WO2024125730A1 - Pneumatiques de véhicule à couches de renforcement - Google Patents

Pneumatiques de véhicule à couches de renforcement Download PDF

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Publication number
WO2024125730A1
WO2024125730A1 PCT/DE2023/200237 DE2023200237W WO2024125730A1 WO 2024125730 A1 WO2024125730 A1 WO 2024125730A1 DE 2023200237 W DE2023200237 W DE 2023200237W WO 2024125730 A1 WO2024125730 A1 WO 2024125730A1
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WO
WIPO (PCT)
Prior art keywords
tex
dtex
belt
reinforcements
pneumatic vehicle
Prior art date
Application number
PCT/DE2023/200237
Other languages
German (de)
English (en)
Inventor
Thomas Kramer
Nermeen Nabih
Michael Schunack
Wolfgang Reese
Sarah Engmann
Carole Justine
Daniel De Castro Pinho
Tiago Moura
Original Assignee
Continental Reifen Deutschland Gmbh
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 Continental Reifen Deutschland Gmbh filed Critical Continental Reifen Deutschland Gmbh
Publication of WO2024125730A1 publication Critical patent/WO2024125730A1/fr

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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
    • B60C9/0042—Reinforcements made of synthetic materials
    • 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
    • B60C9/0007—Reinforcements made of metallic elements, e.g. cords, yarns, filaments or fibres made from metal
    • 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
    • B60C9/0064—Reinforcements comprising monofilaments
    • 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
    • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
    • B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
    • 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
    • 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
    • B60C2009/0071—Reinforcements or ply arrangement of pneumatic tyres characterised by special physical properties of the reinforcements
    • B60C2009/0085—Tensile strength
    • 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
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C2009/0416—Physical properties or dimensions of the carcass cords
    • B60C2009/0425—Diameters of the cords; Linear density thereof
    • 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
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C2009/0416—Physical properties or dimensions of the carcass cords
    • B60C2009/045—Tensile strength
    • 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
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C2009/0475—Particular materials of the carcass cords
    • 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
    • B60C2009/2074—Physical properties or dimension of the belt cord
    • B60C2009/2077—Diameters of the cords; Linear density thereof
    • 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
    • B60C2009/2214—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 characterised by the materials of the zero degree ply cords
    • 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
    • B60C2009/2252—Physical properties or dimension of the zero degree ply cords
    • 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
    • B60C2009/2252—Physical properties or dimension of the zero degree ply cords
    • B60C2009/2257—Diameters of the cords; Linear density thereof
    • 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
    • B60C2009/2252—Physical properties or dimension of the zero degree ply cords
    • B60C2009/2276—Tensile strength
    • 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
    • B60C2009/2252—Physical properties or dimension of the zero degree ply cords
    • B60C2009/2285—Twist structures
    • 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

Definitions

  • the invention relates to a pneumatic vehicle tire, having a carcass having a carcass ply, a belt arranged radially outside the carcass and having a belt layer, and a belt bandage resting radially outside on the belt and having a bandage layer, wherein the carcass ply, the belt layer and the bandage layer each have strength members which are embedded in rubber material within the respective layer, arranged parallel and spaced from one another, wherein the strength members of the bandage layer are textile strength members, each formed from at least one multifilament yarn made of polyamide 6.6 (PA 6.6), wherein the strength members of the carcass ply are textile strength members, each formed from at least one multifilament yarn made of rayon, and wherein the strength members of the belt layer are each formed from at least one steel monofilament.
  • PA 6.6 polyamide 6.6
  • Reinforcing layers for pneumatic vehicle tires are of great importance and are generally known to those skilled in the art.
  • the reinforcing layers have a large number of reinforcing, thread-like elements, the so-called strength members.
  • the strength members are completely embedded in elastomeric material, for example by calendering.
  • the strength members of these reinforcing layers have, for example, the form of fabrics or calendered, endlessly spooled strength members.
  • the rubberized reinforcement layers of suitable size and design are joined together with other components to form a pneumatic vehicle tire.
  • the reinforcement layers reinforce the respective components of the tire.
  • the pneumatic vehicle tire should be improved with regard to other boundary conditions, such as low rolling resistance. This can be achieved by using comparatively thin and high-strength reinforcement layers.
  • the reinforcement layers still have to meet the demanding requirements according to the task of the respective component of the pneumatic vehicle tire. Particularly in areas subject to high stress, the interaction of the reinforcement layers of various components of the tire must be taken into account to ensure sufficient technical properties of the entire tire.
  • the belt and the belt bandage are arranged to overlap each other at least in sections, not only the required technical properties of the individual components must be taken into account, but the strength and robustness of the entire head area must be guaranteed.
  • a pneumatic vehicle tire in particular of a radial design, generally has a carcass containing at least one carcass ply, the carcass extending from a zenith region of the tire over side walls to bead regions and being anchored there usually by wrapping around tensile bead cores, a profiled tread located radially outside the carcass and a belt arranged between the tread and the carcass, usually having at least two belt layers, and a belt bandage lying radially outside on the belt and covering at least the belt edges with at least one bandage layer.
  • the carcass is designed as a radial carcass, with all or some of the strength members of the radial carcass running approximately in the radial direction in an area of the side walls.
  • approximately in a direction means at an angle of 0 to 8° with respect to the respective direction.
  • the reinforcements of the carcass must be strong enough to be able to adequately absorb the forces that occur during tire operation and to be durable.
  • the carcass must resist the internal pressure of the tire.
  • Driving behavior is also positively influenced, particularly in high-speed use, by a high modulus of elasticity at stretches of up to approx. 2% to 4% of the reinforcements of the carcass.
  • a reinforcement layer of the carcass during tire manufacture should allow sufficient elevation during tire construction and in the vulcanization mold so that the tire can be precisely formed.
  • the reinforcements of the carcass should have a high maximum tensile force and a high elongation at break in order to increase the durability of the tire and have improved durability with regard to forced stretching, such as can occur when driving through a pothole.
  • the belt bandage serves to prevent the tire from being raised by the centrifugal forces that occur during ferry operation, particularly during high-speed operation.
  • the reinforcements of the at least one bandage layer of the belt bandage run approximately in the circumferential direction.
  • the at least one bandage layer of the belt bandage is applied during tire production in the form of layers, strips or individual reinforcements with reinforcements embedded in an unvulcanized rubber mixture, which are wound or spooled onto the belt.
  • the reinforcements of the belt bandage should allow sufficient elevation during the cambering and in the vulcanization mold during tire production so that the tire can be precisely formed, and they should ensure good high-speed suitability after the tire has been completed in ferry operation.
  • the reinforcements should have a breaking elongation that is sufficient for tire production and should be able to withstand up to a Stretch to a level of approximately 3% to 4% using moderate force, and beyond a higher level only using very high force.
  • the belt usually has at least two belt layers that are arranged at an angle to each other.
  • the belt improves the rigidity of the tread in the longitudinal and transverse directions. This serves to transfer power when driving, improves lateral guidance and reduces tire wear.
  • EP3254870 A1 and EP3254871 A1 each disclose a reinforcement layer of the belt bandage, the strength member of which has at least one multifilament yarn made of polyamide 6.6, the raw yarn made of polyamide 6.6 having a fineness-related strength which, at an elongation of 4%, is in a range from 1.35 cN/dtex to 1.60 cN/dtex, the strength member having a fineness-related strength which, at an elongation of 4%, is in an advantageous range.
  • the comparatively thin reinforcement layers have an elastic modulus which is advantageous for use in the belt bandage and are more fatigue-resistant in terms of alternating compressive and bending stresses.
  • EP 3544826 A1 discloses belt layers comprising steel monofilaments with a tensile strength of 3080 N/mm 2 to 4190 N/mm 2 as reinforcements.
  • DE10 2019 218 723 A1 discloses a belt layer comprising steel cords of Construction 1 +2 made of three steel filaments with a tensile strength of 3000 N/mm 2 to 4000 N/mm 2 of the same diameter.
  • the development is moving towards further improving the environmental friendliness, in particular the rolling resistance, of rubber products by optimizing the reinforcement layer(s) of a component of the rubber product.
  • the reinforcement layer(s) of a component of the rubber product By specifically reducing the fineness or diameter of the strength members of a reinforcement layer, the associated reduction in the thickness of the reinforcement layer can reduce energy consumption when the tire component is deformed during operation of the tire.
  • optimization of the reinforcement layer comes at the expense of other properties, such as the robustness of the component.
  • the interaction of the individual optimized components in particularly stressed areas of the tire must also be taken into account. This applies, for example, to the head area, in which the reinforcement layers of different components, in particular the carcass, the belt and the belt bandage, interact.
  • the robustness of the entire tire should also be ensured against special stresses, such as those that can arise from improper use, such as driving with insufficient air pressure or overloading.
  • the pneumatic vehicle tire according to the invention is characterized in that the multifilament yarn made of PA 6.6 has a fineness of 100 dtex to 1500 dtex, that a raw yarn made of PA 6.6 of the multifilament yarn made of PA 6.6 has a fineness-related maximum tensile force of greater than 87 cN/tex, determined according to ASTM D885, and a hot shrinkage of greater than 6%, determined at 180°C under a pre-tension of 0.05 cN/dtex and an exposure time of two minutes.
  • the pneumatic vehicle tire according to the invention is further characterized in that the multifilament yarn made of rayon has a fineness of 150 dtex to 1400 dtex and that a raw yarn made of rayon of the multifilament yarn made of rayon has a fineness-related maximum tensile force in a range of > 45 cN/tex to ⁇ 55 cN/tex, determined according to ASTM D885.
  • the pneumatic vehicle tire according to the invention is further characterized in that the steel monofilament has a tensile strength of 3000 N/mm A 2 to 4100 N/mm A 2, determined according to ASTM D2969, and a carbon content of 0.79 wt.% to 1.10 wt.%.
  • Raw yarn means a multifilament yarn which is spun without any twist and is therefore not yet hot-stretched and impregnated.
  • a "textile reinforcement” means a reinforcement made of one, two or more multifilament yarns made of a textile material, such as PA 6.6 or rayon, whereby the multifilament yarn or yarns have already undergone the process of hot stretching including impregnation and twisting.
  • the two or more multifilament yarns can be twisted together to form a cord.
  • Characteristics of the reinforcement members can be determined before embedding the reinforcement members in the respective reinforcement layer.
  • the force-elongation data for determining the fineness-related maximum tensile strength of the raw yarns or the textile reinforcements as well as the fineness-related strength at 4% elongation of the raw yarns or the textile reinforcements are each determined in accordance with ASTM D885.
  • the hot shrinkage of the raw yarns or the textile reinforcements is determined at 180 °C under pre-tension with an exposure time of two minutes.
  • the pre-tension is 0.05 cN/dtex.
  • the tensile strength of the steel monofilaments is determined according to ASTM D2969.
  • the reinforcements of the at least one bandage layer and the at least one carcass layer as well as the at least one belt layer through the high-strength design of the raw yarns or the steel monofilaments as well as the shrinkage behavior of the raw yarns made of PA 6.6 adapted to the requirements of the bandage layer and the shrinkage behavior of the raw yarns made of rayon adapted to the requirements of the carcass layer, still enable the tire to be sufficiently robust against special stresses, such as improper use, even when the individual reinforcements are comparatively thin.
  • the reinforcement layers mentioned can be arranged overlapping one another in the radial direction.
  • the high-strength design of the reinforcements of the bandage layer, the carcass layer and the belt layer enables the comparatively thin combination of reinforcement layers to improve rolling resistance while at the same time ensuring sufficient robustness.
  • the reinforcement layers of the components can thus be made comparatively thin, which enables a further reduction in the rolling resistance of the pneumatic vehicle tire.
  • the reinforcement layers still meet the special requirements of the respective components of the carcass, belt or belt bandage of the pneumatic vehicle tire and, in combination, enable a tire with sufficient robustness against special stresses such as improper use of the pneumatic vehicle tire.
  • the raw yarn made of PA 6.6 has a fineness-related strength which, at an elongation of 4%, lies in a range of 13.5 cN/tex to 16.0 cN/tex.
  • the textile reinforcements of the bandage layer thus have a comparatively high modulus of elasticity for PA 6.6 at an elongation of 4% and at the same time an advantageous fatigue resistance in terms of alternating pressure and bending stresses. This means that the elongation required for tire production is still maintained up to approx. 3%, while higher forces must be applied at higher elongations, which is advantageous for high-speed operation of the tire.
  • the textile reinforcements of the bandage layer are each designed as a first bandage reinforcement, wherein the first bandage reinforcements are each formed from exactly one of the multifilament yarns made of PA 6.6 and have a fineness-related strength which, at an elongation of 4%, lies in a range of 20.5 cN/tex to 28.0 cN/tex, and have a twist factor a' of the twist of the multifilament yarn made of PA 6.6 of 30 to 40.
  • the bandage layer can be made particularly thin, the durability and robustness of the tire are sufficiently guaranteed.
  • the pneumatic vehicle tire designed in this way is lightweight and has advantageous rolling resistance.
  • the twist factor a' of the twist of a multifilament yarn is defined as (twist of the multifilament yarn [t/m]) ⁇ (fineness of the multifilament yarn [tex]/ 1000) 1/2 .
  • the twist factor a' is a measure of the twist per meter of the multifilament yarn, related to the total fineness of the multifilament yarn.
  • twist factor a' of the multifilament yarn made of PA 6.6 of the first bandage strength member is in a range of 30 to 40.
  • This twist factor a' represents an advantageous compromise in terms of fatigue resistance and strength.
  • a lower twist factor a' would be disadvantageous in terms of fatigue resistance, a higher twist factor would mean a lower strength of the textile strength member.
  • the first bandage strength carrier is made from exactly one of the multifilament yarns made of PA 6.6 and thus has the construction PA 6.6 x1. It is useful if the multifilament yarn made of PA 6.6 has a fineness of 700 dtex.
  • the textile strength members of the bandage layer are each designed as second bandage strength members, wherein the second bandage strength members are each designed as cord of construction PA 6.6 x 2 and have a fineness-related maximum tensile force of more than 74 cN/tex, a fineness-related strength which, at an elongation of 4%, is in a range from 12 cN/tex to 20 cN/tex, a hot shrinkage of 4.0% to 7.0%, determined at 180 °C under a pre-tension of 0.05 cN/dtex with an exposure time of two minutes, and a twist factor a of the final twist of the cord of 100 to 250.
  • the use of such high-strength reinforcements enables comparatively thin reinforcement layers.
  • Such a tire is characterized by low weight and thus advantageous rolling resistance while at the same time being sufficiently durable and robust.
  • the twist factor a of the end twist of a cord is defined as (twist of the end twist [t/m]) ⁇ (fineness of the cord [tex]/ 1000) 1/2 .
  • the twist factor a is a measure of the twist per meter of the cord, related to the total fineness of the cord.
  • twist factor a of the end twist of this cord of the PA 6.6 x2 construction of the second bandage strength member is in a range of 100 to 250.
  • This twist factor represents an advantageous compromise in terms of fatigue resistance and strength.
  • a lower twist factor would be disadvantageous in terms of fatigue resistance, a higher twist factor would mean a lower strength of the cord.
  • the second bandage strength carrier is designed as a cord of construction PA 6.6 x2 and is therefore made of exactly two of the multifilament yarns made of PA 6.6, which are twisted together to form the cord. It is useful if the two multifilament yarns made of PA 6.6 each have a fineness of 470 dtex or 700 dtex.
  • the raw yarn made of rayon has a fineness-related strength which, at an elongation of 4%, is in a range of 20 cN/tex to 30 cN/tex according to ASTM D885.
  • Such a tire is characterized by its low weight and thus advantageous rolling resistance while at the same time being sufficiently durable and robust.
  • the textile reinforcements of the carcass ply are designed as first carcass reinforcements, wherein the first carcass reinforcements are each designed as cord of the Rayon x 2 construction.
  • the first carcass reinforcements have a fineness-related maximum tensile force of more than 45 cN/tex, a fineness-related strength which, at an elongation of 4%, is in a range of 18 cN/tex to 35 cN/tex according to ASTM D885 and a twist factor a of the final twist of 200 to 300.
  • the first carcass reinforcements are characterized by their high-strength properties. Such a tire is characterized by low weight and thus advantageous rolling resistance while at the same time being sufficiently durable and robust.
  • twist factor a of the final twist of this cord of the Rayon x 2 construction is in a range of 150 to 250.
  • This twist factor represents an advantageous compromise in terms of fatigue resistance and strength.
  • a lower twist factor would be disadvantageous in terms of fatigue resistance, a higher twist factor would mean a lower strength of the cord.
  • the first carcass strength member is designed as a cord with a Rayon x2 construction and is therefore made from exactly two of the multifilament rayon yarns, which are twisted together to form the cord. It is useful if the two multifilament rayon yarns each have a fineness of 620 dtex or 1220 dtex.
  • the textile reinforcements of the bandage layer are designed as first bandage reinforcements of the PA 6.6 x 1 construction and the textile reinforcements of the carcass layer are designed as first carcass reinforcements of the Rayon x 2 construction.
  • the textile reinforcements of the bandage layer are designed as second bandage reinforcements of the PA 6.6 x 2 construction and the textile reinforcements of the carcass layer are designed as first carcass reinforcements of the Rayon x 2 construction.
  • the multifilament yarn made of PA 6.6 has a fineness of 450 dtex to 750 dtex, preferably 470 dtex to 700 dtex. Such a fineness of the multifilament yarn made of PA 6.6 has proven particularly useful for use in the tire according to the invention.
  • the multifilament yarn made of rayon has a fineness of 600 dtex to 1250 dtex, preferably 620 dtex to 1220 dtex.
  • Such a fineness of the multifilament yarn made of rayon has proven particularly suitable for use in the tire according to the invention.
  • the strength members of the belt layer are designed as first belt strength members, that the first belt strength members are each formed from exactly one of the steel monofilaments, that the steel monofilament has a tensile strength of 3400 N/mm A 2 to 4100 N/mm A 2 and that the belt layer has a strength of in particular 30 kN/dm to 50 kN/dm.
  • Such a tire is characterized by its low weight and thus advantageous rolling resistance while at the same time being sufficiently durable and robust.
  • the steel monofilament preferably has a diameter of 0.33 mm to 0.40 mm, particularly preferably 0.33 mm, 0.35 mm or 0.40 mm.
  • the strength members of the belt layer are designed as second belt strength members, that the second belt strength members are each formed from two or more of the steel monofilaments, preferably forming the construction x2 or 1 +2 or 1 +3, particularly preferably forming the construction x2 or 1 +2, that the steel monofilaments have a tensile strength of 3000 N/mm A 2 to 4000 N/mm A 2 and that the belt layer has a strength of in particular 30 kN/dm to 75 kN/dm.
  • Such a tire is characterized by its low weight and thus advantageous rolling resistance while at the same time being sufficiently durable and robust.
  • the second belt strength members are formed from several, preferably two or three, steel monofilaments.
  • the strength members of the belt layer preferably have the construction x2 or 1 +2 or 1 +3, particularly preferably the construction x2 or 1 +2.
  • the belt layer with the second belt strength members as strength members has a strength of 30 kN/dm to 75 kN/dm.
  • the steel monofilaments of the second belt strength members have diameters of 0.20 mm to 0.30 mm.
  • the strength members of construction 1 +2 have a diameter of the steel monofilaments of 0.29 mm.
  • the steel monofilament has a diameter of 0.20 mm to 0.42 mm, preferably from 0.20 mm to 0.30 mm or from 0.33 mm to 0.40 mm.
  • a diameter of 0.20 mm to 0.42 mm has proven particularly suitable for use in the tire according to the invention.
  • a diameter of 0.33 mm to 0.42 mm, preferably 0.35 mm to 0.40 mm, has proven to be particularly suitable.
  • a diameter of 0.20 mm to 0.30 mm, preferably 0.29 mm has proven to be particularly suitable.
  • PA 6.6 is formed entirely or partially from bio-based PA 6.6.
  • bio-based polymer means a polymer which is composed entirely or at least partially of monomers whose starting monomers were obtained directly from biomass.
  • the polymer can be made entirely from monomers from biomass, i.e. within the scope of the invention, 100% by weight of the starting monomers were obtained directly from biomass.
  • the pneumatic vehicle tire according to the invention is optimized particularly in terms of sustainability while at the same time having very good properties.
  • the polymer can also be produced only partially from monomers from biomass, especially if some of the monomers on which the polymer is based are not accessible via biomass.
  • "at least partially produced from biomass” means that more than 0% by weight of the starting monomers were obtained directly from biomass.
  • the pneumatic vehicle tire according to the invention is optimized with regard to the flexibility and sustainability required depending on the availability of starting materials, while at the same time having very good properties.
  • the proportion of bio-based materials i.e. the proportion of renewable raw materials in the polymer, can be determined according to ASTM D 6866 (C-14 method).
  • PA 6.6 can also be made from non-bio-based PA 6.6, i.e. within the scope of the invention, none of the starting monomers of the respective polymer were obtained directly from biomass. It can be conventional, in particular petroleum-based, PA 6.6.
  • PA 6.6 is formed entirely or partially from recycled PA 6.6.
  • the term "recycled PA 6.6” means a PA 6.6 which was obtained by at least one recycling process.
  • the recycling process can be any recycling process known to the person skilled in the art, such as in particular chemical and/or mechanical recycling.
  • the raw materials used for recycling are mainly bottles, clothing and yarn waste.
  • mechanical recycling processes also include temperature treatments, such as remelting.
  • chemical recycling is any type of chemical processing of waste and subsequent recovery of products or raw materials from it. This can also mean complete chemical degeneration into molecules in which the material source, i.e. the chemical nature of the waste, is no longer immediately recognizable, and a subsequent synthesis from these molecules to polymers, which are then used as recycled polymers in the respective multifilament yarn.
  • industrial yarn waste can also be recycled and used as material for textile reinforcement, as is particularly the case with PA 6.6.
  • chemical and/or mechanical recycling is advisable.
  • the dip can be an RFL dip (resorcinol-formaldehyde latex) known in the art or an environmentally and health-friendly RFL-free alternative, as described, for example, in DE 102014211362 A1, WO 2019015792 A1, EP 3702521 A1, EP 3702522 A1 or EP 3702523 A1.
  • the carcass of the pneumatic vehicle tire has one or more carcass layers according to the invention.
  • a particularly simple carcass is provided when all reinforcing layers of the carcass are designed as a carcass layer according to the invention.
  • the carcass is preferably single-layered and formed by exactly one carcass layer according to the invention.
  • the belt bandage of the pneumatic vehicle tire has one or more bandage layers according to the invention.
  • a particularly simple belt bandage is provided if all reinforcing layers of the belt bandage are designed as bandage layers according to the invention.
  • the belt bandage is preferably single-layered and formed by exactly one bandage layer according to the invention.
  • the belt of the pneumatic vehicle tire has one, two or more belt layers according to the invention.
  • the belt preferably has two belt layers according to the invention, the reinforcements of which are arranged so as to cross at an angle and with stiffening in the opposite direction to the circumferential direction.
  • a particularly A simple belt is given when all reinforcement layers of the belt are designed as belt layers according to the invention.
  • the manufacture of the pneumatic vehicle tire is carried out in particular in a manner known to the person skilled in the art using devices known to the person skilled in the art.
  • an unvulcanized blank of an unvulcanized vehicle tire having the reinforcing layers according to the invention is first provided by placing the corresponding components, which comprise unvulcanized rubber mixtures, on top of one another. The blank is then vulcanized.
  • the pneumatic vehicle tire according to the invention is preferably a tire for a passenger car or a van or a light truck. It is preferably a tire of radial design.
  • the invention encompasses all advantageous embodiments which are reflected, among other things, in the patent claims.
  • the invention also encompasses embodiments which result from the combination of different features with different degrees of preference for these features, so that a combination of a first feature referred to as "preferred” with another feature referred to as “particularly preferred", for example, is also covered by the invention.
  • the two pneumatic vehicle tires designed according to the invention in particular of radial design, have a carcass formed from a carcass ply, a belt arranged radially outside the carcass and formed from two belt plies, and a belt resting on the belt from the radial outside by at least one Bandage layer formed belt bandage, which covers at least the belt edges.
  • the carcass layer, the belt layers and the bandage layer each have strength members which are embedded in rubber material within the respective layer, arranged parallel and spaced from one another, wherein the strength members of the bandage layer are textile strength members, each formed from at least one multifilament yarn made of polyamide 6.6 (PA 6.6), wherein the strength members of the carcass layer are textile strength members, each formed from at least one multifilament yarn made of rayon, and wherein the strength members of the belt layers are each formed from at least one steel monofilament.
  • PA 6.6 polyamide 6.6
  • the strength members of the two belt layers cross at an angle and are arranged with stiffening in the opposite direction to the circumferential direction.
  • the two pneumatic vehicle tires according to the invention have the following strength members in their reinforcement layers (in the order bandage layer, carcass layer, belt layer):
  • First vehicle pneumatic tire PA6.6 700x1, Rayon 620x2, Steel 1x0.35
  • Second vehicle pneumatic tire PA6.6470x2, Rayon 1220x2, Steel 1 +2x0.29
  • the textile reinforcements of the bandage layer of the two pneumatic vehicle tires are characterized by the fact that the multifilament yarn made of PA 6.6 has a fineness of 100 dtex to 1500 dtex, that the raw yarn made of PA 6.6 of the multifilament yarn made of PA 6.6 has a fineness-related maximum tensile force of greater than 87 cN/tex, determined according to ASTM D885, and a hot shrinkage of greater than 6%, determined at 180°C under a pre-tension of 0.05 cN/dtex with an exposure time of two minutes.
  • the raw yarn made of PA 6.6 has a fineness-related strength which, at an elongation of 4%, is in a range of 13.5 cN/tex to 16.0 cN/tex.
  • the textile reinforcements of the carcass ply of the two pneumatic vehicle tires are characterized by the fact that the multifilament yarn made of rayon has a fineness from 150 dtex to 1400 dtex and that the raw rayon yarn of the multifilament rayon yarn has a fineness-related maximum tensile strength in a range of > 45 cN/tex to ⁇ 55 cN/tex, determined in accordance with ASTM D885. Furthermore, the raw rayon yarn of the multifilament rayon yarn has a fineness-related strength which, at an elongation of 4%, is in a range of 20 cN/tex to 30 cN/tex in accordance with ASTM D885.
  • the strength members of the belt layers of the two pneumatic vehicle tires are characterized by the fact that the steel monofilament has a tensile strength of 3000 N/mm A 2 to 4100 N/mm A 2, determined according to ASTM D2969, and a carbon content of 0.79 wt.% to 0.95 wt.%.
  • the first pneumatic vehicle tire according to the invention in particular of radial design, is characterized with regard to the bandage layer in that the textile reinforcements of the bandage layer according to the invention are designed as first bandage reinforcements from exactly one of the multifilament yarns made of PA 6.6.
  • the multifilament yarn made of PA 6.6 has a fineness of 700 dtex.
  • the first bandage reinforcements have a fineness-related strength which, at an elongation of 4%, is in a range of 20.5 cN/tex to 28.0 cN/tex, and a twist factor a' of the twist of the multifilament yarn made of PA 6.6 of 30 to 40.
  • the first pneumatic vehicle tire according to the invention is characterized with regard to the carcass ply in that the textile reinforcements of the carcass ply according to the invention are each designed as first carcass reinforcements. They have the Rayon x2 construction, with the multifilament yarns made of rayon having a fineness of 620 dtex.
  • the first carcass reinforcements have a fineness-related maximum tensile force of greater than 45 cN/tex, a fineness-related strength which, at an elongation of 4%, is 18 cN/tex to 35 cN/tex according to ASTM D885 and a twist factor a of the final twist of 200 to 300.
  • the first pneumatic vehicle tire according to the invention is characterized with regard to the belt layers in that the strength members of the belt layers are each formed from three of the steel monofilaments and have the construction 1 + 2.
  • the steel monofilaments have a diameter of 0.29 mm and a tensile strength of 3593 N/mm A 2.
  • the belt layer has a strength of 64 kN/dm.
  • the second pneumatic vehicle tire according to the invention is characterized with regard to the bandage layer in that the reinforcements of the bandage layer according to the invention are designed as second bandage reinforcements. They have the construction PA 6.6 x2, whereby the multifilament yarns made of PA 6.6 have a fineness of 470 dtex.
  • the second bandage reinforcements have a fineness-related maximum tensile force of more than 74 cN/tex, a fineness-related strength which is 12 cN/tex to 20 cN/tex at an elongation of 4%, a hot shrinkage of 4.0% to 7.0%, determined at 180 °C under a pre-tension of 0.05 cN/dtex with an exposure time of two minutes, and a twist factor a of the final twist of the cord of 100 to 250.
  • the second pneumatic vehicle tire according to the invention is characterized with regard to the carcass ply in that the textile reinforcements of the carcass ply according to the invention are each designed as first carcass reinforcements. They have the Rayon x2 construction, with the multifilament yarns made of rayon having a fineness of 1220 dtex.
  • the first carcass reinforcements have a fineness-related maximum tensile force of greater than 45 cN/tex, a fineness-related strength which is 18 cN/tex to 35 cN/tex according to ASTM D885 at an elongation of 4% and a twist factor a of the final twist of 200 to 300.
  • the second pneumatic vehicle tire according to the invention is further characterized with regard to the belt layers in that the strength members of the belt layers are each formed from exactly one of the steel monofilaments, that the steel Monofilament has a diameter of 0.35 mm and a tensile strength of 3742 N/mm A 2 and that the belt layer has a strength of 34 kN/dm. It has been shown that the two pneumatic vehicle tires designed according to the invention still have sufficient robustness against special stresses despite the comparatively low use of materials due to the combination of high-strength materials in the reinforcement layers of the carcass, the belt bandage and the belt. At the same time, the rolling resistance is further improved due to the comparatively low use of materials.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne des pneumatiques de véhicule, caractérisé en ce qu'un renfort de pneumatique contient un fil multifilament en PA 6,6, qui présente une finesse de 100 dtex à 1500 dtex, en ce que le fil brut en PA 6,6 du fil multifilament en PA 6,6 présente une résistance à la traction maximale liée à la finesse supérieure à 87 cN/tex et un retrait à chaud supérieur à 6 %, déterminé à 180 °C sous une précontrainte de 0,05 cN/dtex avec un temps d'exposition de deux minutes, en ce qu'un renfort de carcasse contient un fil multifilament de rayonne ayant une finesse de 150 dtex à 1400 dtex, en ce que le fil brut en rayonne du fil multifilament en rayonne a une résistance à la traction maximale liée à la finesse dans une plage de ≥ 45 cN/tex à ≤ 55 cN/tex, et en ce qu'un renfort de ceinture contient un monofilament d'acier ayant une résistance à la traction de 3000 N/mm^2 à 4100 N/mm^2 et une teneur en carbone de 0,79 % en poids à 1,10 % en poids. Un tel pneu de véhicule avec une meilleure convivialité environnementale est encore suffisamment robuste pour résister à des contraintes particulières, telles qu'une utilisation incorrecte.
PCT/DE2023/200237 2022-12-12 2023-11-29 Pneumatiques de véhicule à couches de renforcement WO2024125730A1 (fr)

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DE102022213462.1A DE102022213462A1 (de) 2022-12-12 2022-12-12 Fahrzeugluftreifen aufweisend Verstärkungslagen
DE102022213462.1 2022-12-12

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Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0790143A1 (fr) * 1996-02-15 1997-08-20 Sumitomo Rubber Industries Limited Bandage pneumatique radial
EP2002995A2 (fr) * 2006-03-23 2008-12-17 Bridgestone Corporation Pneumatique de securite
EP2759624A1 (fr) 2013-01-29 2014-07-30 Continental Reifen Deutschland GmbH Position de renforcement pour objets composés de matériau élastomère, de préférence pour pneus de véhicule et pneus de véhicule
DE102014211362A1 (de) 2014-06-13 2015-12-17 Carl Zeiss Smt Gmbh Verfahren und Vorrichtung zum Analysieren eines optischen Elements für den EUV - Wellenlängenbereich
EP3254871A1 (fr) 2016-06-09 2017-12-13 Continental Reifen Deutschland GmbH Position de renforcement pour objets composes de materiau elastomere, de preference pour pneus de vehicule et pneus de vehicule en tant que tels
EP3254870A1 (fr) 2016-06-09 2017-12-13 Continental Reifen Deutschland GmbH Position de renforcement pour objets composes de materiau elastomere, de preference pour pneus de vehicule et pneus de vehicule en tant que tels
WO2018202980A1 (fr) * 2017-05-05 2018-11-08 Compagnie Generale Des Etablissements Michelin Pneumatique pour véhicule
WO2019015792A1 (fr) 2017-07-20 2019-01-24 Continental Reifen Deutschland Gmbh Procédé pour la fabrication d'un pneu de véhicule et pneu de véhicule fabriqué selon le procédé et utilisation de supports de renfort traités
EP3544826A1 (fr) 2016-11-25 2019-10-02 Continental Reifen Deutschland GmbH Pneu pour véhicule pourvu d'une nappe d'armature possédant des monofilaments en acier
EP3702521A1 (fr) 2019-03-01 2020-09-02 Continental Reifen Deutschland GmbH Composition aqueuse de trempage
EP3702523A1 (fr) 2019-03-01 2020-09-02 Continental Reifen Deutschland GmbH Composition aqueuse de trempage
EP3702522A1 (fr) 2019-03-01 2020-09-02 Continental Reifen Deutschland GmbH Composition aqueuse de trempage
DE102019218723A1 (de) 2019-12-02 2021-06-02 Continental Reifen Deutschland Gmbh Stahlkord und Fahrzeugluftreifen mit einem derartigen Stahlkord in zumindest einer Gürtellage
WO2021260996A1 (fr) * 2020-06-25 2021-12-30 横浜ゴム株式会社 Pneu
WO2022123948A1 (fr) * 2020-12-07 2022-06-16 横浜ゴム株式会社 Pneumatique

Patent Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0790143A1 (fr) * 1996-02-15 1997-08-20 Sumitomo Rubber Industries Limited Bandage pneumatique radial
EP2002995A2 (fr) * 2006-03-23 2008-12-17 Bridgestone Corporation Pneumatique de securite
EP2759624A1 (fr) 2013-01-29 2014-07-30 Continental Reifen Deutschland GmbH Position de renforcement pour objets composés de matériau élastomère, de préférence pour pneus de véhicule et pneus de véhicule
DE102014211362A1 (de) 2014-06-13 2015-12-17 Carl Zeiss Smt Gmbh Verfahren und Vorrichtung zum Analysieren eines optischen Elements für den EUV - Wellenlängenbereich
EP3254871A1 (fr) 2016-06-09 2017-12-13 Continental Reifen Deutschland GmbH Position de renforcement pour objets composes de materiau elastomere, de preference pour pneus de vehicule et pneus de vehicule en tant que tels
EP3254870A1 (fr) 2016-06-09 2017-12-13 Continental Reifen Deutschland GmbH Position de renforcement pour objets composes de materiau elastomere, de preference pour pneus de vehicule et pneus de vehicule en tant que tels
EP3544826A1 (fr) 2016-11-25 2019-10-02 Continental Reifen Deutschland GmbH Pneu pour véhicule pourvu d'une nappe d'armature possédant des monofilaments en acier
WO2018202980A1 (fr) * 2017-05-05 2018-11-08 Compagnie Generale Des Etablissements Michelin Pneumatique pour véhicule
WO2019015792A1 (fr) 2017-07-20 2019-01-24 Continental Reifen Deutschland Gmbh Procédé pour la fabrication d'un pneu de véhicule et pneu de véhicule fabriqué selon le procédé et utilisation de supports de renfort traités
EP3702521A1 (fr) 2019-03-01 2020-09-02 Continental Reifen Deutschland GmbH Composition aqueuse de trempage
EP3702523A1 (fr) 2019-03-01 2020-09-02 Continental Reifen Deutschland GmbH Composition aqueuse de trempage
EP3702522A1 (fr) 2019-03-01 2020-09-02 Continental Reifen Deutschland GmbH Composition aqueuse de trempage
DE102019218723A1 (de) 2019-12-02 2021-06-02 Continental Reifen Deutschland Gmbh Stahlkord und Fahrzeugluftreifen mit einem derartigen Stahlkord in zumindest einer Gürtellage
WO2021260996A1 (fr) * 2020-06-25 2021-12-30 横浜ゴム株式会社 Pneu
WO2022123948A1 (fr) * 2020-12-07 2022-06-16 横浜ゴム株式会社 Pneumatique

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