WO2001076892A1 - Composite comprenant des fibres organiques ayant un multiplicateur de torsion bas et un module de compression accru - Google Patents

Composite comprenant des fibres organiques ayant un multiplicateur de torsion bas et un module de compression accru Download PDF

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Publication number
WO2001076892A1
WO2001076892A1 PCT/US2000/009565 US0009565W WO0176892A1 WO 2001076892 A1 WO2001076892 A1 WO 2001076892A1 US 0009565 W US0009565 W US 0009565W WO 0176892 A1 WO0176892 A1 WO 0176892A1
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WO
WIPO (PCT)
Prior art keywords
article
cord
ply
composite
plies
Prior art date
Application number
PCT/US2000/009565
Other languages
English (en)
Inventor
Edward Peter Socci
Uday Bharatkumar Jhaveri
Thomas Hoyt Golden
Jeffrey Donald Pratt
Charles Jay Nelson
Young Doo Kwon
Original Assignee
Alliedsignal Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Alliedsignal Inc. filed Critical Alliedsignal Inc.
Priority to AU42256/00A priority Critical patent/AU763281B2/en
Priority to KR1020017016746A priority patent/KR20020090841A/ko
Priority to PCT/US2000/009565 priority patent/WO2001076892A1/fr
Priority to JP2001574386A priority patent/JP2003530251A/ja
Priority to EP00922008A priority patent/EP1272363A1/fr
Priority to CNB008085781A priority patent/CN100387445C/zh
Publication of WO2001076892A1 publication Critical patent/WO2001076892A1/fr
Priority to HK02108292.6A priority patent/HK1046670A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/38—Textile inserts, e.g. cord or canvas layers, for tyres; Treatment of inserts prior to building the tyre
    • B29D30/42—Endless textile bands without bead-rings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/70—Annular breakers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/26—Folded plies
    • B60C9/263—Folded plies further characterised by an endless zigzag configuration in at least one belt ply, i.e. no cut edge being present
    • D—TEXTILES; PAPER
    • D02—YARNS; MECHANICAL FINISHING OF YARNS OR ROPES; WARPING OR BEAMING
    • D02G—CRIMPING OR CURLING FIBRES, FILAMENTS, THREADS, OR YARNS; YARNS OR THREADS
    • D02G3/00—Yarns or threads, e.g. fancy yarns; Processes or apparatus for the production thereof, not otherwise provided for
    • D02G3/44—Yarns or threads characterised by the purpose for which they are designed
    • D02G3/48—Tyre cords
    • D—TEXTILES; PAPER
    • D04—BRAIDING; LACE-MAKING; KNITTING; TRIMMINGS; NON-WOVEN FABRICS
    • D04B—KNITTING
    • D04B21/00—Warp knitting processes for the production of fabrics or articles not dependent on the use of particular machines; Fabrics or articles defined by such processes
    • D04B21/14—Fabrics characterised by the incorporation by knitting, in one or more thread, fleece, or fabric layers, of reinforcing, binding, or decorative threads; Fabrics incorporating small auxiliary elements, e.g. for decorative purposes
    • D04B21/16—Fabrics characterised by the incorporation by knitting, in one or more thread, fleece, or fabric layers, of reinforcing, binding, or decorative threads; Fabrics incorporating small auxiliary elements, e.g. for decorative purposes incorporating synthetic threads
    • D04B21/165—Fabrics characterised by the incorporation by knitting, in one or more thread, fleece, or fabric layers, of reinforcing, binding, or decorative threads; Fabrics incorporating small auxiliary elements, e.g. for decorative purposes incorporating synthetic threads with yarns stitched through one or more layers or tows, e.g. stitch-bonded fabrics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C70/00—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts
    • B29C70/04—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts comprising reinforcements only, e.g. self-reinforcing plastics
    • B29C70/06—Fibrous reinforcements only
    • B29C70/10—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres
    • B29C70/16—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length
    • B29C70/20—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length oriented in a single direction, e.g. roofing or other parallel fibres
    • B29C70/202—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length oriented in a single direction, e.g. roofing or other parallel fibres arranged in parallel planes or structures of fibres crossing at substantial angles, e.g. cross-moulding compound [XMC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C70/00—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts
    • B29C70/04—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts comprising reinforcements only, e.g. self-reinforcing plastics
    • B29C70/06—Fibrous reinforcements only
    • B29C70/10—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres
    • B29C70/16—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length
    • B29C70/24—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length oriented in at least three directions forming a three dimensional structure
    • D—TEXTILES; PAPER
    • D10—INDEXING SCHEME ASSOCIATED WITH SUBLASSES OF SECTION D, RELATING TO TEXTILES
    • D10B—INDEXING SCHEME ASSOCIATED WITH SUBLASSES OF SECTION D, RELATING TO TEXTILES
    • D10B2403/00—Details of fabric structure established in the fabric forming process
    • D10B2403/02—Cross-sectional features
    • D10B2403/024—Fabric incorporating additional compounds
    • D10B2403/0241—Fabric incorporating additional compounds enhancing mechanical properties
    • D10B2403/02412—Fabric incorporating additional compounds enhancing mechanical properties including several arrays of unbent yarn, e.g. multiaxial fabrics
    • D—TEXTILES; PAPER
    • D10—INDEXING SCHEME ASSOCIATED WITH SUBLASSES OF SECTION D, RELATING TO TEXTILES
    • D10B—INDEXING SCHEME ASSOCIATED WITH SUBLASSES OF SECTION D, RELATING TO TEXTILES
    • D10B2505/00—Industrial
    • D10B2505/02—Reinforcing materials; Prepregs
    • D10B2505/022—Reinforcing materials; Prepregs for tyres

Definitions

  • This invention relates to articles or article components having improved combinations of in-plane shear modulus (LPSM) and circumferential tensile modulus which increases resistance to various stresses that arise during use of the article. More particularly, this invention relates to rubber articles, reinforced with non-metallic multifilaments, which are subjected to tensile and shear stresses in use, such as those found for example in belts for tires, and particularly radial tires, and transmission drive belts.
  • LPSM in-plane shear modulus
  • circumferential tensile modulus which increases resistance to various stresses that arise during use of the article. More particularly, this invention relates to rubber articles, reinforced with non-metallic multifilaments, which are subjected to tensile and shear stresses in use, such as those found for example in belts for tires, and particularly radial tires, and transmission drive belts.
  • Tires are high performance composites that must: (1) develop longitudinal
  • the tire belt serves to provide stiffness to the tire and thereby contributes significantly to cornering characteristics, footprint deformation (contact with road) and forward motion. Increasing the tensile modulus around the circumference of the tire enhances the efficiency in transmitting the driving force from the axle to the tire and ultimately to the road. As the driver steers the vehicle, cornering forces are generated which subject the contact patch (tire area in contact with a surface, or footprint region), and thus the belt, to in-plane shearing forces. High rigidity of the tire belt allows the tire tread in the footprint region to remain flat and in contact with the road, thereby enhancing cornering and treadwear. The importance of the belt makes it a target for improvement for use in high performance tire applications.
  • Lower out-of-plane bending modulus allows the tire tread to readily envelope road obstructions thereby minimizing transmission of vertical deflection to the tire axle. Handling, such as cornering, is impacted by the tire belt' s in-plane bending. As the in-plane shear modulus of a tire belt increases, handling response improves as well. However, one must maintain a desirable level of power transmission therefore the circumferential modulus cannot be allowed to decrease below acceptable levels when optimizing this characteristic. Belt design for passenger tires is therefore different than that for off-road and agricultural tires in its need to optimize a greater number of belt parameters to achieve desirable performance goals.
  • Angle-ply belt composites for pneumatic tires are typically made by stacking in alternate directions two or more plies of filament-reinforced rubber sheets.
  • the reinforcing filaments are typically unidirectional within a sheet.
  • an angle is formed between the reinforcement filaments and the tire circumferential line. This angle is typically 20° to 23°.
  • This conventional manufacture of belt composites yields a belt with cut filament edges that are located along the entire circumferential length of the belt edge.
  • the individual reinforcing filaments of the angle-ply composite are disconnected, which detracts from the mechanical and fatigue properties of the composite due to the ability of the cut filament ends to undergo independent rather than collective movement.
  • cut cord ends represent material discontinuities resulting in undesirable stress concentrations.
  • steel wire cord for the reinforcing filament is the most common practice in conventional tire belts. This is so because steel cord has compressive and tensile properties adequate for belt reinforcement. However, due to its low tenacity and high density the weight of steel is a drawback which adversely affects fuel economy. In addition, for optimum performance at high speeds, steel-reinforced belts typically require the use of cap plies, or overlays, wherein low density synthetic filaments overlap the cut steel cord edges thus helping to contain the weighty steel cords and to reduce stress-concentration at the sharp cut edges of the steel cord, thereby extending both tire life and high speed capabilities.
  • cap plies would not be necessary in a tire made with a synthetic filament-reinforced belt, representing a savings in both labor and material costs.
  • the use of steel-reinforced belts makes tire retreading impractical if the steel is corroded.
  • tire recycling of steel-belted tires is more difficult (due to excessive wear of tire shredding equipment) and generates a high percentage of low-grade crumb rubber (i.e. not guaranteed metal free). Overall steel-belted tire recycling is less cost effective than recycling of synthetic organic filament-belted tires.
  • the tensile strength of lightweight, synthetic filaments such as PEN, PET, aramid and nylon, is much better than steel's tensile strength when compared at a given fiber weight. As tires are generally designed to strength, this difference results in less cord per tire when synthetics are used.
  • such synthetic fibers generally have lower compressive moduli than steel wire, and thus yield composites with lower in-plane shear moduli. The lower in-plane shear modulus of a tire belt is detrimental to both the cornering coefficient and treadwear characteristics of a pneumatic tire.
  • USP 3,616,832, USP 3,854,515 and International Publication WO 98/14336 seek to replace steel cord in tire belts with synthetic material.
  • USP 3,616,832 teaches four ply belts with ply angles of 5° to 35°; examples employ 15° ply angles.
  • USP 3,854,515 teaches the use of four plies in a belt, all with 30° ply angles to replace a steel belt.
  • the polyester used for reinforcement has a lower polymerization degree than is used in conventional polyester cord in combination with twist restrictions.
  • International Publication WO WO 98/14336 seek to replace steel cord in tire belts with synthetic material.
  • USP 3,616,832 teaches four ply belts with ply angles of 5° to 35°; examples employ 15° ply angles.
  • USP 3,854,515 teaches the use of four plies in a belt, all with 30° ply angles to replace a steel belt.
  • the polyester used for reinforcement has a lower polymerization
  • 98/14336 teaches the use of polyester with particular cord constructions in belts designed for use in radial carcass tires for heavy duty use, such as off-road tires and agricultural uses.
  • the examples utilize polyethylene terephthalate (PET) fiber and teaches conventional ply angles of 20° in a four ply belt and 15° to 30°, preferably 17° to 23°, in a two ply belt. All three disclosures teach the use of conventional ply angles with synthetic reinforcement material and do not contemplate the lower in-plane shear modulus problem inherent in these tire belts compared to those reinforced with steel.
  • PET polyethylene terephthalate
  • USP 5,211,609 teaches a three ply composite drive belt with two layers having bias plies of approximately 45° to 75° (preferably 70°) with respect to the longitudinal axis of the belt.
  • the bias angles are chosen to balance the lateral forces that affect belt tracking.
  • composition of the reinforcing cable nor is there the suggestion of applying the construction to tire belts.
  • stitching in laminate composite design has been disclosed, however none of the disclosures teach the beneficial effect on the in-plane shear modulus, or teach or suggest the use of stitching in a tire belt composite.
  • the use of stitching in a composite laminate structure is taught in USP 4,331,495 and commonly-assigned USP 5,185,195; 5, 198,280; and 5,591,933.
  • Disclosure '495 has no teaching on the disposition of the reinforcing filaments in adjacent plies, teaches a different stitching pattern, is not intended for a flexible elastomeric composite and does not teach or suggest the benefit of stitching with respect to in-plane shear modulus. Disclosures '195 and '280 employ stitching to secure layers of a penetration resistance article with at least two adjacent paths of stitching being less than 0.125 inch apart. Disclosure '933 teaches a slack stitching process to achieve a desirable level of delamination in a penetration resistant article. "Mechanical Properties of 3-D Composites" by M. Cholakara, B. Z. Jang and C. Z. Wang (ANTEC'89, pp.
  • Cut cord ends are at either edge of the width of the single unfolded ply and when folded, the cut cord ends are present throughout the circumference of the folded belt structure.
  • the patent is silent on cord construction and cord properties for the reinforcement cord.
  • belt ply angles taught are 0° to 30° and for use in a bias tire, belt ply angles taught are 20° to 55°.
  • USP 3,830,276 also teaches a folded belt in which the reinforcement cords are cut and the cut ends are present throughout the circumference of the folded belt structure.
  • a braided structure is taught, for example, in USP 4,830,781 which discloses a woven tire reinforcing component for use underlying the thread and at least the sidewall regions of a pneumatic tire.
  • the woven structure is made using a coated continuous cord reinforcement preferably containing a single cord spaced within a rubber coating.
  • the patent is silent on cord construction and cord properties for the reinforcement cord.
  • composites utilizing polyethylene naphthalate fiber include: Japanese Publication Number 30210-1997 (Feb. 4, 1997); Japanese Publication Number 276704-1996 (Oct. 22, 1996); Japanese Publication Number 310251-1995 (Nov. 28, 1995); Japanese Publication Number 193608-1997 (July 29, 1997); and Japanese Publication Number 142101-1997 (June 3, 1997), and International PubUcation WO 98/47726.
  • this invention resulted in improving the conventional tire belt design by employing only non-metallic reinforcement such that a significantly lighter weight belt was able to have comparable or superior circumferential tensile modulus and in-plane shear modulus when compared to a steel belt.
  • This combination of properties resulted from combining the properties of the synthetic filament cords with novel composite architectures.
  • the critical cord properties include initial tensile modulus and initial compressive modulus.
  • each of the plies comprises (a) rubber and (b) cord made from melt-spinnable, non-metallic, multifilament fiber, the cord having a twist multiplier of less than or equal to about 375, a stress at 1% strain greater than or equal to about 1.7 grams/denier, and an initial compressive modulus greater than or equal to about 7 grams/denier, and the at least two plies having a fiber orientation angle of greater than or equal to about 23°.
  • This invention improves critical properties of tire belts reinforced with non-metallic filaments by modifying/altering the design of the conventional steel-reinforced tire belt such that combinations of these properties can be achieved which are comparable to or superior to the combination found in a conventional steel-reinforced belt.
  • the combination of in-plane shear modulus and circumferential tensile modulus is improved by employing non-conventional ply angles in two ply composites.
  • superior combinations of circumferential tensile modulus, in- plane shear modulus, and out-of-plane bending modulus are achieved by introducing a third dimension of reinforcement, namely stitching, into the angle plies of a composite.
  • the in- plane shear modulus is comparable to a conventional steel-reinforced belt.
  • a non-metallic, flexible reinforcing material for instance synthetic fibers such as PEN, PET, aramid and nylon, is used to stitch through the thickness of the composite having layers of unidirectional non-metallic filament-reinforced rubber sheets.
  • an uncut edge, continuous reinforcement cord composite is taught.
  • Such a method eliminates cut filament ends along the belt edge, thereby significantly improving tensile and fatigue properties of the resulting composites relative to conventional cut edge composites.
  • This continuous edge may be prepared by folding the belts as taught in US Patent 4,210,189 or by the novel spiral folding method taught herein. Synthetic filament cords are supple and lend themselves to such folding operations.
  • a variation of this embodiment is a braided sleeve which is collapsed to form a two-ply, uncut edge, continuous reinforcement cord composite.
  • a novel splicing method is also taught.
  • the present invention is advantageous because steel cord is entirely replaced by synthetic fiber without sacrificing tire performance. Further, fuel economy can be positively impacted through weight reduction, tire retreading is made possible, and tire recycling would be less difficult and significantly more profitable.
  • Figure 1 illustrates a two-ply composite useful in the practice of this invention.
  • Figure 2 illustrates a four-ply, different ply-angle composite useful in the practice of this invention.
  • Figure 3 illustrates a three-ply, different ply-angle composite useful in the practice of this invention.
  • Figure 7 illustrates a series of folding steps useful in the practice of this invention.
  • Figure 8 illustrates a method of splicing a tire belt which does not have cut edges.
  • Figure 9 illustrates the relationship between ply angle and two properties for a two-ply composite.
  • ply refers to a single layer in the composite of the invention.
  • a ply may be either continuous or non-continuous with any other ply in the composite.
  • a ply continuous with another ply will have at least one fold in it and if unfolded, would be a single piece of unidirectional fiber-reinforced rubber sheet.
  • Such a ply may also be interwoven with at least one other ply to form a braided stmcture.
  • a two ply composite has two layers of unidirectional fiber-reinforced rubber sheets, which sheets may be continuous having at least one fold, or are braided, or non-continuous and, if separated, would be two separate sheets.
  • Ply angle or “orientation angle” as used herein refers to the acute angle formed between the unidirectional reinforcement fibers in the rubber and the circumferential direction of the tire belt, or in a generic composite article, the longitudinal direction of the article.
  • twist multiplier is a calculated quantity which reflects the construction of the cord and is related to the helical angle of the constituent twisted yams, or for twisted yams, twisted filaments with respect to the axis of the cord. Lowering the twist multiplier results in a lower helical angle. To calculate the twist multiplier, the following equation is used:
  • Twist multiplier tpi x (TD)' ⁇ (1)
  • TD is the total nominal denier of the cord.
  • TD may be calculated by multiplying the yam denier by the number of yams used to make the cord, or merely summing the individual constitutive yam deniers if mixed deniers are used in the cord.
  • PEN is the preferred fiber.
  • any melt- spinnable, multifilament fiber may be used, provided the taught cord properties can be met.
  • Melt-spinnable fibers include, for example, polyester such as polyethylene naphthalate
  • Yam and cord twisting can be done using any equipment useful, including a ring twister and a direct cabler.
  • a balanced twist that is, where the ply (yarn) twist is essentially equal to the cable (cord) twist, has been used for the invention examples, but an unbalanced cord twist can be used as the physical properties and fatigue life are dominated by the cable twist, not the yam ply twist.
  • Yam denier of about 500 to about 6000 is particularly useful in the invention. The denier per filament is at least about 2 dpf, and preferred is about 5 dpf to about 10 dpf.
  • the cord useful for the invention has a stress at 1% strain of at least 1.7 grams/denier (g/den).
  • the cord useful for the invention also has an initial compressive modulus of at least about 7 g/den, more preferably at least about 9 g/den, and most preferably at least about 9.5 g/den.
  • the total cord denier and ends per inch depends on the tire size, construction, and performance criteria.
  • FEM Finite Element Modeling
  • the cord denier should be as low as possible to give the thinnest ply (lightest weight) while still providing good belt durability.
  • Close cord spacing enhances the modulus of the composite ply in the direction perpendicular to the cord axes. For angle plies of the present invention , this closer spacing enhances the tensile properties along the circumferential direction of the tire.
  • the fractional distance between the cords may be described by the commonly used “rubber rivet” terminology. "Rubber rivet” is the fractional rubber density perpendicular to the cords axes and can be calculated
  • the composite article may employ any rubber suitable for the desired end use.
  • typical tire belt rubber stocks for use in belts to reinforce pneumatic tires for passenger vehicles, typical tire belt rubber stocks, for instance, comprise natural/SBR (styrene butadiene rubber) rubber blends and sulfur curing agent.
  • SBR styrene butadiene rubber
  • the rubber used herein is a commercially-used rubber stock.
  • two ply belts are constructed using unidirectional fiber-and-rubber composite sheets in which the PEN fiber cord fulfills the previously described parameters.
  • the composite sheets are made using the existing processing method such as conventional tire cord calendering, filament winding, unidirectional composite prepregging, pultrusion, etc.
  • the unidirectional sheet is then bias cut at specific ply angles and two such sheets are laminated to make the two-dimensional laminate of the ⁇ angle ply stmcture.
  • this uncured laminate composite is subjected to suitable pressure so that the two plies are consolidated into an integrated multi-ply composite.
  • the final step involves curing the composite by the conventional method of heating to an appropriate, elevated temperature while under pressure for a time long enough to vulcanize (cure) the rubber matrix. Note that in typical tire manufacturing methods, this curing step actually occurs with the belt already assembled in the tire.
  • Figure 1 illustrates a two ply belt.
  • the two plies 7 and 9 are adjacent to each other and positioned so that the parallel reinforcement filaments 11 in the first layer are not parallel to the parallel reinforcement filaments 11 in the second layer.
  • the ply angle 13 which is the angle formed between the circumferential axis of the belt 15 and the reinforcing fiber 11 in the composite, is critical to this embodiment.
  • Both plies have the same magnitude ply angle which are balanced by one being positive (ply 9) and one being negative (ply 7).
  • the ply angle for the inventive two ply composite is preferably at least about 23° to about 35°, more preferably about 25° to about 35° and most preferably about 26° to about 35°.
  • the composite 17 is comprised of four plies 19, 21, 23, and 25.
  • the two outside plies 19 and 25 sandwich the two inside plies 21 and 23.
  • one of the outside plies 19 or 25 would be the radially-innermost ply with respect to the axis of the tire rotation, and the other outside ply would be the radially-outermost ply and the ply closest to the tread of the tire.
  • Each ply is reinforced with parallel, unidirectional fibers 11.
  • the angle 13 is the acute angle formed by the reinforcing fibers 11 and the circumferential tire (or longitudinal) axis 15 of the composite and is called the ply angle.
  • plies 19 and 21 have positive (+) ply angles while plies 23 and 25 have negative (-) ply angles.
  • the magnitude of ply angle of each ply in the composite may be varied as long as the condition of symmetry with respect to the circumferential line is satisfied, examples of useful angles include but are not limited to outer plies at ⁇ 23° and inner plies at ⁇ 45°.
  • orientation angles in these plies can be: +/+/-/- or -/-/+/+ or +/-/-/+ or -/+/+- or +/-/+/- or +/-/+/- or -/+/-/+, from radially-innermost ply to radially-outermost pty-
  • the outer plies have non-metallic reinforcement at ply angles of preferably about ⁇ 23° to 35°.
  • the single inner ply 31 sandwiched between the outer plies 29 and 33 has non-metallic reinforcement at ply angles of about ⁇ 0° to 5°, most preferably at about ⁇ 0°.
  • Another embodiment of the invention involves introduction of a third dimension component, namely stitches, into the composites.
  • fabrication of the stitched belt composites involves a series of steps.
  • the rubber composites are assembled and cured as above, except that the uncured assembled composite is stitched prior to curing
  • Stitching of the composite requires a flexible reinforcing material such as synthetic fibers.
  • Steel is unsuitable for stitching in this invention because of its inflexibility.
  • Preferred deniers for stitching fibers are 500 to 6000.
  • Stitching fibers should have typical mechanical properties. Stitching of the laminate may be done either by hand or by machine.
  • the stitching holes which are approximately the same diameter as the stitching cord diameter, may be either prepunched into the laminate before stitching, or formed almost instantaneously with the fiber crossing the thickness of the laminate.
  • the stitching holes are sealed during the final elevated temperature curing during which the rubber flows into them.
  • the stitches are initially made taut, and remain so after curing. It is preferred that the stitching cover the entire surface of the laminate composite to maximize the improved in-plane shear modulus. Stitching of just the cut edges or of a few portions of the belt will reduce delamination however the in-plane shear modulus will not be as improved. It is not necessary to knot the stitching fiber ends.
  • the stitching becomes a permanent part of the composite as a result of the subsequent elevated-temperature curing.
  • any pattern which results in the improvement of in-plane shear modulus may be used.
  • Several common stitches are preferred and are detailed for the purpose of clarification.
  • the preferred continuous chain stitch is shown in Figure 4 in which stitch 35 indicated by the solid line is on the front of the laminate composite 36 and stitch 37 indicated by the broken line is on the backside of the laminate composite.
  • Line 15 indicates the orientation of the circumferential axis of the article.
  • the stitching fiber comes through the composite at point 39, and travels along the front side of the composite and through to the backside at point 41, travels along the backside of the composite and travels back through the composite at point 43 then re-crosses the composite at point 45.
  • a stitching fiber comes through the composite at point 47, travels across the surface and through to the backside at point 49, travels along the backside of the composite and travels back through the composite at point 41 and the re-crosses the composite at point 51. This pattern is continued over the entire surface of the composite belt. Angle 53 is discussed below.
  • the preferred zigzag stitch is shown in Figure 5.
  • stitch 35 is on the front of the laminate composite and stitch 37 is on the backside.
  • Angle 53 is the angle formed between the stitch and the circumferential axis 15 of the stitched composite.
  • the fiber goes from point 55 across the front of the composite to point 57 where it crosses the composite to reach the backside, travels then to point 59 where it re- crosses the thickness of the laminate and travels across the front surface to point 61. This pattern is continued over the entire surface of the composite belt.
  • the preferred third stitch pattern, cross stitch, is shown in Figure 6 and is similar to the zigzag pattern except stitching fibers intersect with each other.
  • stitching fiber travels from point 63 across the face of the composite to point 65 where it crosses to the backside and travels to point 67 where it re-crosses the composite to come back to the front and then travel to point 69.
  • stitching fiber travels from point 71 across the face of the composite to point 73 where it crosses to the backside and travels to point 75 where it re-crosses the composite to come back to the front and then travel to point 77.
  • This pattern is continued over the entire surface of the composite belt.
  • stitch 35 is on the front of the laminate composite and stitch 37 is on the backside.
  • Angle 53 is the angle formed between the stitch and the circumferential axis 15 of the stitched composite.
  • the ply angle useful in the practice of the stitched embodiment ranges from about 23° to 35°, with a preferred range of 23° to 30°, and a most preferred value of
  • angle 53 the angle formed by a stitch with respect to the circumferential axis 15 of the tire belt (or longitudinal axis for a generic article) is ⁇ 45°. At this magnitude of stitch angle 53, the maximum benefit on the improved in-plane shear modulus is achieved.
  • stitch density which is defined as the number of rows of stitches per inch, is preferably about 3 rows per inch.
  • Stitch size the length of fiber that goes from, for example, point 39 to point 41 in Figure 4 is most preferably about 0.7 inches. Thus, within a single linear row of stitching, there are about 1.4 stitches per inch.
  • fabrication of the composites with uncut edges starts with the same series of steps as does the stitched and different ply angles composites in manufacturing the unidirectional composite sheet.
  • the unidirectional composite sheet may or may not be cut to produce specific ply angles.
  • US Patents 3,473,594; 3,863,695; and 4,210,189 describe a folded belt concept previously used by the tire industry.
  • the current invention also teaches a new series of folding steps as schematically shown in Figure 7 which results in a belt with uncut, folded edges and essentially continuous fiber reinforcement at the belt edges.
  • “Essentially continuous” means that there are substantially no free cord ends at the belt outer edges.
  • a fiber-reinforced rubber composite 79 is shown with fiber reinforcement 11 parallel to the longitudinal direction of the sheet.
  • the composite 79 is folded to bring point 81 to point 83 by folding along line 85.
  • the angle 13 between the line 85 and the edge 87 is the resultant ply angle in the folded composite.
  • the once-folded composite is turned over as shown in Figure 7c and point 89 is brought to point 91 by folding along line 93 as shown in Figure 7d.
  • the line 95 indicates the width of the tire belt.
  • the twice-folded composite is turned over again as shown in Figure 7e and point 97 is brought to point 99 by folding along line 101 as shown in Figure 7f
  • the thrice- folded composite would be turned and folding continued in the same manner until a length of folded composite sufficient to serve a given utility, e.g. a tire belt, is reached.
  • two folds alone may provide sufficient length for a given utility.
  • the folded belt is then cured as described before using pressure and elevated temperature. Folding can be done manually or using any appropriate automated process.
  • a circular-shaped belt is formed from the uncut edge, spiral-folded, two-ply composite 103 by forming a splice between the two ends.
  • a novel splice has been developed as shown in Figure 8.
  • the reinforcement filaments 11 are parallel to the original edge 105 of the unfolded unidirectional composite sheet.
  • the ends 107 and 109 are single ply so that when overlapped, a two-ply splice is formed with the same thickness as the folded belt regions.
  • the reinforcing cords of the folded belt are cut along one side to form a cut notch 111 in the splice region. To minimize the effect of these cut cords, a flap 113 is included on the other single ply end.
  • the folded composite is bent into an annular shape with single ply end 107 overlaying single ply end 109.
  • Flap 113 is folded along line 115 to fit into the cut notch 111 area. Flap 113 is the reciprocal shape of notch 111 in order to fill the notch 111 completely when flap 113 is folded into notch 111. By so doing, no cut cords are at the edge of the final folded and spliced belt composite.
  • ends 107 and 109 are two-ply so that when overlapped, a four-ply splice is formed with the same thickness as the folded belt regions.
  • two phes were braided (interwoven) together to form a tubular sleeve.
  • the sleeve was then flattened to yield two essentially planar plies parallel to the longitudinal axis of the tubular sleeve.
  • the present reinforced article may be used in a reinforced article which requires the improved properties resulting from the invention. Such a use is in a tire belt for a passenger car, or in motorcycle tires. Other uses are in transmission belts, in N-belts, and in conveyor belts.
  • V Ecomposite ( Vcord X Eoord,) " ⁇ " ( rubber X m ber (4)
  • E is the initial compressive modulus
  • V is the volume fraction of that component in the sample.
  • a correction factor was applied to the V cor d calculation to take into account empty space within the cord bundle. It was assumed that the cord volume was 70% solid and 30% empty space.
  • Circumferential tensile tests were carried out in accordance with ASTM D3039 on rectangular composite specimens approximately 0.75 inch wide and with a gauge length of 6 inches, yielding a sample aspect ratio (length divided by width) of 8. Samples were evaluated at a constant crosshead speed of 0.2 in/min, on either an Instron 8511 tester running Series IX data collection software, or an Instron 4505 tester, also mnning Series IX software. Data was collected on a computer connected to the Instron tester via a GPIB interface.
  • Circumferential tensile modulus (labeled as tensile modulus in the tables of example data) was calculated using the following equation:
  • In-plane shear modulus (IPSM) testing was carried out in accordance with ASTM D-4255 standard guide for evaluating the in-plane shear properties of composites.
  • the rail shear (method A) was used.
  • For stitched composite samples tests were conducted on an Instron 4505 tester with Series IX software at constant crosshead speed of 0.2 in/min at room temperature ( ⁇ 23°C) with relative humidity of 55%.
  • For the different ply angle samples tests were conducted on an Instron 8511 tester at a constant crosshead speed of 0.2 in/min at ⁇ 23°C temperature and ambient relative humidity. Data was collected on a computer connected to the Instron tester via a GPJB interface.
  • Out-of-plane bending modulus (OPBM) testing was carried out by a dynamic flexural test using a three (3) point bending geometry utilizing center loading on a simply support beam.
  • the sample was initially displaced 3 mm upon positioning in the device and the total cyclic displacement was 1.4 mm beyond the initial displacement distance.
  • Test frequency was 10 Hz.
  • the sample had a length of about 1.6 inches and a width of about 0.4 inches. Thickness varied from composite to composite.
  • the OPBM was calculated using the following equation:
  • Flexural fatigue testing was carried out on rectangular composite specimens, 10 inches long and 0.75 inches. Specimens were fatigue tested on a Scott compression fatigue tester which is commonly used in the tire industry to evaluate the fatigue and cord adhesion of reinforced rubber composites. Specimens were placed around a 0.5 inch diameter spindle and subjected to a 70 pounds-force (lbf) total load. The specimens were cycled (flexed) at a rate of approximately 266 cycles/minute ( ⁇ 4.4 Hertz) until failure. The total number of cycles until failure, and comments on the failure mechanism, were recorded for each sample.
  • lbf pounds-force
  • a series of cords was made which varied in polymer composition and cord construction. The intent of the series was to demonstrate the relationship between twist multiplier and cord properties for each polymer type. Comparative Cords A, B and C were made from commercially-available aramid yarn. Comparative Cords D, E and F were made from commercially-available PET ya . The PEN yam of Starting PEN Cords 1 -6 was made using AlliedSignal's commercially-available PENTEXTM yam. The initial tensile modulus and initial compressive modulus were measured on each of these cords. These data is presented in Table I, as is the stress at 1% strain.
  • n.a means "not available”. The data is not available due to either noncomparable cord treating conditions, or improper or noncomparable sampl preparation.
  • Comparative Cords A, B and C aramid cord at low twist multiplier values had high values for initial tensile modulus, however the compressive modulus for these cords is very low. Tire belts made of such cord would likely have both poor treadwear characteristics and poor cornering coefficient, due to the low compressive modulus values.
  • Comparative Cords D, E, F and G cords made from PET had good values for compressive modulus but relatively low initial tensile modulus values.
  • Starting PEN Cords 1 through 6 possessed both high levels of initial tensile modulus and excellent values for compressive modulus.
  • Comparative Example B was a 2 ply, steel-reinforced tire belt representative of a typical commercial belt in which the unidirectional reinforcement was oriented ⁇ 23°.
  • the steel cord was -14,000 denier, at 22 EPI per ply.
  • the laminate was cured at the standard tire molding condition to form the final composite stmcture.
  • Inventive Examples 10 and 11 were three-ply belts, similar to that illustrated in Figure 3.
  • the ply angle for the two outer plies 29 and 33 was ⁇ 30° and the PEN cord reinforcement was at 21 EPI per ply.
  • the inner ply 31 was approximately 0° with respect to the circumferential axis of the composite and the PEN cord reinforcement was at 4 EPI per ply.
  • the ply angle for the two outer plies 29 and 33 was ⁇ 30° and the PEN cord reinforcement was at 21 EPI per ply.
  • the PEN cord reinforcement was 1000/1/3, 5.6 x 5.6 at 16 EPI. This cord construction has about the same twist multiplier as Starting PEN Cord 5 and therefore has the same initial tensile and initial compressive moduli as that cord. Data for all of these Inventive Examples is in Table III.
  • Inventive Examples 10 and 11 demonstrated that three-ply composites in comparison to the conventional steel-reinforced belt of Comparative Example B, can have comparable or improved IPSM values, improved circumferential tensile modulus and superior fatigue life when outer plies have a ply angle of 30° and the inner ply has 0°.
  • the increased EPI of the inner ply of Inventive Example 11 increased the maximum load, the circumferential tensile modulus and the IPSM compared to Inventive Example 10.
  • the reinforcement cord of the composite was not cut in the process of constructing the belt.
  • These constructions were achieved by a performing a unique series of folding operations on a unidirectional fiber-reinforced mbber sheet. The folding operation is illustrated in part in Figure 7.
  • two plies were braided (interwoven) together to form a tubular sleeve.
  • the sleeve was then flattened to yield two essentially planar plies parallel to the longitudinal axis of the tubular sleeve.
  • Table V summarizes the belt constructions and the mechanical and fatigue data is in Table VI. Inventive Examples 3 and 4 were tested for the additional properties listed in Table VI. Comparative Example B is also presented in Tables V and VI for ease of comparison. In Table VI, n.d. means not determined. Table V
  • Table VI illustrate the effect of a continuous edge belt composite on mechanical and fatigue properties.
  • Inventive Examples 3 and 16 were identical in constituent materials but differed in construction: Inventive Example 3 had cut edges and therefore cut reinforcement fibers whereas Inventive Example 16 had non-cut edges and continuous reinforcement fibers.
  • the tensile strength and tensile modulus were dramatically increased in the uncut edge composite (Inventive Example 16) relative to the cut edge composite (Inventive Example 3).
  • Inventive Example 17 and Inventive Example 4 likewise were identical in constituent materials but differed in construction.
  • Inventive Example 18 one sheet of 14 EPI unidirectional fiber-reinforced mbber was laid directly over a second sheet of the same unidirectional-fiber reinforced mbber, and this was then treated as one unit during the folding operation as in Figure 7 using a ply angle of 30°.
  • the net result was 28 EPI in each ply angle direction (+ or -), in contrast to the 21 EPI in each ply angle direction of Inventive Examples 16 and 17.
  • the LPSM increased for this Inventive Example 18, as did the tensile modulus, tensile strength and flexural modulus in comparison to Inventive Example 17, which had only 21 EPI in each ply angle direction and had a ply angle of 30°.
  • Inventive Example 19 which was similar to Inventive Example 17 in being a two ply composite with 21 EPI per ply of Starting PEN Cord 5 and a ply angle of 30°, was a braided architecture. It was improved in both tensile modulus and maximum load compared to Inventive Example 17 and steel-reinforced Comparative Example B, and had improved fatigue life compared to Comparative Example B. However, the IPSM of Inventive Example 19 was not as improved as that of Inventive Example 17. Tensile and shear properties vary with reinforcing cord ply angle. This was shown, for instance, in Table II and Figure 9 for a two-ply composite.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Textile Engineering (AREA)
  • Tires In General (AREA)
  • Yarns And Mechanical Finishing Of Yarns Or Ropes (AREA)
  • Laminated Bodies (AREA)
  • Moulding By Coating Moulds (AREA)

Abstract

Cette invention se rapporte à un article renforcé par des fibres améliorées, qui est constitué par au moins deux toiles. Chacune des toiles contient (a) du caoutchouc et (b) un câblé fait de fibres multifilaments non métalliques filables à chaud, pour lesquelles le câblé possède un multiplicateur de torsion inférieur ou égal à 375 environ, une tension lors d'un allongement de 1 % supérieure ou égale à environ 1,7 grammes/denier et un module de compression initial supérieur ou égal à 7 grammes/denier, et les deux toiles ou davantage ont un angle d'orientation des fibres supérieur ou égal à 23 degrés environ. Ce composite est utile comme carcasse de pneu pour voiture de tourisme.
PCT/US2000/009565 2000-04-11 2000-04-11 Composite comprenant des fibres organiques ayant un multiplicateur de torsion bas et un module de compression accru WO2001076892A1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
AU42256/00A AU763281B2 (en) 2000-04-11 2000-04-11 Composite comprising organic fibers having a low twist multiplier and improved compressive modulus
KR1020017016746A KR20020090841A (ko) 2000-04-11 2000-04-11 낮은 꼬임계수 및 향상된 압축 모듈러스를 갖는, 유기섬유를 포함하는 복합체
PCT/US2000/009565 WO2001076892A1 (fr) 2000-04-11 2000-04-11 Composite comprenant des fibres organiques ayant un multiplicateur de torsion bas et un module de compression accru
JP2001574386A JP2003530251A (ja) 2000-04-11 2000-04-11 低いより係数および改良された圧縮係数を有する有機繊維を含む複合品
EP00922008A EP1272363A1 (fr) 2000-04-11 2000-04-11 Composite comprenant des fibres organiques ayant un multiplicateur de torsion bas et un module de compression accru
CNB008085781A CN100387445C (zh) 2000-04-11 2000-04-11 包括具有低捻度系数和改进压缩模量的有机纤维的复合材料
HK02108292.6A HK1046670A1 (zh) 2000-04-11 2002-11-15 包括具有低捻度系數和改進壓縮模量的有機纖維的複合材料

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PCT/US2000/009565 WO2001076892A1 (fr) 2000-04-11 2000-04-11 Composite comprenant des fibres organiques ayant un multiplicateur de torsion bas et un module de compression accru

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WO (1) WO2001076892A1 (fr)

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EP1644181A1 (fr) * 2003-06-25 2006-04-12 Joseph Steven Egan Procede de production de produits moules
WO2010025376A1 (fr) * 2008-08-28 2010-03-04 The Boeing Company Procédé de fabrication de structures utilisant des modules composites et structures fabriquées suivant ledit procédé
US8333864B2 (en) 2008-09-30 2012-12-18 The Boeing Company Compaction of prepreg plies on composite laminate structures
US8505361B2 (en) 2006-12-22 2013-08-13 The Boeing Company Leak detection in vacuum bags
US8568551B2 (en) 2007-05-22 2013-10-29 The Boeing Company Pre-patterned layup kit and method of manufacture
US8707766B2 (en) 2010-04-21 2014-04-29 The Boeing Company Leak detection in vacuum bags
US8916010B2 (en) 2007-12-07 2014-12-23 The Boeing Company Composite manufacturing method
US8936695B2 (en) 2007-07-28 2015-01-20 The Boeing Company Method for forming and applying composite layups having complex geometries
US9770871B2 (en) 2007-05-22 2017-09-26 The Boeing Company Method and apparatus for layup placement
EP3738790A1 (fr) * 2019-05-15 2020-11-18 Continental Reifen Deutschland GmbH Nappe de renforcement d'un pneu de véhicule
US11697309B2 (en) * 2017-10-13 2023-07-11 Compagnie Generale Des Etablissements Michelin Crown reinforcement for a tire of a tractor-type agricultural vehicle

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DE602006019052D1 (de) * 2005-01-21 2011-02-03 Bridgestone Corp Radialluftreifen
US7614436B2 (en) * 2006-02-06 2009-11-10 Milliken & Company Weft inserted warp knit fabric for tire cap ply
CN101927664A (zh) * 2010-06-30 2010-12-29 杭州零度轮胎技术有限公司 一种高强度带束层轮胎及其工艺
JP6507029B2 (ja) * 2015-05-21 2019-04-24 株式会社ブリヂストン 空気入りタイヤ
JP6210097B2 (ja) * 2015-07-28 2017-10-11 株式会社豊田自動織機 織物積層体、織物積層体の製造方法、及び織物積層体の製造装置
FR3056215A1 (fr) * 2016-09-19 2018-03-23 Compagnie Generale Des Etablissements Michelin Composite d’elastomere et pneumatique comprenant ce composite
JP6480092B1 (ja) * 2017-03-31 2019-03-06 旭化成株式会社 有機繊維からなる合撚糸コード
US11951784B2 (en) * 2017-10-20 2024-04-09 Compagnie Generale Des Establissements Michelin Tire comprising reinforcing elements in the form of laminated strips
DE102019208984A1 (de) * 2019-06-19 2020-12-24 Continental Reifen Deutschland Gmbh Fahrzeugreifen mit Gürtelbandage
CN110217052A (zh) * 2019-07-11 2019-09-10 青岛双星轮胎工业有限公司 载重子午线轮胎

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EP1644181B1 (fr) * 2003-06-25 2013-11-13 ProsMedix International Pte. Ltd. Procédé de production de produits moules
EP1644181A1 (fr) * 2003-06-25 2006-04-12 Joseph Steven Egan Procede de production de produits moules
US9046437B2 (en) 2006-12-22 2015-06-02 The Boeing Company Leak detection in vacuum bags
US8505361B2 (en) 2006-12-22 2013-08-13 The Boeing Company Leak detection in vacuum bags
US10603848B2 (en) 2007-05-22 2020-03-31 The Boeing Company Apparatus for layup placement
US9770871B2 (en) 2007-05-22 2017-09-26 The Boeing Company Method and apparatus for layup placement
US8568551B2 (en) 2007-05-22 2013-10-29 The Boeing Company Pre-patterned layup kit and method of manufacture
US9500593B2 (en) 2007-07-28 2016-11-22 The Boeing Company Leak detection in vacuum bags
US8936695B2 (en) 2007-07-28 2015-01-20 The Boeing Company Method for forming and applying composite layups having complex geometries
US10052827B2 (en) 2007-07-28 2018-08-21 The Boeing Company Method for forming and applying composite layups having complex geometries
US8752293B2 (en) 2007-12-07 2014-06-17 The Boeing Company Method of fabricating structures using composite modules and structures made thereby
US8916010B2 (en) 2007-12-07 2014-12-23 The Boeing Company Composite manufacturing method
US9764499B2 (en) 2007-12-07 2017-09-19 The Boeing Company Structures using composite modules and structures made thereby
WO2010025376A1 (fr) * 2008-08-28 2010-03-04 The Boeing Company Procédé de fabrication de structures utilisant des modules composites et structures fabriquées suivant ledit procédé
US8613301B2 (en) 2008-09-30 2013-12-24 The Boeing Company Compaction of prepreg plies on composite laminate structures
US8333864B2 (en) 2008-09-30 2012-12-18 The Boeing Company Compaction of prepreg plies on composite laminate structures
US8707766B2 (en) 2010-04-21 2014-04-29 The Boeing Company Leak detection in vacuum bags
US11697309B2 (en) * 2017-10-13 2023-07-11 Compagnie Generale Des Etablissements Michelin Crown reinforcement for a tire of a tractor-type agricultural vehicle
EP3738790A1 (fr) * 2019-05-15 2020-11-18 Continental Reifen Deutschland GmbH Nappe de renforcement d'un pneu de véhicule

Also Published As

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CN100387445C (zh) 2008-05-14
AU4225600A (en) 2001-10-23
HK1046670A1 (zh) 2003-01-24
AU763281B2 (en) 2003-07-17
JP2003530251A (ja) 2003-10-14
CN1354717A (zh) 2002-06-19
KR20020090841A (ko) 2002-12-05
EP1272363A1 (fr) 2003-01-08

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