Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
  • B60C9/1835—Rubber strips or cushions at the belt edges
  • B60C9/185—Rubber strips or cushions at the belt edges between adjacent or radially below the belt plies
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
  • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
  • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
  • B60C9/2006—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords consisting of steel cord plies only
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
  • B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
• • C—CHEMISTRY; METALLURGY
  • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
  • C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
  • C08K11/00—Use of ingredients of unknown constitution, e.g. undefined reaction products
  • C08K11/005—Waste materials, e.g. treated or untreated sewage sludge
• • C—CHEMISTRY; METALLURGY
  • C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
  • C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
  • C08K3/00—Use of inorganic substances as compounding ingredients
  • C08K3/02—Elements
  • C08K3/04—Carbon
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
  • B60C2001/0066—Compositions of the belt layers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C2200/00—Tyres specially adapted for particular applications
  • B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles

Definitions

• the present invention relates to a tire with a radial carcass reinforcement and more particularly a tire intended to equip vehicles carrying heavy loads and traveling at sustained speed, such as, for example, trucks, tractors, trailers or road buses.
• the carcass reinforcement is anchored on either side in the area of the bead and is surmounted radially by a crown reinforcement consisting of at least two layers, superimposed and formed of parallel wires or cables in each layer and crossed from one layer to the next, making angles of between 10° and 45° with the circumferential direction.
• Said working layers, forming the working frame can also be covered with at least one so-called protective layer and formed of advantageously metallic and extensible reinforcing elements, called elastic.
• the triangulation sheet forms with at least said working sheet a triangulated reinforcement, which presents, under the different stresses it undergoes, few deformations, the triangulation sheet having the essential role of taking up the transverse compression forces of which is the 'object all the reinforcing elements in the area of the crown of the tire.
• Cables are said to be inextensible when said cables present, under a tensile force equal to 10% of the breaking force, a relative elongation equal to at most
• Cables are said to be elastic when said cables exhibit, under a tensile force equal to the breaking load, a relative elongation at least equal to 3% with a maximum tangent modulus less than 150 GPa.
• Circumferential reinforcing elements are reinforcing elements which make angles with the circumferential direction included in the interval + 2.5°, - 2.5° around 0°.
• the circumferential direction of the tire is the direction tangent to the periphery of the tire and defined by the rolling direction of the tire.
• the transverse or axial direction of the tire is parallel to the axis of rotation of the tire.
• the radial direction is a direction intersecting the axis of rotation of the tire and perpendicular to it.
• the axis of rotation of the tire is the axis around which it rotates in normal use.
• a radial or meridian plane is a plane which contains the axis of rotation of the tire.
• the circumferential median plane is a plane perpendicular to the axis of rotation of the tire and which divides the tire into two halves.
• modulus of elasticity of a rubber mixture is understood to mean a secant modulus of extension at 10% elongation and at room temperature.
• the secant modulus of elasticity at 10% elongation is the elastic modulus of the mixture measured during a uniaxial traction experiment, at an elongation value of 0.1 (i.e. 10% elongation, expressed as a percentage).
• a constant speed of uniaxial traction is imposed on the specimen, and its elongation and force are measured.
• the measurement is carried out using an INSTRON type traction machine, at a temperature of 23°C, and a relative humidity of 50% (ISO 23529 standard).
• the measurement conditions and exploitation of the results to determine the elongation and the stress are as described in standard NF ISO 37: 2012-03.
• Patent FR 1 389 428 to improve the resistance to degradation of rubber mixtures located in the vicinity of the edges of the crown reinforcement, recommends the use, in combination with a low hysteresis tread, of a rubber profile covering at least the sides and marginal edges of the crown reinforcement and made of a low hysteresis rubber mixture.
• Patent FR 2 222 232 to avoid separations between layers of top reinforcement, teaches to coat the ends of the reinforcement in a rubber mattress, the Shore A hardness of which is different from that of the strip bearing surmounting said reinforcement, and greater than the Shore A hardness of the rubber mixture profile placed between the edges of the crown reinforcement layers and carcass reinforcement.
• the inventors have notably demonstrated that when driving on extremely demanding surfaces for the tires, the performance in terms of endurance of such tires could be degraded, for example in driving conditions, combining the speed of the vehicle , the load carried by the tire and the nature of the ground, which is particularly aggressive, particularly at the level of the shoulders of the tire. It is in fact possible to observe a deterioration in performance in terms of endurance, for example when driving at relatively high speed on construction site type surfaces that are very aggressive for the tire. [0025] The inventors have thus given themselves the mission of providing tires for "heavy-duty" vehicles, for example of the "construction site approach” type, whose endurance performances with regard to the shocks suffered on the tread are improved whatever whatever the nature of the ground and the driving conditions.
• a tire comprising a radial carcass reinforcement, said tire comprising a crown reinforcement comprising two working crown layers, each formed of reinforcing elements inserted between two calendering layers of rubber mixture crossed from one layer to another by making angles of between 10° and 45° with the circumferential direction, said angles being oriented on either side of the circumferential direction, a layer C of rubber mixture being placed between at least the ends of said at least two working crown layers, the crown reinforcement being radially capped with a tread, said tread being joined to two beads via two flanks, the rubber mixture constituting at least one calendering layer of at least one working top layer comprising a composition comprising 50 to 70 phr of reinforcing fillers, including at least 20 phr of pyrolysis carbon black.
• part by weight per hundred parts by weight of elastomer (or pce) we mean the part, by mass per hundred parts by mass of elastomer or rubber, the two terms being synonyms.
• the composition comprises 50 to 70 phr of reinforcing fillers, the reinforcing fillers being pyrolysis carbon black. It must then be understood that the composition comprises pyrolysis carbon black as the only reinforcing fillers (the composition therefore does not include inorganic reinforcing fillers and other organic reinforcing fillers).
• the reinforcing fillers can be as described below.
• pyrolysis carbon black means a carbon black resulting from a pyrolysis process of a material comprising at least one carbonaceous polymer and a carbon black, hereinafter the material to be pyrolyzed, for example in the context of recycling such a material.
• the physical state in which the material is presented to be pyrolyzed is indifferent, whether in the form of powder, granule, strip, or any other form, in the crosslinked or non-crosslinked state.
• the material to be pyrolyzed can be recovered from manufactured articles or products generated during their manufacturing/production (such as by-products or scraps); these manufactured articles can be chosen from the group consisting of tires, solid tires, industrial conveyor belts, transmission belts, rubber seals, rubber pipes, shoe soles and windshield wipers.
• the pyrolysis carbon black usable in the context of the present invention is a carbon black obtained from a pyrolysis process in which the material to be pyrolyzed comes from manufactured articles chosen from the group consisting of tires and solid tires.
• Pyrolysis in the context of the present invention means any type of thermal decomposition in the absence of oxygen and the raw material of which is the material to be pyrolyzed as defined above.
• Pyrolysis carbon blacks are therefore distinguished from so-called industrial and/or ASTM grade carbon blacks in that the carbonaceous raw material used for pyrolysis is a material comprising at least one carbonaceous polymer and one carbon black and not materials from petroleum cuts or from coal or even from oils of natural origin.
• the pyrolysis carbon blacks usable in the context of the present invention are distinguished from known carbon blacks such as industrial carbon blacks, in particular so-called “furnace” carbon blacks, in particular by a higher ash content. higher than that of said so-called “furnace” carbon blacks.
• the ash content of “furnace” carbon black is less than 1% by weight relative to the total weight of the “furnace” carbon black.
• the pyrolysis carbon black usable in the context of the present invention has an ash content ranging from 5 to 30% by weight, more preferably less than 25% by weight, more preferably less than 22% by weight. , relative to the total weight of the pyrolysis carbon black.
• the pyrolysis carbon black usable in the context of the present invention has a sulfur content greater than 1.5% by weight, preferably greater than 2% by weight, and more preferably ranging from 2.5 to 5% by weight, relative to the total weight of the pyrolysis carbon black.
• the sulfur content of the so-called “furnace” carbon black is less than 1.2% by weight relative to the total weight of the so-called “furnace” carbon black.
• the pyrolysis carbon black usable in the context of the present invention has a zinc content greater than or equal to 2% by weight, preferably ranging from 2.5 to 8% by weight, relative to the weight. total pyrolysis carbon black.
• the zinc content of the so-called “furnace” carbon blacks is almost zero and a fortiori less than 0.5% by weight relative to the total weight of the so-called “furnace” carbon black.
• the pyrolysis carbon black usable in the context of the present invention has a specific surface area STSA measured according to standard ASTM D 6556-2021 included in a range ranging from 20 to 200 m 2 /g, more preferably ranging from 30 to 90 m 2 /g.
• the pyrolysis carbon black usable in the context of the present invention has an empty volume measured according to standard ASTM D7854 (2016) and at a pressure of 50 MPa included in a range ranging from 30 to 60 ml/ 100g, more preferably ranging from 35 to 55 ml/100g.
• the ash content is determined by calcination in platinum capsules in a muffle furnace at 825° C. according to the following protocol.
• a capsule is previously identified before each series of measurements and is tared to the nearest 0.1 mg and the mass is noted PO. 5 g of pyrolysis carbon black sample are introduced into the capsule, which weighs precisely to the nearest 0.1 mg; this mass is denoted PL.
• the capsule and its contents are pre-calcined using a Bunsen burner until smoke appears and the product ignites. Once the product has completely burned, the capsule and its contents are introduced into a muffle furnace heated to 825°C for 1 hour. After 1 hour, the capsule was removed from the oven and immediately introduced into a desiccator at room temperature. When the capsule and the ashes have returned to temperature ambient, the capsule is weighed again to obtain the mass P2.
• the ash rate (% ash) using the formula below:
• the zinc content in the pyrolysis carbon black is carried out after calcination of the sample, then recovery of the ashes in an acidic medium and determination by ICP-AES (inductively coupled plasma atomic emission spectroscopy).
• the ashes are obtained by carrying out the protocol above. Approximately exactly 100 mg of ash is taken (test portion) which is introduced into a PFA (perfluoroalkoxy) tube for HotBlock hotplate. Then add 8 mL of 37% concentrated hydrochloric acid, 3 mL of 65% concentrated nitric acid and 0.5 mL of 40% hydrofluoric acid. The tube is closed with its cap and heated to 130°C for 2 hours.
• the contents are then transferred using ultrapure water into a 100 mL PTFE (polytetrafluoroethylene) volumetric flask already containing 2 g of boric acid (to neutralize the hydrofluoric acid). Complete with ultrapure water up to the mark.
• the solution obtained is diluted by 100, by taking 1 mL into a 100 mL PFTE flask, previously containing 8 mL of hydrochloric acid concentrated at 37%, 3 mL of nitric acid concentrated at 65%, 0.5 mL of 40% hydrofluoric acid and 2g of boric acid.
• ICP-AES inductively coupled plasma-atomic emission spectrometry
• the determination of the sulfur content in the pyrolysis carbon blacks is carried out by a LECO oven.
• LECO sulfur analyzers are designed to measure, in particular, the sulfur content in organic and/or inorganic materials by combustion and non-dispersive infrared detection.
• the nacelles are cleaned and the oven is calibrated.
• the LECO oven pods are cleaned beforehand: this involves analyzing the empty pod, under the same conditions as the samples.
• the calibration curve is prepared using a commercial standard called “BBOT” whose purity is greater than 99.99% and whose content of carbon (C), hydrogen (H), nitrogen (N ), oxygen (O) and sulfur (S) is guaranteed.
• This content is as follows C%: 72.52; H% 6.09; N% 6.51; 0% 7.43 and S% 7.44.
• the standard/nacelle assembly is introduced into the combustion furnace, regulated at 1350 C under pure oxygen.
• the combination of oven temperature and analysis flow rate causes the sample to burn and the sulfur and/or carbon to be released in the form of S ⁇ 2(g).
• oxygen begins to circulate through the “lance” to accelerate the combustion of difficult-to-burn materials.
• Sulfur and/or carbon, in the form of SC>2(g) are carried by a flow of oxygen through the infrared detection cells.
• the instrument software draws a line connecting the introduced standard mass and the observed response (area) on the detector. We thus obtain a calibration line. After carefully cleaning the sampling equipment, approximately exactly 80 ⁇ 5 mg of pyrolysis carbon black are weighed out and introduced into a LECO oven basket.
• the area of the observed SO2 peak is linked to the concentration using the calibration line.
• the instrument software then calculates, using the mass of the sample introduced into the nacelle, the % by mass of sulfur in the sample.
• Pyrolysis carbon blacks are marketed for example by the company BlackBear under the reference “BBCT30” or by the company Scandinavian Enviro Systems under the reference “P550”.
• angles of the working crown layers are measured on a section of the tire.
• the angle measurements are according to the invention carried out at the level of the circumferential median plane. These measurements can also be carried out by radiography.
• the rubbery mixture of the calendering layers of said two working top layers comprises a composition comprising 50 to 70 phr of reinforcing fillers, including at least 20 phr of carbon black of pyrolysis.
• said at least one calendering layer of at least one working top layer of rubber mixture is an elastomeric mixture based on natural rubber or synthetic polyisoprene with a majority of cis-1,4 sequences and possibly at least one other diene elastomer, the natural rubber or the synthetic polyisoprene in the case of cutting being present at a majority rate compared to the rate of the other diene elastomer(s) used.
• diene elastomers which can be used in cutting with natural rubber or a synthetic polyisoprene with a majority of cis-1,4 chains
• BR polybutadiene
• SBR styrene-butadiene copolymer
• BIR butadiene-isoprene copolymer
• SBIR styrene-butadiene-isoprene terpolymer
• elastomers can be modified elastomers during polymerization or after polymerization by means of branching agents such as a divinylbenzene or starring agents such as carbonates, halotins, halosilicon or even by means of functionalization leading to grafting onto the chain or at the end of the chain of oxygenated carbonyl or carboxyl functions or of an amine function, for example by the action of dimethyl or diethylamino benzophenone.
• branching agents such as a divinylbenzene or starring agents such as carbonates, halotins, halosilicon
• branching agents such as a divinylbenzene or starring agents such as carbonates, halotins, halosilicon
• functionalization leading to grafting onto the chain or at the end of the chain of oxygenated carbonyl or carboxyl functions or of an amine function for example by the action of dimethyl or diethylamino benzophenone.
• natural rubber or synthetic polyisoprene is preferably used at a majority rate and more preferably at a rate greater than 70 phr.
• said at least one calendering layer of at least one working top layer in addition to the pyrolysis carbon black, comprises a reinforcing filler consisting of: a) either carbon black used at a rate of between 20 and 50 phr, and preferably between 30 and 40 phr, b) either by a white filler of silica and/or alumina type comprising SiOH and/or A1OH surface functions chosen from the group formed by silicas precipitated or pyrogenic, aluminas or aluminosilicates or even modified carbon blacks during or after the synthesis with a BET specific surface area of between 30 and 260 m 2 /g used at a rate of between 20 and 50 phr, and preferably between 30 and 40 phr, c) either by a blend of carbon black described in (a) and a white filler described in (b), in which the overall filler rate is between 20 and 50 phr, and preferably between 30 and 40 phr,
• BET specific surface area is carried out according to the method of BRUNAUER, EMMET and TELLER described in "The Journal of the American Chemical Society", vol. 60, page 309, February 1938, corresponding to the NFT 45007 standard of November 1987.
• a coupling and/or covering agent chosen from agents known to those skilled in the art.
• preferential coupling agents mention may be made of sulfurized alkoxy silanes of the bis-(3-trialkoxysilylpropyl) polysulphide type, and among these in particular bis-(3-triethoxysilylpropyl) tetrasulphide marketed by the company DEGUSSA under the names Si69 for the pure liquid product and X50S for the solid product (50/50 split by weight with N330 black).
• covering agents mention may be made of a fatty alcohol, an alkylalkoxysilane such as a hexadecyltrimethoxy or triethoxysilane respectively marketed by the DEGUSSA Company under the names Sil 16 and Si216, diphenylguanidine, a polyethylene glycol, a silicone oil optionally modified with means of OH or alkoxy functions.
• an alkylalkoxysilane such as a hexadecyltrimethoxy or triethoxysilane respectively marketed by the DEGUSSA Company under the names Sil 16 and Si216, diphenylguanidine, a polyethylene glycol, a silicone oil optionally modified with means of OH or alkoxy functions.
• the covering and/or coupling agent is used in a weight ratio relative to the filler > 1/100 and ⁇ 20/100, and preferably between 2/100 and 15/100 when the clear filler represents the totality of the reinforcing filler and between 1/100 and 20/100 when the reinforcing filler is constituted by a blend of carbon black and light filler.
• reinforcing fillers having the morphology and surface functions SiOH and/or A10H of materials of the silica and/or alumina type previously described and which can be used according to the invention as a partial or total replacement thereof
• the hysteresis and cohesion properties are obtained by using a precipitated or fumed silica, or a precipitated alumina or even an aluminosilicate with a BET specific surface area of between 30 and 260 m 2 /g.
• silica KS404 from the Company Akzo
• Ultrasil VN2 or VN3 and BV3370GR from the Company Degussa
• Zeopol 8745 from the Company Huber
• Zeosil 175MP or Zeosil 1165MP from the company Rhodia
• HI -SIL 2000 from the PPG Company etc...
• the axially widest working crown layer is radially inside the other working crown layers.
• the metal elements are preferably steel cables.
• the reinforcing elements of the working top layers are inextensible metal cables.
• a preferred embodiment of the invention further provides that the crown reinforcement is supplemented radially on the outside by at least one additional layer, called a protective layer, of so-called elastic reinforcing elements, oriented relative to the direction circumferential with an angle between 10° and 45° and in the same direction as the angle formed by the inextensible elements of the working layer which is radially adjacent to it.
• a protective layer of so-called elastic reinforcing elements
• the top reinforcement can still be completed, radially inside between the carcass reinforcement and the nearest radially interior working layer of said carcass reinforcement, by a triangulation layer of inextensible metallic reinforcing elements made of steel making, with the circumferential direction, an angle greater than 60° and in the same direction as that of the angle formed by the reinforcing elements of the layer radially closest to the carcass reinforcement.
• the tire 1 is of size 295/80 R 22.5.
• Said tire 1 comprises a radial carcass reinforcement 2 anchored in two beads, not shown in the figure.
• the carcass reinforcement is formed from a single layer of metal cables.
• This carcass reinforcement 2 is hooped by a crown reinforcement 4, formed radially from the inside to the outside: a triangulation layer 45 formed of non-hooped inextensible metal cables 9.28, oriented at an angle equal to 65° , a first working layer 41 formed of non-coated inextensible metal cables 11.35, continuous over the entire width of the ply, oriented at an angle equal to 26°, a second working layer 42 formed of inextensible metal cables 11.35 non-coated, continuous over the entire width of the ply, oriented at an angle equal to 18° and crossed with the metal cables of the first working layer, a protective layer 44 formed of non-coated elastic metal cables 6.35 , continuous over the entire width of the sheet, oriented at an angle equal to
• the top frame is itself covered with a tread 5.
• the tire is inflated to a pressure of 8.5 bars.
• the axial width L 41 of the first working layer 41 is equal to 221 mm.
• the axial width L 42 of the second working layer 42 is equal to 202 mm.
• the axial width of the tread Ls is equal to 242 mm.
• the maximum axial width L is equal to 300 mm.
• the calendering layers of the working top layers 41, 42 consist of an elastomeric mixture comprising a pyrolysis black.
• Tires I according to the invention comprise calendering layers of the working crown layers 41, 42 consisting of the mixture 1.
• the reference tires Tl differ from the tires II according to the invention by the nature of the mixtures of the calendering layers of the working crown layers 41, 42, these being made up of the mixture R.
• the values of the constituents are expressed in pce (parts by weight per hundred parts of elastomers.
• pce parts by weight per hundred parts of elastomers.
• the pyrolysis carbon black, RCB black contains 20% ash, 1.8% sulfur and 4.5% zinc.
• Carbon black N347 contains 0.5% ash, 1% sulfur and 0% zinc.
• Tests aimed at characterizing the breaking resistance of a tire crown reinforcement subjected to shocks were also carried out. These tests consist of rolling a tire, inflated to a recommended pressure and subjected to a recommended load, on an obstacle or cylindrical indenter with a diameter equal to 1.5 inches, or 38.1 mm, with a hemispherical head, and of a determined height. The trajectory of the tire is adjusted so that the axis of the obstacle corresponds to the position of one of the axially outermost ribs on the tread.
• the breaking strength is characterized by the critical height of the indenter, that is to say the maximum height of the indenter leading to total rupture of the crown reinforcement, that is to say of the rupture of all vertex layers. Values express energy necessary to break the top block. The values are expressed from a base 100 corresponding to the value measured for the reference tire Tl.
• the low speed driving phase on a stony track aims to penalize endurance following repeated impacts on the tread.
• the purpose of the high speed driving phase on a circuit is to increase the temperature of the tire. This makes the tire more sensitive to the effects of repeated impacts on the tread and promotes the propagation of cracks initiated during the rolling phase on a rocky track.
• the tires are checked using shearography and dissected to analyze possible damage. This is a visual analysis to compare possible cracks and their propagation.
• the tires are rated and compared with each other. A score above 100 corresponds to a less damaged tire. A value of 100 is assigned to the most damaged tire.
• the tires according to the invention I have less extensive damage than the reference tires Tl.

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• 2022
  • 2022-12-16 FR FR2213511A patent/FR3143431B1/fr active Active
• 2023
  • 2023-12-14 EP EP23828745.2A patent/EP4633972A1/de active Pending
  • 2023-12-14 CN CN202380086163.3A patent/CN120359129A/zh active Pending
  • 2023-12-14 WO PCT/EP2023/085783 patent/WO2024126669A1/fr not_active Ceased

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