Patent Application
20130146199
The present invention is directed towards a pneumatic tire. More specifically, the present invention is directed towards a pneumatic tire wherein a single carcass reinforcement layer is comprised of a dual modulus cord.
One conventional overlay for a pneumatic tire utilizes a hybrid cord. The hybrid cord is formed of two different materials: a low initial modulus core yarn and high modulus wrap yarns. The selection of the yarns is such that the “break point” of the cord, i.e. when the slope of the force versus elongation curve changes from a relatively low slope to a relatively high slope, occurs at an elongation between 2% and 3% elongation, with an ultimate cord break at just over 5% elongation.
Another conventional overlay utilizes a hybrid cord of aramid and nylon twisted together, wherein the break point of the cord is at an elongation between 4% and 6% elongation, with an ultimate cord break at over 10% elongation. In an overlay, the hoop reinforcing effects of a strong cord are desired. However, the cord must have elongation properties to a degree to permit the tire to expand into a toroidal shape during tire molding.
A conventional runflat pneumatic tire utilizes two carcass reinforcing plies and reinforcing wedge inserts in the tire sidewalls. The wedge inserts resist radial deflection of the pneumatic tire with a combination of compressive and bending stresses in both inflated, as well as uninflated conditions. A conventional runflat tire may experience a net compressive load in the region of the sidewall closest to the road-contacting portion of the pneumatic tire. Additionally, the outer portions of the sidewall may experience tensile forces, while the inner portions of the sidewall undergo compression stresses during bending. The conventional runflat tire balances the necessary flexibility in the inflated state with the rigidity in the uninflated state by employing two reinforcing carcass plies. The axially outermost ply has cords that have a modulus of elasticity that increases with strain. The axially innermost ply has cords having a modulus that exceeds that of the outermost ply during normal loads in an inflated state. Thus, the innermost ply handles the majority of the load during normal operation, and the outermost ply does not equally contribute to the load carrying during normal operation. When the tire is operated in an uninflated state, the load is shifted from the axially innermost ply to the axially outermost ply and again the plies do not equally contribute to the load carrying. The outermost ply may not contribute to the overall rigidity of the tire sidewall during normal inflation operation.
Another conventional runflat tire may exhibit bending behavior of tire components to achieve improved comfort and handling performance, and also improved run-flat performance. This runflat pneumatic tire may have a single carcass ply, at least one belt ply disposed radially outward of the carcass ply in a crown portion of the tire, and at least one insert located adjacent the carcass ply in a sidewall portion. The insert may provide support for the pneumatic tire load to enable the tire to operate in underinflated conditions. The carcass ply comprises at least one composite cord formed of at least two first yarns twisted helically about at least one second yarn. The first yarns and the second yarn having different modulus of elasticity, the first yarns having a modulus greater than the modulus of the second yarn. The first and second yarns may be selected from the group of materials of aramid, PK, PBO, rayon, nylon, polyester, PET, and PEN. The first yarns may have a linear density value in the range of 550 to 3300 dtex, while the second yarns may have a linear density value in the range of 940 dtex to 3680 dtex.
In forming the composite cords of the conventional runflat tire, the number of first yarns may be less than ten while the number of second yarns may be less than five. Preferred ratios of first and second yarns are 2/1, 3/1, 2/2, 3/2, 2/3, 3/3, or 4/3. The composite cords may be arranged to have an end count per inch in the range of 15-32 ends per inch (EPI or 5.9-12.6 ends per cm).
“Apex” means an elastomeric filler located radially above the bead core and between the plies and the turnup ply.
“Annular” means formed like a ring.
“Aspect ratio” means the ratio of its section height to its section width.
“Axial” and “axially” are used herein to refer to lines or directions that are parallel to the axis of rotation of the tire.
“Bead” means that part of the tire comprising an annular tensile member wrapped by ply cords and shaped, with or without other reinforcement elements such as flippers, chippers, apexes, toe guards and chafers, to fit the design rim.
“Belt structure” means at least two annular layers or plies of parallel cords, woven or unwoven, underlying the tread, unanchored to the bead, and having cords inclined respect to the equatorial plane of the tire. The belt structure may also include plies of parallel cords inclined at relatively low angles, acting as restricting layers.
“Bias tire” (cross ply) means a tire in which the reinforcing cords in the carcass ply extend diagonally across the tire from bead to bead at about a 25°-65° angle with respect to equatorial plane of the tire. If multiple plies are present, the ply cords run at opposite angles in alternating layers.
“Breakers” means at least two annular layers or plies of parallel reinforcement cords having the same angle with reference to the equatorial plane of the tire as the parallel reinforcing cords in carcass plies. Breakers are usually associated with bias tires.
“Cable” means a cord formed by twisting together two or more plied yarns.
“Carcass” means the tire structure apart from the belt structure, tread, undertread, and sidewall rubber over the plies, but including the beads.
“Casing” means the carcass, belt structure, beads, sidewalls and all other components of the tire excepting the tread and undertread, i.e., the whole tire.
“Chipper” refers to a narrow band of fabric or steel cords located in the bead area whose function is to reinforce the bead area and stabilize the radially inwardmost part of the sidewall.
“Circumferential” means lines or directions extending along the perimeter of the surface of the annular tire parallel to the Equatorial Plane (EP) and perpendicular to the axial direction; it can also refer to the direction of the sets of adjacent circular curves whose radii define the axial curvature of the tread, as viewed in cross section.
“Cord” means one of the reinforcement strands of which the reinforcement structures of the tire are comprised.
“Cord angle” means the acute angle, left or right in a plan view of the tire, formed by a cord with respect to the equatorial plane. The “cord angle” is measured in a cured but uninflated tire.
“Crown” means that portion of the tire within the width limits of the tire tread.
“Denier” means the weight in grams per 9000 meters (unit for expressing linear density). Dtex means the weight in grams per 10,000 meters.
“Density” means weight per unit length.
“Elastomer” means a resilient material capable of recovering size and shape after deformation.
“Equatorial plane (EP)” means the plane perpendicular to the tire's axis of rotation and passing through the center of its tread; or the plane containing the circumferential centerline of the tread.
“Fabric” means a network of essentially unidirectionally extending cords, which may be twisted, and which in turn are composed of a plurality of a multiplicity of filaments (which may also be twisted) of a high modulus material.
“Fiber” is a unit of matter, either natural or man-made that forms the basic element of filaments. Characterized by having a length at least 100 times its diameter or width.
“Filament count” means the number of filaments that make up a yarn. Example: 1000 denier polyester has approximately 190 filaments.
“Flipper” refers to a reinforcing fabric around the bead wire for strength and to tie the bead wire in the tire body.
“Gauge” refers generally to a measurement, and specifically to a thickness measurement.
“High Tensile Steel (HT)” means a carbon steel with a tensile strength of at least 3400 MPa @ 0.20 mm filament diameter.
“Inner” means toward the inside of the tire and “outer” means toward its exterior.
“Innerliner” means the layer or layers of elastomer or other material that form the inside surface of a tubeless tire and that contain the inflating fluid within the tire.
“LASE” is load at specified elongation.
“Lateral” means an axial direction.
“Lay length” means the distance at which a twisted filament or strand travels to make a 360 degree rotation about another filament or strand.
“Load Range” means load and inflation limits for a given tire used in a specific type of service as defined by tables in The Tire and Rim Association, Inc.
“Mega Tensile Steel (MT)” means a carbon steel with a tensile strength of at least 4500 MPa @ 0.20 mm filament diameter.
“Normal Load” means the specific design inflation pressure and load assigned by the appropriate standards organization for the service condition for the tire.
“Normal Tensile Steel (NT)” means a carbon steel with a tensile strength of at least 2800 MPa @ 0.20 mm filament diameter.
“Ply” means a cord-reinforced layer of rubber-coated radially deployed or otherwise parallel cords.
“Radial” and “radially” are used to mean directions radially toward or away from the axis of rotation of the tire.
“Radial Ply Structure” means the one or more carcass plies or which at least one ply has reinforcing cords oriented at an angle of between 65° and 90° with respect to the equatorial plane of the tire.
“Radial Ply Tire” means a belted or circumferentially-restricted pneumatic tire in which at least one ply has cords which extend from bead to bead are laid at cord angles between 65° and 90° with respect to the equatorial plane of the tire.
“Rivet” means an open space between cords in a layer.
“Section Height” means the radial distance from the nominal rim diameter to the outer diameter of the tire at its equatorial plane.
“Section Width” means the maximum linear distance parallel to the axis of the tire and between the exterior of its sidewalls when and after it has been inflated at normal pressure for 24 hours, but unloaded, excluding elevations of the sidewalls due to labeling, decoration or protective bands.
“Sidewall” means that portion of a tire between the tread and the bead.
“Stiffness ratio” means the value of a control belt structure stiffness divided by the value of another belt structure stiffness when the values are determined by a fixed three point bending test having both ends of the cord supported and flexed by a load centered between the fixed ends.
“Super Tensile Steel (ST)” means a carbon steel with a tensile strength of at least 3650 MPa @ 0.20 mm filament diameter.
“Tenacity” is stress expressed as force per unit linear density of the unstrained specimen (gm/tex or gm/denier). Used in textiles.
“Tensile” is stress expressed in forces/cross-sectional area. Strength in psi=12,800 times specific gravity times tenacity in grams per denier.
“Toe guard” refers to the circumferentially deployed elastomeric rim-contacting portion of the tire axially inward of each bead.
“Tread” means a molded rubber component which, when bonded to a tire casing, includes that portion of the tire that comes into contact with the road when the tire is normally inflated and under normal load.
“Tread width” means the arc length of the tread surface in a plane including the axis of rotation of the tire.
“Turnup end” means the portion of a carcass ply that turns upward (i.e., radially outward) from the beads about which the ply is wrapped.
“Ultra Tensile Steel (UT)” means a carbon steel with a tensile strength of at least 4000 MPa @ 0.20 mm filament diameter.
“Yarn” is a generic term for a continuous strand of textile fibers or filaments. Yarn occurs in the following forms: 1) a number of fibers twisted together; 2) a number of filaments laid together without twist; 3) a number of filaments laid together with a degree of twist; 4) a single filament with or without twist (monofilament); 5) a narrow strip of material with or without twist.
A pneumatic tire in accordance with the present invention comprises a single carcass ply and at least one belt ply disposed radially outward of the carcass ply in a crown portion of the tire. The carcass ply comprises at least one composite cord. The cord comprises three aramid first yarns twisted helically about one nylon second yarn. The first yarns and the second yarn have a different modulus of elasticity. The first yarns have a modulus greater than the modulus of the second yarn.
In accordance with another aspect of the present invention, the first yarn has a linear density value in the range of 350 dtex to 600 dtex.
In accordance with still another aspect of the present invention, the second yarns have a linear density value in the range of 800 dtex to 1100 dtex.
In accordance with yet another aspect of the present invention, the composite cords have an end count per inch in the carcass ply in the range of 15-32 (5.9-12.6 ends per cm).
The invention will be described by way of example and with reference to the accompanying drawings in which:
Located in each sidewall region of the example tire 10 is a sidewall insert 20. The insert 20 may be located adjacent to the tire innerliner 22 or axially outward of the reinforcing ply 12. The insert 20 may be formed of elastomeric material and may extend from the crown area, preferably from radially inward of the belt structure 24, to radially inward of the outermost terminal end of the bead apexes 18, overlapping the bead apexes 18. The elastomeric material of the insert 20 may be selected to provide the tire with support during underinflated operation of the tire 10.
In the crown area of the example tire 10, a belt structure 24 may be located radially outward of the carcass ply 12. The belt structure 24 may have at least two inclined, crossed cord belt plies. The cords in the belt plies may be inclined with respect to the circumferential direction and the cords in directly adjacent plies may be inclined at similar, but opposing, angles to each other. Outward of the cross cord plies may be an overlay ply 26. The overlay ply 26 may have a width equal or greater than the maximum width of the crossed cord plies, encapsulating the crossed cord plies between the overlay ply 26 and the carcass reinforcing ply 12. The overlay ply 26 may be reinforced with cords inclined at angles of 15° or less relative to the equatorial plane (EP) of the example tire 10.
In accordance with the present invention, the carcass ply 12 may be formed from a cord 30, as seen in
Furthermore, a relatively soft sidewall structure, under normal operating tire conditions, may enhance compliancy (i.e., enveloping for comfort) via a very low modulus/strain ratio. When subjected to a sudden increase of strain (e.g. evasive maneuver, impact), a relatively stiff sidewall structure may enhance stiffness (i.e., stiffness for handling) via a very high modulus/strain ratio. A dual modulus cord (i.e., cord 30 in
Such a “dual modulus” cord, with a load/deflection response (to an applied axial load) having two distinct slopes, may, for example, provide an inflection point (between the two slopes) occurring between 0.5 and 6% (
The unique advantage is that under normal operating conditions, compliancy/handling of a tire 10 with a ply 12 comprising such cords 30 may be satisfied. However, when subjected to a bump, pothole, evasive maneuver, enveloping etc, the tire 10 may automatically stiffen to provide an appropriate response to maintain handling and control.
Possible reinforcing materials for either the high or low modulus yarns include, but are not limited to, aramid, polyethylene ketone (PK), polyphenylene-2,6-benzobisoxazole (PBO), rayon, nylon, polyester, polyamide, polyethylene terephthalate (PET), polyethylene napthalate (PEN), and polyvinyl alcohol (PVA). Particularly, a unique construction of a nylon core yarn 32 with three aramid yarns 34 twisted about the core yarn may produce such dual modulus characteristics (i.e., (800-1100 dtex/3+350-600 dtex/1)/(9-11)Z/(0-2)Z/(9-11)S. One example construction may be (950 dtex/3 aramid+467 dtex/1 nylon)/(9-11)Z/(0-2)Z/(9-11)S with an end count per inch in the carcass ply in the range of 15-32 (5.9-12.6 ends per cm).
Other example materials of the high modulus yarns may be aramid, PK, PVA, or PBO, while the low modulus yarns may be rayon, nylon, polyester, PET, or PEN. The final material selection may be based on the specific desired stress/strain characteristics of the cord 30. The main requirement is that the wrap yarns have a modulus greater than the core yarns. Thus, the wrap yarns may be aramid with a nylon core yarn.
In the example cord 30, each of the yarns 32, 34 has its component filaments twisted together a given number of turns per unit of length of the yarn 32, 34 (usually expressed in turns per inch (TPI)) and additionally the yarns 32, 34 are twisted together a given number of turns per unit of length of the cord 30. The direction of twist refers to the direction of slope of the spirals of a yarn or cord when it is held vertically. If the slope of the spirals conform in direction to the slope of the letter “S”, then the twist is called “S”, or “left hand”. If the slope of the spirals conform in direction to the slope of the letter “Z”, then the twist is called “Z”, or “right hand”. An “S” or “left hand” twist direction is understood to be an opposite direction from a “Z” or “right hand” twist. “Yarn twist” is understood to mean the twist imparted to a yarn before the yarn is incorporated into a cord, and “cord twist” is understood to mean the twist imparted to two or more yarns when they are twisted together with one another to form a cord. “dtex” is understood to mean the weight in grams of 10,000 meters of a yarn before the yarn has a twist imparted thereto.
As stated above, a carcass ply 12 of hybrid cords 30 in accordance with the present invention produces excellent “dual modulus” performance in a tire 10 as well as allowing a reduction in materials without sacrificing performance. This carcass ply 12 thus enhances the performance of the tire 10, even though the complexities of the structure and behavior of the pneumatic tire are such that no complete and satisfactory theory has been propounded. Temple, Mechanics of Pneumatic Tires (2005). While the fundamentals of classical composite theory are easily seen in pneumatic tire mechanics, the additional complexity introduced by the many structural components of pneumatic tires readily complicates the problem of predicting tire performance. Mayni, Composite Effects on Tire Mechanics (2005). Additionally, because of the non-linear time, frequency, and temperature behaviors of polymers and rubber, analytical design of pneumatic tires is one of the most challenging and underappreciated engineering challenges in today's industry. Mayni.
A pneumatic tire has certain essential structural elements. United States Department of Transportation, Mechanics of Pneumatic Tires, pages 207-208 (1981). An important structural element is the carcass ply, typically made up of many flexible, high modulus cords of natural textile, synthetic polymer, glass fiber, or fine hard drawn steel embedded in, and bonded to, a matrix of low modulus polymeric material, usually natural or synthetic rubber. Id. at 207 through 208.
The flexible, high modulus cords are usually disposed as a single layer. Id. at 208. Tire manufacturers throughout the industry cannot agree or predict the effect of different twists of carcass ply cords on noise characteristics, handling, durability, comfort, etc. in pneumatic tires, Mechanics of Pneumatic Tires, pages 80 through 85.
These complexities are demonstrated by the below table of the interrelationships between tire performance and tire components.
As seen in the table, carcass ply cord characteristics affect the other components of a pneumatic tire (i.e., carcass ply affects apex, belt, overlay, etc.), leading to a number of components interrelating and interacting in such a way as to affect a group of functional properties (noise, handling, durability, comfort, high speed, and mass), resulting in a completely unpredictable and complex composite. Thus, changing even one component can lead to directly improving or degrading as many as the above ten functional characteristics, as well as altering the interaction between that one component and as many as six other structural components. Each of those six interactions may thereby indirectly improve or degrade those ten functional characteristics. Whether each of these functional characteristics is improved, degraded, or unaffected, and by what amount, certainly would have been unpredictable without the experimentation and testing conducted by the inventors.
Thus, for example, when the structure (i.e., twist, cord construction, etc.) of the carcass ply cords of a pneumatic tire is modified with the intent to improve one functional property of the pneumatic tire, any number of other functional properties may be unacceptably degraded. Furthermore, the interaction between the carcass ply cords and the apex, belt, carcass, and tread may also unacceptably affect the functional properties of the pneumatic tire. A modification of the carcass ply cords may not even improve that one functional property because of these complex interrelationships.
Thus, as stated above, the complexity of the interrelationships of the multiple components makes the actual result of modification of a carcass ply, in accordance with the present invention, impossible to predict or foresee from the infinite possible results. Only through extensive experimentation have the carcass ply 12 and cords 30, 130 of the present invention been revealed as an excellent, unexpected, and unpredictable option for a tire carcass.
The previous descriptive language is of the best presently contemplated mode or modes of carrying out the present invention. This description is made for the purpose of illustrating an example of general principles of the present invention and should not be interpreted as limiting the present invention. The scope of the invention is best determined by reference to the appended claims. The reference numerals as depicted in the schematic drawings are the same as those referred to in the specification. For purposes of this application, the various examples illustrated in the figures each use a same reference numeral for similar components. The examples structures may employ similar components with variations in location or quantity thereby giving rise to alternative constructions in accordance with the present invention.
