PatentDe  


Dokumentenidentifikation EP0655321 15.11.2001
EP-Veröffentlichungsnummer 0655321
Titel Reifengewebe für Kautschukverstärkung, Kordeinlage für Reifenverstärkung und Verfahren zur Herstellung eines Reifengewebes für Kautschukverstärkung
Anmelder Sumitomo Rubber Industries Ltd., Kobe, Hyogo, JP
Erfinder Komatsuki, Masato, Takasago-shi, Hyogo-ken, JP;
Ishii, Makoto, Toyota-shi, Aichi, JP;
Adachi, Yukishige, Toyota-shi, Aichi-ken, JP;
Makino, Keiichi, Toyota-shi, Aichi-ken, JP;
Miyazaki, Shinichi, Kobe-shi, Hyogo-ken, JP
Vertreter Manitz, Finsterwald & Partner GbR, 80336 München
DE-Aktenzeichen 69428573
Vertragsstaaten DE, FR, GB
Sprache des Dokument EN
EP-Anmeldetag 29.11.1994
EP-Aktenzeichen 943087833
EP-Offenlegungsdatum 31.05.1995
EP date of grant 10.10.2001
Veröffentlichungstag im Patentblatt 15.11.2001
IPC-Hauptklasse B29D 30/38
IPC-Nebenklasse B29C 70/22   B60C 9/00   

Beschreibung[en]
BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to tire fabrics for rubber-reinforce and more particularly to tire fabrics for rubber-reinforce having a function of preventing concaves from being generated on a region, of a side wall, corresponding to a portion at which both ends of a carcass of tire are connected with each other. The present invention relates to a ply for tire-reinforce comprising the tire fabrics. The present invention relates to a method of manufacturing the tire fabrics for rubber-reinforce.

2. Conventional Art

A pneumatic tire having a radial construction in which cords used as warps of the tire fabrics are disposed at right angles with the circumferential direction of the tire is manufactured in the following process. That is, a plurality of the cords parallel with each other is rubberized with topping rubber compounds, and the rubberized material is cut at a right angle with the extended direction of the cords to obtain a plurality of strips each having a predetermined length. In forming a carcass ply, two to 20 cords disposed at an edge portion on either side of one of the cut strips are overlapped on those disposed on an edge portion disposed on one side of two different cut strips to be connected with the cut strip. Then the carcass ply is rolled up. A belt layer, tread rubber, side wall rubber are layered on the outer face of the carcass ply and then, the tire that the above components have been layered on the carcass ply is cured in a mold.

Because the carcass ply is manufactured by the above-described method, the number of cords present in the strip-overlap portion is greater than that of cords present in other portions. Thus, per cord, elongation stress is small and thermal contraction is large and further, the strip-overlap portion has a great rigidity. Hence, when internal pressure is applied to the tire having the carcass ply, the strip-overlap portion is expanded less than other portions. As a result, portions of the side wall of the tire corresponding to strip-overlap portions are recessed and thus, the configuration of the tire itself becomes nonuniform and its commercial value deteriorates greatly.

Various inventions have been proposed to solve the above-described problems. For example, there is disclosed in Examined Japanese Utility Model Publication No. 4-14462, tire fabrics comprising specific elongative cords provided in the edge portion thereof; in Examined Japanese Patent Publication No. 63-48723, tire fabrics comprising polyester cords having a low contraction coefficient provided in the edge portion thereof; in Examined Japanese Patent Publication No. 61-43457, tire fabrics comprising warps having a high elongation coefficient and conventional warps arranged alternately in the edge portion; and in Japanese Laid-Open Patent Publication No. 5-154938, a method for preventing recesses from being generated on the side wall by a specific connecting tape provided in the strip-overlap portion.

In these inventions, attention is paid to the warps not to the weft. Thus, recesses are still generated to a great extent on the side wall of the tire although the tire comprises above-described devised warps, due to the reasons which will be described below. That is, these inventions are still incapable of reducing the generation of the recesses on the side wall to a required degree.

Referring to Fig. 6, a weft 1 of the conventional tire fabrics has a semicircular loop portion 1a at an edge portion thereof. A carcass ply is manufactured by overlapping each other edge portions in which the weft is provided. But the edge portions are overlapped each other without considering the arrangement of the weft 1. Thus, it is rare that the loop portions 1a of one cut strip are arranged in line in an orderly manner between the loop portions 1a of the other cut strip, as shown in Fig. 7. So actually, in the strip-overlap portion, the loop portions 1a disposed in the edge portions of both cut strips overlap each other, as shown in Fig. 8. Reference numeral 2 in Figs. 5 through 7 denote a warp. In Figs. 6 and 7, the carcass ply extends in a direction shown by an arrow (A).

In a radial tire comprising the carcass ply having strip-overlap portions as shown in Fig. 8, the warps 2 are arranged at right angles with the circumferential direction of the radial tire. Thus, when air is applied into the tire during the manufacture thereof, the carcass ply is pulled in the extended direction (right-to-left direction in Fig. 8) of the weft 1 by the internal pressure of the tire. At this time, the semicircular loop portion 1a is pulled as well. As a result, the loop portion 1a which has been in a semicircular (approximately U-shaped) configuration becomes an approximately V-shaped configuration 1b, as shown by dotted line in Fig. 9. Fig. 10 shows a pulled configuration of the loop portion 1a. In Figs. 8 and 11, like constituent parts are designated by like reference numerals.

In the change of the configuration of the loop portion 1a from the semicircular configuration to the V-shaped configuration 1b, the loop portion 1a of one cut strip which has overlapped the other cut strip starts to change earlier than a loop portion 1a' of the other cut strip. When the change has started, rubber disposed on the loop portion 1a becomes thin. As a result, the resistance of the loop portion 1a against tensile force becomes small, and thus the loop portion 1a which has started to change to the V-shaped configuration 1b is further pulled. The loop portion 1a' in the edge portion of the other strip maintains its original configuration owing to a reduced tensile force which acts on the loop portion 1a' caused by the change of the loop portion 1a from the semicircular configuration to the V-shaped configuration 1b. In this phenomenon, owing to the movement of the loop portion 1a caused by the deformation thereof, wefts 21 and 22 connected with the loop portion 1a move together with the movement of the loop portion 1a from the position shown in Fig. 9 to the position shown in Fig. 10, thus generating a sparse portion, namely, a portion in which the interval between the adjacent warps 2 is comparatively long. In the loop portion 1a' maintaining the semicircular configuration, the warps 2 do not move, thus generating an abundant portion, namely, a portion in which the interval between the adjacent warps 2 is comparatively short. As a result, when internal pressure is applied to the tire, the sparse portion is expanded, thus forming a convex portion on the side wall of the tire while the abundant portion forms recesses thereon.

In DE 869 319 a weft configuration which has a generally V-shaped configuration at the edges of the fabric is disclosed as the layout often seen in prior art fabrics. DE 869 319 sets out to improve the uncontrolled V-shape problem by replacing it with a rectangular formal shape as shown in Figure 4. The basically uncontrolled V-shape disclosed in Figure 3 suffers from the same disadvantages mentioned in the prior art above.

The present invention has been developed to substantially solve the above-described disadvantages and has for its object to improved tyre fabric for reinforcement capable of generating concaves on a sidewall of a tyre to a smaller degree than conventional tyre fabric rubber reinforcement.

According to the present invention tyre fabric for rubber reinforcement and ply for reinforcing of a tire are provided as set out in Claims 1 and 3 respectively.

By the above construction, the connecting portion of the tyre fabrics is inflected such that the connecting portion forms a V-configuration. When internal pressure is applied to a tyre having a carcass ply comprising the connecting portion, the connecting portion is deformed in a small amount, and hence moved in a small amount, thus reducing the movement amount of the warps disposed in the edge portion and allowing the movement amounts thereof to be uniform. That is, the connecting portion does not pull the warps in a great force, thus generating recesses on the side wall of the tyre in a smaller degree than the conventional tyre fabrics for rubber-reinforce.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other objects and features of the present invention will become clear from the following description taken in conjunction with the preferred embodiments thereof with reference to the accompanying drawings, which:

  • Fig. 1 is a view showing the configuration of a weft disposed in an edge portion of tyre fabrics for rubber-reinforce according to an embodiment of the present invention;
  • Fig. 2 is a view showing a bias joint portion of a carcass ply comprising the tire fabrics for rubber-reinforce shown in Fig. 1;
  • Fig. 3 is a graph showing the change of evaluation values with respect to the change of a number of warps overlapping each other at bias joint portions in a conventional carcass ply and in the carcass ply as shown in Fig. 2;
  • Fig. 4 is a graph showing the distribution of warps at each of measuring positions "1" through "5" shown in Fig. 5 in bias joint portion;
  • Fig. 5 is a view for describing the measuring positions shown in Fig. 4;
  • Fig. 6 is a view showing the configuration of weft disposed in an edge portion of conventional tire fabrics for rubber-reinforce;
  • Fig. 7 is a view showing an ideal bias joint portion of a carcass ply comprising the tire fabrics for rubber-reinforce shown in Fig. 6;
  • Fig. 8 is a view showing an actual bias joint portion of the carcass ply comprising the tire fabrics for rubber-reinforce shown in Fig. 6;
  • Fig. 9 is a view showing a state in which an internal pressure is applied to the carcass ply shown in Fig. 8; and
  • Fig. 10 is a view showing a state brought about subsequently to the state in which the internal pressure is applied to the carcass ply shown in Fig. 8.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Before the description of the present invention proceeds, it is to be noted that like parts are designated by like reference numerals throughout the accompanying drawings.

Tire fabrics for rubber-reinforce according to an embodiment of the present invention is described below with reference to Figs. 1 through 4. Fig. 1 shows an edge portion of the tire fabrics comprising a pair of parallel portions 10 arranged adjacently and a connecting portion 10a which connects the parallel portions 10 with each other. Reference numeral 2 shown in Fig. 1 denotes a warp. Reference numeral 100 shown in Fig. 1 denotes a weft comprising the parallel portions 10 and the connecting portion 10a. The parallel portions 10 and the warps 2 are perpendicular to each other and woven with each other, with each of the parallel portions 10 and the connecting portion 10a disposed alternately on the rear and face of a drawing sheet of Fig. 1, similarly to fabrics of clothes. Ends of a pair of the parallel portions 10 are continuously connected with both ends of the connecting portion 10a and woven with the warps 2 zigzag, thus forming the tire fabrics. Although only one connecting portion 10a is shown in Fig. 1, in the edge portion of the tire fabrics, the connecting portion 10a having a configuration as shown in Fig. 1 is provided for each pair of the parallel portions 10.

Unlike the conventional weft, the connecting portion 10a is V-shaped as shown in Fig. 1. The connecting portion 10a is inflected at a warp 2a disposed at an edge of the tire fabrics for rubber-reinforce in the widthwise direction thereof. Preferably, the connecting portion 10a forms two inclined sides 10d equal in length of an isosceles triangle substantially. The connecting portion 10a in this configuration prevents the connecting portion 10a from being deformed in a larger amount and hence moved in a larger amount than the conventional semicircular connecting portion of a pair of the wefts when internal pressure is applied to a carcass ply comprising the tire fabrics for rubber-reinforce. Thus, the connecting portion 10a prevents the warp 2a connected with the connecting portion 10a from being moved and makes the movement amounts of the warps 2 uniform, thereby reducing the generation of convexes and concaves on the side wall of a tire.

An inflected portion 10c of the connecting portion 10a, namely, the tip portion of the V-shaped configuration or that of the isosceles triangle formed by the connecting portion 10a has a rounded portion.

Supposing that the number of the parallel portions provided for every 5cm-length in the extended direction of the warp 2 is "P", and the length from the intersection 10b which is ends of the parallel portion 10 to the inflected portion 10c of the connecting portion 10a is "L"mm, the interval between the parallel portions 10 adjacent to each other and the length "L"mm are set such that the value of "P" x "L" is 100 or more and 700 or less. If the value of "P" x "L" is less than 100, the V-shaped connecting portion 10a is not much different in configuration and effect from the semicircular configuration of the inflected portion of the weft composing the conventional rubber-reinforcing tire fabrics described in the conventional art. If the value of "P" x "L" is more than 700, i.e., if "L" is too long, the connecting portion 10a does not form the V-shaped configuration as shown in Fig. 1, thus not providing favorable effect. More favorably, the value of "P" x "L" is in the range of 200 to 600.

Supposing that "P" is about 5 and "L" is about 100mm, the interval between the adjacent parallel portions 10 is approximately 1cm, and the whole width of the tire fabrics is approximately 140cm.

As the material of the cords to compose the tire fabrics, rayon fiber, polyamide fiber, polyester fiber, aromatic polyamide fiber, etc. can be preferably used. These fibers can be used as material for reinforcing rubber products such as tires, belts or the like. Polyester is most favorable as the material of tires. The tire fabrics having the connecting portion 10a each made of one of these fibers is used as material for reinforcing rubber products such as tires, belts or the like.

The tire fabrics having the connecting portion 10a is rubberized and cut at a substantially right angle with the warps 2 to obtain a plurality of cut strips each having a predetermined width. Then, edge portions of the cut strips are connected with each other, with a predetermined number of cords overlapped each other. That is, the cut strips are connected with each other in the edge portions to form tire fabrics having desired length. The cut strips connected with each other thus obtained are wound round a roll and reserved as material to be molded into a carcass ply of a tire or a belt ply thereof. The portion in which the edge portions are overlapped each other is so-called a bias joint portion.

A test result obtained by inspecting bias joint portions of tires manufactured by using the carcass ply having the tire fabrics having the connecting portion 10a is shown as follows. A size of the tires used in the test is "195/70R14". In order to conduct the test in a severe condition, the size of rim used in the test is wider by one inch than that of a rim used for the tire of the above size, and the internal pressure of each tire is set to be greater by 1.0kg/cm2 than that to be applied to the tire of the above size. That is, the size of the rim is 6.5 x 14, and the internal pressure of the each tire is set to 3kg/cm2.

In addition to the bias joint, a tire has a mold joint formed in molding the tire. Thus, it is necessary to distinguish the bias joint and the mold joint from each other. In the test, the bias joint is specified as follows: In the case of tires manufactured by the applicant's company, the bias joint is marked in molding. In the case of tires manufactured by other companies, the following method is used to distinguish from each other three kinds of joints, namely, an inner liner joint, the bias joint, and the mold joint which can be detected from the inner side of the tire. The position of the inner liner joint can be concluded based on the thickness of a joint portion. In tires of the same size and the same pattern, the mold joint is present in the same distance with respect to the position of the inner liner joint concluded as described above. Thus, the position of the mold joint can be concluded. Accordingly, the position of the bias joint can be concluded.

In order to evaluate bias joint portions, the degree of convexes and concaves of a side wall of each tire, on the outer side thereof, corresponding to each bias joint portion is inspected by visual and touch observation. The results thus obtained are compared with samples serving as the evaluation reference so as to give one value of evaluation values 1.0 (bad) - 5.0 (good) for each bias joint portion.

Fig. 3 is a graph showing the relationship between the evaluation values and the number of warps 2 overlapping each other in each bias joint portion in the carcass ply comprising the conventional semicircular loop type weft and in the carcass ply comprising the connecting portion 10a according to the embodiment. The result obtained in the case of the bias joint portion of the conventional carcass ply is plotted by "+" and that obtained in the case of the bias joint portion of the carcass ply according to the embodiment is plotted by "Δ".

As apparent from Fig. 3, regardless of the number of warps overlapping each other, the bias joint portions of the carcass ply according to the embodiment have higher evaluation values than those of the conventional carcass ply. That is, the former allows the side wall of each tire to have fewer convexes and concaves than the latter does.

Fig. 4 shows a "ends" distribution at each of measuring positions "1" through "5" in the bias joint portion. The "ends" means the number of the warps 2 contained in every 5cm length at the longitudinal direction of the carcass ply. The results in the case of the conventional carcass ply are plotted by "+", while the results in the case of the carcass ply according to the embodiment are plotted by "Δ". The measuring positions "1" through "5" are determined as follows in the longitudinal direction of the carcass ply, with the center of the bias joint portion set as the reference point: A range of between -2mm and +2mm is set to "3", a range of between +2mm and +17mm is set to "4", a range of between -2mm and -17mm is set to "2", a range of between +17mm and +32mm is set to "5", and a range of between -17mm and -32mm is set to "1".

As apparent from Fig. 4, in the conventional carcass ply, the warps 2 are sparsely present at the measuring position "4" while in the carcass ply according to the embodiment, the warps 2 are not sparsely present at the measuring position "4".

Table 1 shows evaluations such as evaluation values for convex and concave formed on the side wall, the "ends" distribution, weight, "uniformity", and the like in three examples, namely, the value of "P" x "L" is 80 (example "a"), 400 (example "b"), and 800 (example "c"). Weight and "uniformity" are indicated by an index number in comparison with index 100 corresponding to the weight and "uniformity" of the conventional carcass ply. If the index number of weight and "uniformity" of the carcass ply according to the embodiment is less than 100, the carcass ply according to the embodiment is superior to the conventional one. "Uniformity" means an index number showing the degree of dispersion of convex and concave formed on the side wall inspected when the tire is rotated. As shown in Table 1, each item of the carcass ply according to the embodiment is not much different from that of the conventional one when the value of "P" x "L" is 80 and 800, whereas each item of the former is superior to that of the conventional one when the value of "P" x "L" is 400. Conventional carcass ply example "a" example "b" example "c" C 50 50 50 50 P 4 2.5 4 4 L --- 32 100 200 P x L --- 80 400 800 B 3 3 3 3 E 3.5 4.0 4.5 3.5 D 0.6 0.4 0.2 0.6 Weight (index) 100 93 94 94 Uniformity (index) 100 94 90 100
In the above, "C" is the number of warps per 5cm; "P" is the number of parallel portions per 5cm; "L" is the length ("L"mm) of connecting portion; "B" is the number of warps in bias joint portion; "E" is the evaluation for degree of convex and concave formed on side wall; and "D" is the maximum-minimum number of warps at both sides of the joint portion.

In the conventional tire fabrics, the inflected portion of a pair of parallel portions is semicircular. This configuration allows the weft to be moved easily and greatly and thus the warps to be moved easily and further, the movement amounts of the warps to be nonuniform. In the tire fabrics according to the embodiment, the V-shaped connecting portion connects the pair of parallel portions with each other. The V-shaped connecting portion is deformed at the inflected portion thereof in a small degree. Further, when internal pressure is applied to the carcass ply, the connecting portions in the bias joint portions are prevented from being deformed to a great extent. In addition, the movement amounts of the warps can be allowed to be uniform even though they are moved. That is, the deformation amount of each of the parallel portion and the connecting portion is allowed to be small and hence, the warps are not moved easily. Accordingly, the tire fabrics according to the embodiment can prevent recesses from being generated in a large quantity on the side wall of a tire in comparison with the conventional tire fabrics.

In the tire fabrics according to the embodiment, the "ends" on one side of the bias joint portion of the carcass ply in the longitudinal direction thereof can be allowed to be almost equal to the "ends" on the other side of the bias joint portion.

Further, it is difficult that the "ends" becomes sparse even though the bias joint portion is present in the vicinity of the joint or the mold joint of the side wall of the tire.

In order to prevent the generation of portions in which the warps are sparse or dense, according to the conventional art, a topping gauge is set to a great thickness, whereas according to the embodiment, the generation of such portions can be prevented. Accordingly, the topping gauge can be set to small thickness. Therefore, a light carcass ply and hence a light tire can be manufactured.

As described above, according to the tire fabrics according to the embodiment, the V-shaped connecting portion connects the pair of parallel portions with each other, unlike the conventional semicircular inflected portion of weft. Accordingly, the V-shaped connecting portion is deformed at the inflected portion thereof in small degree. Further, when internal pressure is applied to the tire having the carcass ply, the weft in the bias joint portion is prevented from being deformed to a great extent. In addition, the movement amounts of the warps can be allowed to be uniform even though they are moved. That is, the deformation amount of each weft is allowed to be small and hence, the warps are not moved easily. Therefore, the tire fabrics according to the present invention can prevent recesses from being generated in a large quantity on the side wall of the tire.

Although the present invention has been fully described in connection with the preferred embodiments thereof with reference to the accompanying drawings, it is to be noted that various changes and modifications are apparent to those skilled in the art. Such changes and modifications are to be understood as included within the scope of the present invention as defined by the appended claims unless they depart therefrom.

Reference signs in the claims are intended for better understanding and shall not limit the scope.


Anspruch[de]
  1. Reifengewebe zur Gummiverstärkung, umfassend eine Kette (2) mit geraden Abschnitten, die parallel zueinander in vorbestimmten Intervallen angeordnet sind, und einen Schuß (100), der mit den Ketten verwoben ist, wobei der Schuß (100) zwei parallele Abschnitte (10), die benachbart angeordnet sind, und einen V-förmigen Verbindungsabschnitt (10a) umfaßt, wobei sich der Verbindungsabschnitt (10a) von einem Ende von einem der parallelen Abschnitte aus erstreckt, an einem der geraden Abschnitte der Kette (2), der in einem Randabschnitt des Reifengewebes zur Kautschukverstärkung angeordnet ist, gebogen ist, und an einem Ende des anderen der parallelen Abschnitte endet, wobei die parallelen Abschnitte und der V-förmige Verbindungsabschnitt einstückig ausgebildet sind, dadurch gekennzeichnet, daß, wenn die Anzahl von parallelen Abschnitten (10), die in jeder 5cm-Länge in der Längsrichtung des geraden Abschnitts der Kette (2) angeordnet sind, "P" ist, und eine kürzeste Länge von einem Verbindungsabschnitt (10b) aus, an dem das Ende des parallelen Abschnitts mit dem Verbindungsabschnitt verbunden ist, bis zu einem Biegungspunkt (10c) des Verbindungsabschnitts "L" mm ist, ein Wert von "P" x "L" im Bereich von 100 bis 700 inklusive liegt.
  2. Reifengewebe nach Anspruch 1, dadurch gekennzeichnet, daß ein Wert von "P" x "L" im Bereich von 200 bis 600 inklusive liegt.
  3. Lage zur Verstärkung eines Reifens, umfassend eine Bahn, die gebildet ist, indem Reifengewebe zur Gummiverstärkung auf vorbestimmte Längen geschnitten ist, jeder Abschnitt gedreht ist, und diese durch Überlappstöße verbunden sind, wenn das Gewebe, bevor es vulkanisiert wird, Ketten (2) mit geraden Abschnitten, die parallel zueinander in vorbestimmten Intervallen beabstandet angeordnet sind, und einen Schuß (100) umfaßt, der mit den Ketten verwoben ist, wobei der Schuß (100) zwei parallele Abschnitte (10), die benachbart angeordnet sind, und einen V-förmigen Verbindungsabschnitt (10a) umfaßt, wobei sich der Verbindungsabschnitt von einem Ende von einem der parallelen Abschnitte aus erstreckt, an einem der geraden Abschnitte der Kette, der in einem Randabschnitt des Reifengewebes zur Gummiverstärkung angeordnet ist, gebogen ist, und an einem Ende des anderen der parallelen Abschnitte endet, wobei die parallelen Abschnitte und der V-förmige Verbindungsabschnitt einstückig ausgebildet sind, dadurch gekenn zeichnet, daß in dem Reifengewebe, wenn die Anzahl von parallelen Abschnitten (10), die in jeder 5cm-Länge in der Längsrichtung des geraden Abschnitts der Kette angeordnet sind, "P" ist, und eine kürzeste Länge von einem Verbindungspunkt (10b) aus, an dem das Ende des parallelen Abschnitts mit dem Verbindungsabschnitt verbunden ist, bis zu einem Biegungspunkt (10c) des Verbindungsabschnitts "L" mm beträgt, ein Wert von "P" x "L" 100 oder mehr und 700 oder weniger beträgt.
  4. Lage nach Anspruch 3, dadurch gekennzeichnet, daß der Wert von "P" x "L" im Bereich von 200 bis 600 inklusive liegt.
Anspruch[en]
  1. A tyre fabric for rubber-reinforcement comprising a warp (2) having straight portions arranged parallel to each other at predetermined intervals and a weft (100) woven with the warps, the weft (100) comprising a pair of parallel portions (10) arranged adjacently and a V-shaped connection portions (10a), the connecting portion (10a) extending from an end of one of the parallel portions, being inflected at one of the straight portions of the warp (2) which is disposed in an edge portion of the tyre fabric for rubber-reinforcement, and terminating at an end of the other of the parallel portions, the parallel portions and the V-shaped connecting portion being integrally formed, characterised in that if the number of parallel portions (10) arranged in every 5cm length in the longitudinal direction of the straight portion of the warp (2) is "P", and a shortest length from a connection point (10b) at which the end of the parallel portion is connected to the connecting portion to an inflection point (10c) of the connecting portion is "L"mm, a value of "P" x "L" is in the range of 100 to 700 inclusive.
  2. A tyre fabric as claimed in claim 1, characterised in that a value of "P" x "L" is in the range of 200 to 600 inclusive.
  3. A ply for reinforcing a tyre comprising sheet formed by cutting tyre fabric for rubber-reinforcement into predetermined lengths, rotating each portion and joining them by overlap joins when the fabric, before being cured, comprises warps (2) having straight portions arranged parallel with each other spaced apart at predetermined intervals and a weft (100) woven with the warps, the weft (100) comprising a pair of parallel portions (10) arranged adjacently and a V-shaped connection portion (10a), the connecting portion extending from an end of one of the parallel portions, being inflected at one of the straight portions of the warp which is disposed in an edge portion of the tyre fabric for rubber-reinforcement, and terminating at end of the other of the parallel portions, the parallel portions and the V-shaped connecting portion being integrally formed, characterised in that in the tyre fabric if the number of parallel portions (10) arranged in every 5cm length in the longitudinal direction of the straight portion of the warp is "P", and a shortest length from a connection point (10b) which the end of the parallel portion is connected to the connecting portion to an inflection point (10c) of the connecting portion is "L"mm, a value of "P" x "L" is 100 or more and 700 or less.
  4. A ply as claimed in claim 3, characterised in that the value of "P" x "L" is in the range of 200 to 600 inclusive.
Anspruch[fr]
  1. Etoffe d'armature de caoutchouc pour pneumatique, comprenant une chaîne (2) ayant des parties rectilignes disposées parallèlement les unes aux autres à intervalles prédéterminés, et une trame (100) tissée avec les chaînes, la trame (100) comprenant une paire de parties parallèles (10) disposées afin qu'elles soient adjacentes et des parties (10a) de raccordement en V, la partie de raccordement (10a) s'étendant depuis une extrémité de l'une des parties parallèles, étant fléchie à l'une des parties rectilignes de la chaîne (2) qui est placée à une partie de bord de l'étoffe d'armature de caoutchouc pour pneumatique, et se terminant à une extrémité de l'autre des parties parallèles, les parties parallèles et la partie de raccordement en V étant formées en une seule pièce, caractérisée en ce que, lorsque le nombre de parties parallèles (10) disposées sur chaque tronçon de 5 cm de longueur dans la direction longitudinale de la partie rectiligne de chaîne (2) est appelé "P" et la plus courte longueur comprise entre un point de raccordement (10b) auquel l'extrémité de la partie parallèle est raccordée à la partie de raccordement et un point d'inflexion (10c) de la partie de raccordement est appelé "L", exprimé en millimètres, la valeur du produit "P"."L" est comprise entre 100 et 700 inclus.
  2. Etoffe pour pneumatique selon la revendication 1, caractérisée en ce que la valeur du produit "P"."L" est comprise dans la plage allant de 200 à 600 inclus.
  3. Nappe d'armature d'un pneumatique comprenant une feuille formée par découpe d'une étoffe d'armature de caoutchouc pour pneumatique à des longueurs prédéterminées, par rotation de chaque partie et par raccordement des parties à des joints à recouvrement, lorsque l'étoffe, avant vulcanisation, comprend des chaînes (2) ayant des parties rectilignes placées parallèlement les unes aux autres et séparées par des intervalles prédéterminés, et une trame (100) tissée avec les chaînes, la trame (100) comprenant une paire de parties parallèles (10) disposées à des emplacements adjacents et une partie (10a) de raccordement en V, la partie de raccordement s'étendant depuis une extrémité de l'une des parties parallèles, étant fléchie à l'une des parties rectilignes de la chaîne qui est disposée à une partie de bord de l'étoffe d'armature de caoutchouc pour pneumatique, et se terminant à l'extrémité de l'autre des parties parallèles, les parties parallèles et la partie de raccordement en V étant formées en une seule pièce, caractérisée en ce que, dans l'étoffe pour pneumatique, lorsque le nombre de parties parallèles (10) placées sur chaque tronçon de 5 cm de longueur dans la direction longitudinale de la partie rectiligne de la chaîne est appelé "P", et la plus courte distance comprise entre un point de raccordement (10b) auquel l'extrémité de la partie parallèle est raccordée à la partie de raccordement et un point d'inflexion (10c) de la partie de raccordement est égale à "L" exprimée en millimètres, la valeur du produit "P"."L" est supérieure ou égale à 100 et inférieure ou égale à 700.
  4. Nappe selon la revendication 3, caractérisée en ce que la valeur du produit "P"."L" est comprise dans la plage allant de 200 à 600 inclus.






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