HIGH-PERFORMANCE TYRE

Abstract

A tyre for wheels of vehicles, in particular motor vehicles, is described. The tyre has a tread with at least one copolymer of (iso-styrene/trans-butadiene):diene-terminated copolymers. The tread has less sensitivity to the effects of temperature, with less weakness, better consistency of performances, and improved characteristics in terms of grip and/or resistance to laceration.

Claims

1. A tyre for vehicle wheels comprising: a carcass structure; and a tread band applied in radially outer position with respect to said carcass structure; wherein said tread band comprises a crosslinked elastomeric material obtained by crosslinking a crosslinkable elastomeric composition, wherein said elastomeric composition comprises at least a (iso-styrene/trans-butadiene):diene-terminated copolymer.

2. Tyre for vehicle wheels according to claim 1, wherein said copolymer has a styrene content higher than 40% by weight with respect to the total weight of said copolymer.

3. Tyre for vehicle wheels according to claim 1, wherein said copolymer has a 1,4-butadiene content lower than 60% by weight with respect to the total weight of said copolymer.

4. Tyre for vehicle wheels according to claim 1, wherein the dienic monomer employed to realize the terminal polymeric block of said copolymer is selected from the group comprising isolated or conjugated dienic monomers.

5. Tyre for vehicle wheels according to claim 4, wherein said dienic monomer is selected from the group comprising isoprene, 1,4-pentadiene, 1,4-hexadiene, 1,5-hexadiene, cyclopentadiene, 1-vinyl-cyclopentene, 1-vinyl-cyclopentene, 2-vinyl-cyclohexene, 4-vinyl-cyclohexene, and mixtures thereof.

6. Tyre for vehicle wheels according to claim 5, wherein said dienic monomer is selected from the group comprising isoprene, 1,4-hexadiene, cyclopentadiene, and mixtures thereof.

7. Tyre for vehicle wheels according to claim 1, wherein said terminal polymeric block consists of a sequence of one or more dienic monomers comprising a number of concatenated dienic units ranging from 3 to 100.

8. Tyre for vehicle wheels according to claim 1, wherein said terminal polymeric block represents less than 2% by weight with respect to the total weight of said copolymer.

9. Tyre for vehicle wheels according to claim 8, wherein said terminal polymeric block represents less than 1% by weight with respect to the total weight of said copolymer.

10. Tyre for vehicle wheels according to claim 1, wherein said copolymer has a inflection point Tg value measured with DSC at 10 C./min ranging from 50 to +20 C.

11. Tyre for vehicle wheels according to claim 1, wherein said copolymer has a molecular weight higher than or equal to 20,000 Da.

12. Tyre for vehicle wheels according to claim 1, wherein said copolymer has a molecular weight lower than or equal to 1,500,000 Da.

13. Tyre for vehicle wheels according to claim 1, wherein said elastomeric composition comprises an amount of said copolymer higher than 1 phr.

14. Tyre for vehicle wheels according to claim 1, wherein said elastomeric composition comprises an amount of said copolymer lower than 20 phr.

15. Tyre for vehicle wheels according to claim 13, wherein said elastomeric composition comprises an amount of said copolymer ranging from 2.5 and 10 phr.

16-21. (canceled)

22. Tyre for vehicle wheels according to claim 2, wherein said copolymer has a styrene content higher than 50%, or higher than 60% by weight with respect to the total weight of said copolymer.

23. Tyre for vehicle wheels according to claim 3, wherein said copolymer has a 1,4-butadiene content lower than 40%, or lower than 20% by weight with respect to the total weight of said copolymer.

24. Tyre for vehicle wheels according to claim 11, wherein said copolymer has a molecular weight higher than or equal to 50,000 Da, higher than or equal to 100,000 Da, or higher than or equal to 200,000 Da.

25. Tyre for vehicle wheels according to claim 12, wherein said copolymer has a molecular weight lower than or equal to 1,250,000 Da, lower than or equal to 1,000,000 Da, or lower than or equal to 900,000 Da.

26. Tyre for vehicle wheels according to claim 13, wherein said elastomeric composition comprises an amount of said copolymer higher than 2 phr.

27. Tyre for vehicle wheels according to claim 14, wherein said elastomeric composition comprises an amount of said copolymer lower than 15 phr.

Description

DRAWINGS

[0099] FIG. 1 shows a view in cross section of a portion of a tyre.

DETAILED DESCRIPTION OF THE INVENTION

[0100] The present invention shall be illustrated in further detail by means of an illustrative embodiment with reference to the attached FIG. 1.

[0101] a indicates an axial direction and r indicates a radial direction. For simplicity, FIG. 1 shows only part of the tyre, the remaining part not shown being identical and arranged symmetrically with respect to the radial direction r.

[0102] The reference number 1 in FIG. 1 indicates a tyre for vehicle wheels, which generally comprises a carcass structure 2 comprising at least one carcass ply 3 having respectively opposite end strips secured to respective annular anchoring structures 4, optionally associated with the elastomeric fillers 4a, incorporated into the zones 5 usually identified by the name beads.

[0103] The carcass structure 2 is associated with a belt structure 6 comprising one or more belt layers 6a, 6b located in radial superpositions relative to each other and relative to the carcass ply 3, having reinforcing cords that are typically metallic. These reinforcing cords may have a crossed orientation relative to a circumferential direction of the tyre 1. The term circumferential direction means a direction generically given according to the direction of rotation of the tyre, or at least slightly inclined relative to the direction of rotation of the tyre.

[0104] A tread band 7 made of elastomeric mixture is applied in a radially outer position with respect to the belt structure 6, as are other constituent semi-finished parts of the tyre 1.

[0105] Respective side walls 8 made of elastomeric mixture are also applied in axially outer position on the side surfaces of the carcass structure 2, each extending from one of the side edges of the tread band 7 up to the respective annular structure for anchoring to the beads 5.

[0106] A radially inner surface of the tyre 1 is also preferably internally lined with a layer of elastomeric material that is substantially impermeable to air, referred to as the liner 9.

[0107] The belt structure 6 also comprises at least one reinforcing layer 6c that is radially outer with respect to the belt layers 6a, 6b. The radially outer reinforcing layer 6c comprises textile or metal cords, arranged at a substantially zero angle relative to the circumferential direction of the tyre and immersed in the elastomeric material. Preferably, the cords are arranged substantially parallel and side by side to form a plurality of coils. These coils are substantially oriented in the circumferential direction (typically with an angle of between 0 and 5), this direction usually being said zero degrees with reference to its position relative to the equatorial plane X-X of the tyre. The term equatorial plane of the tyre means a plane perpendicular to the axis of rotation of the tyre and which subdivides the tyre into two symmetrically equal parts.

[0108] Preferably, but not exclusively, the tyre 1 for motor vehicles is of the HP (High Performance) or UHP (Ultra-High-Performance) type, i.e. it is a tyre that is capable of withstanding maximum speeds of at least 190 km/h, up to over 300 km/h. Examples of such tyres are those belonging to the classes T, U, H, V, ZR, VV, Y.

[0109] The manufacture of the tyre 1 as described above is performed by assembling respective semi-finished parts on a moulding drum, not shown, performed by at least one assembling device.

[0110] At least a part of the components intended to form the carcass structure 2 of the tyre 1 is constructed and/or assembled on the moulding drum. More particularly, the moulding drum serves to receive first the optional liner 9, and then the carcass ply 3. Next, devices, not shown, engage coaxially around each of the end strips one of the annular anchoring structures 4, position an outer sleeve comprising the belt structure 6 and the tread band 7 in a coaxially centred position around the cylindrical carcass sleeve and conform the carcass sleeve in a toroidal configuration by radial dilation of the carcass ply 3, so as to apply it against a radially internal surface of the outer sleeve.

[0111] Following the manufacture of the raw tyre 1, a pressing and vulcanization treatment is performed, aimed at establishing structural stabilization of the tyre 1 by crosslinking of the elastomeric mixtures and also to imprint on the tread band 7 a desired tread pattern and to imprint on the side walls 8 optional distinctive graphic signs.

[0112] The present invention shall be further illustrated hereinbelow by means of a certain number of preparative examples, which are given for purely indicative purposes and without any limitation of the present invention.

EXAMPLES

Example 1Synthesis of (Isostyrene/Trans-Butadiene) with 72.8% by Weight of Styrene Free of Polyisoprene End Groups (Polymer S1)

[0113] 50 ml of toluene, styrene (9.06 g; 0.087 mol), butadiene (3.1 g; 0.058 mol; 3 M solution in toluene) and MAO (0.0058 mol; 8 ml; 10 wt % solution in toluene) were placed in a 500 ml round-bottomed flask equipped with a magnetic stirrer, under an inert atmosphere. After bringing the solution to the reaction temperature (T=25 C.), the polymerization was initiated by adding the catalyst of formula 1 described previously (0.006 g; 58 mol), dissolved in 1 nil of toluene. The mixture was left stirring for 24 hours.

[0114] The polymerization was stopped by pouring the contents of the round-bottomed flask into ethanol acidified with HCl and 2,6-di-tert-butyl-4-methylphenol (BHT) as antioxidant.

[0115] The coagulated polymer was washed with ethanol, filtered and dried in a vacuum oven at 30-40 C. The yield was 90%. The resulting polymer had a molecular weight of about 329 000 Da with a polydispersity index equal to about 1.8 and a Tg of about 2 C.

Example 2Synthesis of (Iso-Styrene/Trans-Butadiene):Isoprene-Terminated with 65.6% by Weight of Styrene and 0.2% by Weight of Terminal Isoprene (Polymer S2)

[0116] 50 ml of toluene, isoprene (0.39 g; 0.0058 mol) and MAO (0.0058 mol; 8 ml; solution at 10 wt % in toluene) were placed in a 500 ml round-bottomed flask equipped with a magnetic stirrer, under an inert atmosphere. After bringing the solution to the reaction temperature (T=25 C.), the polymerization was initiated by adding the catalyst of formula 1 (0.006 g; 58 mol), dissolved in 1 ml of toluene. The mixture was left stirring for 2 hours. Next, styrene (9.06 g; 0.087 mol) and butadiene (3.1 g; 0.058 mol; 3M solution in toluene) were added to the reaction mixture. The mixture was left stirring for a further 24 hours.

[0117] The polymerization was stopped by pouring the contents of the round-bottomed flask into ethanol acidified with HCl and 2,6-di-tert-butyl-4-methylphenol (BHT) as antioxidant.

[0118] The coagulated polymer was washed with ethanol, filtered and dried in a vacuum oven at 30-40 C. The yield was 80%. The resulting polymer had a molecular weight of about 284 000 Da with a polydispersity index equal to about 1.7 and a Tg of about 1.6 C.

Example 3Preparation of the Elastomeric Compositions

[0119] The elastomeric compositions illustrated in Table 1 below were prepared using a styrene-indene resin (Novares TT90, Ruetgers GmbH), a thermoplastic ottylphenolic resin (SP1068, Si Group) and the polymers S1-S2 having the characteristics described above. Composition R1, used as first reference, is free of additives. Composition R2, used as second reference, comprises 5 phr of polymer S1, free of terminal isoprene. The composition used in the tread of a tyre according to the invention 11 comprises 5 phr of polymer S2. The comparative compositions C1 and C2 comprise 5 phr of thermoplastic ottylphenolic resin and styrene-indene resin, respectively.

[0120] All the components, with the exception of the vulcanizing agents and accelerators were mixed together for about 5 minutes in a 50 ml Brabender closed mixer, the rotors being maintained at a spin speed of 60 rpm and the temperature being maintained at about 145 C. (first phase). At the end, the elastomeric composition was discharged and left to stand for a few hours at room temperature. The vulcanizing agents and accelerators were then added and mixing was again performed in a 50 ml Brabender closed mixer, the rotors being maintained at a spin speed of about 30 rpm and the temperature being maintained at about 50 C. (second phase). Finally, the elastomeric composition was vulcanized in suitable moulds with a steam press at a temperature of 170 C. for 10 minutes.

[0121] All the quantities in Table 1 are expressed in phr.

TABLE-US-00001 TABLE 1 Mixtures R1 R2 I1 C1 C2 FIRST PHASE S-SBR HP2 110 110 110 110 110 NR 20 20 20 20 20 Corax HP160 4 4 4 4 4 S1 5 S2 5 SP1068 5 Novares TT90 5 Zeosil 1165 50 50 50 50 50 TESPT 4 4 4 4 4 Stearic acid 2 2 2 2 2 SECOND PHASE ZnO 2.5 2.5 2.5 2.5 2.5 6PPD 2 2 2 2 2 CBS 1.8 1.8 1.8 1.8 1.8 Sulfur 1.5 1.5 1.5 1.5 1.5 S-SBR HP2: solution of styrene-butadiene rubber in TDAE oil, comprising 25% by weight of styrene and 37.5% by weight of oil, produced by Lanxess Deutschland GmbH, Germany NR: natural rubber SIR 20 Corax HP160: carbon black with a high specific surface area produced by Evonik Degussa GmbH, Germany Novares TT90: styrene-indene resin produced by Reutgers Germany GmbH, Germany Zeosil 1165: precipitated silica with a BET surface area equal to about 165 m.sup.2/g (Rhone-Poulenc) TESPT: bis(3-triethoxysilylpropyl) tetrasulfide (Degussa-Huls); 6PPD (antioxidant): N-(1,3-dimethylbutyl)-N-phenyl-p- phenylenediamine CBS (accelerator): N-(cyclohexyl-2-benzothiazylsulfenamide, produced by Lanxess Deutschland GmbH, Germany

Example 4Characterization of the Elastomeric Compositions

[0122] The characteristics of each elastomeric composition were evaluated as described below and the results are collated in Table 2 below. The static mechanical properties (load at 10%, 50%, 100% and 300% of elongation, referred to as CA01, CA05, CA1, CA3, respectively, tensile strength and elongation at break) were measured according to the standard ISO 37:2005, on samples of the previously described elastomeric compositions crosslinked at 170 C. for 10 minutes.

[0123] The dynamic mechanical properties were measured with a dynamic tensile testing machine of servo-hydraulic type in traction-compression mode according to the following methods. A sample of the crosslinked (at 170 C., for 10 minutes) elastomeric composition of cylindrical form (length=25 mm; diameter=12 mm), pre-compression loaded up to 25% of longitudinal deformation relative to the initial length, and maintained at the preset temperature (100 C.) throughout the test, was subjected to a dynamic sinusoidal elongation having an amplitude of 3.5% relative to the length under preloaded conditions, with a frequency of 100 Hz. The dynamic mechanical properties are expressed in terms of the dynamic elastic modulus (E) and loss factor values (Tan ). The Tan value is calculated in the present case as the ratio between the viscous modulus (E) and the elastic modulus (E).

TABLE-US-00002 TABLE 2 REFERENCE ELASTOMERIC COMPOSITION PARAMETERS R1 R2 I1 C1 C2 STATIC MECHANICAL PROPERTIES CA01 [MPa] 0.27 0.32 0.34 0.32 0.28 CA05 [MPa] 0.7 0.85 0.95 0.79 0.7 CA1 [MPa] 1.3 1.57 1.65 1.31 1.17 CA3 [MPa] 6.99 7.56 6.91 3.09 5.49 Tensile strength [MPa] 15.2 12.73 18.97 17.42 18.67 Elongation at break [%] 495.39 446.17 587.25 605.02 650.24 Energy [J/cm.sup.3] 29.8 23.78 44.25 43.04 46.54 DYNAMIC MECHANICAL PROPERTIES E (0 C.) at 100 Hz 6.481 9.788 10.417 10.259 10.058 [MPa] E (23 C.) at 100 Hz 4.017 5.141 5.825 5.325 4.833 [MPa] E (70 C.) at 100 Hz 2.855 3.511 4.015 3.561 3.305 [MPa] E (100 C.) at 100 Hz 2.811 3.298 3.787 3.448 3.184 [MPa] E (0 C.-100 C.) 3.670 6.490 6.630 6.811 6.874 at 100 Hz [MPa] Tan (0 C.) at 100 Hz 0.717 0.81 0.746 0.871 0.915 Tan (23 C.) at 100 Hz 0.332 0.346 0.332 0.357 0.371 Tan (70 C.) at 100 Hz 0.085 0.112 0.112 0.112 0.115 Tan (100 C.) at 0.067 0.087 0.089 0.086 0.092 100 Hz

[0124] According to the Applicant's experience, the parameters that best predict the road behaviour of a tyre are the dynamic-mechanical properties of the elastomeric compositions, in particular the elastic modulus or storage modulus (E), the viscous modulus or dissipative modulus (E) and the ratio between the viscous modulus and the elastic modulus, known as the tangent delta (Tan ), which is an indicator of the hysteretic behaviour, and the static-mechanical properties of the elastomeric compositions, in particular the load at various levels of elongation, the tensile strength and the percentage of elongation at break.

[0125] As regards the dynamic-mechanical properties, the Applicant considers that a high Tan value at low temperatures (about 0 C.) ensures good road holding on wet ground, whereas a high Tan value at high temperatures (about 100 C.) ensures good road holding when the tyre is used under particularly extreme driving conditions. In addition, to have a low driving resistance of the motor vehicle, i.e. to have a low rolling resistance, and consequently low fuel consumption, the Tan value in the temperature range between 23 C. and 70 C. should be as low as possible. Finally, the elastic modulus (E) undergoes an inevitable reduction in value due to the temperature effects, but the variation should be as limited as possible, so that at low temperature values (typically at 0 C.) the value should not be excessively high, whereas at high temperatures, the value should be as high as possible.

[0126] As regards the static-mechanical properties, the Applicant considers that high load values at various levels of elongation and at break give good resistance to laceration and reduction of abrasion. At the same time, to maintain good rigidity, the elongation at break value should not be too high.

[0127] The results of Table 2 showed that the elastomeric composition 11 comprising the copolymer as described above had on the whole better mechanical properties, both static and dynamic, relative to the reference elastomeric compositions R1 and R2 and to the comparative elastomeric compositions C1 and C2.

[0128] In point of fact, as regards the static mechanical properties, the elastomeric composition 11 showed high load values at each level of elongation (CA01, CA05, CA1, CA3), comparable with and even better than those obtained with the reference compositions R1 and R2, and decidedly better than those obtained with compositions C1 and C2, in which the addition of the resins brings about a drastic drop in the values.

[0129] At the same time, the tensile strength and the elongation at break showed optimum values, with a significant improvement relative to the values obtained with the reference compositions R1 and R2, and comparable to those obtained with compositions C1 and C2.

[0130] The surprising result of 11 may give a tyre comprising a tread made with such compositions good resistance to laceration, accompanied by good rigidity and less abrasion, with consequent improved durability of the tyre.

[0131] On the other hand, as regards the dynamic mechanical properties, the elastomeric composition 11 showed overall elastic modulus (E) values that were higher than the value for the reference R1, but above all composition 11 showed a surprisingly high E value at 100 C. The surprising result of 11 may give a tyre comprising a tread made with such a composition optimum performance at high speed.

[0132] In addition, the elastomeric composition 11 surprisingly showed high Tan values at both low (0 C.) and high (100 C.) temperatures, higher than those obtained by R1 and comparable to those obtained with C1 and C2, giving good grip of the tyre both on wet terrain and under particularly difficult driving conditions, and at the same time optimum Tan values in the temperature range between 23 C. and 70 C., comparable to those for R1 and R2, giving the tyre low rolling resistance, and consequently low fuel consumption.