EP1311600A2 - Running tread for tyre - Google Patents

Abstract

The invention concerns a tyre running tread consisting, at least partly, of a rubber composition based on at least: (i) a diene elastomer; (ii) more than 50 parts by weight for 100 elastomer parts (pce) of an inorganic filler as reinforcing filler; (iii) between 2 and 15 pce of a coupling agent (inorganic filler/diene elastomer); (iv) between 1 and 10 pce of a methylene acceptor; and (v) between 0.5 and 5 pce of a methylene donor. Said running tread has, after mechanical breaking in of the tyre whereto it is destined (auto-accommodation), a rigidity gradient radially increasing from the surface inwards of the running tread. The invention also concerns the use of such a running tread for making or retreading tyres. The invention further concerns tyres comprising said running tread, in particular, for snow or ice (winter tyres).

Description

 TIRE TREAD

The present invention relates to tire treads and to the rubber compositions used for the manufacture of such treads.

It relates more particularly to the treads of tires with low rolling resistance, mainly reinforced with reinforcing inorganic fillers such as siliceous or aluminous, these treads being intended in particular for tires fitted to vehicles such as motorcycles, passenger cars. , vans or HGV.

Since fuel economy and the need to protect the environment have become a priority, it has become necessary to produce tires with reduced rolling resistance. This was made possible in particular thanks to the discovery of new rubber compositions reinforced with specific inorganic fillers qualified as "reinforcing", capable of competing with conventional carbon black from the reinforcing point of view, and moreover offering these compositions a low hysteresis, synonymous with lower rolling resistance for the tires comprising them.

Such rubber compositions, comprising reinforcing inorganic fillers of the siliceous or aluminous type, have for example been described in the patents or patent applications EP-A-0 501 227 (or US-A-5,227,425), EP-A -0 735 088 (or US-A-5.852.099), EP-A-0 810 258 (or US-A-5.900.449), EP-A-0 881 252, WO99 / 02590, WO99 / 02601, WO99 / 02602, WO99 / 28376, WOOO / 05300, WO00 / 05301.

Mention will be made in particular of documents EP-A-0 501 227, EP-A-0 735 088 or EP-A-0 881 252 which disclose diene rubber compositions reinforced with precipitated silicas of the highly dispersible type, such compositions making it possible to manufacture treads having a markedly improved rolling resistance, without affecting the other properties, in particular those of adhesion, endurance and resistance to wear. Such compositions having such an excellent compromise of contradictory properties are also described in applications EP-A-0 810 258 and WO99 / 28376, with, as reinforcing inorganic fillers, aluminous fillers (aluminas or aluminum oxide-hydroxides) specific to high dispersibility.

Ideally, a tire tread must obey a large number of technical requirements, often contradictory, among which a high resistance to wear, a low rolling resistance, a high grip as well on dry ground as on wet ground, snowy or icy, while offering the tire a very good level of handling ("handling") on a motor vehicle, in particular a high drift thrust or "cornering". To improve the road behavior, it is known, a higher rigidity of the tread is desirable, this stiffening of the tread can be obtained for example by increasing the rate of reinforcing filler or by incorporating certain reinforcing resins in the compositions of rubber constituting these treads.

However, such stiffening of the tread, at least for its surface part which is in contact with the ground during the rolling of the tire, penalizes in a known manner, most often in an unacceptable way, the grip properties on a ground wet, snowy or icy.

To satisfy these two contradictory requirements which are road behavior and grip, it has essentially been proposed so far to use composite treads (ie, hybrids), formed by two radially superposed layers ("cap-base structure") of different stiffnesses, made up of two rubber compositions of different formulations: the radially outer layer, in contact with the road, is made up of the most flexible composition, to meet the adhesion requirements; the radially inner layer consists of the most rigid composition, to meet the requirements of road handling.

However, such a solution has many drawbacks:

firstly, the manufacture of a composite tread is by definition more complex and therefore more expensive than that of a conventional tread, requiring in particular the use of complex coextrusion machines; - During manufacture, after cutting the tread to the correct dimensions at the outlet of the extruder, it is moreover necessary to manage falls of materials of different natures, which further increases production costs appreciably; finally, and this is not the slightest drawback, once the radially external (flexible) part of the tread has been worn out, it is the initially internal part of the tread which comes into contact with the road: Then, of course, finds the disadvantages of a tread that is too rigid, with unsatisfactory performance from the point of view of the technical compromise initially targeted.

However, the Applicants have discovered during their research that a specific rubber composition, based on a high level of reinforcing inorganic filler and of an acceptor / donor system of methylene, makes it possible to obtain, thanks to an unexpected phenomenon "self-accommodation", a tread having a true stiffness gradient, radially increasing from the surface towards the inside of the tread. This rigidity gradient is not only obtained in a simple and economical manner, but also perennial, thus making it possible to maintain at a very high level the compromise between grip and road behavior of tires, throughout the lifetime of the latter.

Consequently, a first subject of the invention relates to a tire tread formed, at least in part, of a rubber composition based on at least (phr: parts by weight per hundred parts of elastomer): - (i) a diene elastomer;

- (ii) more than 50 phr of an inorganic filler as a reinforcing filler;

- (iii) between 2 and 15 phr of a coupling agent (inorganic filler / diene elastomer);

- (iv) between 1 and 10 phr of a methylene acceptor, and

- (v) between 0.5 and 5 phr of a methylene donor.

The invention also relates to the use of such a tread for the manufacture of new tires or the retreading of used tires.

The tread according to the invention is particularly suitable for tires intended to equip passenger vehicles, 4x4 vehicles (4-wheel drive), motorcycles, vans, heavy goods vehicles.

The invention also relates to these tires themselves when they have a tread according to the invention. It relates in particular to "winter" type tires intended for snowy or icy roads.

The subject of the invention is also a process for preparing a tread for a tire vulcanizable with sulfur, capable of exhibiting, after a mechanical running-in of the tire for which it is intended, a stiffness gradient radially increasing from the surface towards the interior of the tread, this process being characterized in that it comprises the following stages:

- incorporate into a diene elastomer, in a mixer:

• more than 50 phr of an inorganic filler as a reinforcing filler;

• between 2 and 15 phr of a coupling agent (inorganic filler / diene elastomer);

• between 1 and 10 phr of a methylene acceptor, - by thermomechanically kneading the whole, in one or more times, until reaching a maximum temperature of between 130 ° C and 200 ° C; cool the assembly to a temperature below 100 ° C; then incorporate:

• between 0.5 and 5 phr of a methylene donor, “a vulcanization system; knead everything up to a maximum temperature below 120 ° C; extruding or calendering the rubber composition thus obtained, in the form of a tire tread.

The invention as well as its advantages will be easily understood in the light of the description and of the exemplary embodiments which follow, as well as of the single figure relating to these examples which represents, for different treads conforming or not to the invention, stiffness variation curves (module M10) as a function of the depth ("e" in mm) in these treads. I. MEASUREMENTS AND TESTS USED

The treads and rubber compositions constituting these treads are characterized, before and after curing, as indicated below.

1-1. Mooney plasticity

An oscillating consistometer is used as described in the French standard NF T 43-005 (November 1980). The Mooney plasticity measurement is carried out according to the following principle: the composition in the raw state (i.e., before baking) is molded in a cylindrical enclosure heated to 100 ° C. After one minute of preheating, the rotor turns within the test tube at 2 revolutions / minute and the torque useful for maintaining this movement is measured after 4 minutes of rotation. The Mooney plasticity (ML 1 + 4) is expressed in "Mooney unit" (MU, with 1 MU = 0.83 Newton.meter).

1-2. Toasting time

The measurements are carried out at 130 ° C, in accordance with French standard NF T 43-005. The evolution of the consistometric index as a function of time makes it possible to determine the toasting time of the rubber compositions, assessed in accordance with the aforementioned standard by parameter T5 (case of a large rotor), expressed in minutes, and defined as being the time necessary to obtain an increase in the consistometric index (expressed in MU) of 5 units above the minimum value measured for this index.

1-3. Tensile tests

These tensile tests make it possible to determine the elasticity stresses and the breaking properties. Unless otherwise indicated, they are carried out in accordance with French standard NF T 46-002 of September 1988. The modules are measured at second extension (ie, after an accommodation cycle at the rate of extension provided for the measurement itself). nominal secants (or apparent constraints, in MPa) at 10% elongation (denoted M10), 100% elongation (denoted M100) and 300% elongation (denoted M300).

We also measure the nominal secant module at 10% elongation, after an accommodation of 15% (ie, an extension to 15% followed by a relaxation at 0%) and not more than 10% as above for the module M10. This so-called "accommodated" module is denoted M10 _Ac . The stresses at break (in MPa) and the elongations at break (in%) are also measured. All these traction measurements are carried out under normal temperature (23 + 2 ° C) and hygrometry (50 ± 5% relative humidity) conditions, according to French standard NF T 40-101 (December 1979).

1-4. Shore A hardness

The Shore A hardness of the compositions after curing is assessed in accordance with standard ASTM D 2240-86. 1-5. Dynamic properties

The dynamic properties ΔG * and tan (sont) _max are measured on a viscoanalyzer (Metravib NA4000), according to standard ASTM D5992-96. The response of a sample of vulcanized composition (4 mm thick cylindrical test piece and 400 mm ² section) is recorded, subjected to a sinusoidal stress in alternating single shear, at the frequency of 10 Hz, under normal conditions of temperature (23 ° C) according to standard ASTM D1349 - 99. A deformation amplitude sweep is carried out from 0.1% to 50% (outward cycle), then from 50% to 1% (return cycle). The exploited results are the complex dynamic shear modulus (G *) and the loss factor tan (δ). For the return cycle, the maximum value of tan (δ) observed (tan (δ) _max ) is indicated, as well as the difference in complex modulus (ΔG *) between the values at 0.15% and 50% deformation (Payne effect).

1-6. Tire tests

A) Shore A hardness:

It is measured on the external surface of the tread, that in contact with the ground, in accordance with the aforementioned standard ASTM D 2240-86.

B) Drift thrust:

Each tire tested is mounted on a wheel of suitable size and inflated to 2.2 bars. It is made to run at a constant speed of 80 km / h on an appropriate automatic machine ("ground-plane" type machine sold by the company MTS). The load denoted "Z" is varied, under a drift angle of 1 degree, and the stiffness or drift thrust denoted "D" (corrected for zero drift thrust) is measured in a known manner, by recording at using sensors the transverse force on the wheel as a function of this load Z. The drift thrust indicated in the tables is the slope at the origin of the curve D (Z).

C) Accommodation or mechanical break-in:

Some of the characteristics of the tires tested can be measured both on new tires (that is to say in the initial state, before any rolling) and on tires which have undergone mechanical "accommodation" of their treads.

By mechanical accommodation, here is meant a simple running-in of the tire by which its tread is brought into contact with the ground during a run, that is to say in working conditions, for a few tens of seconds. or a few minutes at most. This running-in operation can be carried out on an automatic rolling machine or directly on a motor vehicle, and carried out in various ways, for example by a simple rolling in a straight line of a few tens or hundreds of meters, by longitudinal braking or even by a drift of the tire (turns), the main thing being to start making the tread "work" under normal conditions of use. For the purposes of the pneumatic tests which follow, mechanical accommodation is carried out, unless indicated otherwise in the text below, by a so-called "standard" running-in consisting of a simple rolling in a straight line over a length of 400 meters at a speed of 60 km / h, on a specific motor vehicle, without drift or camber imposed on the tire, followed by moderate longitudinal braking (braking distance from 30 to 40 meters) to stop the vehicle. This "standard running-in" is also carried out under normal conditions of pressure (those recommended by the manufacturer of the vehicle used) and load (only 1 person on board the vehicle).

D) Braking on wet ground:

The tires are mounted on a motor vehicle equipped with an ABS braking system and the distance required to go from 40 km / h to 10 km / h is measured during brutal braking on watered ground (bituminous concrete). A value greater than that of the control, arbitrarily fixed at 100, indicates an improved result, that is to say a shorter braking distance.

E) Grip on wet ground:

To assess the grip performance on wet ground, the behavior of the tires mounted on a given motor vehicle is analyzed, traveling on a highly virulent circuit and watered so as to maintain the wet ground, under speed limit conditions.

On the one hand, we measure the minimum time necessary to cover the entire circuit; a value lower than that of the witness, arbitrarily fixed at 100, indicates an improved result, that is to say a shorter journey time.

The professional driver of the vehicle also gives a global, subjective rating of the road behavior of the vehicle - and therefore of the tires - on this watered virgin circuit; a score higher than that of the witness, arbitrarily set at 100, indicates improved overall behavior.

H. CONDITIONS FOR CARRYING OUT THE INVENTION

The treads according to the invention are formed at least in part from a rubber composition based on at least: (i) one (at least one) diene elastomer; (ii) a minimum quantity (more than 50 cc) of one (at least one) inorganic filler as reinforcing filler; (iii) a (at least one) coupling agent (between 2 and 15 phr) ensuring the connection between the reinforcing inorganic filler and this diene elastomer; (iv) one (at least one) acceptor (between 1 and 10 phr) and (v) one (at least one) methylene donor (between 0.5 and 5 phr).

Of course, by the expression composition "based on", it is meant a composition comprising the mixture and / or the reaction product in situ of the various constituents used, some of these basic constituents (for example the coupling agent, the acceptor and the methylene donor) being capable of, or intended to react with each other, at least in part, during the various phases of manufacture of the treads , in particular during their vulcanization (cooking).

II- 1. Diene elastomer

By "diene" elastomer or rubber is generally meant an elastomer derived at least in part (i.e. a homopolymer or a copolymer) from diene monomers (monomers carrying two carbon-carbon double bonds, conjugated or not). By "essentially unsaturated" diene elastomer is meant here a diene elastomer derived at least in part from conjugated diene monomers, having a proportion of units or units of diene origin (conjugated dienes) which is greater than 15% (% by moles) . Thus, for example, diene elastomers such as butyl rubbers or copolymers of dienes and alpha-olefins of the EPDM type do not fall within this definition and can on the contrary be qualified as "essentially saturated diene elastomers". "(rate of motifs of diene origin low or very low, always less than 15%). In the category of “essentially unsaturated” diene elastomers, the expression “highly unsaturated” diene elastomer is understood in particular to mean a diene elastomer having a content of units of diene origin (conjugated dienes) which is greater than 50%.

These general definitions being given, a person skilled in the art of tires will understand that the present invention is first of all implemented with highly unsaturated diene elastomers, in particular with:

(a) - any homopolymer obtained by polymerization of a conjugated diene monomer having from 4 to 12 carbon atoms;

(b) - any copolymer obtained by copolymerization of one or more dienes conjugated together or with one or more vinyl aromatic compounds having from 8 to 20 carbon atoms.

As conjugated dienes, 1,3-butadiene, 2-methyl-1,3-butadiene, 2,3-di-alkyl (C ₁ -C ₅ ) -1,3-butadienes, such as for example, are suitable. 2,3-dimethyl-1,3-butadiene, 2,3-diethyl-1,3-butadiene, 2-methyl-3-ethyl-1,3-butadiene, 2-methyl-3-isopropyl- 1,3-butadiene, aryl-1,3-butadiene, 1,3-pentadiene, 2,4-hexadiene. Suitable vinyl-aromatic compounds are, for example, styrene, ortho-, meta-, para-methylstyrene, the commercial "vinyl-toluene" mixture, para-tertiobutylstyrene, methoxystyrenes, chlorostyrenes, vinyl mesitylene, divinylbenzene. , vinylnaphthalene.

The copolymers can contain between 99% and 20% by weight of diene units and between 1% and 80% by weight of vinyl-aromatic units. The elastomers can have any microstructure which is a function of the polymerization conditions used, in particular the presence or absence of a modifying and / or randomizing agent and the quantities of modifying and / or randomizing agent used. The elastomers can for example be block, statistical, sequence, microsequenced, and be prepared in dispersion or in solution; they can be coupled and / or stars or functionalized with a coupling and / or star-forming or functionalizing agent.

Preferably, polybutadienes and in particular those having a content of units -1,2 between 4% and 80% or those having a content of cis-1,4 greater than 80%, polyisoprenes, butadiene copolymers- styrene and in particular those having a styrene content of between 5% and 50% by weight and more particularly between 20% and 40%, a content of -1,2 bonds in the butadiene part of between 4% and 65%, a content of trans-1,4 bonds of between 20% and 80%, butadiene-isoprene copolymers and in particular those having an isoprene content of between 5% and 90% by weight and a glass transition temperature ("Tg" - measured according to standard ASTM D3418-82) from -40 ° C to -80 ° C, isoprene-styrene copolymers and in particular those having a styrene content of between 5% and 50% by weight and a Tg of between -25 ° C and -50 ° C. In the case of butadiene-styrene-isoprene copolymers, especially those having a styrene content of between 5% and 50% by weight and more particularly between 10% and 40%, an isoprene content of between 15% and 60% are suitable. by weight and more particularly between 20% and 50%, a butadiene content of between 5% and 50% by weight and more particularly between 20% and 40%, a content of -1.2 units of the butadiene part of between 4% and 85%>, a content in trans units -1.4 of the butadiene part between 6% and 80%, a content in units -1.2 plus -3.4 of the isoprene part between 5% and 70% and a content of trans units -1.4 of the isoprenic part of between 10% and 50%, and more generally any butadiene-styrene-isoprene copolymer having a Tg of between -20 ° C and -70 ° C.

In summary, of a particularly preferable type, the diem elastomer of the composition in accordance with the invention is chosen from the group of highly unsaturated diene elastomers constituted by polybutadienes (BR), synthetic polyisoprenes (DR), natural rubber ( NR), butadiene copolymers, isoprene copolymers and mixtures of these elastomers.

Such copolymers are more preferably chosen from the group consisting of butadiene-styrene copolymers (SBR), isoprene-butadiene copolymers (BIR), isoprene-styrene copolymers (SIR), isoprene copolymers- butadiene-styrene (SBIR) and mixtures of such copolymers.

The tread according to the invention is preferably intended for a tire for passenger vehicle. In such a case, the diene elastomer is preferably an SBR copolymer, in particular an SBR prepared in solution, preferably used in admixture with a polybutadiene; more preferably, the SBR has a styrene content of between 20% and 30% by weight, a content of vinyhque bonds of the butadiene part of between 15% and 65%, a content of trans-1,4 bonds of between 15% and 75%) and a Tg of between -20 ° C and -55 ° C, and the polybutadiene has more than 90% of cis-1,4 bonds.

The compositions of the treads of the invention may contain a single diem elastomer or a mixture of several diene elastomers, the diene elastomer or elastomers can be used in combination with any type of synthetic elastomer other than diene, or even with polymers other than elastomers, for example thermoplastic polymers.

11-2. Reinforcing inorganic filler

By "reinforcing inorganic filler" should be understood here any inorganic or mineral filler, whatever its color and its origin (natural or synthetic), also called "white" filler or sometimes "clear" filler as opposed to carbon black , capable of reinforcing on its own, without other means than an intermediate coupling agent, a rubber composition intended for the manufacture of a tire tread, in other words capable of replacing, in its reinforcement function , a conventional pneumatic grade carbon black (for tread).

Preferably, the reinforcing inorganic filler is a filler of the siliceous or aluminous type, or a mixture of these two types of filler.

The silica (SiO ₂ ) used can be any reinforcing silica known to those skilled in the art, in particular any precipitated or pyrogenic silica having a BET surface as well as a CTAB specific surface, both less than 450 m ² / g, preferably of 30 to 400 m ² / g. Highly dispersible precipitated silicas (called "HD") are preferred, in particular when the invention is implemented for the manufacture of tires having a low rolling resistance; the term “highly dispersible silica” is understood to mean, in known manner, any silica having a significant ability to disaggregate and to disperse in an elastomeric matrix, observable in known manner by electron or optical microscopy, on fine sections. As nonlimiting examples of such preferential highly dispersible silicas, mention may be made of the silicas BN3380 and Ultrasil 7000 from the company Degussa, the silicas Zeosil 1165 MP and 1115 MP from the company Rhodia, the silica Hi-Sil 2000 from the company PPG, Zeopol 8715 or 8745 silicas from the company Huber, precipitated silicas treated such as for example the "doped" silicas with aluminum described in application EP-A-0735 088.

The reinforcing alumina (AI ₂ O ₃ ) preferably used is a highly dispersible alumina having a BET surface ranging from 30 to 400 m ² / g, more preferably between 60 and 250 mVg, an average particle size at most equal to 500 nm , more preferably at most equal to 200 nm, as described in the above-mentioned application EP-A-0 810 258. As nonlimiting examples of such reinforcing aluminas, there may be mentioned in particular the aluminas A125 or CR125 (company Baïl owski), APA-10ORDX (company Condéa), Aluminoxid C (company Degussa) or AKP-G015 (Sumitomo Chemicals). The invention can also be implemented using as reinforcing inorganic filler the specific aluminum (oxide-) hydroxides as described in the aforementioned application WO99 / 28376.

The physical state in which the reinforcing inorganic filler is present is immaterial, whether in the form of powder, microbeads, granules, beads or any other suitable densified form. Of course, the term reinforcing inorganic filler is also understood to mean mixtures of different reinforcing inorganic fillers, in particular highly dispersible siliceous and / or aluminous fillers as described above.

When the treads of the invention are intended for tires with low rolling resistance, the reinforcing inorganic filler used, in particular if it is silica, preferably has a BET surface of between 60 and 250 m / g, more preferably between 80 and 230 m ² / g.

The inorganic filler used as reinforcing filler must be present at a rate greater than 50 phr, which is one of the essential characteristics of the invention. This reinforcing inorganic filler can constitute all or the majority of the total reinforcing filler, in the latter case associated for example with a minority amount of carbon black.

Preferably, the rate of reinforcing inorganic filler is between 60 and 120 phr, more preferably still within a range ranging from approximately 70 to 100 phr, in particular when the tread is intended for a passenger car tire. Those skilled in the art will readily understand that the optimum will be different according to the nature of the reinforcing inorganic filler used and according to the type of tire concerned, for example tire for motorbike, for passenger vehicle or also for commercial vehicle such as van or Weight heavy.

Preferably, in the tread according to the invention, the reinforcing inorganic filler constitutes more than 80% by weight of the total reinforcing filler, more preferably more than 90% by weight (or even all) of this total reinforcing filler.

It is however possible, without significantly affecting the targeted technical effect, to use a small amount of carbon black, preferably less than 20%, more preferably still less than 10% by weight relative to the amount of total reinforcing filler.

Carbon black, if used, is preferably present at a level of between 2 and 15 phr, more preferably between 4 and 12 phr. It can be used in particular as a simple black pigmentation agent, or even to protect the tread from different sources of atmospheric aging such as ozone, oxidation, UN radiation. It is also known that certain rubber additives, in particular certain coupling agents, are available in a form supported by carbon black, the use of such additives therefore involving the incorporation, in small proportion, of carbon black. carbon. As carbon blacks, all carbon blacks are suitable, in particular blacks of the HAF, ISAF, SAF type, conventionally used in tires and particularly in the treads of these tires; by way of nonlimiting examples of such blacks, mention may be made of blacks Νl 15, Ν134, N234, N339, N347, N375.

In the present description, the specific surface "BET" is determined in a known manner, according to the method of Brunauer-Emmett-Teller described in "The Journal of the American Chemical Society", vol. 60, page 309, February 1938 and corresponding to French standard NF T 45-007 (November 1987); the CTAB specific surface is the external surface determined according to this same standard NF T 45-007.

Finally, as an equivalent filler of such a reinforcing inorganic filler, a reinforcing filler of the organic type could be used, in particular a carbon black, covered at least in part with an inorganic layer (for example, a layer of silica). , requiring the use of a coupling agent to ensure the bond with the elastomer.

II-3. Coupling agent

In known manner, in the presence of a reinforcing inorganic filler, it is necessary to use a coupling agent, also called a binding agent, which has the function of ensuring the connection or bonding between the surface of the particles of this inorganic filler and the diene elastomer, while facilitating the dispersion of this inorganic charge within the elastomeric matrix during thermomechanical mixing.

By “coupling” agent (inorganic filler / elastomer), it is recalled that an agent capable of establishing a sufficient connection, of chemical and / or physical nature, between the inorganic filler and the elastomer must be understood; such a coupling agent, therefore at least bifunctional, has for example as simplified general formula "Y-T-X", in which:

Y represents a functional group (“Y” function) which is capable of physically and / or chemically binding to the inorganic charge, such a bond being able to be established, for example, between a silicon atom of the coupling agent and the surface hydroxyl groups (OH) of the inorganic filler (for example surface silanols when it is silica);

X represents a functional group ("X" function) capable of binding physically and / or chemically to the diene elastomer, for example via a sulfur atom; - T represents a divalent organic group making it possible to link Y and X.

Coupling agents should in particular not be confused with simple inorganic charge covering agents which, in known materials, may contain the active Y function with respect to the inorganic charge but are devoid of the active X function with respect to - screw of the elastomer.

Coupling agents (silica / diene elastomer), of variable effectiveness, have been described in a very large number of documents and are well known to those skilled in the art. Any known coupling agent can be used capable of effectively ensuring, in diene rubber compositions which can be used for the manufacture of tire treads, the connection between a reinforcing inorganic filler such as silica and a diene elastomer, in particular organosilanes or polyfunctional polyorganosiloxanes carrying the functions X and Y above.

Polysulphurized silanes, called "symmetrical" or "asymmetrical" according to their particular structure, are used in particular, as described for example in patents or applications for Patent FR 2 149 339, FR 2 206 330, US 3 842 111, US 3 873 489, US 3 978 103, US 3 997 581, US 4 002 594, US 4 072 701, US 4 129 585, US 5 580 919 , US 5 583 245, US 5 650 457, US 5 663 358, US 5 663 395, US 5 663 396, US 5 674 932, US 5 675 014, US 5 684 171, US 5 684 172, US 5 696 197 , US 5,708,053, US 5,892,085, EP 1,043,357.

Particularly suitable for implementing the invention, without the following definition being limiting, so-called "symmetrical" polysulphurized silanes corresponding to the following general formula (I):

(I) Z - A - S _n - A - Z, in which:

- n is an integer from 2 to 8 (preferably from 2 to 5);

- A is a divalent hydrocarbon radical (preferably alkylene groups or groups CJ g _arylene, C ₆ -C _12, especially alkylenes C _r C, _0, in particular - in particular propylene);

- Z meets one of the formulas below:

R ¹ R1 R2

—If— R1; - If— R2; - If— R2,

R2 R2 R2

in which:

- the radicals R ^1, substituted or unsubstituted, identical or different, represent alkyl, Cj-C _j g, cycloalkyl C ₅ -C ₁₈ aryl or C ₆ -C _1S (preferably alkyl C ^, cyclohexyl or phenyl, in particular C _r C ₄ alkyl groups, more particularly methyl and / or ethyl).

- the radicals R ² , substituted or unsubstituted, identical or different from each other, represent a - g alkoxyl or C ₅ -C ₁₈ cycloalkoxyl group (preferably a group chosen from C ₅ alkoxy and C ₅ -C cycloalkoxy) ₈ , more preferably still a group chosen from C 1 -C 4 alkoxyls, in particular methoxyl and ethoxyl).

In the case of a mixture of polysulphurized alkoxysilanes corresponding to formula (I) above, in particular the usual mixtures commercially available, the average value of "n" is a fractional number preferably between 2 and 5, more preferably close to 4. But the invention can also be advantageously implemented, for example with disulphurized alkoxy silanes (n = 2).

By way of examples of polysulphurized silanes, mention will be made more particularly of the polysulphides (in particular disulphides, trisulphides or tefrasulphides) of bis- (alkoxyl (Cι-C ₄ ) -a] kyl (C ₁ -C ₄ ) silyl-alkyl (C ₁ -C ₄ )), such as for example the polysulphides of bis (3-trimethoxysilylpropyl) or of bis (3-triethoxysilylpropyl). Among these compounds, use is made in particular of tetrasulfide bis (3-tri-ethoxysilylρropyl), abbreviated TESPT, of formula [(C ₂ H ₅ O) ₃ Si (CH ₂ ) ₃ S ₂ ] ₂ or bis- (triethoxysilylpropyl) disulfide, abbreviated TESPD, of formula [(C ₂ H ₅ O) ₃ Si (CH ₂ ) ₃ S] ₂ .

TESPD is marketed for example by the company Degussa under the name Si75 (in the form of a mixture of disulfide - at 75% by weight - and polysulphides), or also by the company Witco under the name Silquest A1589. TESPT is marketed for example by the company Degussa under the name Si69 (or X50S when it is supported at 50%) by weight on carbon black), or also by the company Osi Specialties under the name Silquest A1289 (in the two cases, commercial mixture of polysulphides with an average value for n which is close to 4).

By way of examples of coupling agents other than the above-mentioned polysulphurized alkoxysilanes, mention may be made in particular of bifunctional polyorganosiloxanes as described for example in the above-mentioned application WO99 / 02602.

In the treads according to the invention, the content of coupling agent is preferably between 4 and 12 phr, more preferably between 3 and 8 phr. But it is generally desirable to use as little as possible.

Relative to the weight of reinforcing inorganic filler, the level of coupling agent preferably represents between 0.5 and 15% by weight relative to the amount of reinforcing inorganic filler. More preferably, in the case of tire treads for passenger vehicles, the coupling agent is present at a rate of less than 12%, or even less than 10% by weight relative to this quantity of reinforcing inorganic filler.

The polysulphurized alkoxysilane could be grafted beforehand (via the "X" function) on the diene elastomer of the composition of the invention, the elastomer thus functionalized or "precoupled" then comprising the free "Y" function for the inorganic charge reinforcing. The polysulphurized alkoxysilane could also be grafted beforehand (via the "Y" function) onto the reinforcing inorganic filler, the filler thus "precoupled" can then be linked to the diene elastomer via the free function "X". However, it is preferred, in particular for reasons of better implementation of the compositions in the raw state, to use the coupling agent either grafted onto the reinforcing inorganic filler, or in the free state (i.e., not grafted).

The coupling agent may optionally be associated with an appropriate "coupling activator", that is to say a body (single compound or combination of compounds) which, mixed with this coupling agent, increases the effectiveness of this coupling agent. latest. Activators for coupling polysulphurized alkoxysilanes have for example been described in the international applications WO00 / 5300 and WO00 / 5301 mentioned above, consisting in the association of a substituted guanidine, in particular N, N'-diphenylguanidine (abbreviated " DPG "), with an enamine or a zinc dithiophospate. The presence of these coupling activators will, for example, make it possible to maintain the level of coupling agent at a preferential level of less than 10%>, or even even less than 8%> by weight relative to the amount of reinforcing inorganic filler, or else reduce the rate of reinforcing inorganic filler due to the improved coupling with the diene elastomer.

II-4. Methylene Donor Acceptor System (so-called "A.D.M." system)

The terms "methylene acceptor" and "methylene donor" are well known to those skilled in the art and widely used to denote compounds capable of reacting together to generate by condensation a three-dimensional reinforcing resin.

The rubber compositions of the treads of the invention contain, in combination, at least one methylene acceptor associated with at least one methylene donor, intended to form in situ, after curing (vulcanization) of the tread, a three-dimensional resin network which is superimposed, interpenetrating with the network (inorganic filler / elastomer) on the one hand, with the network (elastomer / sulfur) on the other hand (if the crosslinking agent is sulfur).

Methylene acceptors, in particular novolak resins, associated or not with a methylene donor, had certainly already been described in rubber compositions, in particular intended for tires or tire treads, for applications as varied as adhesion or reinforcement: reference will be made, for example, to documents EP-A-0 967 244, US-A-6 028 137, US-A-6 015 851, US-A-5 990 210, US-A-5 872 167, US-A-5 859 115 or EP-A-0 736 399, US-A-5 840 113 or EP-A-0 875 532, US-A-5 405 897, US-A-5 049 418, US- A-4,837,266.

However, to the knowledge of the Applicant, no document of the state of the art describes the use in tire tread, in the proportions taught here, of such an A.D.M. in combination with such a high level (more than 50 phr, preferably more than 60 phr) of a reinforcing inorganic filler such as silica.

A) Methylene acceptor

In known manner, the term “methylene acceptor” designates the reactant with which the methylene donor compound reacts by formation of methylene bridges (-CH2-), during the curing of the composition, thus leading to the formation in situ of the network three-dimensional resin.

The methylene acceptor must be able to disperse perfectly in the rubber matrix, together with the reinforcing inorganic filler and its coupling agent.

Particularly suitable are phenols, a generic name for hydroxylated derivatives of arenas and equivalent compounds; such a definition covers in particular monophenols, for example phenol itself or hydroxybenzene, bisphenols, polyphenols (polyhydroxyarenes), substituted phenols such as alkylphenols or aralkylphenols, for example bisphenols, diphenylolpropane, diphenylolmethane, naphthols, cresol , octylphenol, nonylphenol, xylenol, resorcinol or the like. Preferably used phenolic resins called "novolaks", also called phenol-aldehyde precondensates, resulting from the precondensation of phenolic compounds and aldehydes, in particular formaldehyde. In known manner, these novolak resins (also called two-step resins) are thermoplastic and require the use of a hardening agent (methylene donor) to be crosslinked, unlike for example resols which are thermosetting; they have sufficient plasticity so as not to hinder the processing of the rubber composition. After crosslinking by the methylene donor (they can then be called "thermoset" novolak resins), they are characterized in particular by a three-dimensional network tighter than that of the resols.

The amount of methylene acceptor must be between 1 and 10 phr; below the minimum indicated, the targeted technical effect is insufficient, while beyond the maximum indicated, there is a risk of stiffening too high and excessive penalization of the hysteresis. For all these reasons, an amount between 2 and 8 phr is more preferably chosen, rates comprised in a range of 3 to 6 phr being particularly advantageous in the case of treads for passenger car tires.

Finally, the amount of methylene acceptor, in the ranges indicated above, is advantageously adjusted so as to represent between 2% and 15%, more preferably between 4% and 10% by weight relative to the amount of reinforcing inorganic filler.

B) Methylene donor

With the methylene acceptor previously described must be associated a hardening agent, capable of crosslinking or hardening this acceptor, also commonly called "methylene donor". The crosslinking of the resin is then caused during the curing of the rubber matrix, by formation of bridges (-CH ₂ -).

Preferably, the methylene donor is chosen from the group consisting of hexamethylenetetramine (abbreviated HMT), hexamethoxymethylmelamine (abbreviated HMMM or H3M), rhexaethoxymethylmelamine, formaldehyde polymers such as p-formaldehyde, N derivatives -methylol of melamine, or mixtures of these compounds. More preferably, a methylene donor chosen from HMT, H3M or a mixture of these compounds is used.

The amount of methylene donor must be between 0.5 and 5 phr; below the minimum indicated, the targeted technical effect has been found to be insufficient, while beyond the maximum indicated, there is a risk of penalizing the raw use of the compositions (for example , solubility problem of HMT) or vulcanization (slowing down in the presence of H3M). For all these reasons, an amount of between 0.5 and 3.5 phr is more preferably chosen, rates comprised in a range of 1 to 3 phr being particularly advantageous in the case of treads for passenger car tires. Finally, the amount of methylene donor, in the ranges indicated above, is advantageously adjusted so as to represent between 10%> and 80%, more preferably in a range of 40 to 60% by weight relative to the amount of acceptor methylene.

II-6. Miscellaneous additives

Of course, the rubber compositions of the treads according to the invention also comprise all or part of the additives usually used in diem rubber compositions crosslinkable with sulfur and intended for the manufacture of treads, such as for example plasticizers, pigments, protective agents of the antioxidant, antiozonant type, a crosslinking system based either on sulfur or on sulfur and / or peroxide and / or bismaleimide donors, vulcanization accelerators, vulcanization activators, extension oils, etc. With the reinforcing inorganic filler can also be associated, if necessary, with a conventional non-reinforcing white filler, such as for example particles of clay, bentonite, talc, chalk, kaolin, titanium oxides .

The rubber compositions of the treads of the invention may also contain, in addition to the coupling agents, covering agents (comprising for example the only function Y) of the reinforcing inorganic filler or more generally agents for assisting in the use likely of known material, thanks to an improvement in the dispersion of the inorganic filler in the rubber matrix and to a lowering of the viscosity of the compositions, to improve their ability to be used in the raw state, these agents being for example alkylalkoxysilanes (in particular alkyltriethoxysilanes), polyols, polyethers (for example polyethylene glycols), primary, secondary or tertiary amines, hydroxylated or hydrolysable polyorganosiloxanes, for example, ω-dihydroxy-polyorganosiloxanes (in particular α, ω-dihydroxypolydimethylsiloxanes).

II-7. Tread manufacturing

The rubber compositions of the treads of the invention are produced in suitable mixers, using two successive preparation phases according to a general procedure well known to those skilled in the art (see for example documents EP-A-0 501 227 or O00 / 05300 mentioned above): a first working phase or thermomechanical kneading (sometimes called a "non-productive" phase) at high temperature, up to a maximum temperature between 130 ° C and 200 ° C, preferably between 145 ° C and 185 ° C, followed by a second mechanical working phase (sometimes called a "productive" phase) at a lower temperature, typically below 120 ° C, for example between 60 ° C and 100 ° C, phase of finish during which the crosslinking or vulcanization system is incorporated.

The process according to the invention, for preparing a tire tread vulcanizable with sulfur, capable of exhibiting, after a mechanical running-in of the tire for which it is intended, a gradient of rigidity radially increasing from the surface towards the interior of the tread, includes the following steps: incorporate into a diene elastomer, in a mixer:

. more than 50 phr of an inorganic filler as a reinforcing filler;

• between 2 and 15 phr of a coupling agent (inorganic filler / diene elastomer);

• between 1 and 10 phr of a methylene acceptor, by thermomechanically kneading the whole, in one or more times, until reaching a maximum temperature of between 130 ° C and 200 ° C; cool the assembly to a temperature below 100 ° C; - then incorporate:

. between 0.5 and 5 phr of a methylene donor,

• a vulcanization system; knead everything up to a maximum temperature below 120 ° C; extruding or calendering the rubber composition thus obtained in the form of a tire tread.

According to a preferred embodiment of the invention, all the basic constituents of the tread compositions in accordance with the invention, with the exception of the methylene donor and the vulcanization system, namely the reinforcing inorganic filler, l coupling agent (and its optional activator) and the methylene acceptor are intimately incorporated, by kneading, into the diene elastomer during the first so-called non-productive phase, that is to say that at least these various basic constituents are introduced into the mixer and kneaded thermomechanically, in one or more stages, until the maximum temperature of between 130 ° C. and 200 ° C. is reached, preferably between 145 ° C. ° C and 185 ° C.

More preferably, during this first non-productive phase, the methylene acceptor is incorporated into the mixer later than the elastomer, the reinforcing inorganic filler and its coupling agent, when the temperature of the composition in the mixer , during mixing, has reached a value between 80 ° C and 130 ° C, more preferably between 90 ° C and 110 ° C. In fact, the A.D.M. for such temperature conditions.

For example, the first (non-productive) phase is carried out in a single thermomechanical step during which all the necessary constituents, any covering agents, are introduced into a suitable mixer such as a conventional internal mixer. or complementary processing and other various additives, with the exception of the methylene donor and the vulcanization system. A second thermomechanical working step can optionally be added, in this internal mixer, for example after an intermediate cooling step (preferably at a temperature below 100 ° C.), in order to subject the compositions to a complementary heat treatment, in particular to improve the dispersion, in the elastomeric matrix, of the reinforcing inorganic filler, of the coupling agent and of the methylene acceptor.

After the mixture thus obtained has cooled during the first non-productive phase, the methylene donor and the low-vulcanization system are then incorporated. temperature, generally in an external mixer such as a cylinder mixer; the whole is then mixed (productive phase) for a few minutes, for example between 5 and 15 minutes.

The vulcanization system proper is preferably based on sulfur and a primary vulcanization accelerator, in particular an accelerator of the sulfenamide type. To this vulcanization system are added, incorporated during the first non-productive phase and / or during the productive phase, various secondary accelerators or known vulcanization activators such as zinc oxide, stearic acid, guanidine derivatives ( especially diphenylguanidine), etc. The sulfur content is preferably between 0.5 and 3.0 phr, that of the primary accelerator is preferably between 0.5 and 5.0 phr.

The final composition thus obtained is then calendered, for example in the form of a sheet or a plate, in particular for characterization in the laboratory, or else extradited in the form of a rubber profile which can be used directly as a tire tread. .

The vulcanization (or baking) is carried out in a known manner at a temperature generally between 130 ° C and 200 ° C, for a sufficient time which can vary for example between 5 and 90 min depending in particular on the baking temperature, the system of vulcanization adopted and of the vulcanization kinetics of the composition considered.

In the process according to the invention, in accordance with the previous indications given for the rubber compositions, there is preferably at least one, more preferably all of the following characteristics which are verified:

the amount of reinforcing inorganic filler is between 60 and 120 phr; the amount of coupling agent is between 4 and 12 phr; - The quantity of methylene acceptor is between 2 and 8 phr; the amount of methylene donor is between 0.5 and 3.5 phr; the maximum thermomechanical mixing temperature is between 145 ° C and

180 ° C; the reinforcing inorganic filler is a siliceous or aluminous filler; - The amount of carbon black is between 2 and 15 phr; the at least bifunctional coupling agent is an organosilane or a polyorganosiloxane; the methylene acceptor is chosen from the group consisting of phenolic resins; the methylene donor is chosen from the group consisting of HMT, H3M, rhexaethoxymethylmelamine, para-formaldehyde polymers, N-methylol derivatives of melamine, or a mixture of these compounds; the amount of methylene acceptor represents between 2% ₀ and 15% by weight relative to the weight of reinforcing inorganic filler; the amount of methylene donor represents between 10% and 80% by weight relative to the weight of methylene acceptor. the diene elastomer is a butadiene-styrene copolymer (SBR), preferably used in admixture with a polybutadiene; the reinforcing inorganic filler representing more than 80%> of the total reinforcing filler;

More preferably, in this process, there is at least one, even more preferably all of the following characteristics which are verified:

the amount of inorganic filler is within a range of 70 to 100 phr; - The amount of coupling agent is between 3 and 8 phr; the amount of methylene acceptor is within a range of 3 to 6 phr; the amount of methylene donor is within a range of 1 to 3 phr; the reinforcing inorganic filler is silica; the amount of carbon black is between 4 and 12 phr; - The coupling agent is a bis-alkoxyl (CC ₄ ) silylpropyl polysulphide; the methylene acceptor is a novolak phenolic resin; the methylene donor is chosen from the group consisting of HMT, H3M or a mixture of these compounds; the amount of methylene acceptor represents between 4% and 10% by weight relative to the weight of reinforcing inorganic filler; the amount of methylene donor represents from 40% to 60%> by weight relative to the weight of methylene acceptor; SBR is an SBR prepared in solution and the polybutadiene has more than 90% of cis-1,4 bonds; - the reinforcing inorganic filler representing more than 90% of the total reinforcing filler.

The rubber compositions described above, based on diene elastomer, of a high level of reinforcing inorganic filler, of a coupling agent and of a methylene acceptor / donor system, in the proportions indicated above, can advantageously constitute the entire tread according to the invention.

However, the invention also applies to cases where these rubber compositions comprising the A.D.M. form only part of a composite tread as described for example in the introduction to this specification, consisting of two radially superimposed layers of different stiffnesses (so-called "cap-base" structure), both intended to come into contact with the road during the rolling of the tire, during the life of the latter.

The base part of the ADM system can then constitute the radially external layer of the tread intended to come into contact with the ground from the start of rolling of the new tire, or on the contrary its radially internal layer intended to come into contact with the ground later, in cases where it is desired, for example, to "delay" the technical effect of self-accommodation provided by the invention. Of course, the invention relates to the treads previously described both in the raw state (ie, before baking) and in the baked state (ie, after crosslinking or vulcanization).

III. EXAMPLES OF EMBODIMENT OF THE INVENTION

III- 1. Preparation of rubber compositions and treads

The following tests are carried out as follows: an internal mixer, filled to 70% and whose initial tank temperature is approximately 60 ° C., is introduced successively, the reinforcing filler, the coupling agent and its any associated coupling activator, the diene elastomer or the mixture of diene elastomers, the methylene acceptor as well as the various other ingredients, with the exception of the vulcanization system and the methylene donor. Thermomechanical work (non-productive phase) is then carried out in one step, which lasts a total of approximately 3 to 4 minutes, until a maximum "fall" temperature of 165 ° C. is reached. In these tests, the methylene acceptor is introduced into the mixer when the composition being kneaded has reached a temperature in the region of 100 ° C.

The mixture thus obtained is recovered, it is cooled and then sulfur, sulfenamide accelerator and methylene donor are incorporated on an external mixer (homo-finisher) at 30 ° C., mixing the whole (productive phase) for an appropriate time, between 5 and 12 minutes depending on the case.

The compositions thus obtained are then calendered either in the form of plates (thickness of 2 to 3 mm) or thin sheets of rubber for the measurement of their physical or mechanical properties, or extradited in the form of treads for passenger car tires.

In all the tests which follow, the reinforcing inorganic filler (silica type "HD") is present at a rate greater than 60 phr; it also constitutes more than 90%> by weight of the entire reinforcing filler, a minority fraction (less than 10%) of the latter being constituted by carbon black.

III-2. testing

A) Trial 1

In this first test, four rubber compositions, based on known SBR and BR diene elastomers, reinforced with carbon black or silica, used as treads for tires for passenger vehicles are compared.

These four compositions, noted C1 to C-4, are essentially distinguished by the following characteristics: Cl: reinforced with carbon black (70 pce), without ADM system; C-2: reinforced with carbon black (70 pce), with ADM system; C-3: reinforced with silica (80 phr), without ADM system; C-4: reinforced with silica (80 pce), with ADM system.

Compositions C-1 and C-3 constitute the "black" and "silica" controls for this test. Their respective formulation was adjusted so as to bring them both to initial iso-rigidity (Shore A hardness and module M10 equivalent), before incorporation of the A.D.M.

Composition C-3 additionally contains the coupling agent TESPT (rate of 8% by weight relative to the amount of silica) and DPG (approximately 2.6%> by weight relative to the amount of silica). In this composition C-3, carbon black is essentially used as a black pigmentation agent, and present at a very low rate (6 phr or about 7% of the total reinforcing filler).

Compositions C-2 and C-4 correspond respectively to compositions C-1 and C-3 to which the A.D.M. system has been added. ; only the tread comprising composition C-4 is therefore in accordance with the invention.

Tables 1 and 2 give the formulation of the different compositions (Table 1 - rate of the different products expressed in pce), their properties before and after cooking (40 min at 150 ° C).

A comparison, first of all, of the control compositions C-1 and C-3 (devoid of the A.D.M. system) leads to the following observations:

in the raw state, a lower Mooney viscosity of the silica-based composition C-2 and a slightly increased roasting time, which is favorable to the use of the composition; after baking, equivalent rigidity (identical Shore A hardness; very low modulus of deformation M10 very similar) and identical reinforcement properties (identical modules with high deformation (Ml 00 and M300), equivalent mechanical properties at break, with precision of close measurement); finally, as expected, a lower hysteresis (lower values of ΔG * and tan (δ) _max ) for the composition C-2 based on silica, synonymous with lower rolling resistance.

After incorporating the A.D.M. system, the following modifications of properties are observed for the two types of compositions (compare C-2 to C-1 on the one hand, C-4 to C-3 on the other hand):

in the raw state, a slightly modified Mooney viscosity, a decrease in T5 in both cases

(C-2 and C-4), with T5 values (at least 10 min) which nevertheless provide a sufficient margin of safety with regard to the problem of roasting; a significant increase in hysteresis in both cases; it is noted however that the values of ΔG * and tan (δ) _max measured on the silica-based composition (C-4) remain at a low level, substantially equal to that of the control composition C-1 loaded with black carbon, which is a notable advantage for the silica-based tread; finally, a strong rise in the modulus value with low deformation (M10 values practically doubled) as well as in Shore hardness (increased by approximately 20% _> ).

These results can be qualified as expected. In particular, the very marked increase in rigidity (Shore hardness and modulus under low deformation M10), due to the presence of the A.D.M. in these compositions C-2 and C-4, suggests to those skilled in the art, for tires mounted on motor vehicles whose treads would be made of such compositions, certainly an improvement in road behavior due to a thrust increased drift, but above all a crippling drop in wet grip performance.

However, a significant difference should be noted between compositions C-2 and C-4, difference relating to the evolution of the module (M10 _Ac ) under slight deformation, after mechanical accommodation (15%).

In the case of the control composition C-2 (carbon black), it is noted that the module M10 _Ac remains very high after accommodation (9.1 MPa to be compared to 5.5 MPa initial on the composition C-1, ie approximately 65%>higher); on the contrary, this same M10 _Ac module drops very sharply (from 12.0 MPa to 7.2 MPa) for composition C-4 (silica), practically covering the initial value M10 (6.0 MPa) recorded on the control composition C-3 without ADM system.

Such a difference in response between the two compositions, in the presence of the A.D.M. system, is completely unexpected; it justifies that these first results are now confronted with real tire rolling tests, as explained in test 2 which follows.

B) Test 2 (tire rolling tests)

The compositions C-1 to C-4 previously described are used in this test as treads for passenger car tires with radial carcass, of size 195/65 RI 5 (speed index H), conventionally manufactured and in all identical points except the rubber composition constituting the tread.

These tires are denoted P-1 to P-4 and correspond to compositions C-1 to C-4, respectively; They were first tested on a machine to determine their initial Shore A hardness (on the tread) and their drift thrust.

They were then mounted on a passenger vehicle to be subjected to the braking and grip tests described in paragraph 1-6 above, under the following specific conditions:

braking on wet ground: Renault vehicle, Laguna model (front and rear pressure: 2.0 bars), the tires to be tested being fitted at the front of the vehicle; driving on a virage wet circuit: BMW model 328 vehicle (front pressure 2.0 bars; rear pressure 2.4 bars), the tires to be tested being fitted at the front and rear of the vehicle.

Finally, their Shore A hardness was also measured after a "standard running-in" (see (C) in paragraph 1-6) on the Renault Laguna vehicle.

The results obtained, reported in Table 3, lead to the following comments:

- it is noted first of all that the Shore A hardnesses measured on the very surface of the treads of new tires (Shore A "initial" hardnesses) are almost equal to those measured on rubber test pieces (compositions C-1 to C- 4 corresponding - see table 2 above), regardless of the type of reinforcing filler used (carbon black or silica); the addition of the A.D.M. in both cases results in a net increase in Shore hardness of around 13 points (from

67 points to 79-80 points);

this increase in tread stiffness, for the two types of tires P-2 and P-4, is predictably accompanied by a very strong increase in drift thrust (+ 30%), a clear indicator for the '' skilled in the art of improved road handling (on dry ground);

now concerning the braking performance on wet ground, it is noted first of all that the control tires P-1 and P-3, devoid of the A.D.M. system, show an equivalent performance (base 100 used for the tire P-1);

after incorporating the ADM system, the control P-2 tire, whose tread is reinforced with carbon black, shows an unacceptable drop (loss of 20% ”) in this braking performance, which is quite predictable, moreover, taking into account the strong stiffening of the tread provided by the ADM system;

the unexpected result lies in the behavior of the tire of the invention P-4, the tread of which is reinforced with silica: not only is its braking performance on wet surfaces not degraded - which is already a very surprising result for a person skilled in the art - but it is significantly improved since a gain of 8% is obtained compared to the control tires P1 and P-3; this behavior is quite remarkable and radically opposed to that of the control tire P-2;

as for the rolling test on a wet and bumpy track, it confirms that the incorporation of the ADM system into the conventional tread loaded with carbon black (P-2 tire) results in an unacceptable drop in grip, illustrated both by an increase in the minimum time necessary to travel the circuit under speed limit conditions (plus 7%) than by the decrease in the behavior score awarded by the pilot (fall of 25%>, very significant for such a test); whereas the incorporation of the same ADM system in the tread of the invention loaded with silica (tire P-4) results on the contrary in a very significant gain in performance: journey time of the circuit significantly reduced (gain of 3 %) compared to control tires, better behavior rating (gain of 10%);

correlatively to the rolling results above, it can be seen that after mechanical accommodation ("standard running in"), the Shore A surface hardness remains unchanged (to within the measurement accuracy) on the control tires P1, P-2 and P -3, while it drops very significantly (minus 10 points) on the P-4 tire according to the invention; this singular behavior moreover recalls the evolution of the M10 _Ac module observed on the corresponding rubber compositions (C-1 to C-4) in test 1 above.

In summary, the tire according to the invention P-4 shows, quite unexpectedly, a simultaneous increase in two properties which are nevertheless considered to be contradictory, namely road behavior (drift thrust) and grip on wet ground.

It must be deduced that, necessarily, the three-dimensional resin network provided by the A.D.M. in the rubber compositions of the treads "is expressed" differently depending on whether these compositions are conventionally charged with carbon black, or on the contrary with a reinforcing inorganic filler such as silica, at the high rate recommended.

C) Trial 3

This third test provides, a posteriori, an explanation for the improved results of the previous tests 1 and 2, by revealing an unexpected property for the tread of the invention: this indeed has, in the radial direction, a gradient of very marked stiffness, with increasing stiffness when moving from the surface to the inside of the tread; such a characteristic does not exist in the control tread loaded with carbon black.

The single appended figure represents, for the treads of tires P-2 and P-4 of the previous test, the evolution of module M10 (in MPa) as a function of the depth "e" (from 0 to 6 mm ), before (new condition) and after a "standard running-in" of these tires on the aforementioned Renault Laguna vehicle.

To obtain these stiffness profiles, tread strips were removed by cutting, at regular depth intervals "e" (for example every 2/10 of mm), practically over the entire thickness of this tread (about 7 mm); then these rubber straps were split to determine the module M10 as a function of their depth "e" in the tread, measured relative to the surface (e = 0 mm) of the latter.

More precisely, we have the following correspondences: curve A corresponds to the control tires Pl and P-3, that is to say the treads without ADM system, the module profiles being essentially the same (except for the measurement accuracy) between the two types of reinforcing load used (carbon black or silica); - curve B corresponds to tires P-2 and P-4, that is to say the treads with ADM system, these tires being in new condition, that is to say before any running-in or mechanical accommodation; here again, the module profiles are essentially confused between carbon black and silica; curve C corresponds to tire P-2 (carbon black) after running in; - curve D corresponds to the P-4 tire (silica) after running in.

After running-in, we observe a radically different behavior between tires P-2 and P-4:

the surface stiffness and that in depth are little different for the P-2 tire of the prior art, the reinforcing load of which is carbon black; whereas, in the case of the tire P-4 of the invention, the surface stiffness is very much lower, practically equal to that of the control tires Pl and P-3, with in addition a very marked gradient of radial stiffness, increasing when moving from the surface of the tread towards the interior thereof.

It may be necessary to deduce from curves A to D above, as well as from all the preceding results, that the three-dimensional stiffening network formed by the system A.D.M. has a less solidity in the case of the tread loaded with silica than in that of the conventional tread loaded with carbon black.

Thanks to this relative fragility, stresses of small amplitude, typical of those undergone during rolling by the surface part of the tread, would be sufficient to break the surface resin network, thus making the surface part of the tread more flexible, less rigid, and thus make it recover the excellent adhesion performance which are its own in the absence of an ADM system, however, in depth, the resin network would be little affected by running, especially as the 'We penetrate inside this tread, thus guaranteeing sufficient additional rigidity for improved road behavior (stronger drift thrust).

D) Test 4

In this new test, five rubber compositions are compared, all reinforced with silica (80 phr) and a small proportion (6 phr) of carbon black as a black pigmentation agent, these compositions also being used as bands. of passenger vehicle tires.

The control composition (denoted C-5) has no ADM system while the other four (denoted C-6 to C-9) include such a system; the methylene acceptor is made up of different variants of novolak resins (6 phr), the methylene donor being HMT (2 phr). Each composition comprises in particular a coupling agent for silica. The treads comprising compositions C-6 to C-9 therefore all conform to the invention. Tables 4 and 5 give the precise formulation of the different compositions (Table 4 - rate of the different products expressed in pce), their properties before and after cooking (40 min at 150 ° C).

On reading these results, it is noted that, compared to the control composition C-5 devoid of the A.D.M. system, the compositions used as treads according to the invention have the following characteristics:

in the raw state, a lower Mooney viscosity, which is favorable for processing; a decrease in T5 in all cases, with values (10 to 13 min) which nevertheless provide a sufficient margin of safety with regard to the problem of roasting; after baking, substantially equivalent reinforcement properties, illustrated by values close to the high deformation modules (M100 and M300), as well as breaking properties; - a significantly higher rigidity, illustrated both by a Shore A hardness increased by about 16% (passage from 67 points to an average value of 78 points) and by an M10 module under low deformation which is substantially doubled (from 6.3 MPa to 12.5 MPa, on average); correlatively, an expected increase in hysteresis (increase in dynamic properties ΔG * and tan (δ) _max ); finally, after mechanical accommodation, modulus values under low deformation (M10 _Ac ) which drop very sharply, covering values close to the initial value observed on the control composition C-5 devoid of the resin network.

Are thus clearly confirmed, in the presence of various types of novolac resins, the unexpected results of the previous test 1 (almost "reversibility" of module M 10, after mechanical accommodation), suggesting that tires comprising these compositions C-6 at C-9 as treads, the same improved compromise in road behavior and grip as that observed in test 2 above, thanks to the presence of a radial stiffness gradient in the tread.

It should also be noted that compositions C-6 to C-9 in accordance with the invention have very similar properties, whatever the novolak resin used as the methylene acceptor.

E) Test 5

Five compositions loaded with silica (denoted C-10 to C-14) are compared here, similar to those of test 4 above.

A first control composition (denoted C-10) does not have an ADM system, a second control composition (C-11) comprises the methylene acceptor but not the methylene donor. The other three compositions (C-12 to C-14) constitute three new variants, with different ADM systems, of compositions which can be used as treads according to the invention; it is noted in particular that composition C-14 comprises, as an ADM system, two acceptors and two different methylene donors. Tables 6 and 7 show the formulation of the different compositions (Table 6 - rate of the different products expressed in phr), their properties before and after cooking (40 min at 150 ° C).

Reading these results fully confirms, if necessary, the conclusions of the preceding tests, namely, for compositions C-12, C-13 and C-14 in accordance with the invention, compared with control C-10:

in the raw state, a lower Mooney viscosity, favorable for processing; - certainly a reduction in T5, but satisfactory values (15 min) with regard to the roasting problem; after cooking, an (expected) increase in hysteresis (ΔG * and tan (δ) _max ); reinforcement properties at least equal (values close to the modules Ml 00 and

M300; equivalent breaking properties); - a markedly increased rigidity: plus 10 points on Shore hardness, almost doubled M10 module (from 6.3 MPa to 10.8 MPa on average); finally, after accommodation, modulus values under low deformation (M10 _Ac ) which practically overlap those of witness C-10.

In accordance with the results of previous tests, these last two characteristics must be analyzed as synonymous with improved road handling (thanks to the stiffening in depth of the tread) without penalizing or even improving grip on wet surfaces (thanks to a surface stiffness almost unchanged, after accommodation).

Finally, it should be noted that the control composition C-11, comprising a methylene acceptor without curing agent, reveals intermediate properties which are not very advantageous.

As for composition C-14 according to the invention, comprising two different methylene acceptors (formophenol + diphenynolpropane) associated with two methylene donors (HMT and H3M), it shows the best overall compromise of properties for this test, before cooking (viscosity and toasting time) as after baking (rigidity, reinforcement and hysteresis).

F) Test 6

In this test, two new rubber compositions based on silica (denoted C-15 and C-16) are compared, which constitute two new variants of compositions which can be used as treads according to the invention. The rate of reinforcing inorganic filler was slightly lowered compared to the previous tests, while remaining within a preferential range between 60 phr and 100 phr.

Composition C-16 is identical to composition C-15, with the difference that a coupling activating system as described in the above-mentioned application WO00 / 05301, formed by the association of '' a zinc dithiophosphate (DTPZn) and a guanidine derivative (DPG); such an activator has the capacity to improve the efficiency of a polysulphurized alkoxysilane coupling agent.

Tables 8 and 9 give the formulation of the different compositions, their properties before and after cooking (40 min at 150 ° C).

On reading these results, it is noted that the incorporation of DTPZn and DPG in composition C-16 has a beneficial effect on most of the properties, with in particular:

- an increase in reinforcement, as indicated by a significant increase in the M100 and M300 values, as well as in the M300 / M100 ratio; advantageously combined with a significant decrease in hysteresis (decrease in ΔG * and tan (δ) _max ).

The two above developments clearly illustrate a better interaction between the reinforcing inorganic filler and the elastomer, in other words an optimized coupling effect thanks to the presence of the activating coupling system.

It is further noted that this optimized reinforcement is obtained without penalizing the action of the ADM system (Shore A hardness values, of identical modules M10 and M10 _Ac ).

In the preceding results, a slight increase in hysteresis was observed in the presence of the A.D.M. system, for the compositions and treads of the invention loaded with silica, which penalizes the rolling resistance. The use of a coupling activator is a means of overcoming this drawback thanks to the possibility that it offers, for example, of lowering the rate of reinforcing inorganic filler.

G) Test 7

5 rubber compositions are compared, all reinforced with silica (80 phr) and a small proportion (6 phr) of carbon black, these compositions being used as treads for passenger vehicle tires.

The control composition (noted C-17) is devoid of the A.D.M. The other 4 compositions (noted C-18 to C-21) include such a system; the methylene acceptor is used therein at rates varying from 2 to 5 phr, the quantity of methylene donor being chosen equal to 60% by weight relative to the quantity of acceptor.

Tables 10 and 11 give the formulation of the different compositions, some of their properties after curing (40 min at 150 ° C), as well as the properties of the tires (noted respectively P-17 to P-21) comprising the corresponding treads. These tires are manufactured and tested as indicated above for test 2.

The treads comprising the compositions C-18 to C-21 as well as the tires Pl 8 to P-21 are therefore all in accordance with the invention. Reading the results in Table 11, it is noted first of all that, compared to the control composition C-17, the compositions C-18 to C-21 have, and this all the more so since the quantity of ADM system is significant, higher rigidity illustrated by Shore A hardness and an M10 module both significantly increased, the M10 module being substantially doubled (from 5.6 MPa to 11.3 MPa) for the highest ADM system rate.

This higher rigidity results, for the tires according to the invention, not only by an (expected) increase in the drift thrust (indicator of behavior on dry ground), but also and above all, unexpectedly, by an improvement in the behavior on wet ground (see performances in wet cornering circuit).

It is thus confirmed, in the presence of the ADM system combined with the high rate of reinforcing inorganic load, the improved overall compromise of road behavior and grip as observed in the previous test 2, obtained thanks to the presence of a gradient of radial rigidity in the treads according to the invention.

H) Trial 8

In this test, two new compositions, reinforced by a high level of silica, are used, used to form all or part of a tread for passenger vehicle tires.

The composition according to the invention (C-23) comprises the A.D.M. system, while the control composition (C-22) is devoid of it. The formulation of the 2 compositions is close to those of Table 6 (test 5), with the difference, in particular, that the diene elastomer used here is a mixture of two SBRs with different microstructures.

Tables 12 and 13 give this detailed formulation of the 2 compositions, some of their properties after curing (40 min at 150 ° C), as well as the properties of the corresponding tires (noted P-22 and P-23), manufactured and tested. as indicated for test 2 above, with the following details:

the tread of the control tires P-22 consists exclusively of the control composition C-22;

the tread of the P-23 tires according to the invention is a composite tread with a "cap / base" structure as described above, constituted by the two compositions C-22 and C-23 radially superimposed, the composition according to invention C-23 constituting the base, that is to say the radially internal part (on a new tire) of the tread.

Reading the results in Table 13, it is noted first of all that the presence of the ADM system in composition C-23 leads to a very marked increase in Shore A hardness (almost 20% higher). This higher rigidity translates, for the P-23 tires according to the invention, into significantly improved vehicle behavior, not only on dry ground (increased drift thrust) but also and above all on wet ground: course significantly reduced (less than about 4 seconds per lap) and a significantly improved behavior score (+ 15%).

Thus, the beneficial effect of the invention, obtained thanks to the self-accommodation phenomenon, is once again demonstrated, even in the case where the composition based on the A.D.M. constitutes only a part of the tread, in this case in this test the radially internal part of the tread intended to come into contact with the road only later, after wear of its part (radially) external of this tread.

I) Test 9

In this last test, two new compositions reinforced with silica are compared, similar to those of test 1 (compositions C-3 and C-4) with the difference, in particular, that a more HD silica is used here. low specific surface. The composition according to the invention (C-25) comprises the A.D.M. whereas the control composition (C-24) is devoid of it; these 2 compositions are used as treads for passenger car tires.

Tables 14 and 15 give the formulation of the compositions, some of their properties before and after curing (40 min at 150 ° C.), as well as the properties of the corresponding tires (denoted P-24 and P-25) (manufactured and tested as indicated for test 2 above).

The results in Table 15 confirm once again the beneficial and unexpected effects of the invention (composition C-25 and tires P-25), due to the combined presence of the A.D.M. and the high rate of reinforcing inorganic filler, with:

- a marked decrease in viscosity in the raw state;

- a very significant increase in stiffness in the baked state (Shore A hardness and module M10), without penalizing the level of reinforcement (illustrated by module Ml 00); - finally, once again, markedly improved behavior of the tires according to the invention, both on dry ground (drift thrust increased by 15%) and on wet ground, thanks to the self-accommodation resulting from the combined presence of the ADM system and a high rate of reinforcing inorganic filler.

In conclusion, thanks to the treads in accordance with the invention and to the specific formulation of their rubber compositions, it is now possible to "reconcile" what previously seemed irreconcilable, namely grip on the one hand and road behavior on the other hand, without using complex, costly or unsustainable solutions as described in the introduction to this memo.

The treads according to the invention described in the previous examples offer the major advantage, compared to the "composite" treads of the prior art, on the one hand, to maintain their performance compromise throughout life the tire, thanks to the unexpected phenomenon of self-accommodation, on the other hand to present a true gradient of radial rigidity, and not a simple, very localized "accident" of rigidity. This true stiffness gradient leads to optimal "work" of the rubber rolls in contact with the ground, during rolling and the many forces transmitted to the tread, in other words is synonymous with a tire which grips even better on the road.

The invention will find a very advantageous application in tires fitted to vehicles such as motorbike, passenger car, vans or HGV, in particular in high grip tires of the "snow" or "ice" type (also called tires " winter ") which, due to a voluntarily relaxed tread, could so far exhibit qualities of road handling, on dry ground, considered sometimes insufficient.

The new properties compromise thus obtained, clearly offset from the prior art, can also be obtained while maintaining the rolling resistance and wear resistance performance at the high levels that are achieved. right to expect today from rubber compositions based on reinforcing inorganic fillers such as highly dispersible silicas, capable of replacing conventional pneumatic grade carbon blacks.

Table 1

(1) SBR (expressed in dry SBR) extended with 37.5%> by weight (26.25 pce) of oil (ie in total 96.25 pce of extended SBR); 26.5% styrene, 59.5% of polybutadiene units 1-2 and 23% of polybutadiene units 1-4 trans (Tg = -29 ° C);

(2) BR with 4.3% ^' of 1-2; 2.7% trans; 93% cis 1-4 (Tg = -106 ° C);

(3) carbon black N234;

(4) silica "Zeosil 1165MP" from the company Rhodia, type "HD" (BET and CTAB: approximately 160 m ² / g);

(5) TESPT coupling agent ("Si69" from Degussa);

(6) novolak formophenol resin ("Peracit 4536K" from the company Perstorp);

(7) total aromatic oil (including SBR extension oil);

(8) diphenylguanidine (Perkacit DPG from the company Flexsys);

(9) N-1,3-dimethylbutyl-N-phenylparaphenylenediamine (Santoflex 6-PPD from the company Flexsys);

(10) HMT (Degussa company);

Table 2

Table 3

Table 4

(1) to (5) same as table 1; (6): novolak resins:

- C-6 same as table 1;

- C-7 modified alkylphenol (XR14545C from the company Ceca); - C-8 modified tall oil ("tall oil") (XR146212D from the company Ceca); - C-9 formophenol catalyzes ortho (XR4364 from the company Ceca);

(7) to (11): same as table 1.

Table 5

Table 6

(1) to (6) same as table 1;

(6 bis) diphenynolpropane ("Bisphenol A" from the company Bayer);

(7) to (11) same as table 1;

(12) H3M ("Additol VXT 3923" from Nianova resins).

Table 7

(1) to (9) same as table 1;

(10) Rhenocure TP / G from the company Rhein-Chemie (50% by weight of DTPZn on an elastomeric support - here 1.5 pce of Rhenocure TP / G); (11) - (12) same as table 5.

Table 10

(1) to (11) same as table 1.

Table 11

Table 12

(1) SBR (expressed in dry SBR) extended with 37.5% (20.6 pce) of oil (ie in total 75.6 pce of extended SBR); 27% styrene, 27% of polybutadiene units 1-2 and 78% of polybutadiene units 1-4 trans (Tg = -50 ° C);

(2) SBR (expressed in dry SBR) extended with 37.5% (16.9 pce) of oil (totaling 61.9 pce of extended SBR); 40%> of styrene, 25%> of polybutadiene units 1-2 and 48% of polybutadiene units 1-4 trans (Tg = -30 ° C);

(3) to (12) same as table 6.

Table 13

Table 14

(4) "Zeosil 1115MP" silica from the company Rhodia, type "HD"

(BET and CTAB: approximately 110 m ² / g); (1) to (3) and (5) to (11): same as table 1.

Table 15

Claims

1. Tire tread formed, at least in part, of a rubber composition based on at least (phr: parts by weight percent of elastomer):

- (i) a diene elastomer

- (ii) more than 50 phr of an inorganic filler as a reinforcing filler;

- (iii) between 2 and 15 phr of a coupling agent (inorganic filler / diene elastomer);

- (iv) between 1 and 10 phr of a methylene acceptor, and

- (v) between 0.5 and 5 phr of a methylene donor.

2. A tread according to claim 1, the diene elastomer being chosen from the group consisting of polybutadienes, synthetic polyisoprenes, natural rubber, butadiene copolymers, isoprene copolymers and mixtures of these elastomers.

3. A tread according to claim 2, the copolymers being chosen from the group consisting of butadiene-styrene copolymers, butadiene-isoprene copolymers, isoprene-styrene copolymers, butadiene-styrene-isoprene copolymers, and mixtures of these copolymers.

4. A tread according to any one of claims 1 to 3, the reinforcing inorganic filler being a siliceous or aluminous filler.

5. A tread according to claim 4, the reinforcing inorganic filler being silica.

6. Tread according to any one of claims 1 to 5, the amount of reinforcing inorganic filler being between 60 and 100 phr.

7. A tread according to any one of claims 1 to 6, the coupling agent (inorganic filler / diene elastomer) being an organosilane or a polyorganosiloxane.

8. A tread according to claim 7, the coupling agent being a polysulphurized alkoxysilane.

9. A tread according to any one of claims 1 to 8, the amount of methylene acceptor being between 2 and 8 phr.

10. A tread according to any one of claims 1 to 9, the amount of methylene donor being between 0.5 and 3.5 phr.

11. A tread according to any one of claims 1 to 10, the methylene acceptor being chosen from the group consisting of phenolic resins.

12. The tread according to claim 11, the methylene acceptor being a novolak phenolic resin.

13. A tread according to any one of claims 1 to 12, the methylene donor being chosen from the group consisting of hexamethylenetetramine (HMT), hexamethoxymethylmelamma (H3M), hexaethoxymethylmelamine, polymers of para formaldehyde, N-methylol derivatives of melamine, and mixtures of these compounds.

14. A tread according to claim 13, the methylene donor being chosen from HMT, H3M, and mixtures of these compounds.

15. A tread according to any one of claims 1 to 14, the amount of methylene acceptor representing between 2% and 15% by weight relative to the weight of reinforcing inorganic filler.

16. A tread according to any one of claims 1 to 15, the amount of methylene donor representing between 10%> and 80% by weight relative to the weight of methylene acceptor.

17. A tread according to any one of claims 2 to 16, the diene elastomer being a butadiene-styrene copolymer (SBR).

18. The tread according to claim 17, the SBR elastomer having a styrene content of between 20% and 30% by weight, a vinyl bond content of the butadiene portion of between 15% and 65%, a bond content. trans- 1.4 between 20% and 75% and a glass transition temperature between -20 ° C and -55 ° C.

19. A tread according to any one of claims 17 or 18, the SBR being an SBR prepared in solution.

20. A tread according to any one of claims 17 to 19, the SBR being used in admixture with a polybutadiene.

21. A tread according to claim 20, the polybutadiene having more than 90%> of cis-1,4 bonds.

22. Tread according to any one of claims 1 to 21, the reinforcing inorganic filler representing more than 80% of the total reinforcing filler.

23. A tread according to any one of claims 1 to 22, the reinforcing inorganic filler being used in admixture with carbon black.

24. The tread according to claim 23, the carbon black being present at a rate of between 2 and 15 phr.

25. A tread according to claim 24, the carbon black being present at a rate of between 4 and 12 phr.

26. A tread according to any one of claims 8 to 24, the coupling agent being chosen from bis-alkoxyl (C ₁ -C ₄ ) silylalkyl (C ₁ -C ₁₀ ) polysulphides.

27. A tread according to claim 26, the coupling agent being a bis-alkoxyl (Cj -C ₄ ) silylpropyl polysulphide.

28. The tread according to claim 27, the coupling agent being disulfide or tetrasulfide of bis 3-triethoxysilylpropyl.

29. Tread according to any one of claims 1 to 28, characterized in that it comprises a structure of the "cap-base" type consisting of two different rubber compositions radially superimposed, the rubber composition comprising the acceptor and the methylene donor forming the radially internal part of this tread.

30. Tread according to any one of claims 1 to 28, characterized in that it comprises a structure of the "cap-base" type consisting of two different rubber compositions radially superimposed, the rubber composition comprising the acceptor and the methylene donor forming the radially outer part of this tread.

31. Tread according to any one of claims 1 to 30, characterized in that it is in the vulcanized state.

32. Process for preparing a tire tread vulcanizable with sulfur, capable of exhibiting, after a mechanical running-in of the tire for which it is intended, a stiffness gradient radially increasing from the surface towards the interior of the tread, characterized in that it includes the following:

incorporate into a diem elastomer, in a mixer: more than 50 pce of an inorganic filler as reinforcing filler; between 2 and 15 phr of a coupling agent (inorganic filler / diene elastomer) ensuring the connection between the reinforcing inorganic filler and the diene elastomer;

• between 1 and 10 phr of a methylene acceptor, by thermomechanically kneading the whole, in one or more times, until reaching a maximum temperature of between 130 ° C and 200 ° C; cool the assembly to a temperature below 100 ° C; - then incorporate:

. between 0.5 and 5 phr of a methylene donor, xxn vulcanization system; knead everything up to a maximum temperature below 120 ° C; extruding or calendering the rubber composition thus obtained, in the form of a tire tread.

33. Use of a tread according to any one of claims 1 to 31, for the manufacture or retreading of tires intended for motor vehicles chosen from passenger vehicles, 4x4 vehicles, motorcycles, vans and vehicles Heavy weights.

34. A tire in the green state comprising a tread according to any one of claims 1 to 30.

35. A tire according to claim 34, intended for a vehicle chosen from passenger vehicles, 4x4 vehicles, motorcycles, vans and heavy goods vehicles.

36. A tire according to claims 34 or 35, consisting of a tire for passenger vehicle.

37. Tire according to claims 35 or 36, characterized in that it is a "winter" tire intended for snow-covered or icy roads.

38. A tire in the baked state comprising a tread according to claim 31.