Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
  • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
  • B29D30/00—Producing pneumatic or solid tyres or parts thereof
  • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
  • B29D30/08—Building tyres
  • B29D30/10—Building tyres on round cores, i.e. the shape of the core is approximately identical with the shape of the completed tyre
  • B29D30/16—Applying the layers; Guiding or stretching the layers during application
  • B29D30/1628—Applying the layers; Guiding or stretching the layers during application by feeding a continuous band and winding it helically, i.e. the band is fed while being advanced along the core axis, to form an annular element
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
  • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
  • B29D30/00—Producing pneumatic or solid tyres or parts thereof
  • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
  • B29D30/08—Building tyres
  • B29D30/20—Building tyres by the flat-tyre method, i.e. building on cylindrical drums
  • B29D30/30—Applying the layers; Guiding or stretching the layers during application
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
  • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
  • B29D30/00—Producing pneumatic or solid tyres or parts thereof
  • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
  • B29D30/36—Expansion of tyres in a flat form, i.e. expansion to a toroidal shape independently of their building-up process, e.g. of tyres built by the flat-tyres method or by jointly covering two bead-rings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
  • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
  • B29D30/00—Producing pneumatic or solid tyres or parts thereof
  • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
  • B29D30/52—Unvulcanised treads, e.g. on used tyres; Retreading
• • 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
  • B60C19/00—Tyre parts or constructions not otherwise provided for
  • B60C19/08—Electric-charge-dissipating arrangements
  • B60C19/084—Electric-charge-dissipating arrangements using conductive carcasses
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
  • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
  • B29D30/00—Producing pneumatic or solid tyres or parts thereof
  • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
  • B29D30/52—Unvulcanised treads, e.g. on used tyres; Retreading
  • B29D2030/526—Unvulcanised treads, e.g. on used tyres; Retreading the tread comprising means for discharging the electrostatic charge, e.g. conductive elements or portions having conductivity higher than the tread rubber

Definitions

• the present invention relates to a method of manufacturing a tire for a passenger vehicle.
• a method of manufacturing a tire comprising an electrically conductive element arranged so as to ensure electrical conductivity between a mounting support when the tire is mounted on the mounting support and a running surface of the tire, for example as described in EP1526005 or JP2010159017.
• a mounting bracket includes an electrically conductive metal rim.
• a sealing assembly intended to form a sealing layer
• a carcass assembly intended to form a layer of carcass as well as two circumferential reinforcing elements around the carcass assembly, for example bead wires.
• the assembly of substantially cylindrical shape is deformed so as to obtain an assembly of substantially toroidal shape.
• two working assemblies are wound.
• radially outside the radially outermost working assembly, the hooping reinforcement and the tread are arranged.
• the assembly thus formed called a green tire blank because of the presence of crosslinkable compositions in the non-crosslinked state, is then placed in a crosslinking mold to proceed with the molding of the green blank, in particular the treads of the tire, as well as to the crosslinking of the crosslinkable compositions.
• the electrically conductive element is arranged when the main support has its substantially cylindrical shape, which facilitates its installation, unlike the case where its installation would be done when the main support has its substantially cylindrical shape. toric.
• the reduction of the hysteresis of the tread and of the crown reinforcement is obtained in particular by using crown layers, in particular working layers, comprising wire reinforcement elements embedded in materials with low hysteresis at base of fillers comprising, as majority filler, silica.
• Such weakly hysteretic materials if they make it possible to significantly reduce the hysteresis, are generally electrically insulating with respect to electrically conductive materials based on fillers comprising, as majority filler, carbon black.
• the object of the invention is to provide a manufacturing process that is easy to implement and makes it possible to obtain a tire which, although using electrically insulating materials in at least the working reinforcement, guarantees satisfactory evacuation of the electrical charge from the vehicle to the road surface via the tire.
• the subject of the invention is a method of manufacturing a tire for a passenger vehicle comprising a crown, two beads, two sidewalls each connecting each bead to the crown and a carcass reinforcement anchored in each bead, the crown comprising a tread comprising a tread surface intended to come into contact with a road surface and a crown reinforcement, the carcass reinforcement extending in each sidewall and in the crown radially internally to the crown, the crown reinforcement being arranged radially between the tread and the carcass reinforcement and comprising:
• the tire comprising an electrically conductive element arranged so as to ensure electrical conductivity between a mounting support when the tire is mounted on the mounting support and the running surface, process in which:
• one or more carcass assemblies intended to form the carcass reinforcement are arranged around a main support having a substantially cylindrical shape around a main axis, - is arranged, radially outside the carcass assembly, a working assembly intended to form the working reinforcement, the carcass assembly(ies) and the working assembly forming an assembly of substantially cylindrical around the main axis of the main support,
• the assembly of substantially cylindrical shape is deformed around the main axis of the main support so as to obtain an assembly of substantially toroidal shape around the main axis of the main support,
• the electrically conductive element is arranged radially outside the working assembly so that, after the step of arranging the assembly of hooping, at least one so-called interposed portion of the electrically conductive element is arranged radially between the working assembly and the hooping assembly.
• the tire obtained by the process according to the invention has an electrical resistance of less than or equal to 10 10 ohms and preferably less than or equal to 10 8 ohms, the electrical resistance being measured according to standard ISO 16392:2017.
• a layer or several layers of a matrix preferably elastomeric, in which are embedded one or more reinforcing elements, preferably one or more elements wired reinforcement intended to reinforce the matrix of the or each layer.
• an element arranged to prevent electrical conductivity through this element means that the conductive path does not pass through the element. Conversely, an element arranged in such a way as to ensure electrical conductivity through this element means that the conductive path passes through this element.
• majority filler in a material it is meant that this filler is the majority among the fillers in the material, that is to say that it is the one which represents the greatest quantity by mass among fillers.
• material based on means a material comprising the mixture and/or the in situ reaction product of the various constituents used, some of these constituents being able to react and/or being intended to react with one another, less partially, during the different manufacturing phases of the material; the material composition can thus be in the totally or partially crosslinked state or in the non-crosslinked state.
• axial direction is meant the direction substantially parallel to the main axis of the tire or of the main manufacturing support, that is to say the axis of rotation of the tire or of the main manufacturing support.
• circumferential direction is meant the direction which is substantially perpendicular both to the axial direction and to a radius of the tire or of the main manufacturing support (in other words, tangent to a circle whose center is on the axis of rotation of the tire or of the main manufacturing support).
• radial direction is meant the direction along a radius of the tire or of the main manufacturing support, that is to say any direction intersecting the axis of rotation of the tire or of the main manufacturing support and substantially perpendicular to this axis.
• the median plane of the tire (denoted M) means the plane perpendicular to the axis of rotation of the tire which is located halfway between the axial distance of the two beads and passes through the axial center of the crown reinforcement.
• meridian plane we mean a plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.
• each bead we mean the portion of the tire intended to allow attachment of the tire on a mounting support, for example a wheel comprising a rim.
• a mounting support for example a wheel comprising a rim.
• each bead is in particular intended to be in contact with a hook of the rim allowing it to be hooked.
• Any interval of values designated by the expression “between a and b” represents the range of values going from more than a to less than b (that is to say limits a and b excluded) while any interval of values designated by the expression “from a to b” means the range of values going from a to b (that is to say including the strict limits a and b).
• the angle considered is the angle, in absolute value, the smaller of the two angles defined between the reference straight line, here the circumferential direction of the tire, and the main direction in which the Considered wired reinforcement stretches.
• a carcass assembly may be intended to form a single carcass layer or else be intended to form two carcass layers, for example by winding this carcass assembly over two turns.
• the tire comprises two layers of carcass
• each carcass assembly is formed with several carcass plies
• several carcass plies will preferably be used in which the main directions of the carcass wire reinforcement elements are all parallel to each other.
• the working assembly is formed with several working plies
• several working plies will preferably be used in which the main directions of the working wire reinforcement elements are all parallel to each other.
• main directions of the working wire reinforcement elements that are not parallel to each other from one working ply to another can be considered.
• the crown comprises the tread and the crown reinforcement.
• tread is meant a band of polymeric material, preferably elastomeric, delimited: radially outwards, by the tread surface and radially inwards, by the crown reinforcement. axially by two planes perpendicular to the axial direction and passing through the axial ends of the running surface.
• ERRTO European Tire and Rim Technical Organization
• the axial ends of the running surface are, in a meridian section plane, coincident with the point for which the angle between the tangent to the running surface and a straight line parallel to the axial direction passing through this point is equal to 30°.
• the radially outermost point is retained.
• the crown is, with the exception of the crown reinforcement, devoid of any reinforcement reinforced by wire reinforcement elements.
• the wire reinforcement elements of such reinforcements excluded from the crown of the tire comprise metal wire reinforcement elements and textile wire reinforcement elements.
• the crown is formed by the tread and the crown reinforcement.
• the method according to the invention makes it possible, in certain embodiments, to ensure electrical conductivity between the mounting support when the tire is mounted on the mounting support and the crown.
• the electrically conductive element and the crown are arranged so as, once the tire has been manufactured, to ensure the electrical conductivity between the mounting support when the tire is mounted on the mounting support and the crown via the electrically conductive element.
• a rolling assembly intended to form the tread so as to, once the tire has been manufactured, ensure electrical conductivity from the interposed portion of the electrically conductive element to the tread surface radially through or via the hooping reinforcement and through the tread.
• the electrically conductive path passes radially through the hooping reinforcement or else through the hooping reinforcement.
• a conductive path avoiding the hooping reinforcement requires the use of a tread comprising at least one mass of a material arranged in contact with the electrically conductive element so as to ensure electrical conductivity between the electrically conductive element and the running surface without passing through or via the hooping reinforcement, which limits or even prohibits the use of materials with low hysteresis in the tread.
• the invention can advantageously be used in an embodiment in which the working assembly is arranged so as, once the tire has been manufactured, to prevent electrical conductivity via the working reinforcement.
• a working framework comprising materials with low hysteresis based on one or more fillers comprising silica as the majority filler.
• the or each working layer comprises working wire reinforcement elements embedded in an electrically insulating material.
• the wired working reinforcement elements extend axially from one axial edge to the other axial edge of the working layer substantially parallel to each other.
• the working assembly being delimited axially by two axial edges of the working assembly, the working wire reinforcement elements extend axially from one axial edge to the other axial edge of the set of work substantially parallel to each other.
• each wired working reinforcement element extends, in the or each working layer, along a main direction forming, with the circumferential direction of the tire, an angle, in absolute value, strictly greater at 10°, preferably ranging from 15° to 50°.
• each working wire reinforcement element extends, in the working assembly, along a main direction forming, with the circumferential direction of the main manufacturing support, an angle, in absolute value, strictly greater than 0°, preferably ranging from 4° to 60°.
• the hooping assembly is arranged radially on the outside and in contact with the electrically conductive element so as to, once the tire has been manufactured, ensure electrical conductivity from the interposed portion of the electrically conductive element as far as the tread via the hooping reinforcement.
• the hooping assembly is in contact with the electrically conductive element and in contact with the tread so as to form the conductive path electrically connecting the electrically conductive element and the tread.
• the hooping reinforcement comprises one or more hooping wire reinforcement elements embedded in an electrically conductive material.
• such wire-based hooping reinforcement elements are elements polymeric or mineral wire reinforcements as described above with reference to the working wire reinforcement elements.
• the tread comprises one or more masses of one or more electrically conductive materials, the or each mass of the electrically conductive material(s) being arranged so as to ensure the conductivity electric from the hooping reinforcement to the running surface via the or each mass.
• the tread is in contact with the hooping reinforcement so as to form the conductive path electrically connecting the hooping reinforcement and the tread surface.
• the tread comprises one or more masses of one or more materials electrically insulating and at least one mass of at least one electrically conductive material arranged so as to provide electrical conductivity from the hooping reinforcement to the running surface via the mass of electrically conductive material radially therethrough of the mass(es) of the electrically insulating material(s).
• the mass of the electrically conductive material is in contact with the hooping armature and in contact with the running surface so as to form the conductive path electrically connecting the hooping armature and the running surface.
• the volume of the mass or masses of electrically insulating materials is greater than or equal to 50%, preferably greater than or equal to 75% and more preferably greater than or equal to 95% of the tread volume.
• the hooping assembly is arranged so as, once the tire has been manufactured, to ensure electrical conductivity from the interposed portion of the electrically conductive element to the strip bearing radially through the shrink-fit reinforcement.
• the hooping reinforcement comprises one or more hooping wire reinforcement elements embedded in an electrically insulating elastomeric material.
• the hooping assembly is arranged so as to form first and second axial portions of the axially hooping assembly disjoint on at least one axial portion of the hooping assembly.
• each first and second axial portion of the hooping assembly is formed by continuous winding of a single strip.
• the hooping reinforcement being delimited axially by two axial edges of the hooping reinforcement, the hooping reinforcement comprises a single band wound circumferentially helically so as to extend continuously axially from one of the axial edges from the hooping reinforcement to the other of the edges of the hooping reinforcement.
• the strip is continuous between the first and second axial portions of the hooping reinforcement which are interconnected by a portion of the strip.
• the manufacturing process is relatively simple as it includes a step of continuously winding the strip to form the hooping assembly.
• each first and second axial portion of the hooping assembly is formed by winding respectively first and second strips separated from each other.
• the hooping reinforcement being delimited axially by two axial edges of the hooping reinforcement, the first and second axial portions are axially separated from each other so that:
• the first axial portion comprises a first strip wound circumferentially helically so as to extend continuously axially from one of the axial edges of the hooping reinforcement to an axially inner edge of the first axial portion, and
• the second axial portion comprises a second band wound circumferentially helically so as to extend continuously axially from an axially inner edge of the second axial portion to the other of the axial edges of the hooping reinforcement.
• an additional mass of an electrically conductive material can easily be positioned in a portion located axially between the first and the second portions.
• the tread comprises one or more masses of one or more electrically conductive materials, the or each mass of the electrically conductive material(s) being arranged so as to ensure the conductivity electric from the additional mass of electrically conductive material to the running surface via the or each mass.
• the tread is in contact with the additional mass so as to form the conductive path electrically connecting the additional mass and the tread surface together. rolling.
• the tread comprises one or more masses of one or more electrically insulating materials and at least one mass of at least one electrically conductive material arranged so as to provide electrical conductivity from the additional mass of electrically conductive material to the running surface via the mass of electrically conductive material radially through the mass or masses of the electrically insulating material(s).
• the mass of the electrically conductive material is in contact with the additional mass and in contact with the running surface so as to form the conductive path electrically connecting the additional mass and the running surface to one another.
• an additional mass of an electrically conductive material is arranged axially between the first and second axial portions of the hooping assembly so as, once the tire has been manufactured, to ensure the electrical conductivity from the interposed portion of the electrically conductive element to the tread radially through the hooping reinforcement via the additional mass of the electrically conductive material.
• the crown comprises the additional mass of electrically conductive material arranged so as to ensure electrical conductivity from the intercalated portion of the electrically conductive element to the tread radially through the hooping reinforcement through the additional mass of the electrically conductive material.
• the additional mass is arranged radially between the tread and the intercalated portion of the conductive electrical element and axially arranged between the first and second axial portions of the hooping reinforcement.
• the additional mass is in contact with the electrically conductive element and in contact with the tread so as to form the conductive path electrically connecting the electrically conductive element and the tread . It will of course be possible to use several additional masses of one or more electrically conductive materials, each ensuring a part of the electrically conductive path passing radially through the hooping reinforcement.
• the additional mass is arranged radially on the outside and in contact with the intercalated portion of the electrically conductive element after the step of deforming the assembly. Indeed, this avoids any variations in the dimensions of the additional mass during the deformation step of the assembly which could lead to an interruption of the electrically conductive path.
• an intermediate assembly comprising the hooping assembly and the additional mass arranged axially is formed on an intermediate support of substantially toroidal shape around a main axis of the intermediate support. between the first and second axial portions of the hooping assembly, then the intermediate assembly is attached radially to the outside of the assembly of substantially toroidal shape around the main axis of the main support so that the mass additional is arranged radially outside and in contact with the interposed portion of the conductive element.
• the intermediate assembly is formed by arranging a rolling assembly intended to form the tread radially outside of the hooping assembly and the additional mass.
• the intermediate assembly is formed by arranging a bearing assembly intended to form the tread radially outside of the hooping assembly, the bearing assembly bearing radially internally the additional mass.
• the additional mass is arranged axially between the first and second axial portions of the hooping assembly and then a rolling assembly is arranged intended to form the bearing radially outside the shrink-fit assembly and additional mass.
• the additional mass is arranged radially on the outside and in contact with the intercalated portion of the conductive element, then the hooping assembly is arranged radially around the assembly of substantially toroidal shape around the main axis of the support so that the additional mass is arranged axially between the first and second axial portions of the hooping assembly.
• the electrically conductive element extending radially inside the equatorial circumferential plane of the tire, the electrically conductive element is radially continuous between:
• any point of the electrically conductive element located radially between the radially outermost working layer of the working reinforcement and the shrink-fit reinforcement.
• radially continuous we mean that there are no junctions, for example by abutment or by superposition, between several distinct portions of the conductive element. This avoids the incorporation of several distinct portions whose junction interfaces would have to be checked so as to ensure the continuity of the electrically conductive path between the points described above.
• the electrically conductive element comprises a layer made of an electrically conductive material.
• the layer may extend circumferentially over a length corresponding to an angle less than or equal to 360°. More preferably, the layer will extend circumferentially over a length corresponding to an angle less than or equal to 90° so as to limit the mass of the electrically conductive element.
• the electrically conductive material of the layer is an elastomeric material.
• the electrically conductive material of the layer is an electrically conductive ink.
• the electrically conductive element comprises an electrically conductive wire element, for example a monofilament or an assembly of monofilaments.
• the tire will comprise several separate conductive elements distributed regularly or irregularly over the circumference of the tire, regardless of the variant of the electrically conductive element described. above.
• the hooping reinforcement is, optionally, axially delimited by two axial edges of the hooping reinforcement and comprises at least one circumferentially wound wired hooping reinforcement element helically so as to extend axially between the axial edges of the hooping reinforcement.
• each hooping wire reinforcement element extends, optionally, along a main direction forming, with the circumferential direction of the tire, an angle, in absolute value, less than or equal to 10°, preferably less than or equal to 7° and more preferably less than or equal to 5°.
• each hooping wire reinforcement element extends, in the hooping assembly, along a main direction forming, with the circumferential direction of the main support, an angle, in absolute value, less than or equal at 10°, preferably less than or equal to 7° and more preferably less than or equal to 5°.
• the electrically conductive element comprises first and second axial ends and extends axially from a first of the beads into the second of the beads passing radially between the working layer radially the outermost and the hooping reinforcement so that each first and second axial end is in contact:
• each first and second mass of electrically conductive material being in contact with the mounting support when the tire is mounted on the mounting support, or
• the electrically conductive element physically connects the first and second beads to each other.
• each first and second axial end is in contact with each first and second mass of electrically conductive material
• the conductive path passes through each first and second mass of electrically conductive material then through the electrically conductive element.
• each first and second axial end is in contact with the mounting support when the tire is mounted on the mounting support, the need for beads comprising masses of electrically conductive material is avoided. It will thus be possible to use beads comprising materials intended to be in contact of the mounting bracket which are electrically insulating and, for example, low hysteresis.
• the electrically conductive element comprises first and second axial ends and extends axially from a first of the beads to radially between the radially outermost working layer and the shrink-fit reinforcement so that:
• the first axial end is in contact with a mass of an electrically conductive material of one of the first and second beads, this electrically conductive material being in contact with the mounting support when the tire is mounted on the mounting support, and the second axial end is arranged radially between the radially outermost working layer and the hooping reinforcement, or
• the first axial end is in contact with the mounting support when the tire is mounted on the mounting support and the second axial end is arranged radially between the radially outermost working layer and the hooping reinforcement.
• the electrically conductive element of this second configuration does not physically connect the first and second beads to each other, which makes it possible to reduce the quantity of electrically conductive element to be used. It is possible to envisage a variant in which only one of the first and second beads is physically connected to the crown reinforcement by means of the electrically conductive element and a variant in which each first and second bead is mechanically connected to the reinforcement top via two separate conductive elements.
• the carcass reinforcement comprises a single carcass layer.
• the carcass reinforcement is, with the exception of the single carcass layer, devoid of any layer reinforced by wire reinforcement elements.
• the wire reinforcing elements of such reinforced layers excluded from the carcass reinforcement of the tire include metal wire reinforcement elements and textile wire reinforcement elements.
• the carcass reinforcement consists of the single carcass layer.
• the carcass reinforcement comprises two carcass layers.
• the main directions of the carcass wire reinforcement elements of the two carcass layers are preferably substantially parallel to each other.
• the carcass reinforcement comprises at least one carcass layer, the or each carcass layer being delimited axially by two axial edges of the or each carcass layer and comprises carcass wire reinforcement elements extending axially from one axial edge to the other axial edge of the or each carcass layer.
• each carcass wire reinforcement element extends along a main direction of each carcass wire reinforcement element forming, with the circumferential direction of the tire, an angle substantially constant between each axial edge of the or each carcass layer and ranging, in absolute value, from 80° to 90°.
• each carcass wire reinforcement element extends along a main direction of each carcass wire reinforcement element forming , with the circumferential direction of the tire:
• compositions used for these layers are conventional compositions for calendering reinforcements, typically based on natural rubber or another diene elastomer, a reinforcing filler, a vulcanization system and usual additives.
• the adhesion between the wire reinforcing elements and the matrix in which they are embedded is ensured for example by a usual adhesive composition, for example an adhesive of the RFL type or equivalent adhesive.
• an X, Y, Z mark has been shown corresponding to the usual circumferential (X), axial (Y) and radial (Z) directions respectively of a tire.
• an x, y, z reference has been shown corresponding to the usual circumferential (x), axial (y) and radial (z) directions, respectively, of a main deformable manufacturing support between a substantially cylindrical shape and a toric shape around the y axis.
• FIG. 1 a tire, according to the invention and designated by the general reference 10.
• the tire 10 is substantially of revolution around an axis substantially parallel to the axial direction Y.
• the tire 10 is here intended for a passenger vehicle and has dimensions 245/45R18.
• the tire 10 is intended to be mounted on a mounting support, for example a rim.
• the crown reinforcement 14 is surmounted radially by the tread 20.
• the hooping reinforcement 17, here the hooping layer 19, is arranged radially outside the working reinforcement 16 and is therefore radially interposed between the working reinforcement 16 and the tread 20.
• the hooping reinforcement 17 has an axial width smaller than the axial width of the layer working layer 18.
• the hooping reinforcement 17 is axially the less wide of the working layer 18 and of the hooping reinforcement 17.
• the tire 10 comprises two sidewalls 22 extending the crown 12 radially inwards.
• the tire 10 further comprises two beads 24 radially inside the sidewalls 22.
• Each sidewall 22 respectively connects each bead 24 to the vertex 12.
• Each bead 24 comprises at least one circumferential reinforcing element 26, in this case a rod 28 radially surmounted by a mass 30 of stuffing.
• the tire 10 comprises a carcass reinforcement 32 anchored in each bead 24.
• the carcass reinforcement 32 extends in each sidewall 22 and in the crown 12 radially inside the crown reinforcement 14.
• the crown 14 is arranged radially between tread 20 and carcass reinforcement 32.
• the carcass reinforcement 32 comprises a carcass layer 34.
• the carcass reinforcement 32 comprises a single carcass layer 34, and in this case consists of the single carcass layer 34.
• the carcass reinforcement 32 is arranged directly radially in contact with the crown reinforcement 14.
• the crown reinforcement 14 is arranged directly radially in contact with the tread 20.
• the hooping reinforcement 17 and the working layer 18 are arranged directly radially in contact with each other.
• the hooping reinforcement 17, here the hooping layer 19, is delimited axially by two axial edges 17A, 17B of the hooping reinforcement 17.
• the hooping reinforcement 17 comprises several wire reinforcement elements hooping 170 circumferentially helically wound so as to extend axially between the axial edge 17A and the other axial edge 17B of the hooping layer 17 along a main direction D1 of each hooping wire reinforcement element 170.
• the main direction D1 forms, with the circumferential direction X of the tire 10, an angle AF, in absolute value, less than or equal to 10°, preferably less than or equal to 7° and more preferably less than or equal to 5°.
• AF -5°.
• the hooping reinforcement 17 comprises first and second axial portions 171, 172 axially separate from each other so that the first axial portion 171 comprises a first strip 173 wound circumferentially helically so as to extend continuously axially from the axial edge 17A of the hooping reinforcement 17 as far as an axially inner edge 171A of the first axial portion 171, and so that the second axial portion 172 comprises a second strip 174 wound circumferentially helically so as to extend continuously axially from an axially inner edge 172B of the second axial portion 172 to the axial edge 17B of the hooping reinforcement 17.
• the working layer 18 is delimited axially by two axial edges 18A, 18B of the working layer 18.
• the working layer 18 comprises working wire reinforcement elements 180 extending axially from the axial edge 18A to the other axial edge 18B of the working layer 18 substantially parallel to each other.
• Each wired working reinforcement element 180 extends along a main direction D2 of each wired working reinforcement element 180.
• the direction D2 forms, with the circumferential direction X of the tire 10, an angle AT, in absolute value, strictly greater at 10°, preferably ranging from 15° to 50°.
• AT -35°.
• the carcass layer 34 is delimited axially by two axial edges 34A, 34B of the carcass layer 34.
• the carcass layer 34 comprises carcass wire reinforcement elements 340 extending axially from the axial edge 34A to the another axial edge 34B of the carcass layer 34.
• the carcass layer 34 comprises an axially central portion 34S extending axially radially plumb with the working layer 18 and two axially lateral portions 34F extending axially between the portion axially central 34S and each axial edge 34A, 34B.
• Each axially lateral portion 34F is wound around each circumferential reinforcement element 26.
• Each axially lateral portion 34F comprises an inner axially lateral portion 38 arranged axially between the axially central portion 34S and each circumferential reinforcement element 26 as well as an axially lateral portion exterior 40 arranged axially between each circumferential reinforcing element 26 and each axial edge 34A, 34B of the carcass layer 34.
• the filler mass 30 is interposed between the inner and outer axially lateral portions 38, 40.
• Each carcass wire reinforcement element 340 extends along a main direction D3 of each carcass wire reinforcement element 340 forming, with the circumferential direction X of the tire 10, an angle ACS, in absolute value, strictly less than 80° in the axially central portion 34S of the carcass layer 34.
• the main direction D3 of each carcass wire reinforcement element 340 forms, with the circumferential direction X of the tire 10, an angle ACS, in absolute value, ranging from 50° to 75°.
• ACS +65°.
• the axially central portion 34S of the carcass layer 34 has an axial width equal to at least 40%, preferably at least 50% of the axial width L of the working layer 18 and equal to at most 90%, preferably at most 80% of the axial width L of the working layer 18 and in this case equal to 60% of the working layer 18.
• the median plane M of the tire 10 intersects this portion 34S. More preferably, this portion 34S is centered axially on the median plane M of the tire 10.
• each element of corded carcass reinforcement 340 forms, with the circumferential direction X of the tire 10, an angle ACF, in absolute value, ranging from 80° to 90°, preferably from 85° to 90° and more preferably is substantially equal to 90° in each axially lateral portion 34F of the carcass layer 34 extending radially in each sidewall 22.
• ACF in absolute value
• Each portion 34F of the carcass layer 34 extending radially in each sidewall 22 has a radial height equal to at least 50% of the radial height H of the tire 10 and equal to at most 100% of the radial height H of the tire 10 and in this case equal to 95% of the radial height H of the tire 10.
• the equatorial circumferential plane E of the tire 10 intersects each portion 34F of the carcass layer 34 located in each sidewall 22.
• each hooping wire reinforcement 170 the main direction D2 of each working wire reinforcement element 180 and the main direction D3 of each carcass wire reinforcement element 340 form, with the circumferential direction X of the tire 10, in a portion PS' of the tire 10 comprised axially between the axial edges 17A, 17B of the hooping reinforcement 17, angles two by two different in absolute value.
• each portion PS, PS' of the tire 10 has an axial width equal to at least 40%, preferably at least 50% of the axial width L of the working layer 18 and equal to at most 90%, preferably at most 80% of the axial width L of the working layer 18 and in this case equal to 60% of the axial width L of the working layer 18
• the median plane M of the tire 10 intersects each portion PS, PS' of the tire 10. More preferably, each portion PS, PS' of the tire 10 is centered axially on the median plane M of the tire 10.
• Each working wire reinforcement element 180 is an assembly of two steel monofilaments each having a diameter equal to 0.30 mm, the two steel monofilaments being wound with each other at a pitch of 14 mm.
• Each carcass wire reinforcement element 340 conventionally comprises two multifilament strands, each multifilament strand consisting of a yarn of polyester monofilaments, here of PET, these two multifilament strands being individually overtwisted at 240 turns per meter in one direction. then twisted together at 240 turns per meter in the opposite direction. These two multifilament strands are helically wound around each other. Each of these multifilament strands has a titer equal to 220 tex.
• Each hooping wire reinforcement element 170 is for example such as those described in WO2016/166056 A1.
• the tire 10 comprises an electrically conductive element 80 arranged so as to ensure electrical conductivity between the mounting support when the tire 10 is mounted on the mounting support and the crown 12 by the intermediate of the conductive element 80.
• the electrically conductive element 80 comprises first and second axial ends 80A, 80B (only the end 80A is illustrated in FIG.
• each first and second axial end 80A, 80B is in contact with the first and second masses 82 of electrically conductive materials respectively of each first and second bead 24, each first and second mass 82 of an electrically conductive material r being in contact with the mounting support when the tire 10 is mounted on the mounting support.
• the electrically conductive element 80 comprises a layer 84 consisting of an electrically conductive material, in this case consisting of an elastomeric material based on a composition as described for example in US2005/0103412.
• the electrically conductive element 80 here the layer 84, extends radially inside the equatorial circumferential plane of the tire and is radially continuous between any point of the electrically conductive element 80 located radially inside the tire. equatorial circumferential plane E, and any point of the electrically conductive element 80 located radially between the working layer 18 and the hooping reinforcement 17.
• the electrically conductive element 80 has the shape of a strip of width equal to 20 mm .
• the crown 12 is, for its part, arranged so as to ensure electrical conductivity from the electrically conductive element 80 to the running surface 13 radially through or via the hooping reinforcement 17 and through tread 20.
• the electrically conductive element 80 comprises at least one so-called interposed portion 801 which is arranged radially between the working layer 18 and the hooping reinforcement 17.
• the hooping reinforcement 17 is arranged so as to prevent electrical conductivity from the interposed portion of the electrically conductive element 80 to the tread 20 via the hooping reinforcement 19.
• the species, the hooping wire reinforcement elements 170 are embedded in an electrically insulating elastomeric material, in this case an elastomeric material based on a composition as described in US20180066128, FR3059598 or even US6289958.
• the working reinforcement 16 is arranged so as to prevent electrical conductivity via the working reinforcement 16.
• the wire reinforcement elements 180 of the working layer 18 are embedded in an electrically insulating material, in this case a material based on a composition as described in US20180066128, FR3059598 or even US6289958.
• the crown 12 comprises an additional mass 86 of an electrically conductive material arranged so as to provide electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the tread 20 radially at the through the hooping reinforcement 17 via the additional mass 86 of electrically conductive material.
• the additional mass 86 is arranged radially between the tread 20 and the interposed portion 801 of the conductive electrical element 80 and axially arranged between the first and second axial portions 171 and 172 of the hooping reinforcement 17.
• the tread 20 comprises at least one mass 88 of at least one electrically conductive material.
• the masses 201, 202 and 88 are arranged so as to provide electrical conductivity from the additional mass 82 of the electrically conductive material to the running surface 13 via the mass 88 of the electrically conductive material radially through the masses. 201, 202 of electrically insulating materials. It will be noted that for reasons of simplification, the masses 86 and 88 are made of the same electrically conductive material.
• the tire 10 is obtained by a process which will be described with reference to FIGS. 4 to 16.
• a working assembly 50 and a carcass assembly 52 are manufactured by arranging the wire reinforcement elements 180 and 340 of each assembly 50 and 52 parallel to each other and by embedding them, for example by calendering, in a non-crosslinked composition comprising at least one elastomer, the composition being intended to form an elastomeric matrix once crosslinked.
• a so-called straight ply is obtained, in which the wire reinforcing elements are parallel to each other and are parallel to the main direction of the ply.
• portions of the straight working ply are cut at a cutting angle and these portions are butted together so as to obtain a so-called angled working ply, in which the working wire reinforcement elements are parallel to each other and form an angle with the main direction of the work ply equal to the angle of cut.
• portions of the straight carcass ply are cut perpendicular to the main direction of the straight carcass ply and these portions are butted together so as to obtain a so-called angled carcass ply.
• the carcass wire reinforcement elements are parallel to each other and form an angle ranging from 80° to 90° with the main direction of the carcass ply equal to the cut angle.
• a single working ply 49 and a single carcass ply 51 are obtained, the axial width of each of which, that is to say the dimension in a direction perpendicular to the longitudinal edges of each ply, is equal to the axial width respectively of each working assembly 50 and carcass 52 which will be formed subsequently.
• a sealing ply 70 is arranged around a main support 60 having a substantially cylindrical shape around its main axis A of so as to form a sealing assembly 72 intended to form the sealing layer 15.
• the sealing ply 70 is arranged by rolling up the sealing ply 70.
• each sidewall reinforcement assembly 73 and the assembly carcass 52 by winding respectively each sidewall reinforcement ply and the carcass ply 51 around the main support 60.
• two filler assemblies 74 are then arranged to form each filler mass 30.
• the two circumferential reinforcing elements 26 are arranged around the carcass assembly 52.
• each axial edge 52A, 52B of the carcass assembly 52 is turned axially inwards so as to radially cover each circumferential reinforcement element 26 by each axial edge 52A, 52B of the carcass assembly 52 and that the carcass assembly 52 is wrapped axially around each circumferential reinforcement element 26.
• FIG. 7 a diagram illustrating the arrangement of the carcass wire reinforcement elements 340 at the end of the step of axial reversal of the axial edges 52A, 52B of the carcass assembly 52 around the circumferential reinforcement elements 26.
• the carcass assembly 52 is delimited axially by the two axial edges 52A, 52B and comprises the carcass wire reinforcement elements 340 extending substantially parallel to each other axially from the axial edge 52A to the other axial edge 52B of the carcass assembly 52.
• Each carcass wired reinforcement element 340 extends, in the carcass assembly 51, along a main direction K3 of each carcass wired reinforcement element 340 in the carcass assembly 52.
• the direction main K3 forms, with the circumferential direction x of the main support 60, an initial angle A3 of each wired carcass reinforcement element 340 ranging, in absolute value, from 80° to 90°, preferably ranging from 85° to 90° and here substantially equal to 90°.
• Other angles A3 can be envisaged, such as for example the angles corresponding to the angles A3 described in the documents WO2016166056, WO2016166057, EP3489035.
• two assemblies 75 for supporting each end 18A, 18B of the working layer 18 are arranged radially outside the carcass assembly 52.
• two assemblies 76 of intermediate stuffing are arranged.
• the working assembly 50 intended to form the working layer 18 is arranged. by winding the working ply 49, radially outside the carcass assembly 52 and each support assembly 75, so as to form the working assembly 50.
• the working assembly 50 is arranged working so as, once the tire 10 has been manufactured, to prevent electrical conductivity via the working reinforcement 16.
• FIG. 9 a diagram similar to that of Figure 7 and illustrating the arrangement of wire reinforcement elements 340 carcass and wire reinforcement elements 180 work at the end of the step of formation of the working assembly 50.
• the working assembly 50 is delimited axially by two axial edges 50A, 50B of the working assembly 50 and comprises the working wire reinforcement elements 180 extending substantially parallel to each other other axially from the axial edge 50A to the other axial edge 50B of the working set 50.
• Each wired working reinforcement element 180 extends, in the working set 50, in a main direction K2 of each working element working wire reinforcement 180 in the working assembly 50.
• the main direction K2 forms, with the circumferential direction x of the main support 60, an initial angle A2 of each working wire reinforcement element 180, in absolute value, ranging from 25 ° to 50°.
• A2 -39°.
• the carcass assembly 52 and the working assembly 50 then form an assembly 58 of substantially cylindrical shape around the main axis A of the main support 60.
• each support assembly 75 and each intermediate stuffing assembly 76 arranged radially outside of the assembly of work 50, each support assembly 75 and each intermediate stuffing assembly 76, the electrically conductive element 80.
• the electrically conductive element 80 is arranged by winding a layer of electrically conductive material on less one turn, preferably by winding over less than a tenth of a turn.
• the electrically conductive element 80 extends axially from one intermediate stuffing assembly 76 to the other intermediate stuffing assembly 76 located on the other side of the median plane of the main support 60.
• an intermediate assembly 92 is formed on an intermediate support 91 of substantially toroidal shape around a main axis B of the intermediate support 91, an intermediate assembly 92 of which we will describe the manufacturing steps with reference to FIGS. 12 to 14.
• the intermediate assembly 92 comprises a hooping assembly 93 intended to form the hooping armature 17, the additional mass 86 of electrically conductive material as well as a bearing assembly 94 intended to form the tread 20.
• the hooping assembly 93 is arranged so as, once the tire 10 has been manufactured, to ensure electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the strip bearing 20 radially through the hooping armature 17.
• the hooping assembly 93 is arranged so as to form first and second axial portions respectively referenced 931, 932 of the hooping assembly 93 axially separated on at least one axial portion 933 of the hooping assembly 93.
• Each first and second axial portion 931 and 932 of the hooping assembly 93 is respectively intended to form each first and second axial portion 171 and 172 of the armature hooping 17.
• Each first and second axial portion 931, 932 of the hooping assembly 93 is formed by winding respectively the first and second bands 173, 174 separated from each other.
• the additional mass 86 of electrically conductive material is arranged axially between the first and second axial portions 931, 932 of the hooping assembly 93 so that, once the tire 10 has been manufactured, ensure the electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the tread 20 radially through the hooping reinforcement 17 via the additional mass 86 of the electrically conductive material.
• the intermediate assembly 92 is formed by arranging a rolling assembly 94 intended to form the tread 20 radially outside the hooping assembly 93 and the additional mass 86.
• Bearing assembly 94 includes masses 201 and 202 of electrically insulating materials as well as mass 88 of electrically conductive material.
• the assembly 58 of substantially cylindrical shape previously manufactured is deformed so as to obtain 59 of substantially toroidal shape around the main axis A of the main support 60.
• the assembly 58 of substantially cylindrical shape is deformed around the main axis A of the support 60 so as to obtain the assembly 59 of substantially toroidal shape around the main axis A of the main support 60 so that, at the end of the deformation step, the main direction K3 of each carcass wire reinforcement element 340 forms, with the circumferential direction x of the main support 60, a final angle B3S of each element carcass wire reinforcement 340, in absolute value, strictly less than 80°, in an axially central portion 52S of the carcass assembly 52 extending axially radially plumb with the working assembly 50.
• B3S +65°.
• the portion 52S of the carcass assembly 52 is intended to form the axially central portion 34S of the carcass layer 34.
• the assembly 58 of substantially cylindrical shape is deformed around the main axis A of the main support 60 so as to obtain the assembly 59 of substantially toroidal shape around the main axis A of the main support 60 also so that, at the end of the deformation step, the main direction K3 of each carcass wire reinforcement element 340 forms, with the circumferential direction x of the support 60, a final angle B3F of each carcass wire reinforcement element 340 in two axially lateral portions 52F of the carcass assembly 52 each extending axially between the axially central portion 52S and each axial edge 52A, 52B of the carcass assembly 52.
• Each axially lateral portion 52F of the carcass assembly 52 is intended to form each axially lateral portion 34F of the carcass layer 34.
• B3F +90°.
• the assembly 58 of substantially cylindrical shape is deformed around the axis main A of the main support 60 so as to obtain the assembly 59 of substantially toroidal shape around the main axis A of the support 60 also so that, at the end of the deformation step, the main direction K2 of each working wire reinforcement element 340 forms, with the circumferential direction x of the support 60, a final angle B2 of each working wire reinforcement element 340 ranging, in absolute value, strictly greater than 10°.
• B2 -35°.
• the final angles B3S, B3F and B2 are substantially equal to the angles ACS, ACF and AT of the tire 10.
• the hooping assembly 93 is arranged radially outside the assembly 59 of substantially toroidal shape around the main axis A of the support. main 60.
• the intermediate assembly 92 is attached radially to the outside of the assembly 59 of substantially toroidal shape around the main axis A of the main support 60 so that the additional mass 86 is arranged radially outside and in contact with the interposed portion 801 of the conductive element 80.
• the additional mass 86 is arranged radially on the outside and in contact with the interposed portion 801 of the electrically conductive element 80 after the step of deforming the assembly 58.
• the bearing assembly 94 is arranged so as to, once the tire 10 has been manufactured, ensure electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the tread surface 13 radially across or via the hooping reinforcement 17 and via the tread 20, here through the hooping reinforcement via the mass 86 and via the bearing 20 via mass 88.
• the electrically conductive element 80 and the crown 12 are arranged so as, once the tire 10 has been manufactured, to ensure electrical conductivity between the support of mounting when the tire 10 is mounted on the mounting bracket and the crown 12 via the electrically conductive element 80.
• the green blank thus formed is molded and crosslinked so as to obtain the tire 10, for example by vulcanization in a mold.
• FIGS. 17 and 18 A tire manufactured by a method according to a second embodiment of the invention will now be described with reference to FIGS. 17 and 18. Elements similar to those described in the first embodiment are designated by identical references.
• the hooping reinforcement 17 of the tire 10 comprises a single band 173 wound circumferentially helically so as to extend continuously axially from the axial edge 17A to at the edge 17B of the hooping reinforcement.
• each first and second axial portion 931, 932 of the hooping assembly 93 is formed by continuous winding of the single strip 173 and so that the first and second axial portions 931, 932 are axially separated on the axial portion 933 in order to ensure electrical conductivity through the hooping reinforcement 17 once the tire 10 has been manufactured.
• the bearing assembly 94 carries the additional mass 86 radially internally as shown in FIG. 18 and the intermediate assembly 92 is formed by arranging the assembly of bearing 94 intended to form the tread 20 as well as the additional mass 86 radially outside the hooping assembly 93.
• the hooping assembly 93, the additional mass 86 and the bearing assembly 94 are arranged sequentially, while the assembly 59 has its substantially toroidal shape around the main axis A.
• the additional mass 86 is arranged axially between the first and second axial portions 931, 933 of the hooping assembly 93 of so that the additional mass 86 is arranged radially outside and in contact with the interposed portion 801 of the conductive element 80.
• the additional mass 86 is first arranged, then the bearing assembly 94 is arranged radially outside the hooping assembly 93 and the additional mass 86 .
• a variant of the method according to the first embodiment could be envisaged, in which, instead of attaching the intermediate assembly comprising the hooping assembly 93, the additional mass 86 and the bearing assembly 94 on the assembly of substantially toroidal shape, the intermediate assembly comprises the hooping assembly 93 and the additional mass 86 and after the step in which the intermediate assembly is attached radially to the outside of the assembly 59 of substantially toroidal shape , we report, the bearing assembly 94 radially outside the hooping assembly 93 and the additional mass 86.
• a variant of the method according to the third embodiment of the invention may be envisaged in which, instead of sequentially arranging the hooping assembly, the additional mass and the bearing assembly, an intermediate assembly is formed comprising the bearing assembly 94 and the additional mass 86, then the intermediate assembly thus formed is attached radially to the outside of the hooping assembly 93.
• the intercalated portion is arranged between the radially outermost working layer of the working reinforcement and the hooping reinforcement.
• each first and second axial end 80A, 80B is in contact with the mounting support when the tire 10 is mounted on the mounting support.
• the electrically conductive element 80 extends axially from a first of the beads 24 to radially between the radially outermost working layer 18 and the hooping reinforcement 17 so that the first axial end 80A is in contact with the mass 82 of electrically conductive material and the second axial end 80B is radially arranged between the radially outermost working layer 18 and the reinforcement hooping 17.
• first axial end 80A be in contact with the mounting support when the tire 10 is mounted on the mounting support and the second axial end 80B is arranged radially between the working layer radially outermost 18 and the hooping reinforcement 17.

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• Mechanical Engineering (AREA)
• Tires In General (AREA)
• Tyre Moulding (AREA)

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• 2021
  • 2021-02-08 FR FR2101166A patent/FR3119563A1/fr active Pending
• 2022
  • 2022-01-27 WO PCT/FR2022/050153 patent/WO2022167744A1/fr active Application Filing
  • 2022-01-27 CN CN202280013490.1A patent/CN116917147A/zh active Pending
  • 2022-01-27 JP JP2023547402A patent/JP2024505679A/ja active Pending
  • 2022-01-27 EP EP22706648.7A patent/EP4288296A1/de active Pending

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