Tire for wheels of heavy haulers

FIELD: transport.

SUBSTANCE: proposed tire comprises carcass including at least one carcass ply (101), breaker (105) arranged radially outward relative to said carcass. Said breaker comprises the following components: First breaker ply (105a) and second breaker ply (105b). Every of said plies comprises reinforcing cords crossing at the angle to 10-40 degrees. Third breaker ply (105c) includes cords arranged at 10-70 degrees and tread strip (106). It includes at least two inserts (104) arranged between appropriate axial edges of said breaker (105) and said tread strip (106). Every said insert includes first part (104a) converging in equatorial plane of the tire. Every said insert is made of first vulcanised elastomer including diene polymer and definite amount of reinforcing filler. Said reinforcing filler contains at least 70% of silicon dioxide.

EFFECT: higher rolling resistance.

15 cl, 2 dwg, 5 tbl

 

The technical FIELD

The present invention relates to a tire for wheels of heavy vehicles such as trucks, buses, trailers, and in General to vehicles in which the tire is subjected to a large load.

The LEVEL of TECHNOLOGY

In the General case, the lid typically includes the design of the frame, having side edges, respectively, related to the structures of the Board, usually consisting, each, of at least one bead wire and at least one filling the AC side.

With the design of the frame in a radially external position involves the design of the breaker, comprising one or more layers of the breaker.

In a radially external position with respect to the design of the breaker impose protective canvas.

On the lateral surface of the framing also impose the corresponding sidewall, each of them is from one of the side edges of the tread canvases up to the design Board.

The tread surface of a tire typically includes a Central annular part located on either side of the Equatorial plane of the tire, and two annular shoulder portion located on axially opposite sides with respect to the above-mentioned Central ring portion and the division of the data from the last corresponding circumferential grooves.

Protective canvas may also include a set of grooves and/or slit-like grooves arranged circumferentially and transversely to determine the tread pattern, which is so formed parts, separated from each other by grooves.

The terms "slots" and "slit-like grooves are understood as denoting the grooves formed in the tread canvas tyre, with slit-like grooves have a width smaller than the width of the slots.

Part of the sacrificial blade, separated by grooves and/or slit-like grooves include a contact surface that is designed to enter into contact with the road surface (field engagement during movement rolling, and side surfaces that define the grooves and/or slit-like grooves. The intersection between each side surface and the contact surface forms a flange which facilitates contact of the tires with the road surface.

To tread the canvas transverse grooves and/or slit-like grooves assist in the formation of the grip and the initial thrust created by the front surfaces of engagement, defined tread on the canvas. Data transverse grooves and/or slit-like grooves also help to ensure lateral water flow in case of a wet road surface.

On the other hand, circumferential grooves, which are Bo is its large size, affect the behavior of the tires in terms of handling and lateral stability. Circumferential grooves also affect the exclusion of water in the longitudinal direction with field gear tires during travel on a wet road surface, which reduces the risk of aquaplaning.

Usually, among the parts of the sacrificial pattern circumferential grooves define a set of circumferential elements, which are called "edges", and which can be divided into blocks transverse slit-like grooves or slots.

In the publication EP 1988120 A1 discusses the problem of the supply of a tire tread canvas "two-layer" type, which makes possible the reduction of fuel consumption in the future, but at the same time improves the rolling resistance, the ability of the vehicle to hold the commanded direction of motion and strength of the elastomeric material while achieving favorable results in comparison with what occurs for tires, obtained using the composition of the tread or the underlying layer containing mainly the materials produced from petroleum resources. The General problem addressed in the ER 1988120 A1 refers to the recently increased interest in protection of the environment in which the vehicle also play in the mportant role and further more serious regulations determining the emissions of CO2. In addition, due to limited oil resources in the observed decrease in supply from year to year, oil prices in the coming years is expected to increase. Therefore, the use of materials produced from oil resources, such as synthetic rubber and carbon black, is subject to limitations.

According to EP 1988120 A1, the solution to this problem is the tire having a tread canvas that has a two-layer structure and includes a radially inner layer or podproducer layer and a radially outer layer or treadmill tread. Podproducer layer is made using an elastomeric composition containing from 25 to 80 mass parts of silica per 100 mass parts of elastomer containing natural rubber, and the thickness of this pageprotection layer is in the range from 17% to 50% of the total thickness of the tread of the tires. According to EP 1988120 A1, in order not to increase the rolling resistance, not to have a negative impact on the processability and not to cause defects in the final product, the amount of silica is not more than 80 mass parts, and preferably not more than 75 mass is s parts, per 100 mass parts of the elastomer contained in the composition pageprotection layer. In turn, the elastomeric composition of the tread contains elastomer, silica, silane, carbon black and oil. According to EP 1988120 A1, the amount of silica in the tread should be preferably not less than 50 mass parts, more preferably 60 mass parts, per 100 mass parts of the elastomer contained in the composition of the tread. In fact, again according to EP 1988120 A1, if the amount of silicon dioxide, less than 50 mass parts, will have a tendency to deterioration of the abrasion resistance. As for the carbon black, in accordance with EP 1988120 A1, in order to minimize the adverse impact on the environment and prepare for the future, in case of shortage of supply of oil, it is preferable that its presence in the tread in a quantity not more than 5 mass parts per 100 mass parts of the elastomer contained in the composition of the tread.

If you specifically seek tires for wheels of heavy vehicles, they can be characterized depending on their intended use case. the particular the design of these tires are made with the ability to withstand huge loads, much larger in comparison with those that can withstand the tires of the wheels of cars.

In addition, usually these tires in the classification can be attributed to the categories of directional tires or tires all terrain. The first, which mostly are designed for installation on driven axles of heavy vehicles, are essentially continuous circumferential ribbing in the presence of, at most, a thin transverse slit-like grooves. The latter, which are designed to transmit tractive power of the vehicle ground, have fins, which are divided into blocks (or insert) to improve the adhesion forces and the initial thrust.

One additional category of tires for heavy vehicles is one that is designed for dump trucks with trailers, which must withstand enormous loads while holding a direction, attached to the engine block, and are not intended to ensure the adhesion forces and the initial thrust. Therefore, these tires can usually be compared (in terms of design) directional tires.

One problem that may arise with pok is ISEC for heavy vehicles is the appearance, in particular, in the vicinity of the edge zones of the construction of the breaker, separation of layers that make up the design of the breaker, and/or between the design of the breaker and the design of the frame that results in the inevitable zabrakovyvali tires due to unfitness for further use.

In addition, particularly in the shoulder region of the tire, which is typically exposed to a continuous small movements while sliding on the asphalt, may occur early deterioration that will result to possible uneven wear of the tread surface.

In international patent application WO 2006/066602 A1 of the applicant describes a tire for heavy vehicles comprising at least two inserts that are made when using a vulcanized elastomeric material and put in a radially external position with respect to the design of the breaker, in the vicinity of the axially external edges of this design of the breaker. Vulcanized elastomeric material characterized measured at 70°C dynamic modulus (E'), which is less than 7 MPa. As found by the applicant, this tire shows good characteristics as regards the structural continuity of the breaker, and uluchshenom and uniform tread wear.

In EP 1557294 A1 describes a tread for tires of heavy vehicles, produced using an elastomeric composition containing at least two different types of carbon black. The problem addressed in the ER 1557294 A1 relates to tires for heavy vehicles, including protectors with a relatively thick cross-section (5 cm or more), which usually undergo a significant increase in generated heat and a corresponding increase in the operating temperature during operation of the tire under the vehicle. In accordance with what is stated in EP 1557294 A1, the use of two different types of carbon black can improve the path of thermal conductivity for heat dissipation.

In JP 2004-161862 A describes an elastomeric composition for filling under the tread in tires for heavy vehicles. As explained in the publication JP 2004-161862, filling under the breaker is an element that is located between the edge of the tread and the carcass of the tire. The elastomeric composition of the fill under the breaker contains from 30 to 35 mass parts, per 100 mass parts of the elastomer component containing silicon dioxide inorganic reinforcing filler, characterized determined by BET method area UD is through the surface in the range from 110 to 180 m 2/, As stated, this arrangement solves the problem of deterioration caused by thermal fatigue, and reduce the physical properties of the vulcanized elastomer. According to JP 2004-161862 A, it is preferable that the amount of silicon dioxide would be greater than 5 mass parts per 100 mass parts of the elastomeric component, more preferably would be in the range from 10 to 35 mass parts, and even more preferably from 15 to 25 mass parts. In addition, preferably, the inorganic reinforcing filler in addition to the silicon dioxide must also contain carbon black in an amount not more than 25 mass parts per 100 mass parts of the elastomeric component, more preferably in the range from 5 to 20 mass parts, and more preferably, from 10 to 20 mass parts.

In EP 1780238 A1, inventor of which is the same as in JP 2004-161862 A, describes an elastomeric composition for filling under the breaker containing carbon black and resorcinol. According to EP 1780238 A1, the composition can exclude exothermic heating and deterioration of physical properties of rubber padding under the belt. As explained in EP 1780238 A1, the need for improving the life of tires and abrasion resistance of the tread with the local with the tendency to increase the width of the tread of the canvas indicates the presence of the urgent need for a radical improvement of the fatigue strength of the fill under the belt. Therefore, in regard to the filling under the belt, it is necessary to use a composition which has excellent properties in terms of hardness and elongation at break after aging, and the like, while maintaining the ability of the vehicle to hold the specified direction. According to EP 1780238 A1, the elastomeric composition described in JP 2004-161862 and containing A specific amount of silica and carbon black, was unable to sufficiently maintain the mechanical tensile properties in terms of aging.

SUMMARY of the INVENTION

For some time in the industrial sector of tires for heavy vehicles tended to the manufacture of tires, which at the same size have a greater width of the tread. This change occurred in order to meet the needs of users in the market, which, apparently, consider a tire with a wider tread, more reliable.

Indeed, as noted by the applicant, the greater tread width (in comparison with the tire of the same nominal size but with a smaller width of the tread) as a result results in improved behavior and better response tires while driving, as well as the more comfortable.

As well as can be expected, when using a wider protectors would have been an improvement in the number of kilometers traveled and the integrity of the tires due to the greater surface area of elastomeric material, which can be distributed forces and wear.

On the contrary, the applicant has unexpectedly been observed that the increase in the width of the tread for the same nominal size, in fact led to a significant increase in the number of cases where the integrity of the tires was not guaranteed even after a small number of kilometers traveled. In particular, the integrity of the tires was threatened by divisions in the marginal zones of the breaker, despite the presence of inserts between the edges of the breaker and tread canvas, such as those described in the aforementioned patent application WO 2006/066602 A1 of the same applicant.

The applicant was able to solve the above problem in the proposals tires for heavy vehicles containing the insert is sandwiched between the design of the breaker and tread canvas at least each edge design of the breaker and fabricated using an elastomeric composition containing a diene rubber and at least one reinforcing filler, where the reinforcing filler with the holding almost exclusively silicon dioxide.

In various tests, the applicant in fact has determined that these tires exhibit outstanding characteristics in terms of structural integrity and fatigue strength.

The applicant was also unexpectedly discovered that the tires that have the above box, containing almost exclusively silicon dioxide, during the movement of rolling achieve total operating temperature, which is significantly lesser in comparison with what occurs for the respective tires containing inserts made using other mixtures.

The data obtained, as will be shown in some examples in the following description of the invention, are of paramount importance. This is unexpected in the sense that this result is achieved essentially without modifying the overall design of the tires and, in addition, without equally significant reduction in the magnitude of the hysteresis characteristics of the above inserts, sandwiched between the edges of the design of the breaker and tread surface, in comparison with what occurs for inserts, already described in the aforementioned patent application WO 2006/066602 A1.

According to the applicant, without the desire to limit myself to only one particular interpretation, due to their lesser tendency to capabiltiy from elastomeric materials, forming the tire during rolling movement may be a correlation between significantly reduced operating temperature designed tires and improved structural integrity and also in the case of particularly wide protectors. In particular, as is, reduced operating temperature significantly reduces the probability of departments and divisions for the design of the breaker and tread paintings in the marginal zone of the structure of the breaker, where, apparently, carries the bulk of the stresses generated during the movement rolling.

As also noted by the applicant, the reduction of the working temperature, which can be achieved for tires according to the invention, the result also leads to improved characteristics of rolling resistance tires with a significant improvement and the number of kilometers traveled.

According to the applicant, in spite of getting this result on the basis of increasing the width of the protective sheet, the solution according to the present invention preferably may also be used to increase the thickness of the tread and/or, more generally, whenever it receives sacrificial material, containing a significant amount of the mixture. According to the applicant, in the alternative or combiner the cell variant, the solution according to the present invention can achieve significant advantages in the case of use for protective cloth mixtures which are particularly hysteresis or with technical carbon.

In accordance with the first aspect of the present invention relates to a tire for wheels of heavy vehicles.

The lid typically includes the construction of a skeleton containing at least one layer of the carcass. The carcass layer contains reinforcing cords. Edge mentioned layer are connected with the corresponding structures of the Board.

The lid also contains the design of the breaker, located in a radially outer position with respect to the design of the framework.

In one embodiment, the above-mentioned construction of the breaker in the radial direction from the outside contains:

at least the first layer of the breaker containing reinforcing cords located in accordance with the first direction forming a first angle with respect to the Equatorial plane of the tire;

at least the second layer of the breaker containing reinforcing cords located in accordance with the second direction forming a second angle with respect to the Equatorial plane of the tire, while the aforementioned second angle procureit mentioned first angle;

at least the third layer of the breaker containing reinforcing cords located in accordance with the third direction forming a third angle with respect to the Equatorial plane of the tire, with said third angle is at least 10° in absolute value.

The lid also contains a protective cloth, located in a radially outer position with respect to the design of the breaker.

Between the respective axial edges mentioned construction of the breaker and the above-mentioned protective cloth are also at least two insert.

Each of these inserts contain the first part, tapering towards the Equatorial plane of the above mentioned tires.

Each of these inserts also contains the second part, tapering in the direction of the axis of rotation of the said tyre.

Each of these inserts are also formed from the first vulcanized elastomeric material containing diene polymer and a certain amount of reinforcing filler.

This amount of reinforcing filler contains at least 70% silicon dioxide.

Preferably, the amount of reinforcing filler in the above-mentioned first elastomeric material contains at most 20% of carbon black.

The quantity of reinforcing, n is politely mentioned in the first vulcanized elastomeric material preferably is at least about 25 mass

In particular, the amount of reinforcing filler in the above-mentioned first vulcanized elastomeric material contains at least about 20 mass rubber silicon dioxide.

Mentioned protective fabric formed from the second vulcanized elastomeric material, usually containing diene polymer and a certain amount of reinforcing filler.

In one preferred embodiment, the amount of reinforcing filler in the above-mentioned second vulcanized elastomeric material contains at least 70% of carbon black.

In particular, the amount of reinforcing filler in said second elastomeric material preferably is at least about 40 wt. hours In one preferred embodiment, the second elastomeric material comprises at least about 35 wt. including carbon black.

Preferably, the insert can be located essentially symmetrically with respect to the Equatorial plane of the above mentioned tires.

Also, the inserts preferably have a thickness of not less than 10% of the thickness mentioned sacrificial blade. This thickness value refers to the result of measurement carried out in the radial direction of a tire on any axialen the x edges of the tread canvas in particular, in the part of the protective cloth, intended to enter into contact with the ground.

Even more preferably, the thickness of each of these inserts is in the range from 20% to 150% of the thickness mentioned sacrificial blade.

Two inserts can be connected to each other by means of a layer formed of the above-mentioned first vulcanized elastomeric material to form an axially continuous layer, radially sandwiched between the design of the breaker and the above-mentioned protective canvas.

In preferred embodiments, the implementation design of the breaker includes at least one pair of lateral strips containing reinforcing cords located essentially in a direction parallel to the Equatorial plane of the above mentioned tires. Each strip of the above-mentioned pair of side bands may be located at any appropriate axial edge of the mentioned design of the breaker.

In this embodiment, the insert can be, respectively, radially superimposed on said pair of side strips.

In this embodiment, the third layer mentioned construction of the breaker may be at least partially radially superimposed on said pair of side strips.

Tires for wheels of heavy vehicles should be the women contrasted to withstand large loads. Usually for this purpose, the reinforcing cord of a design framework and design of the breaker are metal reinforcing cords.

In one preferred embodiment, the first vulcanized elastomeric material obtained using the first elastomeric composition containing a derivative of N-alkylpyridine having General formula (I):

where R, R1, R2, R3, R4and R5being identical to each other or different from each other, represent a hydrogen atom or alkyl group1-C20or R and R1that are related to each other and form a cyclic structure comprising 5 or 6 carbon atoms, or R and R1,United with one another with formation of a double bond; and

where n is 1 or, if more than 1, represents the number of monomer units corresponding to the N-alkylpyridinium polymer.

In particular, the first elastomeric composition preferably may contain a certain amount referred derived N-alkylpyridine, opisyvayushchego formula (I), in the range from approximately 0.1 mass. 'clock to about 15 mass. hours, and preferably from about 1 wt o'clock to about 5 wt. PM

For the purposes of the present invention, the term "mass. h" indicates the mass of the part for the data component of the elastomeric composition per 100 parts of elastomeric polymer.

BRIEF DESCRIPTION of DRAWINGS

Additional features and advantages of the present invention will become more clear from the following further detailed description of several embodiments of the tire according to the present invention, shown with reference to the accompanying drawings.

In these drawings:

- Figure 1 shows a view in cross section of a tire according to the invention, in accordance with the first embodiment;

- Figure 2 shows a view in cross section of a tire according to the invention, in accordance with the second embodiment.

DETAILED DESCRIPTION of embodiments of the INVENTION

Figures 1 and 2 position 100 indicates generally a tire for a wheel of a vehicle according to the present invention, in particular, a tire intended for use on wheels of heavy vehicles.

The expression "heavy vehicle" is understood as indicating the vehicle category M2~M3, N1~N3 and O2~O4 defined in the publication "Consolidated Resolution of the Construction of Vehicles (R. E. 3) (1997)", Annex 7, pages 52-59, "Classification and definition of power-driven vehicles and trailers", such as lorries, trucks, tractors, buses, vans and other vehicles of this type.

Usually tires to the EU heavy-duty vehicles are required to provide support considerable weight, which usually indicate in the side of a tire and is expressed as the so-called "index of carrying capacity, which represents the maximum load that can withstand the tire inflated to nominal pressure (also specified in the side). For example, tires for wheels of heavy vehicles can usually be characterized by an index of capacity equal to at least 121 (as defined in the European technical standards organization for tire and rim - E.T.R.T.O.), which corresponds to the weight of 1450 kg This result in the appropriate choice of the design parameters of the tire, for example, in regard to the number of layers of the frame and/or the density of the cords in the layer or layers of the frame, and/or in regard to the number of layers in the design of the breaker and/or density of cords included in the construction layers of the breaker, and/or breaking load for cords and/or rubberized fabric used in the layer or layers of the frame and the layer structure of the breaker and the operating pressure, which in the case of this type of usage is typically greater than 4-5 bar. In addition, this type tires mounted on large rims, then there is usually at least 16-17 inch (406-432 mm) rims for tires intended to use the education on the trucks, and/or at least 17,5-22,5-inch (445-572 mm) rims designed for use on trucks.

For clarity, figure 1 and figure 2 show only the part of the tire 100, while the remaining part (not shown) is identical and located symmetrically with respect to the Equatorial plane x-x tires.

The lid 100 includes the construction of a skeleton containing at least one carcass layer 101, the side edges of which are connected with the corresponding structures of the Board. These structures Board include at least one bead wire 108 and side filler 107. In the drawings shown in figures 1 and 2, the carcass layer 101 and bead wire 108 is connected in the reverse reflection of the edges of the layers of the frame 101 around the bead wire 108 to obtain the so-called "reverse bend 101A layer.

Alternatively, conventional bead wire 108 may be replaced by a construction consisting of an annular inserts formed from rubberized elementary fibers in a spiral arrangement (not shown in figure 1 and 2). In this case, the carcass layer is not subjected to reverse bending of data around the ring inserts, but the connection is produced by means of fixing the edges of the layer of the frame between the same ring inserts (see, for example, patent application EP 928680 and EP 92802).

The layer 101 of the frame in General includes many of reinforcing elements arranged parallel to each other and having at least a partial coating layer made of vulcanized elastomeric material. Data reinforcing elements are typically metal cords, comprising a thread (usually made of steel)are related to each other and having a coating of a metal alloy (for example, copper/zinc, zinc/manganese, zinc/molybdenum/cobalt and/or the like). For some applications instead of metal cords you can use textile cords, for example, cords made of rayon, nylon and/or polyethylene terephthalate (PET).

The layer 101 of the frame usually refers to the radial type, that is, includes reinforcing members arranged essentially in the direction perpendicular to the district direction (in accordance with the radial planes of the tire 100, that is, the planes including the axis of rotation of the tire 100).

Bead wire 108 typically comprises metal strands and/or cords. In one preferred embodiment, bead wire 108 form a series wound coils of steel element, which has an essentially hexagonal cross-section. As mentioned above, the bead wire 108 is enclosed inside Board 111, the cat is who defined along the radially inner edge of the tire 100, so the tire comes into contact with the corresponding rim (not shown in figure 1 and 2). The space defined by the reverse bend 101A layer includes filling the cord Board 107, typically produced using a vulcanized elastomeric material.

In an axially external position relative to the reverse bend 101A layer will typically contain antiwear canvas 109 to protect the tire 100 in the area in which it comes into contact with the rim.

Around the bead wire 108 and filling cord Board 107 may be wound reinforcing layer 110 so as to at least partially surround them. In the axially inner and/or outer position with respect to the reverse bend 101A layer can be located other metal and/or textile reinforcing elements (not shown in figure 1 and 2). Around the circumference of the layer 101 of the frame impose structure 105 of the breaker. In the embodiment according to figures 1 and 2, the structure 105 of the breaker includes two layers 105A and 105b of the breaker, which are radially superimposed on each other (commonly known as "bearing breakers") and include a variety of reinforcing elements, typically metal cords. Data reinforcing elements being parallel to each other within each ply and are crossed with elements of the adjacent layer, forming an angle of inclination (protivopul is the author of the mark in two layers) with respect to the Equatorial plane of the tire 100 and typically having a width in the range from 10° to 40°, preferably, from 12° to 30°in absolute value. Reinforcing elements usually have a coating of vulcanized elastomeric material.

In the embodiment according to figures 1 and 2, the structure 105 of the breaker includes a lateral reinforcing strip 105d. Strip 105d may be radially superimposed on the second carrying belt 105b, on its axial edge. Sideband 105d includes many reinforcing elements, preferably characterized by high elongation metal cord, demonstrating the value of the relative elongation at break in the range from 3% to 10%, preferably from 3.5% to 7%. Data reinforcing elements have essentially in the circumferential direction, forming an angle of a few degrees (less than 5°) relative to a plane parallel to the Equatorial plane x-x of the tire 100. The reinforcing elements of the strip 105d usually have a coating of vulcanized elastomeric material.

A reinforcing strip 105d may be formed of one strip of elastomeric material incorporating reinforcing elements wound spirally at a radial overlap of turns on each other (for example, two turns with a complete revolution). Alternatively, the reinforcing strip 105d may be formed by a strip of elastomeric material having a width smaller than the width of the strip 105d includes reinforcing elements are wound in a spiral with the coils, axially adjacent to each other.

Furthermore, the design 105 breaker usually includes a third layer 105c of the breaker. This layer 105c of the breaker, which is usually known under the name of the breaker-reflector stones", is radially most outer layer structure 105 of the breaker and performs the function of a protective layer against the penetration of stones and/or fine gravel in the most internal layers of the design of the tire 100. In the embodiment according to figures 1 and 2, the layer 105c breaker-reflector stones radially superimposed on the second carrying belt 105b. This third layer 105c also includes reinforcing elements, typically metal cords. Data reinforcing elements have parallel to each other and inclined relative to the Equatorial plane of the tire 100 at an angle, typically greater than 10° (in absolute value). Preferably, this angle is in the range from 10° to 70°, and more preferably, from 12° to 40°. The reinforcing elements of the third layer 105c usually have a coating of vulcanized elastomeric material.

Preferably, the layers 105A and/or 105b and/or 105c and/or 105d of the breaker reinforcing cords have a density in the range of 30 cords/DM to 80 cords/DM, preferably from 40 cords/DM to 65 cord/inch

In the embodiment according to figures 1 and 2, the axial width of the structure 105 is of recker defines an axial width L 3the first layer 105A of the breaker, measured between its edges parallel to the axis of rotation of the tire 100. Preferably the maximum width 105 of the breaker is equal to at least 90% of the axial width of the tread of the blade 106. In addition, in the embodiment according to figures 1 and 2, the first layer 105A of the breaker has an axial width L3greater than the axial width L2the second layer 105b of the breaker. In other words, the axial edge of the second layer 105b of the breaker is placed in position axially inserted inside the first pre-specified distance from the respective axial edges of the first layer 105A of the breaker. Preferably, the first specified distance is in the range from 2 mm to 20 mm, and more preferably from 5 mm to 10 mm

In any case, as one might expect, the axial width L3the first layer 105A of the breaker is less than the axial width L2the second layer 105b of the breaker.

In the embodiment according to figures 1 and 2, the axially outer lateral edge of the lateral reinforcing strip 105d inserted inside the second specified distance from the axially outer edge of the second layer 105b of the breaker. Preferably, the second given distance is in the range from 2 mm to 30 mm, and more preferably from 5 mm to 10 mm

In the embodiment according to figures 1 and 2, the third is Loy 105c breaker has an axial width L 1smaller than the axial width L3the first layer 105A of the breaker, and the axial width L2the second layer 105b of the breaker. In addition, the axially outer edge of the third layer 105c breaker is in an axially internal position relative to the outermost axial edge of the reinforcing strip 105d. Preferably, the third layer 105c breaker partially superimposed on the reinforcing strip 105d part equal to at least 3%, preferably in the range from 10% to 95%, of the axial width of the reinforcing strip 105d.

In an axially external position relative to the framework impose the sidewall 103 of the vulcanized elastomeric material which extends from side 111 to the edge of the structure 105 of the breaker.

Circumferentially in a radially external position with respect to the structure 105 of the breaker impose protective canvas 106, the side edges of which are connected to the sidewall 103. On the outer side of the protective cloth 106 has a surface a rolling, intended to enter into contact with the ground. Usually a tire intended for installation on managed bridges and/or trailers, on the surface a rolling form essentially only circumferential grooves 106b. A tire designed for installation on traction bridges, in addition to circumferential grooves 106b also form a transverse groove and (not shown in figure 1 and 2) to identify blocks, which can have different shapes and/or sizes.

Protective canvas 106 made of a vulcanized elastomeric material whose characteristics provide tires 100 showing desired performance in terms of abrasion resistance and/or uniformity of wear and/or tensile strength at break. These characteristics can be obtained by using mixtures which contain a relatively large amount of reinforcing filler, and, in particular, with technical carbon. In one preferred embodiment, the amount of reinforcing filler is at least about 40 wt. h, and more preferably at least about 60-70 mass'clock Preferably, the amount of reinforcing filler in a mixture of protective cloth 106 is less than 200 mass. including the Amount of the reinforcing filler, greater than 200 mass. hours can cause problems with the processability and good dispersion of the/included in the mixture in the case of elastomeric matrix based on natural rubber. Preferably, at least 70% of the amount of the reinforcing filler in a mixture of protective cloth 106 is formed technical carbon. For example, a mixture protector the first blade 106 may contain at least about 35 wt. hours, and preferably at least 50 mass. 'clock, technical carbon. Preferably, the percentage content of silicon dioxide in a mixture of protective cloth 106 is not greater than 30% of the total amount of reinforcing filler. For example, a mixture of protective cloth may contain a quantity of silicon dioxide, less than about 20-25 wt. PM

Preferably, the width of the tread of the blade 106 may be equal to at least 80% of the maximum cord in the tire 100. In the alternative or in combined form, the thickness of the S2protective canvas 106 (measured in the radial direction on the axial edge portion a intended to enter into contact with the road surface, as shown in figure 1 and 2) may be equal to at least 10 mm when retrieving values, which can usually reach a maximum of 40-45 mm

In the case of tubeless tires 100 inside the framework can also be located elastomeric layer 102, which is essentially airtight, usually known under the name of the sealing layer.

The insert 104 have essentially along the shoulder part, i.e. the part where the lateral edge of the tread of the blade 106 is connected with the sidewall 103. In particular, the insert 104 has a part a that proslaivaet on there is in the radial direction between design 105 of the breaker and tread canvas 106, and part 104b, which proslaivaet essentially in the axial direction between the frame 101 and the sidewall 103.

Part a that proslaivaet between design 105 of the breaker and tread canvas 106, tapers essentially in axial direction towards the Equatorial plane x-x of the tire 100. Part 104b, which proslaivaet between the frame 101 and the sidewall 103, tapers essentially in the radial direction towards the axis of rotation of the tire 100.

Preferably, the thickness of the S1insert 104 (measured in the radial direction on the axial edge portion a protective cloth, intended to enter into contact with the road surface) is equal to at least 10%, preferably, is in the range from 20% to 150%, of the thickness S2the tread of the blade 106.

The insert 104 is made of vulcanized elastomeric material. The elastomeric material contains a certain amount of reinforcing filler, at least 70% of which is formed of silicon dioxide. For example, the elastomeric material of the insert 104 may contain at least 25 mass. including reinforcing filler, of which at least about 20 mass. 'clock comprise silicon dioxide. Preferably, the amount of reinforcing filler is less than 200 mass. including the Amount of the reinforcing filler, the more than 200 mass. hours can cause problems with the processability and good dispersion of the/included in the mixture, in the case of elastomeric matrix based on natural rubber. In preferred variants of implementation, the amount of silicon dioxide in the elastomeric material of the insert 104 is in the range from approximately 20 mass to 100 mass. hours, and more preferably, from about 20 to 80 mass Preferably, the amount of reinforcing filler in the elastomeric material of the insert 104 contains, the more 30%, more preferably at most 20%, of carbon black (for example, not more than approximately 10 to 15 mass).

In one preferred embodiment, the elastomeric composition, from which the insert 104, contains a derivative of N-alkylpyridine, vpisivaushiesya formula:

where R, R1, R2, R3, R4and R5being identical to each other or different from each other, represent a hydrogen atom or alkyl group1-C20or R and R1that are related to each other and form a cyclic structure comprising 5 or 6 carbon atoms, or R and R1unite with one another with formation of a double bond;

and where n is equal to 1 or, if more than 1, represents the amount of mo is omernik links corresponding to the N-alkylpyridinium polymer.

In one preferred embodiment, use of the derived N-alkylpyridine, in which R1, R2, R3, R4and R5represent hydrogen atoms.

In particular, preferably can be used derived N-alkylpyridine, in which R1, R2, R3, R4and R5represent hydrogen atoms, and R represents an alkyl group With6-C10.

Specific examples of derivatives of N-alkylpyridine, which can be used in elastomeric compositions, which produce box 104, represent N-ethyl-2-pyrrolidone (available on the market, for example, under the trade name NEP®), N-cyclohexyl-2-pyrrolidone (available on the market, for example, under the trade name of the NDS®), N-octyl-2-pyrrolidone (available on the market, for example, under the trade name of Surfadone® LP-100), N-dodecyl-2-pyrrolidone (available on the market for example, under the trade name of Surfadone® LP 300), polyvinylpyrrolidone (PVP) and the alkylated polyvinylpyrrolidone (available on the market, for example, under the trade name Ganex®).

Particularly preferred is N-octyl-2-pyrrolidone.

In particular, the elastomeric composition may contain a certain amount of the above-derived N-alkylpyridine ve is ichinoe in the range from 0.1 mass. 'clock to about 15 mass. hours, preferably from about 1 wt. 'clock to about 5 wt. PM

In particular, as discovered by applicant, the addition of this ingredient in elastomeric compositions, which are particularly enriched in silica, is able to significantly improve the processability mentioned elastomeric composition. In regard to the manufacture of the insert 104, the improved processability of the elastomer composition preferably makes it possible to obtain semi-finished product, showing controlled characteristics and dimensions that fall within the limit nominal current ranges.

In addition, according to the applicant, the addition of this ingredient facilitates a better dispersion of the silica in the elastomeric matrix, thus providing improvements in regards to the effectiveness of the reinforcing filler, with a particular focus on reducing hysteresis input from the insert 104.

In the embodiment shown in figure 2, between structure 105 of the breaker and tread canvas 106 proslaivaet layer 104' is also on the inner side (the axial direction) of the insert 104 to obtain, together with inserts 104, a continuous layer from shoulder to shoulder. The elastomeric material layer 104', located in the center of the school district of the tire 100, preferably is the same as the elastomeric material of the inserts 104 along the shoulders. However, the thickness of the layer 104' is preferably smaller than the thickness S1insert 104: for example, the maximum thickness of layer 104' can preferably be achieved up to 6-7 mm, with the thickness measured in the radial direction along the Equatorial plane x-x of the tire 100.

Between the frame 101 and design 105 breaker proslaivaet one additional box 112, usually called "box under the belt" and is made of vulcanized elastomeric material that provides the Foundation for the region mentioned structure 105 of the breaker in the shoulder area of the tire 100.

The lid 100 to 1 or 2 may be manufactured using any process known state of the art. Frequently used process usually provides for various aforementioned components of the tire 100 in the form of raw semi-finished products, the Assembly of semi-finished products on one or more reels for vulcanization of tires in order to obtain the raw tire and molding and vulcanization of the raw tire in a special form provided in the vulcanizing press.

In particular, can be preferably provided that the protective fabric 106 and the insert 104 (and when the necessity and the layer 104') is made, the co-extruded.

Examples

The applicant received two different series of directional tires and tires all terrain size 315/80R22.5, having the construction shown in figure 1. Two series differed in the elastomeric material used for the inserts 104.

Table 1 shows the composition of the elastomeric material of the inserts 104 used in the tires of the first series (reference the lid). As can be noted, this elastomeric material contains a significant amount of reinforcing filler (approximately 30 mass. including carbon black + 14 mass. silicon dioxide) with a significant predominance of carbon black.

Table 1
(Reference tyre)
IngredientNumber
(mass. PM)
Natural rubber (SMR)100
Silica (Zeosil® 1165 MP - Rhodia)14
Carbon black (N326)30
Silane (X50S® - Evonik)2
Stearic acid (STEARINA N - Sogis) 2
Wax (Antilux® 654 - Lanxess)1
Zinc oxide (Rhenogran® ZnO-80 - RheinChemie)3,3
6-PPD (para-phenylenediamine)
(Santoflex® 13 - Monsanto)
1
TBBS (N-tert-butyl-2-benzothiazolesulfenamide)
(Vulkacit® NZ/EG-C-Bayer)
1,2
CTP (cyclohexylthiophthalimide)
(Vulkalent® G-Bayer)
0,1
Soluble sulfur (Flexsys)2,5

Table 2 shows the composition of the elastomeric material of the inserts 104 used in the tires of the second series (tire according to the invention). As can be noted, this elastomeric material contains a significant amount of reinforcing filler (approximately 44 mass. including silicon dioxide + approximately 10 mass. including carbon black, including part of the 50%, is represented by a silane X50S®) with a significant predominance of silicon dioxide.

Table 2
(Tire according to the invention)
IngredientNumber
(mass. PM)
Natural rubber (STR20)100
Silica (Zeosil® 1165 MP - Rhodia)44,3
Carbon black (N550)6,5
Silane (X50S® - Evonik)7
N-octyl-2-pyrrolidone (Surfadone LP100® - ISP)2
Stearic acid (STEARINA N - Sogis)2
Paraffin oil (Catenex SNR - Shell)1
Zinc oxide (Rhenogran® ZnO-80 - RheinChemie)3,6
6-PPD (Santoflex® 13 - Monsanto)1,9
TBBS (Vulkacit® NZ/EG-C-Bayer)1,8
CTP (Vulkalent® G-Bayer)0,1
Soluble sulfur (Flexsys)2,6

To assess the dynamic properties of elastomeric materials shown in Tables 1 and 2, received samples for testing, which has a cylindrical shape (length 25 mm, diameter 12 mm), which were vulcanizable (within 30 minutes at a temperature of 151°C). These samples for testing were subjected to prior the loading sustained fashion until the appearance of 20%longitudinal deformation with respect to their initial length, and - while maintaining them at a predetermined temperature (70°C) throughout the duration of the test application sinusoidal dynamic voltage at a frequency of 100 Hz and the amplitude of ±7.5% in relation to length prior to loading. When using this test measured dynamic modulus (E'), the dynamic modulus of toughness (E”) and the value of tan δ, that is, the ratio between the dynamic modulus of viscosity and dynamic modulus of elasticity.

In particular, conducted dynamic tests made it possible to obtain the values of tan δ for the mixtures shown in Tables 1 and 2, of 0.066 and 0,057, respectively, created a small (but noticeable) reduction of hysteresis for the mixtures in Table 2 in comparison with what occurs for mixtures in Table 1.

In order to obtain a good result in terms of the number of kilometers traveled and high tensile strength at break, the mixture used for the tread canvas (identical for both series tires) is a mixture, in particular hysteresis with technical carbon (70 mass. hours) and does not contain carbon dioxide.

In order to assess the duration of life and fatigue strength of two series tires for them conducted various tests indoors and outdoors.

During what erway session for tires of the first series (reference tire, the insert 104, comprising a mixture according to Table 1) and tires from the second series (tire according to the invention, the insert 104, comprising a mixture according to Table 2) were high-speed test in a closed room. During the test each tire loaded and pumped to the nominal values of load and pressure, respectively, and mounted on the running wheel, rotating with the initial set speed, the speed was increased at specified intervals of several hours until the occurrence of substantial destruction of tyre. During high-speed tests also measured and the operating temperature of the tire under test, i.e. the temperature of the air in the tires.

Given niepokazuje the results. As for the results on the duration of the period of service during high-speed tests, the first series used a reference value of "100". Operating temperature shown in Table 3, is the temperature measured at 90 km per hour, (for directional tires).

Table 3
Series 1 (reference tyre)Series 2 (okraska, corresponding to the invention)
Directional tireTire-terrainDirectional tireTire-terrain
The duration of life100100100121
Temperature (°C)86-82-

During the second session of the tire from the first series (reference the lid, the insert 104, comprising a mixture according to Table 1) and tires from the second series (tire according to the invention, the insert 104, comprising a mixture according to Table 2) were tested to measure the rolling resistance in accordance with ISO 18164:2005. In this case, during the test was measured and the operating temperature of the tires.

The following table 4 shows the results obtained. As for the coefficient of rolling resistance, for the first set of tires was used a reference value of 100.

Table 4
Series 1
(reference tyre)
Series 2
(the tire corresponding to the invention)
Directional tireTire-terrainDirectional tireTire-terrain
Rolling resistance1001009498
Temperature (°C)72746572

During the third session of the tire from the first series (reference the lid, the insert 104, comprising a mixture according to Table 1) and tires from the second series (tire according to the invention, the insert 104, comprising a mixture according to Table 2) were tested outdoors for determining the length of service life under tension. During the test tires were mounted on the vehicle is subjected to a predetermined overload. The vehicle operated at the roundabout, PR is a constant speed for eight hours a day for three weeks. In this case also measured operating temperature of the tires (at a given point in time during the day and in the same position along the ring road).

The following table 5 shows the results obtained (for directional tires). Shows the temperature represents the average temperature registered for various completed laps of the race.

Table 5
Series 1
(reference tyre)
Series 2 (tire, suitable
invention)
Rolling resistance100% wrong0% wrong
Temperature (OC)7066

As can directly be seen from the results shown in Tables 3, 4 and 5, after changing the elastomeric material used for the inserts 104, the tires according to the invention was superior to the reference tyre in relation to the aggregate results in testing the durability and structural integrity, and, in particular, in relation to the received operating temperatures, which were the considerably less for tires according to the invention, in accordance with what has occurred for the reference tires. The benefits identified for directional tires and tires all terrain. It should be noted that this significant improvement was obtained on the background in General is a rather small reduction of the hysteresis characteristics of the mixture used in the second series (table 2) in comparison with what is observed for the mixture used in the first series (table 1), and this is confirmed by a small (though significant) improvement results from resistance to rolling.

1. Tire for wheels of heavy vehicles, containing:
- the design of the frame, including at least one carcass layer containing reinforcing cords and having a region associated with the corresponding structures of the Board;
- the design of the breaker, located in a radially outer position with respect to the framing, in fact the design of the breaker in the radial direction from the outside contains:
at least the first layer of the breaker containing reinforcing cords located in accordance with the first direction forming a first angle with respect to the Equatorial plane of the tire;
at least the second layer of the breaker containing reinforcing cords located in accordance with the second n the Board, forming a second angle with respect to the Equatorial plane of the tire, while the aforementioned second angle procureit mentioned first angle;
at least the third layer of the breaker containing reinforcing cords located in accordance with the third direction forming a third angle with respect to the Equatorial plane of the tire, with said third angle is at least 10° in absolute value;
- protective fabric, located in a radially outer position with respect to the design of the breaker;
at least two inserts located between the respective axial edges mentioned construction of the breaker and the above-mentioned sacrificial blade, each of these inserts contain the first part, tapering towards the Equatorial plane of the said tire, and a second portion that tapers towards the axis of rotation of the said tire, each of these inserts is formed from the first vulcanized elastomeric material containing diene polymer and a certain amount of reinforcing filler,
characterized in that
mentioned the amount of reinforcing filler contains at least 70% silicon dioxide.

2. The tire according to claim 1, in which the mentioned protective fabric formed from the who vulcanized elastomeric material, containing diene polymer and a certain amount of reinforcing filler, where the mentioned amount of reinforcing filler in the above-mentioned second vulcanized elastomeric material contains at least 70% of carbon black.

3. The tire according to claim 1 or 2, in which the above-mentioned amount of the reinforcing filler in the above-mentioned first elastomeric material contains, at most, 20% carbon black.

4. The tire according to claim 1 or 2, in which the above-mentioned amount of the reinforcing filler in the above-mentioned first vulcanized elastomeric material is at least 25 parts by weight of

5. The tire according to claim 1 or 2, in which the above-mentioned amount of the reinforcing filler in the above-mentioned first vulcanized elastomeric material contains at least 20 parts by weight of silicon dioxide.

6. The tire according to claim 1, in which the said inserts are arranged essentially symmetrically with respect to the Equatorial plane of the above mentioned tires.

7. The tire according to claim 6, in which each of these inserts has a thickness of not less than 10% of the thickness mentioned protective cloth on the axial edge of the mentioned protective cloth.

8. The tire according to claim 7, in which the thickness of each of these inserts is in the range from 20% to 150% of the thickness mentioned sacrificial blade.

9. The tire p is 1, which mentions at least two inserts are connected to each other by means of a layer formed of the above-mentioned first vulcanized elastomeric material to form a continuous layer, radially sandwiched between the design of the breaker and the above-mentioned protective canvas.

10. The tire according to claim 1, in which the above-mentioned construction of the breaker includes at least one pair of lateral strips containing reinforcing cords located essentially in accordance with the direction parallel to the Equatorial plane of the said tire, each strip of the above-mentioned pair of side bands located at the respective axial edge of the mentioned design of the breaker.

11. The lid of claim 10, in which the aforementioned at least two inserts, respectively, radially superimposed on said pair of side strips.

12. The lid of claim 10 or 11, in which said third layer of the breaker mentioned construction of the breaker, at least partially, radially superimposed on said pair of side strips.

13. The tire according to claim 1, in which the mentioned reinforcing cord mentioned the framing and the above-mentioned construction of the breaker are metal reinforcing cords.

14. The tire according to claim 1, in which the first mentioned vulcanized elastomeric material formed is stepping down from the first elastomeric composition, contains the derived N-alkylpyridine having General formula (I):

where R, R1, R2, R3, R4and R5being equal to each other or different from each other, represent a hydrogen atom or an alkyl group, a C1-C20or R and R1that are related to each other and form a cyclic structure comprising 5 or 6 carbon atoms, or R and R1,United with one another with formation of a double bond; and
where n is 1 or, if more than 1, represents the number of monomer units corresponding to the N-alkylpyridinium polymer.

15. Tire on 14, which mentions the first elastomeric composition contains a certain amount referred derived N-alkylpyridine, opisyvayushchego formula (I), in the range from about 0.1 parts by weight to 15 parts by weight, preferably from 1 parts by weight to 5 parts by weight of



 

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