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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
  • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
  • B60C11/0075—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different base rubber layers in the axial direction
• • 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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
  • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base 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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber 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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
  • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
  • B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
  • B60C11/0066—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction having an asymmetric arrangement
• • 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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
  • B60C11/18—Anti-skid inserts, e.g. vulcanised into the tread band of strip form, e.g. metallic combs, rubber strips of different wear resistance
• • 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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
  • B60C2011/0016—Physical properties or dimensions
• • 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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
  • B60C2011/0016—Physical properties or dimensions
  • B60C2011/0025—Modulus or tan delta
• • 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
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
  • B60C2011/0016—Physical properties or dimensions
  • B60C2011/0033—Thickness of the tread

Definitions

• the present invention relates to tires, and more particularly to a tire whose adhesion performance is improved.
• a tire is an object having a geometry of revolution with respect to an axis of rotation.
• a tire comprises two beads intended to be mounted on a rim; it also comprises two flanks connected to the beads, a top having a tread intended to come into contact with the ground, the top having a first side connected to the radially outer end of one of the two sidewalls and having a second side connected to the radially outer end of the other of the two sides.
• the constitution of the tire is usually described by a representation of its constituents in a meridian plane, that is to say a plane containing the axis of rotation of the tire.
• the radial, axial and circumferential directions respectively designate the directions perpendicular to the axis of rotation of the tire, parallel to the axis of rotation of the tire and perpendicular to any meridian plane.
• the expressions “radially”, “axially” and “circumferentially” respectively mean “in a radial direction”, “in the axial direction” and “in a circumferential direction” of the tire.
• the terms “radially inner or radially outer” mean “closer or farther away from the axis of rotation of the tire in a radial direction”.
• the equatorial plane is a plane perpendicular to the axis of revolution of the tire, positioned axially so as to cut the surface of the tread substantially halfway between the beads.
• the terms "axially inner, respectively axially outer” mean "closer or more distant respectively, the equatorial plane of the tire, in the axial direction.”
• the tread of a tire is provided with a sculpture comprising in particular sculpture blocks delimited by various main grooves, longitudinal or circumferential, axial or oblique, the elementary blocks may further comprise various incisions or slices finer.
• the grooves constitute channels intended for evacuating water while driving on wet ground; the walls of these grooves also define the edges of the sculpture blocks; depending on the orientation of the forces to which a rolling tire is subjected, it is called the leading edge of a block of sculpture when the force is oriented towards the center of the block, the trailing edge of a block of sculpture being the opposite edge.
• EP0869016 A2 discloses a tire with a tread comprising two superimposed rubber mixtures, wherein the inner and outer mixtures have different characteristics, to maintain good adhesion of the tire after partial wear of the tread and the appearance on the surface of this interior mixture.
• the inner and outer mixtures have different characteristics, to maintain good adhesion of the tire after partial wear of the tread and the appearance on the surface of this interior mixture.
• the document EP 2 708 382 A1 proposes a tire whose tread comprises a circumferential reinforcement consisting of a rubber compound of rigidity greater than the stiffness mixing the rest of the tread.
• This tire is such that the circumferential reinforcement comprises a reinforcing element placed under each circumferential groove and extending radially from the radially inner surface of the tread to form the entire bottom of the groove.
• the reinforcement of the circumferential grooves thus produced makes it possible to increase the drifting thrust of the tire, but the presence of a rigid mixture at the bottom of the groove causes difficulty in molding the wear indicators.
• the invention relates to a tire having an outer side and an inner side, said tire comprising a crown reinforcement and a radially outer tread, the tread comprising a plurality of carving blocks, two blocks of carving being separated by a groove extending at least partly circumferentially, and a contact face intended to come into contact with the roadway during the rolling of the tire, each circumferential groove each delimited by an axially internal lateral face, by a lateral face axially external and by a groove bottom, the tread having a contact face intended to come into contact with the road during the rolling of the tire and a wear limit level located radially outside said groove bottom;
• At least one of said tread blocks has a circumferential reinforcing member axially disposed internally relative to said at least one groove from the outside inwardly and axially near said circumferential groove,
• the circumferential reinforcing element consists of a rubber mix of dynamic shear modulus G * at least two times greater than the dynamic shear modulus G * of the rubber mix of the remainder of the tread blocks, in that the circumferential reinforcing element extends radially from the radially outer surface of said crown reinforcement to the surface of said tread with an axial width which decreases progressively as it moves radially outwards, said axial width having a maximum value of less than 40% of the axial width of said block, said circumferential reinforcing element extends radially at least over a height "h" corresponding to 50% of the thickness "p" of the tread, and in that, axially between said circumferential reinforcing element and the adjacent axially inner lateral face, and radially inwardly from at least one radial level above the wear limit of a value of 5% of the thickness "p" of the tread and the radial end of the circumferential reinforcing element, is arranged a covering (51 a),
• the circumferential reinforcement element (s) thus disposed (s) make it possible to compensate for the smallest contribution to the shear stiffness and therefore to the drift rigidity of the tire coming from the rubber mixture used for the rest of the tread. ; This therefore makes it possible to maintain a good guiding capacity of the tire even by choosing as a tread mixture a soft-type, high-adhesion mixture.
• the fact of having spread the reinforcement of the leading edge of the bread in transverse use makes it possible not to degrade the transverse adhesion while benefiting from an axial shear reinforcement allowing a Improved drift rigidity of the tire and therefore the handling of the vehicle.
• the presence of a reinforcing element for a single carving rib already makes it possible to obtain a significant improvement in the handling and transverse grip performance of the tires of a vehicle.
• the circumferential reinforcing element may be directly placed on the armature of the crown of the tire or placed on an underlayer or on a thickness of 1 mm to 2 mm of the main material constituting the tread.
• the invention provides excellent stiffening by using a volume of gum of relatively low stiffness, of the order of 5% to 10% of the total volume of gum in the tread, which which causes a significant advantage in adhesion, wear, rolling resistance of the tire relative to the tires disclosed by EP 2 708 382 Al cited.
• the circumferential reinforcement comprises two reinforcing elements placed respectively in the adjacent sculpture blocks, and preferably in all the blocks. This enhances the favorable effect in terms of axial adhesion and tire drift without generating a loss of transverse adhesion.
• the circumferential reinforcing elements are arranged asymmetrically relative to the equatorial plane EP of the tire.
• the tread having a circumferential groove traversed by the equatorial plane, a circumferential reinforcing element is disposed axially close to the inner face of the circumferential groove traversed by the equatorial plane EP.
• This element is not in contact with the leading edge of the bread during transverse use.
• a covering made by the same rubber compound as the rest of the tread blocks, covers the reinforcing element on its axial flank and is therefore interposed axially between the groove and the reinforcing element.
• the reinforcing element is spaced from the inner surface of the groove by a distance of between 4% and 15% of the axial width of the bread. The part of the outermost reinforcing element to the tire that can come into contact with the external surface of the tire (surface in contact with the ground).
• the shape of the circumferential reinforcing element is of tapered section radially outwardly. This enhances its effectiveness as a fulcrum.
• the walls of this circumferential reinforcing element may be concave, convex or stepped.
• the angle ⁇ that form the two side walls of the circumferential reinforcing element or elements is between 35 and 45 degrees. Below 35 degrees, the effectiveness of the fulcrum is reduced and beyond 45 degrees, the volume of the circumferential reinforcement element becomes too great.
• the constituent rubber mixture of the circumferential reinforcement has a dynamic shear modulus G * measured at 60 ° C at 10 Hz and under an alternating shear stress of 0.7 MPa 2 times stiffer than the rubbery material of the tread predominantly in contact with the ground.
• the tread rubber mixture has a dynamic shear modulus G * measured at 60 ° C at 10 Hz and under an alternating shear stress of 0.7 MPa less than or equal to 1.3 MPa and preferably less than 1.1 MPa.
• G * measured at 60 ° C at 10 Hz and under an alternating shear stress of 0.7 MPa less than or equal to 1.3 MPa and preferably less than 1.1 MPa.
• the tread comprises two separate mixtures arranged axially one above the other.
• the mixture arranged radially internally is usually called "underlayer".
• This underlayer may have more favorable hysteretic properties than the mixture in contact with the pavement, which improves the overall rolling resistance of the tire.
• the underlayer may also be more rigid than the rubbery mixture of the tread to stiffen it.
• the reinforcing element can then rest on the external surface of this underlayer, while keeping the advantage, in terms of the operation of the tire, of leaning directly or almost directly on the armature of the crown of the tire.
• the invention relates more particularly to tires intended to equip motor vehicles with four or more wheels (passenger vehicle, in particular sports type), tourism type, SUV (abbreviation of "Sports Utility Vehicles”), or also to equip two-wheeled vehicles (including motorcycles), or even aircraft, industrial vehicles chosen from vans, "heavy vehicles” - that is to say, metro, bus, road transport equipment (trucks, tractors, trailers), off-the-road vehicles such as agricultural or civil engineering -, other transport or handling vehicles.
• the invention is applicable to both inflated assemblies known as "pneumatic" and non-pneumatic rolling assemblies.
• FIG. 1 shows very schematically (without respecting a specific scale), a meridian section of a tire according to one embodiment of the invention
• FIG. 9 shows, in meridian section, alternative embodiments of a circumferential reinforcing element according to the invention. Detailed description of the invention
• FIGS. 1 to 8 also indicate, by arrows placed just above the tread 5, on the equatorial plane EP, the axial X, circumferential C and radial Z directions.
• Each bead comprises a bead wire 40.
• a carcass ply 41 is wrapped around each bead wire 40.
• the carcass ply 41 is radial and is, in a manner known per se, constituted by cables; in this case of implementation, it is about textile cables; these cables are arranged substantially parallel to each other and extending from one bead to the other so that they form an angle between 80 ° and 90 ° with the equatorial plane EP.
• the tread 5 comprises a plurality of tread blocks 51. Two axially adjacent tread blocks 51 are separated by grooves 71, 72, 73, 74 extending at least partly circumferentially; each of the grooves 71, 72, 73 74 is delimited radially inward by a groove bottom and groove side walls.
• the top 2 comprises a crown reinforcement 6 comprising two belt plies 62, 63; the top 2 also comprises a carcass ply 41.
• the belt plies 62, 63 are formed by metal cables arranged parallel to each other.
• the reinforcing elements formed by the cables of the carcass ply 41 and the cables of the waist plies 62, 63 are oriented in at least three different directions so as to form a triangulation.
• the crown reinforcement 6 could also comprise a hooping sheet consisting of reinforcing reinforcements formed by organic fibers or aromatic polyamide, forming, with the circumferential direction an angle at most equal to 5 °.
• the crown reinforcement 6 could also include other reinforcements, oriented at an angle closer to 90 °; the constitution of the crown reinforcement is not part of the invention and in the present specification, when reference is made to the radially outer surface of the waist reinforcement, the aim is the radially outermost level of the layer of radially outermost reinforcing wires or cables, including the thin layer of calendering mixture of reinforcing wires or cables if there is such a layer.
• One of the sculpting blocks 51 also comprises a circumferential reinforcing element 52. This circumferential reinforcing element 52 consists of a rubbery mixture of rigidity at least twice greater than the stiffness of the rubber mix of the rest of the blocks. tread; the reader will refer to the specific paragraphs below for complete information on rubber mix compositions.
• the circumferential reinforcing element 52 extends radially from the radially outer surface of said crown reinforcement 6 towards the surface of said tread with an axial width which decreases progressively as it moves radially outwards and less on a height "h” corresponding to 50% of the thickness "p" of the tread.
• the thickness "p" of the tread is measured radially between the radially outer end of the crown reinforcement 6 and the contact surface with the ground of the tread 5.
• the circumferential reinforcing element 52 is of axial width having a maximum value 520, at the junction with the crown reinforcement 6, less than 30%> of the axial width 510 of said block, measured where the walls groove side meet the groove bottom.
• FIG. 1 is a particular reference.
• a cover 51a made from the same rubber compound as the rest of the tread blocks, is interposed axially between the groove 71 and the ciconferential reinforcement element 52.
• said overlap 51a extends axially over an axial width "A" of between 4% and 15% of the axial width 510 of said block; the overlap 51a and the axial width A are not identified at all locations in FIG. 3 where there is a circumferential reinforcement 52 so as not to overload this figure, just as this aspect is not systematically identified by these references. in the other figures but emphasize the generic nature of this aspect, valid for all embodiments of the invention.
• the circumferential reinforcing element 52 opposes the tilting and shearing of the rib formed by the block 51 provided with such a circumferential reinforcing element 52.
• most of the blocks or all the blocks 51 is provided circumferential reinforcement element 52 as shown in Figures 3 to 7.
• Figures 2, 6, 7 and 8 illustrate embodiments of the invention in which the tread 2 comprises an underlayer 8 of material different from the material of the tread.
• This sub-layer 8 is interposed between the crown reinforcement 6 and said blocks 51, without being interposed between the crown reinforcement 6 and the circumferential reinforcement elements 52 in the examples illustrated by FIGS. 4 and 5 and, for a part of the width axial of the underlayer, also in Figure 6, while the underlayer 85 is interposed between the crown reinforcement 6 and said blocks 51 and also between the crown reinforcement 6 and each circumferential reinforcing element 52.5 of said blocks 51 in the example illutré in Figure 8.
• a sub-layer of low hysteresis obviously it uses less reinforcing material, the latter being more hysteretic.
• the reinforcement is just as effective.
• the radial height of the circumferential reinforcing element 52 corresponds to 100% of the thickness "p" of the tread, said axial width having a value of zero at the radial position corresponding to the ground contact surface when the tire is new;
• those skilled in the art can easily adjust the performance of the tire by adopting for the radial height all intermediate values between the values indicated above.
• circumferential reinforcing elements presented is triangular, but this shape can vary and the side walls can be concave, convex or stairs especially without departing from the scope of this invention.
• the reader will refer to FIG. 9 in which, for reference, a circumferential reinforcing element 528a seen in meridian section has a triangle shape as used in all the preceding illustrations, the side walls seen in meridian section thus being straight lines. .
• the meridian section thereof is a trapezium, the lateral walls seen in meridian section being also straight lines; the radially outer limit of this circumferential reinforcing element 528b is also a line and, for example, it is flush with the surface of the tread.
• the side walls seen in meridian section are straight line segments, the angle angle that each of these segments forms with the radial direction varying from one segment to the next ( decreasing going radially outwards in the figure).
• the lateral walls seen in meridian section are curved, convex; they could be concave.
• the side walls seen in meridian section form stairs.
• the sculpting elements may comprise one or more reinforcing elements, for example depending on the axial width of the sculpture element, especially on large tires.
• the types of reinforcing elements 52 may be associated with reinforcing elements 55 arranged on the trailing edges of the sculpting elements 51. These elements 55 are described in the patent FR3035616-A1.
• the mixture of this underlayer may be low hysteresis and thus improve the rolling resistance of the tire or be more rigid than the other constituent mixture of the tread, in this case the underlayer has a stiffening action of the crown of the tire. All the reinforcing features mentioned above are compatible with the use of this underlayer.
• This underlayer is located above the base of the reinforcing elements when the base exists so that the reinforcement is directly and primarily on the crown reinforcement. That is to say on the calendering of the web of the topmost radially arranged crown architecture.
• the circumferential reinforcing elements must serve as a fulcrum to oppose the shearing and tilting of the sculpture blocks that contain them.
• the mixture constituting these circumferential reinforcing elements is preferably very significantly more rigid than that of the tread.
• the dynamic shear modulus G * measured at 60 ° C. at 10 Hz and under an alternating shear stress of 0.7 MPa is greater than 5 MPa; it is advantageous for this dynamic shear modulus G * to be much greater, for example greater than 10 MPa, or 20 MPa, and very preferably greater than 30 MPa.
• Carbon black N326 (designation according to ASTM D-1765);
• Zinc oxide (industrial grade - Umicore company);
• the dynamic shear modulus G * measured under an alternating shear stress of 0.7 MPa at 10 Hz and 60 degrees Celsius is 30.3 MPa.
• This very rigid material for circumferential reinforcement is preferably used in treads of low rigidity with dynamic shear modules G * of less than 1.3 MPa and preferably less than or equal to 1.1 MPa, and even more preferably, less than or equal to 0.9 MPa.
• dynamic shear modules G * of less than 1.3 MPa and preferably less than or equal to 1.1 MPa, and even more preferably, less than or equal to 0.9 MPa.
• the formulations are given in mass.
• the dynamic shear modulus G * after vulcanization is 0.9 MPa.
• tire designer can adapt the number and position of the circumferential reinforcing elements to obtain optimum resistance to tilting and shear ribs and carving blocks and that for asymmetric or non-asymmetrical tires.
• the rubber mixtures are characterized as indicated below.
• the dynamic mechanical properties are well known to those skilled in the art. These properties are measured on a viscoanalyzer (Metravib VA4000) with specimens taken from a tire. The test pieces used are described in ASTM D 5992-96 (using the version published in September 2006 but initially approved in 1996) in Figure X2.1 (Circular Specimens).
• the diameter "d" of the specimens is 10 mm (the circular section is thus 78.5 mm 2 ), the thickness "L” of each mixing portion is 2 mm, giving a ratio "d / L" of 5 ( as opposed to the ISO 2856 standard, mentioned in paragraph X2.4 of the ASTM standard, which recommends a d / L value of 2).
• the response of a sample of vulcanized composition subjected to a sinusoidal stress in alternating simple shear at the frequency of 10 Hz is recorded.
• the maximum shear stress imposed is 0.7 MPa.
• the measurements are made with a temperature variation of 1.5 ° C per minute, a minimum temperature below the glass transition temperature (Tg) of the mixture or rubber to a maximum temperature greater than 100 ° vs.
• Tg glass transition temperature
• the test piece is conditioned at the minimum temperature for 20 minutes to ensure a good temperature homogeneity in the test piece.
• the result used is in particular the value of the dynamic shear modulus G * at the temperature of 60 ° C.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Tires In General (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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• 2016
  • 2016-12-13 FR FR1662379A patent/FR3059942A3/fr not_active Withdrawn
• 2017
  • 2017-12-07 EP EP17822374.9A patent/EP3554852A1/de not_active Withdrawn
  • 2017-12-07 WO PCT/FR2017/053424 patent/WO2018109323A1/fr not_active Ceased
  • 2017-12-07 US US16/469,314 patent/US20200108666A1/en not_active Abandoned
  • 2017-12-07 CN CN201780075765.3A patent/CN110049883A/zh active Pending

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