CN107849745A - 冠带层加强帘线 - Google Patents
冠带层加强帘线 Download PDFInfo
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Abstract
本发明涉及一种不对称的包含纱线的冠带层加强帘线,其具有在冠带层加强层中具有1300‑1500 dtex和850‑100 dtex范围内的两个不同的线密度值的纱线,所述冠带层加强层位于包括胎面和带束层组件的充气子午线汽车轮胎的胎面和带束层组件之间,并且通过螺旋缠绕成为包括至少两个帘线的条带而形成,使得其与所述带束层组件上的赤道面形成0°至5°的角度。
Description
发明领域
本发明涉及一种冠带层加强帘线,其形成位于在汽车中使用的汽车轮胎的胎面和带束层组件之间的冠带层加强层,并且提高轮胎的高速性能。
发明背景
在目前使用的乘用汽车子午线轮胎中存在的带束层组件中,存在至少两个交叉带束层,以及沿带束的圆周方向螺旋缠绕的织物冠带层加强层。包含钢帘线的交叉带束层提供了轮胎性能所需的横向和圆周刚度。冠带层的作用是减少由高速产生的离心力引起的轮胎直径的轮胎增大,并且减少所述生长之外的带束层之间的缩放运动,从而避免带束边缘分离,提高轮胎性能。
在动态条件下,由带束层组件上的冠带层施加的径向压力(约束力)可以改善轮胎的性能。使所述力有效的两个重要特征是在使用温度下织物帘线的模量和热收缩力。可以给出尼龙6.6、聚酯(PET)和芳族聚酰胺/尼龙混合帘线作为用于当前冠带层应用中的加强类型的实例。在尼龙6.6加强帘线应用中,由尼龙6.6制成的帘线被包裹在钢带束层组件上,作为纱线和帘线结构的单层或双层,根据轮胎的速度等级,例如940x1、1400x1、940x2、1400x2、1880x2和2100x1,使得在赤道面之间形成0-5°的角度,并且作为单一帘线或由多个平行帘线构成的条带(strip),覆盖整个带束宽度。当使用尼龙6.6时,在高速下温度升高时帘线模量降低,而热收缩力增加,因此可以补偿由于模量下降而引起的差异。此外,具有高疲劳抗性和与橡胶材料的优异粘附性的尼龙6.6使得该聚合物通常优选作为冠带层加强层。
在高速轮胎中,当使用对称的940x2结构的尼龙6.6时,为了不增加两层以上的层数,帘线密度(epdm,在10厘米内的帘线数量)增加。在几种情况下,这个密度增加达到160epdm。在这种情况下,铆钉(rivet)面积减小,因此帘线之间的橡胶渗透变得困难。
作为另一种选择,当在高速轮胎中使用对称1400x2结构的所述尼龙6.6时,总层厚度取决于帘线厚度而增加,并且厚度的增加导致轮胎重量增加。同时,轮胎的滚动阻力取决于增加的橡胶量而增加。轮胎重量的增加和滚动阻力的增加导致更多的燃料消耗。
作为用于当前冠带层应用的加强类型之一的聚酯由于其高模量可以用于形成冠带层加强层,特别是在不同的结构中。特别地,由于其高模量,聚对苯二甲酸乙二醇酯(PET)可能在不同的结构中是优选的。然而,PET的模量在高温显著下降,而由于热降解,帘线在橡胶上的粘附性降低。此外,相对于尼龙6.6,PET在压缩下的弯曲和疲劳抗性弱得多。
在当前技术中使用的另一种冠带层加强材料,混合帘线,被用于高速轮胎,这是因为它们可以用作单层,铆钉面积可以保持较宽,并且冠带层加强层中橡胶的总量可以降低。此外,由于其初始模量低,所以可以容易地加工,并且由于其在加工后具有高模量,所以还提高了轮胎的高速性能。然而,芳族聚酰胺/尼龙混合帘线比尼龙6.6和聚酯纱线更昂贵。
上面解释了当前技术中使用的冠带层加强应用的优点和缺点。在这些应用中,通过实现在轮胎中使用较少的橡胶来减少燃料消耗并增加轮胎的高速阻力的尼龙6.6不对称帘线结构没有被公开。换句话说,覆盖1400×2和940×2对称帘线结构之间以及对应于该结构范围的线密度值之间的空隙的尼龙6.6帘线结构没有被公开。
发明简述
本发明的一个目的是提供一种使用非对称帘线的加强帘线,所述非对称帘线具有在由本技术当前使用的对称帘线结构产生的线密度值之间存在的线密度。
本发明的另一个目的是提供一种冠带层加强帘线,其中使用当前所用技术中1400×2和940×2对称帘线结构中使用的1400 dtex和940 dtex纱线的组合,从而形成1400+940结构的不对称帘线,消除了1400×2和940×2结构中帘线所经历的缺点。
本发明的另一个目的是提供一种在预定范围内使用橡胶来减少轮胎的燃料消耗的冠带层加强帘线。
本发明的又一个目的是提供一种冠带层加强帘线,该冠带层加强帘线能够在不降低铆钉面积的情况下使帘线之间橡胶渗透,并且提高了轮胎耐久性。
本发明的另一个目的是提供一种包裹在轮胎的胎面和带束层组件之间的冠带层加强帘线,该冠带层加强帘线尤其对于乘用汽车子午线轮胎具有最佳特征。
发明详述
为了实现本发明的目的而开发的冠带层加强帘线在附图中示出,其中:
图1是不同结构的帘线(1a. 1400+940 dtex,lb. 1400x2 dtex,lc. 940x2 dtex)的视图。
图2是表格上不同结构的帘线(2a. 1400+940 dtex,2b. 1400x2 dtex,2c. 940x2dtex)的负荷-伸长率行为的视图。
图3是不同结构的帘线的厚度和帘线之间的间距的视图(3a. 1400+940 dtex,3b.1400x2 dtex,3c. 940x2 dtex)。
图4是纱线的预加捻方向的视图(4a. S加捻)。
冠带层加强层是设置在带束层组件的顶层和胎面之间的加强层。在本发明中,用于冠带层加强层的加强材料对轮胎性能的影响被优化。
“聚酯(P)”是一类聚合物。聚对苯二甲酸乙二醇酯(PET)是轮胎工业中最常用的聚酯类型,并且由于其高模量而被优选。
“聚酰胺”也被称为尼龙,它是指最常用的尼龙纤维。最通常已知和使用的三种主要分子组合物是尼龙6、尼龙6.6和尼龙4.6。
“Dtex”是用于合成基纱线的厚度测量单位,换句话说,它是线密度的单位。它是指长度为10.000的纱线的按克计的重量。
“轮胎胎面”是指轮胎接触道路的部分。
“轮胎带束”周向位于胎体上,作为在轮胎胎面下方的至少两层,它由彼此平行的钢帘线构成,并且通过与赤道面成锐角,形成刚性的圆形组件。
“赤道面”是垂直于轮胎的旋转轴并穿过轮胎胎面中间的平面。
“加捻”是将纱线绕其自身轴线旋转而给予的名称。加捻水平用每米的转数来表示,并显示为“tpm”。
“预加捻”是给予形成帘线的纱线的加捻,并且其处于帘线加捻方向的相反方向。
帘线加捻是将在相同方向预加捻的纱线通过将其合并在相反的方向上加捻。
本发明的冠带层加强帘线(1)和由其形成的冠带层加强层位于汽车充气子午线轮胎的胎面和带束层组件之间,并且以包含单一帘线或多条彼此平行的帘线的条带围绕带束层组件缠绕,使得其与赤道面成0至5°的角度。所述帘线结构是不对称的,并且包括具有两个不同线密度值的纱线。
在本发明的一个优选实施方案中,当纱线之一的线密度在1300-1500 dtex的范围内,并且另一纱线的线密度值在850-1000 dtex的范围内时,通过缠绕这些密度的纱线获得的帘线的线密度值在2150-2500 dtex的范围内。
在本发明的一个优选实施方案中,当纱线之一的线密度在1300-1500 dtex的范围内,并且另一纱线的线密度值在850-1000 dtex的范围内时,通过将1400 dtex和940 dtex纱线并捻(cabling)在一起而获得的帘线结构的实例是1400 dtex + 940 dtex。
在本发明的优选实施方案中,形成不对称帘线的纱线由脂族聚酰胺聚合物制造。
在本发明的另一个优选的实施方案中,将线密度为1400 dtex的脂族聚酰胺纱线与线密度为940 dtex的脂族聚酰胺纱线并捻在一起而获得的帘线具有1400 + 940的结构。
本发明的优选实施方案是用通过将线密度为1400 dtex的脂族聚酰胺纱线与线密度为940 dtex的脂族聚酰胺纱线并捻在一起而提供的帘线获得的加强帘线,其具有1400 +940的结构。
由本发明的不对称帘线形成的冠带层加强层通过在带束层组件上螺旋状地缠绕彼此紧接的多于一个连续条带而形成。
形成本发明的冠带层加强层的不对称帘线由聚酰胺制造的纱线获得。在本发明的一个优选实施方案中,由于其双弹性(bielastic)和高熔化温度特征,使用尼龙6.6。当使用尼龙6.6的冠带层加强帘线时,可以很容易地获得高速轮胎所需的最佳性能值。
在本发明的不同实施方案中,形成帘线的纱线可以由尼龙6.6或尼龙6聚合物获得。所有形成帘线的纱线可以是尼龙6.6或尼龙6。形成帘线的纱线之一可以是尼龙6.6,而另一个可以是尼龙6。在另一个实施方案中,用于形成不对称帘线的至少一个纱线包含尼龙6.6和尼龙6聚合物共混物。形成本发明不对称帘线的尼龙6.6或尼龙6纱线中至少90重量%包含该纱线优选的脂族聚酰胺聚合物材料。
在所述发明中,在冠带层加强材料中使用通过并捻两个不同的线密度的纱线以不对称结构获得的帘线,能够消除在其中使用由具有相同线密度的纱线形成的对称双层帘线的冠带层加强材料中经历的缺点。例如,由于冠带层加强材料中1400×2结构的帘线厚度高,所以在冠带层上使用大量的橡胶,这导致滚动阻力,并因此导致轮胎的燃料消耗增加。由于使用940x2结构的帘线需要更高的帘线密度,所以铆钉面积减小,这防止了帘线之间的橡胶渗透并且降低了轮胎的阻力。在现有技术中不存在具有由所述两个结构提供的线密度值之间的线密度的帘线的生产。所述发明通过将具有线密度1400 dtex和940 dtex的两个纱线加捻在一起而获得1400 dtex+ 940 dtex的结构和2340 dtex的标称线密度的不对称帘线,提供了在现有技术中经历的这些问题的解决方案。使用1400 dtex + 940 dtex结构时,轮胎在动态条件下的疲劳抗性得到提高。在图2中示出了1400x2、1400 + 940和940x2的帘线的负荷-伸长率行为。
本发明的总标称帘线线密度为2340 dtex的冠带层加强帘线(1400 dtex+ 940dtex)填充了通常使用的总标称厚度值2800 dtex和1880 dtex的1400x2和940x2帘线线密度之间的空白。本发明的冠带层加强帘线具有不对称的结构,不会引起韧度损失。
通过将在相同方向上预加捻的两个或更多个纱线通过将其以相反的方向组合在一起而获得帘线。纱线的加捻方向用字母S和Z表示。当纱线沿S方向加捻时,当纱线垂直放置时,纱线的加捻斜面显示与字母S的中间部分平行。当纱线在Z方向上加捻时,纱线加捻方向显示朝向字母Z的中间部分平行。形成非对称帘线的纱线的预加捻方向是相同的(Z或S),并且它们等同于在相反的方向(Z或S)的帘线加捻水平。在本发明的一个实施方案中,在Z或S方向上聚酰胺纱线的预加捻水平等于它们在S或Z方向上形成的帘线的加捻水平。加捻水平用每米的加捻/扭转的次数表示,并以“tpm”表示。
分层加捻帘线通过将预加捻的纱线加捻在一起而获得。通过使用由这两种具有不同线密度的预加捻纱线获得的分层的不对称帘线而获得冠带层加强层,并在带束上加捻在一起。
不对称的冠带层加强帘线的加捻水平可以在150 tpm和400 tpm之间变化。在高于400 tpm的加捻水平下,帘线的模量(伸长阻力)低,并且不能在带束层组件上提供足够的阻力对抗离心力。在150 tpm以下的加捻水平,帘线的疲劳抗性不足,并且在动态条件下引起帘线断裂。在本发明的优选实施方案中,冠带层加强帘线是不对称的帘线结构,并且防止了上述缺点。
在本发明的优选实施方案中,非对称帘线中线密度为1300-1500 dtex水平的聚酰胺纱线与线密度为850-1000 dtex的聚酰胺纱线的加捻水平之间的差值最大为20%。形成帘线的纱线的加捻水平高于该差值会导致帘线的伸长阻力下降。同时,该差值大于20%导致帘线的加捻不对称性增加,帘线直径发生增长,由于需要使用更多的橡胶,所以滚动阻力增加。
在本发明的一个优选实施方案中,不对称帘线中的纱线本身的加捻水平之间的差值以及这些纱线与帘线之间的差值最大为20%。
Claims (12)
1. 冠带层加强帘线,其在冠带层加强层中提供,所述冠带层加强层位于包括胎面和带束层组件的充气子午线汽车轮胎的所述胎面和所述带束层组件之间,并且通过螺旋缠绕成为包括至少两个帘线的条带而形成,使得其与所述带束层组件上的赤道面形成0°至5°的角度,且所述帘线通过将两条脂族聚酰胺纱线加捻在一起形成,特征在于所述聚酰胺纱线之一具有范围为1300-1500 dtex的线密度,和所述聚酰胺纱线的另一个具有范围为850-1000dtex的线密度。
2.根据权利要求1所述的冠带层加强帘线,其特征在于所述聚酰胺纱线是尼龙6.6。
3.根据权利要求1所述的冠带层加强帘线,其特征在于所述聚酰胺纱线是尼龙6。
4.根据权利要求1所述的冠带层加强帘线,其特征在于所述聚酰胺纱线之一是尼龙6.6,另一个是尼龙6。
5.根据权利要求1所述的冠带层加强帘线,其特征在于所述聚酰胺纱线通过尼龙6.6和尼龙6聚合物的组合物获得。
6. 根据权利要求1所述的冠带层加强帘线,其特征在于所述帘线的加捻水平在150-400 tpm的范围内。
7.根据权利要求1所述的冠带层加强帘线,其特征在于所述聚酰胺纱线在Z方向或S方向上的预加捻水平等于它们在S或Z方向上形成的帘线的加捻水平。
8.根据权利要求1所述的冠带层加强帘线,其特征在于所述聚酰胺纱线预加捻水平与所述帘线加捻水平之间的差值为至多20%。
9. 根据权利要求1所述的冠带层加强帘线,其特征在于线密度为1300-1500 dtex的聚酰胺纱线与线密度为850-1000 dtex的聚酰胺纱线的预加捻水平之间的差值为至多20%。
10. 根据权利要求1所述的冠带层加强帘线,其特征在于所述聚酰胺纱线之一的线密度为1400 dtex,所述聚酰胺纱线的另一个的线密度为940 dtex。
11.根据权利要求2所述的冠带层加强帘线,其特征在于所述帘线包含的所述尼龙6.6纱线中的尼龙6.6聚合物的比例为至少90重量%。
12.根据权利要求3所述的冠带层加强帘线,其特征在于所述帘线包含的所述尼龙6纱线中的尼龙6聚合物的比例为至少90重量%。
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