211、212；221、222)组成，并且在轴向端部额外厚度处由4个部分重叠的工作层组成。每个工作层(211、212；221、222)由宽度W的条带5的轴向并置部分组成。每个条带5部分包括覆盖有弹性体配混物9的织物增强体8。在参照轮胎的情况下，两个工作双层(21、22)的各自的轴向端部额外厚度至少部分地沿径向重叠。
图3B为从根据本发明的轮胎的工作增强件2的两个工作双层(21、22)的轴向端部区域在径向平面(YZ)中的截面图。在该情况下，两个工作双层(21、22)的各自的轴向端部额外厚度在两个轴向端部区域的每一者处沿轴向错开DL/2的轴向距离。
图4为在轮胎成型鼓11的侧表面10上以周期性曲线7沿周向之字形缠绕的条带5的立体图，所述轮胎成型鼓11具有半径Rf并且具有轮胎的旋转轴线(YY’)作为其轴线。
本发明人针对尺寸1400X530R23的飞机轮胎实施本发明。
在所研究的轮胎中，工作增强件包括两个沿径向重叠的工作双层，径向最内工作双层具有等于379mm的轴向宽度L1，径向最外工作双层具有等于349mm的轴向宽度L2。在该情况下，两个沿径向重叠的工作双层的各自的轴向宽度(L1、L2)之间的差异DL等于30mm。由于组成工作双层的宽度W等于11mm的条带以周期性曲线之字形缠绕，所述周期性曲线在轮胎的赤道平面中与轮胎的周向方向形成约10°的角度A并且在其极值处具有约200mm的曲率半径R，等于30mm的差异DL因此大于2×(W+(R-W/2)×(1-cosA)，2×(W+(R-W/2)×(1-cosA)等于28mm。此外，比例R/W等于18，因此高于13。此外，条带的织物增强体为由脂族聚酰胺和芳族聚酰胺的组合制成的混合增强体。相比于参照轮胎，估算出根据本发明的包括两个工作双层的轮胎的耐久性的增加等于至少10％。该耐久性的测量是根据在经受规定的TSO测试的轮胎上出现的损坏量来进行的，所述规定的TSO测试由欧洲航空安全局(EASA)来定义的。

Claims (11)

1.飞机轮胎(1)，包括：
-工作增强件(2)，所述工作增强件(2)沿径向位于胎面(3)的内部并且沿径向位于胎体增强件(4)的外部，
-所述工作增强件(2)包括至少两个工作双层(21、22)，所述工作双层(21、22)沿径向重叠并且各自具有从第一轴向端部(I1、I2)至第二轴向端部(I’1、I’2)的轴向宽度(L1、L2)，
-每个工作双层(21、22)至少部分地包括两个工作层(211、212；221、222)，所述工作层(211、212；221、222)沿径向重叠并且各自由条带(5)在轴向上部分并置制成，
-具有轴向宽度W的所述条带(5)沿周向以周期性曲线(6)延伸，所述周期性曲线(6)在轮胎的赤道平面(XZ)中与轮胎的周向方向(XX’)形成非零角度A并且在其极值(7)处具有曲率半径R，
-所述条带(5)由覆盖有弹性体配混物(9)的增强体(8)制成，
其特征在于，所述至少两个沿径向重叠的工作双层(21、22)的各自的轴向宽度(L1、L2)之间的差异DL至少等于2×(W+(R-W/2)×(1-cosA))。
2.根据权利要求1所述的飞机轮胎(1)，其中所述条带(5)的轴向宽度W至少等于2mm，优选至少等于6mm。
3.根据权利要求1和2任一项所述的飞机轮胎(1)，其中所述条带(5)的轴向宽度W至多等于20mm，优选至多等于14mm。
4.根据权利要求1至3任一项所述的飞机轮胎(1)，其中在所述条带(5)的周期性曲线(6)的极值(7)处的曲率半径R和所述条带(5)的宽度W之间的比例R/W至少等于13。
5.根据权利要求1至4任一项所述的飞机轮胎(1)，其中通过所述条带(5)的周期性曲线(6)在赤道平面(XZ)中与周向方向(XX’)形成的角度A至少等于3°，优选至少等于5°。
6.根据权利要求1至5任一项所述的飞机轮胎(1)，其中通过所述条带(5)的周期性曲线(6)在赤道平面(XZ)中与周向方向(XX’)形成的角度A至多等于35°，优选至多等于25°。
7.根据权利要求1至6任一项所述的飞机轮胎(1)，其中所述条带(5)的增强体(8)由织物材料制成。
8.根据权利要求1至7任一项所述的飞机轮胎(1)，其中所述条带(5)的增强体(8)由脂族聚酰胺制成。
9.根据权利要求1至7任一项所述的飞机轮胎(1)，其中所述条带(5)的增强体(8)由芳族聚酰胺制成。
10.根据权利要求1至7任一项所述的飞机轮胎(1)，其中所述条带(5)的增强体(8)由脂族聚酰胺和芳族聚酰胺的组合制成。
11.根据权利要求1至10任一项所述的飞机轮胎(1)的制备方法，包括制备工作增强件(2)的步骤，在所述步骤中，通过在轮胎成型鼓(11)的侧表面(10)上以周期性曲线(6)沿周向之字型缠绕具有轴向宽度W的条带(5)从而获得至少两个工作双层(21、22)，所述工作双层(21、22)沿径向重叠并且各自具有从第一轴向端部(I1、I2)至第二轴向端部(I’1、I’2)的轴向宽度(L1、L2)，所述轮胎成型鼓(11)具有半径Rf并且具有轮胎的旋转轴线(YY’)作为其轴线，所述周期性曲线(6)在赤道平面(XZ)中与周向方向(XX’)形成非零角度A并且在其极值(7)处具有曲率半径R，使得所述至少两个沿径向重叠的工作双层(21、22)的各自的轴向宽度(L1、L2)之间的差异DL的绝对值至少等于2×(W+(R-W/2)×(1-cosA))。
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