EP1246964B1 - Mehrlagiges stahlseil für die karkasse eines luftreifens - Google Patents

Mehrlagiges stahlseil für die karkasse eines luftreifens Download PDF

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Publication number
EP1246964B1
EP1246964B1 EP00991642A EP00991642A EP1246964B1 EP 1246964 B1 EP1246964 B1 EP 1246964B1 EP 00991642 A EP00991642 A EP 00991642A EP 00991642 A EP00991642 A EP 00991642A EP 1246964 B1 EP1246964 B1 EP 1246964B1
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EP
European Patent Office
Prior art keywords
cable
cables
layer
wires
cable according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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EP00991642A
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English (en)
French (fr)
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EP1246964A1 (de
Inventor
François-Jacques CORDONNIER
Alain Domingo
Henri Barguet
Le Tu Anh Vo
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Michelin Recherche et Technique SA Switzerland
Michelin Recherche et Technique SA France
Societe de Technologie Michelin SAS
Original Assignee
Michelin Recherche et Technique SA Switzerland
Michelin Recherche et Technique SA France
Societe de Technologie Michelin SAS
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01B—CABLES; CONDUCTORS; INSULATORS; SELECTION OF MATERIALS FOR THEIR CONDUCTIVE, INSULATING OR DIELECTRIC PROPERTIES
    • H01B5/00—Non-insulated conductors or conductive bodies characterised by their form
    • D—TEXTILES; PAPER
    • D07—ROPES; CABLES OTHER THAN ELECTRIC
    • D07B—ROPES OR CABLES IN GENERAL
    • D07B1/00—Constructional features of ropes or cables
    • D07B1/06—Ropes or cables built-up from metal wires, e.g. of section wires around a hemp core
    • D07B1/0606—Reinforcing cords for rubber or plastic articles
    • D07B1/062—Reinforcing cords for rubber or plastic articles the reinforcing cords being characterised by the strand configuration
    • D07B1/0633—Reinforcing cords for rubber or plastic articles the reinforcing cords being characterised by the strand configuration having a multiple-layer configuration
    • D—TEXTILES; PAPER
    • D07—ROPES; CABLES OTHER THAN ELECTRIC
    • D07B—ROPES OR CABLES IN GENERAL
    • D07B2201/00—Ropes or cables
    • D07B2201/20—Rope or cable components
    • D07B2201/2015—Strands
    • D07B2201/2024—Strands twisted
    • D07B2201/2029—Open winding
    • D07B2201/2031—Different twist pitch
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S57/00—Textiles: spinning, twisting, and twining
    • Y10S57/902—Reinforcing or tire cords
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/249921—Web or sheet containing structurally defined element or component
    • Y10T428/249924—Noninterengaged fiber-containing paper-free web or sheet which is not of specified porosity
    • Y10T428/249933—Fiber embedded in or on the surface of a natural or synthetic rubber matrix
    • Y10T428/249934—Fibers are aligned substantially parallel

Definitions

  • the present invention relates to steel wires ( "steel cords") used for reinforcing rubber articles such as tires. It relates more particularly to the so-called “layered” cables used for reinforcing the carcass reinforcement of industrial vehicle tires such as heavy-duty tires.
  • Steel tire ropes are generally made of steel wire perlitic (or ferritic-pearlitic) carbon, hereinafter referred to as "carbon steel", the content of which carbon is generally between 0.2% and 1.2%, the diameter of these wires being the most often between about 0.10 and 0.40 mm (millimeter).
  • carbon steel the content of which carbon is generally between 0.2% and 1.2%, the diameter of these wires being the most often between about 0.10 and 0.40 mm (millimeter).
  • These threads require a very high tensile strength, in general greater than 2000 MPa, preferably greater than 2500 MPa, obtained thanks to the structural hardening occurring during the hardening phase sons.
  • These wires are then assembled in the form of cables or strands, which requires used they also have sufficient ductility in torsion to support the various wiring operations.
  • layered cords or "multilayer” steel cables consisting of a central core and one or more layers of concentric threads disposed around this core.
  • These layered cables which favor longer contact lengths between the wires, are preferred over the older " strand-cords ", due in part to greater compactness, from a lower sensitivity to fretting wear.
  • layered cables there is particular distinction. in a known manner, compact structure cables and cables with tubular or cylindrical layers.
  • the most common layered cables in heavy truck tire carcasses are cables of formula (L + M) or (L + M + N), the latter being generally intended for the more big tires.
  • These cables are formed in a known manner of a core of L wire (s) surrounded at least one layer of M son possibly itself surrounded by an outer layer of N son, with in general L varying from 1 to 4, M ranging from 3 to 12, N varying from 8 to 20 optionally, the assembly which can optionally be hooped by an external hoop wire wound in helix around the last layer.
  • layered cables must first have good flexibility and high endurance in flexion, which implies in particular that their son have a diameter relatively small, normally less than 0.28 mm, smaller in yarns used in conventional cables for tire crown reinforcement.
  • proposed or described construction layer cables (3 + 9) or (3 + 9 + 15) consisting of a core of 3 wires surrounded by a first layer of 9 wires and the case a second layer of 15 wires, as described for example in EP-A-0 168 858, EP-A-0 176 139, EP-A-0 497 612, EP-A-0 669 421, EP-A-0 709 236, EP-A-0 744 490, EP-A-0 779 390, the diameter of the threads of the soul being or not different from that of the threads of the others layers.
  • the publication RD No. 34370 describes, for example, cables of structure [1 + 6 + 12], of the type compact or concentric tubular layer type, consisting of a core formed of a single wire, surrounded by an intermediate layer of 6 wires itself surrounded by a layer external 12 wires. Penetrability by rubber can be improved by using different wire diameters from one layer to another, even within the same layer. of the construction cables [1 + 6 + 12] whose penetrability is improved by an appropriate choice wire diameters, in particular the use of a larger diameter core wire, have been described for example in EP-A-0 648 891 or WO98 / 41682.
  • multilayer cables with a central core surrounded by at least two concentric layers, in particular cables of formula [1 + M + N] (for example [1 + 5 + 10]) whose outer layer is unsaturated (incomplete), thus ensuring better penetrability by rubber (see, for example, the aforementioned applications EP-A-0 675 223, EP-A-0 719 889, EP-A-0 744 490, WO98 / 41682).
  • the proposed constructions allow the removal of the wire hoop, thanks to a better penetration of rubber to through the outer layer and the resulting self-hooping.
  • these cables are not penetrated to the heart by the rubber, in any case still insufficiently.
  • the cables When used for the reinforcement of tire carcass reinforcement, the cables must not only resist corrosion but also satisfy a large number of criteria, sometimes contradictory, in particular of tenacity, fretting resistance, high adhesion to rubber, uniformity, flexibility, endurance in repeated bending, stability under strong bending, etc.
  • This cable of the invention has, thanks to a specific architecture, no only excellent penetrability by rubber, limiting corrosion problems, but still endurance properties in fatigue-fretting which are significantly improved compared to the cables of the prior art.
  • the invention also relates to the use of a cable according to the invention for the reinforcement of articles or semi-finished products made of plastic and / or rubber, by examples of plies, pipes, belts, conveyor belts, tires, more particularly tires intended for industrial vehicles using usually a metal carcass reinforcement.
  • the cable of the invention is particularly intended to be used as an element of reinforcement of a tire carcass reinforcement for industrial vehicles selected from vans, "HGVs" - i.e., metro, bus, road transport vehicles (trucks, tractors, trailers), off-the-road vehicles -, agricultural or civil engineering machinery, aircraft, other transport or handling vehicles.
  • the invention also relates to these articles or semi-finished products made of plastic and / or themselves when reinforced with a cable according to the invention, tires for the above-mentioned industrial vehicles, in particular particularly heavy-duty tires and their carcass reinforcement plies.
  • the breaking force measurements noted by Fm maximum load in N
  • breaking strength denoted Rm in MPa
  • elongation at rupture noted At total elongation in%) are performed in tension according to the standard ISO 6892 of 1984.
  • modulus measurements are performed in tension according to the AFNOR-NFT-46002 standard of September 1988: second elongation (i.e., after an accommodation cycle) the nominal secant modulus (or apparent stress, in MPa) at 10% elongation, denoted M10 (normal conditions of temperature and hygrometry according to AFNOR-NFT-40101 of December 1979).
  • the air permeability test makes it possible to measure a relative index of air permeability denoted " Pa ". It is a simple means of indirect measurement of the penetration rate of the cable by a rubber composition. It is made on cables extracted directly, by shelling, vulcanized rubber sheets that they reinforce, thus penetrated by the cooked rubber.
  • the test is performed on a given cable length (for example 2 cm) in the manner next: we send air to the cable inlet, under a given pressure (for example 1 bar), and measuring the amount of air at the outlet, using a flowmeter; during the measurement the cable sample is stuck in a tight seal in such a way that only the quantity air flow through the cable from one end to the other, along its longitudinal axis, is taken account by the measure.
  • the measured flow rate is even lower than the penetration rate of the cable by the rubber is high.
  • the "belt” test is a known fatigue test which has been described for example in the applications EP-A-0 648 891 or WO98 / 41682 mentioned above, the steel cables to be tested being incorporated into a rubber article that is vulcanized.
  • the rubber article is an endless belt made with a known rubber mixture, similar to those commonly used for carcasses of radial tires.
  • the axis of each cable is oriented according to the direction of the belt and the cables are separated from the faces of the latter by a gum thickness of about 1 mm.
  • the belt is arranged to form a cylinder of revolution, the cable forms a spiral winding of the same axis as this cylinder (for example, no helix equal to about 2.5 mm).
  • This belt is then subjected to the following stresses: the belt is rotated around two rollers, so that each elemental portion of each cable is subjected to a tension of 12% of the initial force-rupture and undergo cycles of variation of curvature that pass it from an infinite radius of curvature to a radius of curvature of 40 mm and this for 50 million cycles.
  • the test is carried out under a controlled atmosphere, the temperature and humidity of the air in contact with the belt being maintained at approximately 20 ° C and 60% relative humidity.
  • the duration of the stresses for each belt is of the order of Three weeks. At the end of these stresses, the cables are extracted from the belts, by shelling, and the residual breaking strength of the tired cable wires is measured.
  • the "wavy traction” test is a fatigue test well known to those skilled in the art, in which test material is fatigued in pure uni-axial extension (extension-extension), that is to say without compression constraint.
  • a first amplitude of stress ⁇ a is chosen (generally in a range of about 1/4 to 1/3 of the resistance Rm of the cable) and the test is started fatigue for a maximum of 10 5 cycles (frequency 30 Hz), the load ratio R being set to 0.1.
  • a new amplitude ⁇ a is applied (less than or greater than the previous, respectively) on a new specimen, by varying this value ⁇ a according to the so-called staircase method (Dixon & Mood, Journal of the American statistical association, 43, 1948, 109-126).
  • a tensile fatigue machine from Schenk (PSA model) is used for this test; the effective length between the two jaws is 10 cm; the measurement is carried out under an atmosphere controlled dry (relative humidity rate less than or equal to 5%, temperature of 20 ° C).
  • heavy-duty tires are manufactured whose carcass reinforcement is constituted a single rubberized sheet reinforced by the cables to be tested.
  • These are then rolled pneumatic on an automatic rolling machine under a very high load (overload relative to the nominal load) and at the same speed for a fixed number of kilometers.
  • the cables are extracted from the carcass of the tire, by debridement, and the residual breaking force is measured on both the wires and the cables and tired.
  • the cable of the invention already self-shrunk. does not require generally not using an external hoop wire around the layer C2; this solves advantageously the wear problems between the hoop wire and the wires of the most external cable.
  • the cable of the invention could also include such an outer ring, consisting for example of a (at least one) single wire wound helically around the layer external C2, in a pitch of a helix preferentially shorter than that of the layer C2, and a winding direction opposite or identical to that of this outer layer.
  • the cable of the invention in particular when it is devoid of such an external hoop wire, preferably satisfies the characteristic (vii) below. : (vii) 5.0 ⁇ (d) 0 + d 1 ) ⁇ p 1 ⁇ p 2 ⁇ 5.0 ⁇ (d 0 + 2d 1 + d 2 ).
  • tubular layer cables is meant cables consisting of a core (ie, core or central portion) and one or more concentric layers, each of tubular form, disposed around of this core, such that, at least in the cable at rest, the thickness of each layer is substantially equal to the diameter of the son constituting it;
  • the cross-section of the cable has an outline or envelope (denoted E ) which is substantially circular, as illustrated for example in FIG.
  • the cables with cylindrical or tubular layers of the invention should not be confused with so-called “compact” layer cables, assemblies of wires wound at the same pitch and in the same direction of torsion; in such cables, the compactness is such that virtually no separate layer of wires is visible;
  • the cross-section of such cables has an outline ( E ) which is no longer circular, but polygonal, as illustrated for example in FIG.
  • the outer layer C2 is a tubular layer of N son said "unsaturated” or "incomplete”, that is to say that, by definition, there is sufficient space in this tubular layer C2 to add at least one (N +1) th wire of diameter d 2 , several of the N son possibly being in contact with each other. Conversely, this tubular layer C2 would be described as “saturated” or “complete” if there was not enough room in this layer to add at least one (N + 1) th wire diameter d 2 .
  • the cable of the invention is a layered construction cable denoted [1 + M + N], that is to say, his soul consists of a single thread, as represented for example on the Figure 1 (cable noted C-I).
  • This Figure 1 shows a section perpendicular to the axis (denoted O) of the core and the cable, the cable being assumed rectilinear and at rest.
  • the soul C0 (diameter d 0 ) is formed of a single wire; it is surrounded and in contact with an intermediate layer C1 of 5 son diameter d 1 wound together helically in a pitch p 1 ; this layer C1, of thickness substantially equal to d 1 , is itself surrounded and in contact with an outer layer C2 of 10 d-diameter wires 2 wound together in a helix in a pitch p 2 , and therefore of substantially equal to d 2 .
  • the wires wound around the core C0 are thus arranged in two adjacent and concentric, tubular layers (layer C1 having a thickness substantially equal to d 1 and then layer C2 having a thickness substantially equal to d 2 ). It can be seen that the wires of the layer C1 have their axes (denoted O 1 ) disposed practically on a first circle C 1 represented in dashed lines, while the wires of the layer C2 have their axes (denoted O 2 ) disposed practically on a second circle C 2 , also shown in dotted lines.
  • the cable of the invention verifies the following relation: (viii) 5.3 ⁇ (d) 0 + d 1 ) ⁇ p 1 ⁇ p 2 ⁇ 4.7 ⁇ (d 0 + 2d 1 + d 2 ).
  • the pitch represents the length, measured parallel to the axis O of the cable, at the end of which a wire having this pitch performs a complete revolution around the axis O of the cable; thus, if the axis O is divided by two planes perpendicular to the axis O and separated by a length equal to the pitch of a wire of one of the two layers C1 or C2, the axis of this wire (O 1 or O 2 , respectively) has in these two planes the same position on the two circles corresponding to the layer C1 or C2 of the wire considered.
  • a preferred embodiment consists of choosing the steps p 1 and p 2 lying in a range of 5 to 15 mm, p 1 being in particular within a range of 5 to 10 mm and p 2 included in a range of 10 to 15 mm.
  • a particular and advantageous embodiment then consists in choosing p 1 of between 6 and 10 mm and p 2 of between 10 and 14 mm.
  • all the wires of the layers C1 and C2 are wound in the same direction of torsion, that is to say either in the direction S (arrangement "S / S"), or in the Z direction ("Z / Z” arrangement).
  • Such an arrangement of layers C1 and C2 is rather contrary the most classical constructions of layered cables [L + M + N], in particular those of construction [3 + 9 + 15], which most often require a crossing of the two layers C1 and C2 (either an "S / Z" or "Z / S” layout) so that the C2 layer wires come themselves fretting the wires of the layer C1.
  • the winding in the same direction of the layers C1 and C2 allows advantageously, in the cable according to the invention, to minimize the friction between these two layers C1 and C2 and thus the wear of the son constituting them.
  • the ratios (d 0 / d 1 ) must be set within specified limits, according to the number M (4 or 5) of wires of the layer C1.
  • a too low value of this ratio is detrimental to the wear between the core and the wires of the layer C1.
  • a value that is too high impairs the compactness of the cable, for a level of resistance that is ultimately little modified, as well as its flexibility; the increased stiffness of the soul due to a diameter d 0 too high would also be detrimental to the feasibility of the cable itself, during wiring operations.
  • the maximum number N max of roll-up yarns in a single saturated layer around the layer C1 is of course a function of numerous parameters (diameter d 0 of the core, number M and diameter d 1 of the wires of the layer C1, diameter d 2 wires of the layer C2).
  • N max is equal to 12
  • N can then vary from 9 to 11 (for example constructions [1 + M + 9], [1 + M + 10] or [1 + M + 11])
  • N max is for example equal to 11
  • N may vary from 8 to 10 (for example constructions [1 + M + 8], [1 + M + 9] or [1 + M + 10]).
  • the number N of wires in the layer C2 is 1 to 2 less than the maximum number N max .
  • the invention is preferably implemented with a cable chosen from cables of structure [1 + 4 + 8], [1 + 4 + 9], [1 + 4 + 10], [1 + 5 + 9 ], [1 + 5 + 10] or [1 + 5 + 11].
  • the invention is preferably implemented in carcass reinforcement of Heavy-duty tires, with structural cables [1 + 5 + N], more preferably structure [1 + 5 + 9], [1 + 5 + 10] or [1 + 5 + 11]. More preferably still, we use structural cables [1 + 5 + 10] or [1 + 5 + 11].
  • the wires of the layer C1 may be chosen to be greater in diameter than those of the layer C2, for example in a ratio (d 1 / d 2 ) preferably between 1.05 and 1.30.
  • the diameter d 0 of the core be between 0.14 and 0.28 mm.
  • the diameters of the wires of the layers C2 are between 0.15 and 0.25 mm.
  • the diameter d is preferably less than or equal to 0.26 mm and the diameter d 2 is preferably greater than 0.17 mm.
  • a diameter d, less than or equal to 0.26 mm makes it possible to reduce the level of stresses experienced by the wires during significant variations in the curvature of the cables, whereas d 2 diameters greater than 0.17 mm are preferably chosen for reasons, in particular, resistance of the wires and industrial cost; when d 1 and d 2 are chosen from these preferential intervals, the diameter d 0 of the core is then more preferably between 0.14 and 0.25 mm.
  • the invention can be implemented with any type of steel wire, for example carbon steel and / or stainless steel wire as described, for example, in applications EP-A-0 648 891 or WO98 / 41682 mentioned above.
  • a steel is preferably used carbon, but it is of course possible to use other steels or other alloys.
  • carbon steel When carbon steel is used, its carbon content (% by weight of steel) is preferably between 0.50% and 1.0%, more preferably between 0.68% and 0.95%; these levels represent a good compromise between the mechanical properties required for pneumatic and the feasibility of the wire. It should be noted that in applications where the highest mechanical strengths are not necessary, it will be possible to advantageously use steels with a carbon content of between 0,50% and 0,68%, 0.55% to 0.60%, such steels being ultimately less expensive because easier to draw. A Another advantageous embodiment of the invention may also consist, depending on the applications to use low carbon steels, for example between 0.2% and 0.5%, mainly because of lower cost and easier wire drawing.
  • the cables of the invention When the cables of the invention are used to reinforce the carcass reinforcement of pneumatic tires for industrial vehicles, their yarns preferably have tensile strength greater than 2000 MPa, more preferably greater than 3000 MPa.
  • the cable of the invention may comprise an outer hoop, consisting for example of a wire unique, metallic or not, helically wrapped around the cable in a shorter pitch than the one of the outer layer, and a winding direction opposite or identical to that of this layer external.
  • the cable of the invention already auto-fretted, does not usually does not require the use of an external hoop wire, which advantageously solves the wear problems between the ferrule and the wires of the outermost layer of the cable.
  • a hoop wire in the general case where the wires of the layer C2 are in carbon steel, we can then advantageously choose a stainless steel wire hoop to reduce fretting wear of these carbon steel wires in contact with the steel hoop as taught by WO98 / 41682, the stainless steel wire possibly being replaced, in an equivalent way, by a composite wire of which only the skin is made of stainless steel and the carbon steel core, as described for example in the patent application EP-A-0 976 541.
  • the invention also relates to tires intended for industrial vehicles, more particularly heavy-duty tires as well as usable rubberized fabrics as carcass reinforcement plies of these heavy-duty tires.
  • FIG. 3 schematically represents a radial section of a Pneumatic Heavy-duty vehicle 1 with radial carcass reinforcement that may or may not conform to invention, in this general representation.
  • This tire 1 has a vertex 2, two sidewalls 3 and two beads 4, each of these beads 4 being reinforced with a 5.
  • the crown 2, surmounted by a tread (not shown in this figure schematic) is known per se reinforced by a crown reinforcement 6 constituted for example at least two superposed crossed plies, reinforced by cables known metal.
  • a carcass reinforcement 7 is wrapped around the two rods 5 in each bead 4, the upturn 8 of this armature 7 being for example disposed towards the outside of the tire 1 which is shown here mounted on its rim 9.
  • the carcass reinforcement 7 consists of at least one ply reinforced by so-called "radial” cables, that is to say that these cables are arranged substantially parallel to each other and extend from a bead to the other so as to form an angle of between 80 ° and 90 ° with the circumferential plane median (plane perpendicular to the axis of rotation of the tire which is located mid-way of the two beads 4 and passes through the middle of the crown reinforcement 6).
  • the tire according to the invention is characterized in that its carcass reinforcement 7 has at least one carcass ply whose radial cables are steel cables multilayer according to the invention.
  • the density of the cables according to the invention is preferably between 40 and 100 cables per dm (decimetre) of radial ply, more preferably between 50 and 80 cables per dm, the distance between two adjacent radial cables, axis to axis, being thus preferably between 1.0 and 2.5 mm, more preferably between 1.25 and 2.0 mm.
  • the cables according to the invention are preferably arranged in such a way that the width (denoted "l") of the rubber bridge, between two adjacent cables, is between 0.35 and 1 mm. This width l represents in a known manner the difference between the pitch of calendering (no laying of the cable in the rubber fabric) and the diameter of the cable.
  • the rubber bridge which is too narrow, may degrade mechanically during the working of the sheet, in particular during the deformations undergone in its own plane by extension or shear. Beyond the maximum indicated, exposed to the risk of appearance defects on the tire sidewalls or penetration of objects, by perforation, between the cables. More preferentially, for these same reasons.
  • the width "l" is chosen between 0.4 and 0.8 mm.
  • the recommended values above for cable density, distance between adjacent cables and of width "l" rubber bridge are those measured both on the fabric as is in the raw state (i.e., before incorporation into the tire) than in the tire itself, in the latter cases measured under the tire bead.
  • Previous layer cables are incorporated by calendering into a fabric a rubber composition formed from a known composition based on natural rubber and black carbon as a reinforcing filler, conventionally used for the manufacture of carcass reinforcement plies of radial heavy-duty tires.
  • the tires are then manufactured in a known manner and are as shown diagrammatically in FIG. commentary.
  • Their radial carcass reinforcement 7 is, for example, constituted of a single radial ply formed of the rubberized fabric above, the radial ropes of the invention being arranged at an angle of about 90 ° with the median circumferential plane.
  • Their frame of vertex 6 is, in a manner known per se, constituted of two superimposed working plies crossed, reinforced with metal cables inclined by 22 degrees, these two sheets of work being covered by a protective top ply reinforced with wire ropes "elastic" (i.e., high elongation cables).
  • the metal cables used are known conventional cables, arranged substantially parallel to each other, and the angles of inclination indicated are measured relative to the median circumferential plane.
  • the starting commercial yarns first undergo a known degreasing treatment and / or stripping before their subsequent implementation. At this stage, their breaking strength is equal at about 1150 MPa, their elongation at break is about 10%. Then we perform on each wire a deposit of copper, then a deposit of zinc, electrolytically at the temperature room. and then thermally heated by Joule effect at 540 ° C to obtain brass by diffusion of copper and zinc, the weight ratio ( ⁇ phase) / (phase ⁇ + phase ⁇ ) being equal to about 0.85. No heat treatment is performed on the wire after obtaining the brass coating.
  • a "final” work hardening (i.e., implemented after the last one) is then carried out on each wire. heat treatment), by wet cold drawing with a drawing lubricant which is in the form of an emulsion in water. This wet drawing is carried out known manner in order to obtain the final work hardening rate (noted ⁇ ) calculated from the diameter previously indicated for the starting trade threads.
  • the steel wires thus drawn have the mechanical properties shown in Table 1. Son ⁇ (mm) Fm (N) At (%) Rm (MPa) F 1 0,200 82 1.8 2720 F 2 0,175 62 2.1 2860
  • the elongation At indicated for the yarns is the total elongation recorded at the rupture of the yarn, that is to say integrating both the elastic part of the elongation (Hooke's law) and the part plastic of lengthening.
  • the brass coating that surrounds the wires has a very small thickness, much lower than the micrometer, for example of the order of 0.15 to 0.30 ⁇ m, which is negligible compared to diameter of the steel wires.
  • the composition of the wire steel in its different elements eg C, Mn, Si
  • the brass coating facilitates the drawing of the wire, as well as the bonding of the wire with the rubber.
  • the wires could be covered with a thin metallic layer other than brass, having for example function of improving the corrosion resistance of these threads and / or their adhesion to rubber, for example a thin layer of Co.
  • the previous wires are then assembled in the form of layered cables.
  • structure [1 + 5 + 10] for the cable according to the invention (cable noted CI)
  • structure [1 + 6 + 12] for the cable of the prior art (cable noted C-II)
  • the wires F 1 are used to form the core C0 of these cables CI and C-II, as well as the layers C1 and C2 of the CI cable according to the invention
  • the wires F2 are used to form the layers C1 and C2 of the C-II control cable.
  • the wires F 2 of the layers C1 and C2 are wound in the same direction of twist (Z direction).
  • the two cables tested are fretless and have a diameter of about 1.0 mm for the CI cable, about 0.90 mm for the C-II cable.
  • the core of these cables has a diameter d 0 the same diameter as that of its single wire F 1 , virtually free of torsion on itself.
  • the cable of the invention CI is a cable with tubular layers as schematized in cross section in Figure 1, already discussed above. It differs from conventional cables of the prior art in particular by the fact that its intermediate layers C1 and C2 external comprise respectively one and two son less than a conventional saturated cable, and that its p 1 and p 2 steps are different while also checking the relation (v) above.
  • the control cable C-II is a compact layer cable as shown diagrammatically in FIG. 2. It is seen in particular on this cross-section of FIG. 2 that the cable C-II, although of neighboring construction, has because of its mode. wiring (wires wound in the same direction and not p 1 and p 2 equal) a much more compact structure than that of the CI cable; as a result, no tubular layer of wires is visible for this cable, the cross section of this cable C-II having an outline E which is no longer circular but hexagonal.
  • the elongation At indicated for the cable is the total elongation recorded at the rupture of the cable, that is to say integrating both the elastic part of the elongation (Hooke's law), the part plastic of elongation and the so-called structural part of the elongation inherent in geometry specific cable tested.
  • the previous layered cables are incorporated by calendering into a rubberized fabric formed of a known composition based on natural rubber and carbon black as a filler reinforcement, conventionally used for the manufacture of reinforcing plies of carcass of radial heavy-duty tires (module M10 equal to approximately 6 MPa after cooking).
  • This composition essentially comprises, in addition to the elastomer and the filler antioxidant, stearic acid, extension oil, naphthenate cobalt as adhesion promoter, finally a vulcanization system (sulfur. accelerator, ZnO).
  • the cables are arranged parallel to known manner, according to a cable density of the order of 63 cables per dm (decimetre) of tablecloth. what. given the diameter of the cables, equates to a width "l" of the bridges of rubber, between two adjacent cables, about 0.6 mm for the cable of the invention. about 0.7 mm for the control cable.
  • the tissues thus prepared are subjected to the belt test described in paragraph I-3. After fatigue, shelling is carried out, that is to say extraction of the cables from the belts. Cables are then subjected to tensile tests, each time measuring the residual breaking force (cable extracted from the belt after fatigue) of each type of wire, according to the position of the wire in the cable, and for each of the cables tested, and comparing it to the initial breaking force (cables extracted from new belts).
  • the non-fatigued CI and C-II cables (after extraction from new belts) were subjected to the air permeability test described in paragraph I-2, measuring the amount of air passing through the cables in 1 minute (average of 10 measurements).
  • the permeability indices Pa obtained are reported in Table 4 (in relative units); the values indicated correspond to the average of 10 samples taken at different points of the belts, the base 100 being used for the control cables C-II. Cable Average Pa THIS 17 C-II 100
  • the cable according to the invention has an air permeability index Pa significantly lower (approximately factor 5) than that of the control C-II, and consequently a significantly higher penetration rate by the rubber.
  • the C-III cable is similar in construction to the previously tested C-I cable.
  • Cables of structure [1 + 5 + 10] close to or similar to that of the control cables C-IV or CV above, characterized, inter alia, by a double pitch p 2 of the pitch p 1 , are known to the skilled person. job ; they have, for example, been described in the aforementioned EP-A-0 675 223 or EP-A-0 744 490 applications. These known cables do not satisfy all the characteristics (i) to (vi) of the cables of the invention, in particular the essential characteristic (v) relating to the shift between the steps p 1 and p 2 .
  • the cable of the invention C-III is distinguished by a fatigue endurance substantially greater than that of the control cables, in particular to that of the control cable C-IV which should be noted that only the pitch p 1 differs (5.5 mm instead of 8 mm).
  • the cable of the invention C-VI consists of a 0.23 mm diameter core wire, surrounded by an intermediate layer of 5 wires wound together in a helix (direction S) in a pitch of 7.5 mm. , itself surrounded by an outer layer of 11 son themselves wound helically (direction S) in a pitch of 15 mm.
  • the son of the C1 layer were chosen to be greater in diameter than those of the layer C2 in a ratio (d 1 / d 2 ) preferential between 1.10 and 1.20.
  • the diameter of the cable (total space) is equal to about 1.49 mm.
  • Cable C-VII was chosen as a control for this rolling test because of its performance recognized by those skilled in the art for reinforcing heavy-duty tires large dimensions. Cables of identical or similar structure have for example described in the aforementioned applications EP-A-0 497 612, EP-A-0 669 421, EP-A-0 675 223, EP-A-0 709 236 or EP-A-0 779 390 to illustrate the prior art in this field.
  • the cable C-VII consists of 27 wires (denoted F5 in table 7) of the same diameter 0.23 mm, with a core of 3 wires wound together in a helix (direction S) in a pitch of 6.5 mm, this core being surrounded by an intermediate layer of 9 wires themselves wound together in propeller (S direction) at a pitch of 12.5 mm, itself surrounded by an outer layer of 15 wires themselves wound together in a helix (Z direction) in a pitch of 18.0 mm.
  • the son F 3 , F 4 and F 5 are brass threads, prepared in a known manner as indicated previously in paragraph III-1 for son F 1 F 2 .
  • the two tested cables and their constituent wires have the mechanical properties indicated in Table 7.
  • Wire or Cable ⁇ (mm) Fm (N) At (%) Rm (MPa) F 3 0.23 125 1.8 3100 F 4 0.26 165 1.8 3070 F 5 0.23 115 1.8 2840 C-VI 1.49 2195 2.8 2830 C-VII 1.65 2870 2.7 2580
  • the carcass reinforcement 7 of the tires tested consists of a single radial ply formed of rubberized fabrics of the same type as those previously used for the test belt (previous paragraph III-3): composition based on natural rubber and black carbon, having an M10 module of about 6 MPa.
  • the armature 7 is reinforced either by the cables according to the invention (C-VI), or by the control cables (denoted C-VII).
  • the fabric according to the invention comprises approximately 53 cables per dm of sheet, which is equivalent to a distance between two adjacent radial cables, axis-to-axis, about 1.9 mm and a gum bridge width equal to about 0.41 mm.
  • the fabric witness has about 45 cables per dm of web, which equates to a distance between two adjacent radial cables, axis to axis, of approximately 2.2 mm and at a width l equal to about 0.55 mm.
  • the mass of metal in the carcass reinforcement of the tire according to the invention is thus reduced by 23% compared to the control tire, which constitutes a very light weight sensitive.
  • the reduction in strength of the fabric according to the invention is reduced only by About 13%.
  • the crown reinforcement 6 it is in a known manner constituted of (i) two layers of superimposed crossed work, reinforced with metal cables inclined by 22 degrees, these two plies being covered by (ii) a reinforced top protection ply of elastic metal cables inclined 22 degrees.
  • the metal cables used are known conventional cables, arranged substantially parallel to each other, and all angles of inclination indicated are measured relative to the median circumferential plane.
  • a series of two tires (rated P-1) was reinforced by the C-VI cable, another series two tires (rated P-2) was reinforced with control cable C-VII.
  • P-1 tires therefore constitute the series according to the invention, the tires P-2 the sample series.
  • the cables of the invention can significantly reduce the phenomena of fatigue-fretting-corrosion in carcass reinforcement of tires, in particular tires Heavyweight, and thus improve the longevity of these frames and tires.
  • the invention makes it possible to reduce the size of the cables and thus to lighten these carcass reinforcement and these tires.
  • the core C0 of the cables of the invention could consist of a wire non-circular section, for example plastically deformed, in particular a section wire substantially oval or polygonal, for example triangular, square or rectangular; the core C0 could also consist of a preformed wire, of circular section or not, by example a corrugated wire, twisted, twisted helical or zig-zag.
  • the diameter do of the soul represents the diameter of the cylinder of imaginary revolution that surrounds the soul thread (clutter diameter), and no longer the diameter (or any other transverse size, if its section is not circular) of the core wire itself. It would be the same if the soul C0 was formed not of a single thread as in the examples above, but of several son assembled together, for example two son arranged parallel to each other or twisted together in a twisting direction identical or not to that of the intermediate layer C1.
  • the core wire being less stressed during the wiring operation than the other wires, given its position in the cable, it is not necessary for this wire to use by example of steel compositions with high torsional ductility; we will be able to advantageously use any type of steel, for example a stainless steel, in order to result in example to a hybrid steel cable [1 + 5 + 10] or [1 + 5 + 11], as taught in the application WO98 / 41682 mentioned above, comprising a stainless steel wire in the center and 15 or 16 wires in carbon steel around.
  • a (at least one) linear wire of one of the two layers C1 and / or C2 could also be replaced by a preformed or deformed wire, or more generally by a wire of different section from that of the other diameter wires.
  • d 1 and / or d 2 for example to further improve the penetrability of the cable by the rubber or any other material, the overall size of this replacement wire may be less than, equal to or greater than the diameter (d 1 and or d 2 ) other constituent son of the layer (C1 and / or C2) concerned.
  • all or part of the wires constituting the cable according to the invention could consist of wires other than steel wires, of metal or not, especially of mineral or organic threads of high mechanical strength, by example of monofilaments organic polymers liquid crystals as described in the WO92 / 12018.
  • the invention also relates to any multi-strand steel cable (" multi-strand rope ”) whose structure incorporates at least, as elementary strand, a layered cable according to the invention.

Landscapes

  • Ropes Or Cables (AREA)
  • Tires In General (AREA)

Claims (26)

  1. Mehrlagiges Seil mit ungesättigter äußerer Lage, das als Verstärkungselement einer Karkassbewehrung eines Luftreifens verwendbar ist, das eine Seele (als C0 bezeichnet) mit dem Durchmesser do umfaßt, die von einer Zwischenlage (als C1 bezeichnet) aus vier oder fünf Drähten (M = 4 oder 5) mit dem Durchmesser d1, die miteinander zu einer Helix mit einer Schlaglänge p1 gewickelt sind, umgeben ist, wobei diese Lage C1 wiederum von einer äußeren Lage (als C2 bezeichnet) aus N Drähten mit dem Durchmesser d2 umgeben ist, die miteinander zu einer Helix mit einer Schlaglänge p2 gewickelt sind, wobei N um 1 bis 3 kleiner ist als die Maximalzahl Nmax der Drähte, die in einer Lage um die Lage C1 gewickelt werden können, wobei dieses Seil dadurch gekennzeichnet ist, dass es die folgenden Merkmale aufweist (d0, d1, d2, p1 und p2 in mm):
    (i) 0,08 < d0 < 0,28;
    (ii) 0,15 < d1 < 0,28;
    (iii) 0,12 < d2 < 0,25;
    (iv) für M = 4: 0,40 < (d0/d1) < 0,80;
    für M = 5: 0,70 < (d0/d1) < 1,10;
    (v) 4,8 π (d0 + d1) < p1 < p2 < 5,6 π (d0 + 2d1 + d2);
    (vi) die Drähte der Lagen C1 und C2 sind in gleicher Schlagrichtung gewickelt.
  2. Seil nach Anspruch 1 mit [1+M+N]-Konstruktion, dessen Seele aus einem einzigen Draht besteht.
  3. Seil nach Anspruch 2, das unter den Seilen mit [1+4+8]-, [1+4+9]-, [1+4+10]-, [1+5+9]-, [1+5+10]- und [1+5+11]-Konstruktion ausgewählt ist.
  4. Seil nach Anspruch 2 oder 3 mit [1+5+N]-Konstruktion.
  5. Seil nach Anspruch 4 mit [1+5+10]-Konstruktion oder [1+5+11]-Konstruktion.
  6. Seil nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Schlaglängen p1 und p2 in einem Bereich von 5 bis 15 mm liegen.
  7. Seil nach einem der Ansprüche 1 bis 6, das die folgende Beziehung erfüllt: 0,15 < d2 < 0,25.
  8. Seil nach Anspruch 7, das die folgenden Beziehungen erfüllt:
    0,14 < d0 < 0,25;
    d2 > 0,17;
    d1 ≤ 0,26.
  9. Seil nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass es sich um ein Stahlseil handelt.
  10. Seil nach Anspruch 9, dadurch gekennzeichnet, dass der Stahl ein Kohlenstoffstahl ist.
  11. Seil nach einem der Ansprüche 1 bis 10, das die folgende Beziehung erfüllt: 5,0 π (d0 + d1) < p1 < p2 < 5,0 π (d0 + 2d1 + d2).
  12. Seil nach Anspruch 11, das die folgende Beziehung erfüllt: 5,3 π (d0 + d1) < p1 < p2 < 4,7 π (d0 + 2d1 + d2).
  13. Seil nach einem der Ansprüche 1 bis 12, wobei der Quotient (d1/d2) im Bereich von 1,05 bis 1,30 liegt.
  14. Seil nach Anspruch 13, wobei der Quotient (d1/d2) im Bereich von 1,10 bis 1,20 liegt.
  15. Verwendung eines Seiles nach einem der Ansprüche 1 bis 14 als Verstärkungselement von Gegenständen oder Halbzeugen aus einem Kunststoffmaterial und/oder aus Kautschuk.
  16. Verwendung eines Seiles nach einem der Ansprüche 1 bis 14 als Verstärkungselement einer Karkassbewehrung eines Luftreifens, der für Nutzfahrzeuge vorgesehen ist, die unter Lieferwagen, Lastwagen , Landwirtschaftsmaschinen und Baumaschinen, Flugzeugen, sonstigen Transportfahrzeugen und Förderfahrzeugen ausgewählt werden.
  17. Lastwagenreifen, dessen Karkassbewehrung ein Seil nach einem der Ansprüche 1 bis 14 enthält.
  18. Verbundgewebe, das als Lage der Karkassbewehrung eines Lastwagenreifens verwendbar ist, das eine Matrix aus einer Kautschukzusammensetzung umfaßt, die mit einem Seil nach einem der Ansprüche 1 bis 14 verstärkt ist.
  19. Gewebe nach Anspruch 18, wobei die Dichte der Seile im Bereich von 40 bis 100 Seilen pro dm Gewebe liegt.
  20. Gewebe nach Anspruch 19, wobei die Dichte der Seile im Bereich von 50 bis 80 Seilen pro dm Gewebe liegt.
  21. Gewebe nach einem der Ansprüche 18 bis 20, wobei die als ℓ bezeichnete Breite des Stegs aus der Kautschukzusammensetzung zwischen zwei benachbarten Seilen im Bereich von 0,35 bis 1 mm liegt.
  22. Gewebe nach Anspruch 21, wobei die Breite ℓ im Bereich von 0,4 bis 0,8 mm liegt.
  23. Gewebe nach einem der Ansprüche 18 bis 22, wobei die Kautschukzusammensetzung im vulkanisierten Zustand einen Sekantenmodul bei Dehnung M10 aufweist, der kleiner als 8 MPa ist.
  24. Gewebe nach Anspruch 23, wobei die Kautschukzusammensetzung im vulkanisierten Zustand einen Modul M10 aufweist, der im Bereich von 4 bis 8 MPa liegt.
  25. Gewebe nach einem der Ansprüche 18 bis 24, wobei es sich bei dem Kautschuk um einen Naturkautschuk handelt.
  26. Lastwagenreifen, dessen Karkassbewehrung als verstärkende Lage mindestens ein Gewebe nach einem der Ansprüche 18 bis 25 enthält.
EP00991642A 1999-12-30 2000-12-27 Mehrlagiges stahlseil für die karkasse eines luftreifens Expired - Lifetime EP1246964B1 (de)

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Application Number Priority Date Filing Date Title
FR9916842 1999-12-30
FR9916842 1999-12-30
PCT/EP2000/013290 WO2001049926A1 (fr) 1999-12-30 2000-12-27 Cable d'acier multicouches pour carcasse de pneumatique

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EP1246964A1 EP1246964A1 (de) 2002-10-09
EP1246964B1 true EP1246964B1 (de) 2004-05-26

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AT (1) ATE267908T1 (de)
AU (1) AU3366701A (de)
BR (1) BR0016868A (de)
CA (1) CA2395899A1 (de)
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CN110284350A (zh) * 2019-06-10 2019-09-27 江苏兴达钢帘线股份有限公司 一种子午胎钢丝帘线
FR3103200A1 (fr) 2019-11-15 2021-05-21 Compagnie Generale Des Etablissements Michelin Câble métalliques à deux couches avec couche interne gainée à rendement amélioré
FR3107207B1 (fr) * 2020-02-19 2022-02-18 Michelin & Cie Pneumatique a faible hauteur de flanc
FR3107206B1 (fr) * 2020-02-19 2022-02-18 Michelin & Cie Pneumatique a faible hauteur de flanc
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KR20020063611A (ko) 2002-08-03
WO2001049926A1 (fr) 2001-07-12
EP1246964A1 (de) 2002-10-09
CN1238581C (zh) 2006-01-25
JP2003519299A (ja) 2003-06-17
CA2395899A1 (fr) 2001-07-12
JP4705302B2 (ja) 2011-06-22
ATE267908T1 (de) 2004-06-15
AU3366701A (en) 2001-07-16
CN1415036A (zh) 2003-04-30
DE60011141T2 (de) 2005-01-20
US20040108038A1 (en) 2004-06-10
BR0016868A (pt) 2002-10-29
DE60011141D1 (de) 2004-07-01
US6837289B2 (en) 2005-01-04
MXPA02006360A (es) 2003-02-12
RU2227187C2 (ru) 2004-04-20

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