阅读说明：本技术 用于缆索铁路的滚轮的由弹性体材料制成的实心轮胎 (Solid tyre made of elastomeric material for rollers of cable railways ) 是由 P·苏伊里 D·德昂 于 2020-04-09 设计创作，主要内容包括：本发明涉及用于缆索铁路或缆车系统的滚轮(4)的由弹性体材料制成的实心轮胎(1),所述实心轮胎(1)包括由弹性体材料制成的实心体(2)和至少一个环状嵌入件(3),所述环状嵌入件(3)优选一体化形成,并由与所述实心体的材料不同的材料制成,所述环状嵌入件(3)沿径向设置在实心体(2)的内侧,并形成轮胎内表面的至少一部分。(The invention relates to a solid tyre (1) made of elastomeric material for rollers (4) of cableway or cablecar systems, said solid tyre (1) comprising a solid body (2) made of elastomeric material and at least one annular insert (3), said annular insert (3) being preferably integrally formed and made of a material different from that of said solid body, said annular insert (3) being radially arranged inside the solid body (2) and forming at least part of the inner surface of the tyre.)

1. Solid tyre (1) made of elastomeric material for rollers (4) of electric high-altitude trolleys or cablecars, said solid tyre (1) comprising a solid body (2) made of elastomeric material and at least one preferably unitary annular insert (3) made of a material different from that of the solid body, said annular insert (3) being radially arranged inside the solid body (2) and forming at least a portion of the inner surface of the tyre.

2. Tyre (1) according to claim 1, wherein the annular insert (3) has a visible width of at least 10%, more preferably at least 25%, even more preferably at least 50% of the width of the inner surface of the tyre.

3. Solid tyre (1) according to any one of claims 1 and 2, wherein the thickness of said annular insert is between 5% and 10% of the total thickness of the tyre.

4. A solid tyre (1) according to any one of claims 1 to 3, wherein the width of the annular reinforcement at its widest point represents at least 90%, more preferably 100%, of the tyre width.

5. Solid tyre (1) according to any one of the previous claims, said solid tyre (1) being obtained by compression transfer moulding or injection moulding.

6. Solid tyre (1) according to any one of the previous claims, wherein said annular insert (3) comprises a peripheral central ring provided with a plurality of lateral fins extending laterally on either side of the central ring.

7. A solid tyre (1) according to any one of claims 1 to 6, wherein the modulus MA10 of the material of the peripheral inserts in the circumferential direction of the tyre is greater than 1000 MPa.

8. Method for manufacturing a solid tyre (1) according to any one of claims 1 to 7 in a mould (10) by compression transfer moulding or injection moulding, the mould (10) comprising two halves (11) forming a cavity (12) having a shape corresponding to the tyre (1) to be moulded, the cavity (12) comprising a radially inner wall (13), a side wall (18) and a radially outer wall (19),

the method comprises the following steps:

i) -arranging (20) an annular insert (3) against a radially inner wall (13) of a cavity (12) of a mould (10);

ii) closing (21) the mould (10) and injecting into the moulding cavity (12) an amount of elastomeric material (8) to be injected corresponding to the volume of the tyre, so as to fill the cavity (12) of the mould;

iii) warming the elastomeric part of the tyre and maintaining it for a time corresponding to its cross-linking (22);

iv) opening the mould and removing the crosslinked tyre.

9. Manufacturing method according to claim 8, wherein the mould (10) further comprises a supply area (14) for supplying the material (8) to be injected through a plurality of feed channels (15) and an injection piston (17) arranged in engagement with the supply area, the feed channels (15) being arranged between the supply area (14) and the cavity (12), the method further comprising the step of transferring the material (8) to be injected from the supply area (14) to the cavity (12) of the mould by the action of the piston (17) on the material.

Technical Field

The present invention relates to a solid tyre made of elastomeric material for rollers of high altitude trolleys, comprising a solid body made of elastomeric material.

Background

The transport of persons by cables, for example by means of devices such as chairlifts, aerial trolleys or aerial trolleys, has made a significant development in the urban traffic sector, which limits and requires the transport of persons other than in mountain vacations.

Such a traffic system has many advantages in urban areas. In particular, it is less intrusive since it has a smaller footprint on the ground, which is often important in urban environments. It is relatively quiet compared to public or tram lines. Finally, it is pollution-free, since it is driven by electricity. This explains why many metropolitan transportation agencies are interested in cable transportation.

Among the decisive criteria for selecting urban traffic solutions, the maximum transport capacity in people/hour is a very important criterion. Transport capacity is a combination of different parameters, such as:

the size of the compartments, each capable of accommodating relatively more or fewer people. The total mass of the cabin and the persons carried thereby is added to the mass of the cables, the size of which is also dependent on the mass of the cabin. Therefore, the load to be supported increases as the cabin increases in size as a whole.

The density of the compartments, i.e. the distance between two successive compartments. The closer the cabin distance, the greater the linear load and therefore the greater the load to be supported.

The travel speed of the cable, which defines the boarding/alighting rhythm of the cabin, determines the maximum load-bearing capacity of the overhead trolley line.

The total mass of the overhead transport line is supported by a series of cable towers, each having relatively more or fewer rollers. Each roller is covered with an elastomer layer to ensure a certain comfort and to protect the structure of the cable. This is because the cable is a fundamental factor in the safety of this type of transportation and cannot be damaged, worn or damaged by repeated contact with a large number of rollers. The modulus of this component made of elastomer, called a tire, is regulated so as not to damage the cable.

The tire is mounted around the metal fittings of the wheel and secured by a mechanical fastening and clamping system.

It is important to limit or reduce the number of rollers of the cable transport line as much as possible. This is because, from an economic point of view, any additional rollers create two major sources of cost:

the number of pylons increases, but the support capacity of the pylon (load per pylon head and number of rollers) remains unchanged. In addition to cost, each additional pylon also causes greater installation constraints;

as the number of rollers increases, the system of distributing the load among all the rollers of the pylon head becomes increasingly complex and expensive.

Thus, the rollers having greater load bearing capacity enable the overhead transport system to be more efficient, and therefore competitive, than conventional systems for transporting personnel over the ground. A factor limiting this characteristic is the rubber tires which ensure contact with the cables and are therefore compressed by the load to be supported. The service life of a tire may be as long as several years, particularly in mountainous areas. For urban cable transportation lines, the service life may be shorter due to the almost permanent pace of use and the large daily frequent amplitude. In some of the most severe cases, the service life of a tire is only about three months. This would be detrimental to the operator of the transportation line in two ways: loss of customer use and service resulting from maintenance interruptions, and costs associated with maintenance operations and tire purchases.

Accordingly, there is a significant need for a tire for a roller of a cable transportation system that provides a longer service life than existing tires.

Among the solutions proposed so far, there is no really effective solution.

For example, document FR2661865 describes a solid tyre made of an elastomer type material provided with textile reinforcements. The reinforcement is provided with a complex profile, making the manufacture of the tire particularly complex and expensive.

Document FR2106897 describes a solid tyre having at least one annular reinforcement. The reinforcement is made by winding, resulting in a non-integral assembly without bonding between a plurality of adjacent windings. The manufacturing by winding is also very time consuming and expensive.

The present invention provides various technical means for solving the above-mentioned various disadvantages.

Disclosure of Invention

First of all, a first object of the present invention is to provide a tyre for rollers of cable transportation systems, which has a longer service life than the service life of existing tyres.

Another object of the present invention is to provide a tire capable of supporting a greater load than existing tires.

To this end, the invention provides a solid tyre made of elastomeric material for rollers of high-altitude trolleys or trolleys, comprising a solid body made of elastomeric material and at least one preferably unitary annular insert made of a material different from that of the solid body, radially arranged inside the solid body and forming at least part of the inner surface of the tyre.

This two-part construction enables the provision of separate elements, each element contributing in a complementary manner to optimize the mechanical properties of the tyre. The term unitary means that the insert is integrally formed without reinforcing threads, cables or fabrics.

In use, the reinforcement provides protection and helps to improve the resistance of the tire as an interface with the metal wheel. The reinforcement can use advantageous and efficient molding techniques during the manufacturing process.

Advantageously, the visible width of the annular insert is at least 10%, more preferably at least 25%, even more preferably at least 50% of the width of the inner surface of the tyre. The visible width is understood to be the portion located radially inside and forming the inner surface of the tyre, which is visible to the naked eye when the tyre is not mounted on a roller wheel.

According to an advantageous embodiment, the thickness of the annular insert is between 5% and 10% of the total thickness of the tyre.

According to another advantageous embodiment, the width of the annular reinforcement at its widest point represents at least 90%, more preferably 100%, of the width of the tyre.

The solid tire described above is advantageously obtained by compression transfer molding or injection molding.

The method used enables a simple, rapid and inexpensive manufacture of the tyre, in particular in comparison with the moulding carried out by multilayer assembly in the prior art.

According to an advantageous embodiment, the annular insert comprises a peripheral central ring provided with a plurality of lateral fins extending laterally on either side of the central ring.

This embodiment enables the use of an insert having a width less than the width of the tire and the wings enable the insert to be correctly positioned in the cavity of the mold prior to molding and curing.

Advantageously, the modulus MA10 (under 10% elongation under uniaxial tension) of the material of the annular insert in the circumferential direction of the tyre is greater than 1000 MPa. The modulus is preferably at least 100% greater than the modulus of the material of the solid body, preferably at least 200% greater, even more preferably 300% greater. The modulus MA10 of the material of the solid body is advantageously between 5MPa and 15 MPa. It may be greater than these values, but must not exceed 5000 MPa.

The invention also provides a method of manufacturing a solid tyre as described above in a mould by compression transfer moulding or injection moulding, the mould comprising two halves forming a cavity having a shape corresponding to the tyre to be moulded, the cavity comprising a radially inner wall, a side wall and a radially outer wall.

The method comprises the following steps:

i) setting an annular insert against a radially inner wall of the mold cavity;

ii) closing the mould and injecting into the moulding cavity an amount of elastomeric material to be injected corresponding to the volume of the tyre, so as to fill the cavity of the mould;

iii) heating the elastomeric part of the tyre and maintaining it for a time corresponding to its cross-linking;

iv) opening the mould and removing the crosslinked tyre.

The method enables the manufacture of tyres in a rigorous, reliable and economical industrial process. The tyre structure with a preformed inner layer of material makes it easier to introduce the material to be injected into the mould. Due to the presence of the internal rings, demolding of the tire becomes easier after crosslinking.

According to an advantageous embodiment, the mould further comprises a supply area for supplying the material to be injected through a plurality of feed channels provided between said supply area and the cavity, and an injection piston arranged to engage with said supply area, said method further comprising the step of transferring the material to be injected from the supply area to the cavity of the mould by the action of the piston on said material.

Drawings

Details of all embodiments are given in the following description and are supplemented by figures 1 to 7, given by way of non-limiting example only, in which:

figure 1 is a lateral schematic view of an example of a tyre;

figure 2 is a cross-sectional view of the tyre of figure 1;

figure 3 is a lateral schematic view of an example of a roller with a tyre mounted on a wheel;

figure 4 is a cross-sectional view of the roller of figure 3;

figure 5 is a schematic view showing an example of a device for producing tyres by compression transfer moulding before injection of the compound to be moulded;

figure 6 is a schematic view showing an example of a device for producing tyres by compression transfer moulding, after injection of the compound to be moulded;

figure 7 is a functional flow chart showing the main steps of an example of a method of moulding tyres.

Detailed Description

Fig. 1 to 4 illustrate examples of a tire and a roller. Fig. 1 to 2 show examples of the tire itself. The tyre comprises a solid body 2 made of elastomeric material and a preferably unitary annular insert 3 made of a material different from that of the solid body. As shown in fig. 2 and 4, the tyre has grooves forming the areas 7 for the running of the cables. The presence of this region promotes straight-line regular travel, despite the presence of transverse stresses (e.g. wind), which may deflect the cabin or seat of the high-altitude trolley and thus the cable towards one edge of the tire tread.

Fig. 3 and 4 show an example of a wheel 4 having a tyre 1 mounted on a wheel 5, the outer surface of the wheel 5 forming a support surface 6 for the tyre.

The annular insert 3 is arranged radially inside the solid body. In the example of fig. 1 and 2, the insert has a substantially rectangular transverse profile, as shown in fig. 2 and 4. In this example, it occupies all of the radially inner region of the tire.

The low modulus elastomeric compound of the solid bodies 2 (for example a thermosetting or thermoplastic diene elastomer compound) provides a tread surface that is advantageous for the durability of the cables of the device. In order to increase the load-bearing capacity of the tyre and to improve its durability, the incorporation of the annular insert 3, which acts as an interface with the support surface 6 of the wheel 5, has proved to have particularly advantageous results in terms of increased load and increased service life.

The insert 3 is produced from a material different from that of the solid body. The modulus MA10 of the material of the insert in the circumferential direction of the tire is greater than 1000 MPa.

For producing the annular insert, for example, one or more of the following materials are used:

-a thermoplastic material: acrylonitrile butadiene styrene ABS, polyoxymethylene POM, polymethyl methacrylate PMMA, polyamide PA, thermoplastic polyester (PETPBT), polycarbonate PC, polyarylsulfone PAs, polyphenylsulfone PPS, thermoplastic polyurethane TPU, PET-based COPE or PA-based PEBA;

-a thermosetting material: epoxy matrix and its derivatives (epoxy composites), polyimide PI, rigid vulcanization systems of the bakelite type (high amounts of sulfur), polyurethanes and their derivatives, thermosets (of the bakelite type), polyester resins and their derivatives, vinyl esters and their derivatives.

According to variants not shown, the transverse profile of the annular insert is T-shaped or V-shaped or W-shaped, or two or three portions arranged side by side in a wavy and/or axial manner. Other profile variations are also possible.

In a particular embodiment, the tire comprises a peripheral central ring from which a plurality of lateral flaps extend radially on both sides of the central ring. The flaps preferably extend as far as the outer axial edge of the solid tyre.

The tabs hold the insert well in the cavity of the mold prior to injection or transfer and ensure that the insert remains in place during injection or transfer.

Manufacturing method

Fig. 5 and 6 show an example of a method of manufacturing the solid tire 1 described above. Preferably using known injection molding or compression transfer molding techniques. Fig. 7 is a functional flow chart identifying the main steps of a method of manufacturing a tire by molding.

As shown, the mould 10 comprises two halves 11 forming a cavity 12 having a shape corresponding to the tyre 1 to be moulded. The cavity 12 of the mould is delimited by a plurality of walls, namely a radially inner wall 13, a side wall 18 and a radially outer wall 19.

The example shown also has the following implementation steps:

i) in step 20, a prefabricated annular insert 3 is placed against a radially inner wall 13 of the cavity 12 of the mould 10;

ii) in step 21, the mould 10 is closed and a quantity of elastomeric material 8 to be injected corresponding to the tyre volume is injected into the moulding cavity 12 to fill the cavity 12 of the mould;

iii) in step 22, the elastomer part of the tyre is warmed (at least up to the crosslinking temperature) and kept at this temperature for a time corresponding to its crosslinking;

iv) at the end of the cycle, the mould is opened and the crosslinked tyre is removed.

The method is easy to implement and enables the production of tyres with a high quality level stable over time at a favourable cost.

The annular insert is advantageously manufactured by moulding. In the exemplary embodiment shown in fig. 5 and 6, demolding is easier with the insert covering the entire inner surface of the tire.

As shown in the examples of fig. 5 and 6 (which schematically show the manufacture by compression transfer), the mould 10 comprises at least one supply area 14 for supplying the material 8 to be injected through a plurality of feed channels 15, said feed channels 15 being distributed at the periphery of the cavity and between said supply area 14 and the cavity 12. At least one injection piston 17 is arranged to engage with the supply area.

The compression transfer method provides the step of transferring the material 8 to be injected from the supply area 14 to the cavity 12 of the mould by the action of the piston 17 on said material.

Reference numerals used in the drawings

1	Solid tyre
		2	Solid body
3	Radially inner annular insert
		4	Roller wheel
5	Wheel of vehicle
		6	Tire support surface
7	Cable driving area
		8	Elastomer material to be injected
9	Inner layer of elastomeric material
		10	Compression transfer molding mold
11	Half body
		12	Mold cavity
13	Radial inner wall
		14	Supply area of material to be implanted
15	Feed channel
		16	Exhaust passage
17	Press machine
		18	Side wall
19	Radial outer wall