US20110303339A1 - Vehicle Tire Comprising a Layer of Circumferential Reinforcing Elements - Google Patents

Vehicle Tire Comprising a Layer of Circumferential Reinforcing Elements Download PDF

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Publication number
US20110303339A1
US20110303339A1 US13/140,697 US200913140697A US2011303339A1 US 20110303339 A1 US20110303339 A1 US 20110303339A1 US 200913140697 A US200913140697 A US 200913140697A US 2011303339 A1 US2011303339 A1 US 2011303339A1
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Prior art keywords
reinforcing elements
pitch
layer
value
tire
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Abandoned
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US13/140,697
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English (en)
Inventor
Alain Valle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Compagnie Generale des Etablissements Michelin SCA
Michelin Recherche et Technique SA France
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Individual
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Publication of US20110303339A1 publication Critical patent/US20110303339A1/en
Assigned to MICHELIN RECHERCHE ET TECHNIQUE S.A., SOCIETE DE TECHNOLOGIE MICHELIN reassignment MICHELIN RECHERCHE ET TECHNIQUE S.A. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: VALLE, ALAIN
Assigned to COMPAGNIE GENERALE DES ETABLISSEMENTS MICHELIN reassignment COMPAGNIE GENERALE DES ETABLISSEMENTS MICHELIN MERGER (SEE DOCUMENT FOR DETAILS). Assignors: SOCIETE DE TECHNOLOGIE MICHELIN
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C9/08—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend transversely from bead to bead, i.e. radial ply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C9/2204—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre obtained by circumferentially narrow strip winding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C2009/1892—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers with belt ply radial inside the carcass structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C2009/2074—Physical properties or dimension of the belt cord
    • B60C2009/2083—Density in width direction
    • B60C2009/2087—Density in width direction with variable density in the same layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C2009/2252—Physical properties or dimension of the zero degree ply cords
    • B60C2009/2266—Density of the cords in width direction
    • B60C2009/2271—Density of the cords in width direction with variable density
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10765—Characterized by belt or breaker structure
    • Y10T152/10783—Reinforcing plies made up from wound narrow ribbons
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10855—Characterized by the carcass, carcass material, or physical arrangement of the carcass materials

Definitions

  • the invention relates to a tire intended to be fitted to a vehicle and, more particularly, intended to be fitted to a two-wheel vehicle such as a motorcycle.
  • the reinforcement that reinforcing tires and, notably, motorcycle tires, is currently—and usually—made up of a stack of one or more plies conventionally known as “carcass plies”, “crown plies”, etc.
  • This way of naming the reinforcements stems from the method of manufacture which involves producing a series of semi-finished products in the form of plies, provided with elementary reinforcements, which are often longitudinal, which are subsequently assembled or stacked to build up a green tire.
  • the plies are produced flat, with large dimensions, and are subsequently cut to suit the dimensions of a given product.
  • the plies are also initially assembled in a substantially flat shape.
  • the green tire thus built is then shaped to adopt the toroidal profile typical of tires.
  • the so-called “finishing” semi-finished products are then applied to the green tire to obtain a product ready to be vulcanised.
  • Such a “conventional” type of method involves, particularly for the phase of building the green tire, the use of an anchoring element (generally a bead wire) which is used to anchor or hold the carcass reinforcement in the region of the beads of the tire.
  • an anchoring element generally a bead wire
  • a portion of all the plies that make up the carcass reinforcement is wrapped around a bead wire positioned in the bead of the tire. This then anchors the carcass reinforcement in the bead.
  • the basic products such as the rubber compounds and the reinforcing elements in the form of threads or filaments, are applied directly to the form. Because this form is of toroidal shape, the green tire no longer has to be shaped in order to change from a flat profile to a profile in the shape of a torus.
  • the tires described in that document do not have the “traditional” turning back of the carcass ply around a bead wire. That type of anchorage is replaced by an arrangement in which circumferential threads are positioned adjacent to the said sidewall reinforcing structure, everything being embedded in a rubber anchoring or cushioning compound.
  • the conventional terms such as “plies”, “bead wires”, etc.
  • the term “carcass-type reinforcement” or “sidewall reinforcement” is valid for denoting the reinforcing elements in a carcass ply in the conventional method and the corresponding reinforcing elements generally applied to the sidewalls of a tire produced using a method that does not employ semi-finished products.
  • anchoring region can just as easily denote the “traditional” wrapping of the carcass ply around a bead wire in a conventional method as it can the assembly formed by the circumferential reinforcing elements, the rubber compound and the adjacent sidewall reinforcement portions of a bottom region produced using a method involving applying products to a toroidal form.
  • the longitudinal direction of the tire is the direction corresponding to the periphery of the tire and defined by the direction in which the tire runs.
  • a circumferential plane or circumferential plane of section is a plane perpendicular to the axis of rotation of the tire.
  • the equatorial plane is the circumferential plane that passes through the centre or crown of the tread strip.
  • the transverse or axial direction of the tire is parallel to the axis of rotation of the tire.
  • the radial direction is a direction that intersects the axis of rotation of the tire and is perpendicular thereto.
  • the axis of rotation of the tire is the axis about which it rotates in normal use.
  • a radial or meridian plane contains the axis of rotation of the tire.
  • tires for motorbikes are switching over to a radial design, the architecture of such tires comprising a carcass reinforcement formed of one or two layers of reinforcing elements that make an angle possibly comprised between 65° and 90° with the circumferential direction, the said carcass reinforcement being radially surmounted by a crown reinforcement formed of reinforcing elements.
  • the invention also relates to partially radial tires, that is to say tires in which the reinforcing elements of the carcass reinforcement are radial over at least part of the said carcass reinforcement, for example in the part corresponding to the crown of the tire.
  • a first structure for the said crown reinforcement, consists in using only circumferential cords, and the said structure is more particularly used for a rear tire.
  • a second structure taking its inspiration directly from the structures commonly employed in passenger vehicle tires, has been used to improve wear resistance and consists in using at least two working crown layers of reinforcing elements that are substantially mutually parallel within each layer but crossed from one layer to the next making acute angles with the circumferential direction, such tires being more particularly suited to the front of motorbikes.
  • the said two working crown layers can be associated with at least one layer of circumferential elements, which are generally obtained by the helical winding of a strip of at least one rubber-coated reinforcing element.
  • crown architecture for the tires has a direct impact on certain tire properties such as wear, endurance, grip or even driving comfort or, particularly in the case of motorcycles, stability.
  • other tire parameters such as the nature of the rubber compounds used in the tread strip also have an impact on the properties of the said tire.
  • the choice and nature of the rubber compounds used in the tread strip are, for example, essential parameters regarding wear properties.
  • the choice and nature of the rubber compounds used in the tread strip also have an impact on the grip of the tire.
  • a tire with a radial carcass reinforcement comprising a crown reinforcement comprising at least one layer of circumferential reinforcing elements distributed axially at a variable pitch itself radially crowned by a tread strip, the said tread strip being connected to two beads by two sidewalls, the layer of circumferential reinforcing elements consisting of at least five parts, namely a central part, two intermediate parts and two axially outer parts, the value of the pitch in an intermediate part being less than the value of the pitch in the axially outer part axially separated from the central part by the said intermediate part, and the value of the pitch in an intermediate part being less than the value of the pitch in the central part.
  • a layer of circumferential reinforcing elements within the meaning of the invention consists of at least one reinforcing element oriented at an angle of less than 5° formed with the longitudinal direction.
  • the pitch is the distance, measured along the curved abscissa axis of the layer of circumferential reinforcing elements, between the centres of two consecutive (or adjacent) circumferential reinforcing elements.
  • the “variable” pitch according to the invention is measured along the curved abscissa axis of the layer of circumferential reinforcing elements between the centres of the sets of reinforcing elements laid simultaneously.
  • the reinforcing elements laid simultaneously or in the form of strips are likened to a single reinforcing element of which the centre (in the direction of the curved abscissa axis of the layer of circumferential reinforcing elements) will be determined in order to measure the said “variable” pitch.
  • the variation in the pitch between the circumferential reinforcing elements is embodied by a variation in the number of circumferential reinforcing elements per unit length in the transverse direction and, therefore, by a variation in the density of circumferential reinforcing elements in the transverse direction and therefore by a variation in the circumferential stiffness in the transverse direction.
  • the tire thus defined according to the invention has a layer of circumferential reinforcing elements which are distributed at a variable pitch leading to a layer that has a stiffness in the circumferential direction, or circumferential stiffness, which varies in the axial direction.
  • the layer of circumferential reinforcing elements has a stiffness in the circumferential direction which increases from one axial end to an intermediate region before decreasing again from this intermediate region as far as the central part of the said layer.
  • the value of the pitch in an axially outer part is greater than the value of the pitch in the central part.
  • the stiffness in the circumferential direction of the axially outer part of the layer of circumferential reinforcing elements is therefore less than the stiffness in the circumferential direction of the central part.
  • the value of the pitch in an axially outer part is less than the value of the pitch in the central part.
  • the stiffness in the circumferential direction of the axially outer part of the layer of circumferential reinforcing elements is therefore greater than the stiffness in the circumferential direction of the central part.
  • a tire thus produced according to one or other of these alternative forms of the invention makes it possible to improve performance notably in terms of wear and grip because of the choices made regarding the variation in pitch between the reinforcing elements of the layer of circumferential reinforcing elements, the density of which is at a maximum in the intermediate regions.
  • the distribution of stiffness in the layer of circumferential reinforcing elements notably encourages the flattening out of the tire at steep camber angles.
  • the inventors have been able to demonstrate that the local reduction in the density of reinforcing elements in the layer of circumferential reinforcing elements nonetheless makes it possible to maintain the desired tire profile even though notably the crown region of the tire has a circumferential reinforcing element density that is lower than that usually required when the elements are distributed at constant pitch.
  • the stiffness of the central part of the layer of circumferential reinforcing elements remains sufficient to ensure sufficient hooping of the tire in this central part to withstand the stresses applied notably when inflating or when driving at high speed and to limit the circumferential expansion of the crown reinforcement.
  • a tire according to the invention as compared with a tire comprising a layer of circumferential reinforcing elements distributed at a pitch that is constant across the entire axial width of the said layer are, firstly, its weight and, secondly, its cost of manufacture. Because the structure of the tire according to the invention is lightened as compared with that of a conventional tire comprising a layer of circumferential reinforcing elements distributed at a constant pitch, the weight of the tire according to the invention is lower than that of the usual tire. Specifically, the pitch between the reinforcing elements of a usual tire comprising a layer of circumferential reinforcing elements distributed at a constant pitch is defined on the basis of the minimum pitch necessary to meet the various acceptance test standards for the marketing of tires. The tire according to the invention therefore experiences a reduction in the amount of material needed to produce the layer of circumferential reinforcing elements.
  • the cost of the materials for manufacturing a tire according to the invention is lower than that of a tire comprising a layer of circumferential reinforcing elements distributed at a constant pitch because the amount of material needed to produce the layer of circumferential reinforcing elements is smaller.
  • the time taken to manufacture the layer of circumferential reinforcing elements of the tire according to the invention is reduced compared with the time taken to manufacture a layer of circumferential reinforcing elements distributed at a constant pitch.
  • the ratio of the value of the pitch in the axially outer parts to the value of the pitch in the central part is comprised between 1.05 and 4.
  • the ratio of the value of the pitch in the intermediate parts to the value of the pitch in the central part is comprised between 0.5 and 0.95.
  • the ratio of the value of the pitch in the axially outer parts to the value of the pitch in the central part is comprised between 0.5 and 0.95.
  • the ratio of the value of the pitch in the intermediate parts to the value of the pitch in the central part is comprised between 0.4 and 0.9.
  • the axial width of the central part of the layer of circumferential reinforcing elements is comprised between 10 and 50% of the axial width of the layer of circumferential reinforcing elements.
  • the axial width of each of the axially outer parts of the layer of circumferential reinforcing elements is comprised between 7 and 15% of the axial width of the layer of circumferential reinforcing elements.
  • the axial width of each of the intermediate parts of the layer of circumferential reinforcing elements is comprised between 10 and 38% of the axial width of the layer of circumferential reinforcing elements.
  • the invention advantageously makes provision that the distribution of the values of the pitch of the layer of circumferential reinforcing elements is symmetric with respect to the equatorial plane of the tire.
  • the layer of circumferential reinforcing elements is centred on the crown of the tire.
  • the distribution of the regions is thus symmetric with respect to the equatorial plane of the tire.
  • the distribution of the circumferential reinforcing elements is therefore likewise symmetric in the axial direction with respect to the equatorial plane of the tire.
  • the pitch between the circumferentially oriented reinforcing elements is constant in at least one of the parts of the layer of circumferential reinforcing elements.
  • the pitch is constant in at least the central part.
  • the pitch between the circumferentially oriented reinforcing elements can vary in at least one of the parts of the layer of circumferential reinforcing elements.
  • At least one of the parts of the layer of circumferential reinforcing elements combines regions of constant pitch and regions of variable pitch; for example, one part may combine a central region of constant pitch and axially outer regions of variable pitch, each having a pitch that increases towards the said central region.
  • the value of the pitch in the transverse direction obeys a series over at least the said variable-pitch region of the said at least one part of the layer of circumferential reinforcing elements.
  • the value of the pitch may be a combination of several progressions depending on the axial position in the said layer.
  • the crown reinforcement comprises at least one working crown layer of inextensible reinforcing elements making angles comprised between 10° and 45° with the circumferential direction, and, for preference, at least two working crown layers of inextensible reinforcing elements crossed from one layer to another making angles comprised between 10° and 45° with the circumferential direction.
  • One advantageous embodiment of the invention makes provision that the layer of circumferential reinforcing elements is positioned at least partially radially on the outside of a working layer.
  • the layer of circumferential reinforcing elements is produced radially on the outside of two working layers and placed directly under the tread strip, it may notably contribute to improving high-speed stability.
  • the layer of circumferential reinforcing elements may thus be produced directly under the tread strip in order, in addition to performing its main function, to form a layer that protects the carcass and the other layers of the crown reinforcing structure against potential mechanical attack.
  • the layer of circumferential reinforcing elements may also be produced between the working layers, notably for economic reasons, because this reduces the amount of material and laying time required.
  • Another advantageous embodiment of the invention makes provision that the layer of circumferential reinforcing elements is positioned at least partially radially on the inside of the radially innermost working layer.
  • the layer of circumferential reinforcing elements is produced radially on the inside of the working layers and may notably make it possible to improve the grip and traction of the tire still further.
  • Another alternative form of the invention makes provision that at least one layer of circumferential reinforcing elements is positioned at least partially radially on the inside of the carcass-type reinforcing structure.
  • a tire according to the invention notably when at least part of the crown reinforcing structure, such as a layer of circumferential reinforcing elements, is produced radially on the inside of the carcass structure, is advantageously produced using a manufacturing technique of the type involving a hard core or stiff form.
  • the reinforcing elements of the layer of circumferential reinforcing elements are made of metal and/or textile and/or glass.
  • the reinforcing elements of the layer of circumferential reinforcing elements have an elastic modulus in excess of 6000 N/mm 2 .
  • the reinforcing elements of the layer of circumferential reinforcing elements are metal cords having a curve of tensile stress against relative elongation that exhibits shallow gradients for small elongations and a substantially constant and steep gradient for greater elongations.
  • one layer of circumferential reinforcing elements may be produced in several parts positioned at different radial positions or different levels in the tire.
  • Such a tire may notably comprise part of the layer of circumferential reinforcing elements radially on the outside of the other reinforcing elements in the central part of the tire, that is to say under the central part of the tread strip.
  • This part of the layer of circumferential reinforcing elements then notably affords the carcass protection against potential attack that may occur in the central part of the tread strip, which is considered to be the most exposed.
  • Lateral parts of the layer of circumferential reinforcing elements may be positioned at all levels, that is to say either radially on the inside of the working layers or between them or, alternatively, radially on the inside of the carcass layer, notably with a view to reducing the amount of reinforcing elements and the time taken to produce such a layer of circumferential reinforcing elements.
  • the invention further makes provision that, in the case of a layer of circumferential reinforcing elements which is produced in several parts positioned at different radial positions, the distribution of these various parts is not symmetric with respect to the equatorial plane, or circumferential plane, passing through the centre of the crown of the tire. Such an asymmetric distribution may be further associated with a choice of different materials for the circumferential reinforcing elements.
  • the invention advantageously plans for the axial ends of the said parts to overlap one another.
  • the reinforcing elements of the carcass-type reinforcing structure make an angle comprised between 65° and 90° with the circumferential direction.
  • the crown reinforcing structure comprises at least two layers of reinforcing elements, the portions making angles comprised between 20 and 160° with one another, from one layer to the next.
  • the reinforcing elements of a working layer make angles, formed with the longitudinal direction, which are identical, the said angles being measured at the points of intersection with a circumferential plane, whatever the said circumferential plane might be.
  • the reinforcing elements are all at the same angle formed with the longitudinal direction at the points of intersection with the said circumferential plane of section.
  • the aforementioned angle may vary according to the circumferential plane of section considered.
  • the reinforcing elements of one working layer are equidistant from one another in all circumferential planes; the distance separating adjacent reinforcing elements being able for its part to vary according to the circumferential plane of section considered or, more specifically, it being possible for the distance between adjacent reinforcing elements to vary in the axial direction.
  • Another alternative form of embodiment of the invention makes provision that at least one working layer is produced at least partially radially on the inside of the carcass-type reinforcing structure.
  • all of the working layers are produced radially on the inside of at least one carcass structure, i.e. on the inside of at least one carcass layer. At least one carcass-type reinforcing structure thus radially covers the entire crown reinforcing structure.
  • At least one layer of working reinforcing elements of the crown reinforcing structure is produced radially on the outside of the carcass-type reinforcing structure.
  • the layer of working reinforcing elements assumes a function of protecting the carcass and the other layers of the crown reinforcing structure against possible mechanical attack.
  • one layer of working reinforcing elements may be produced in several parts fitted at different radial positions or different levels in the tire.
  • Such a tire may notably comprise a part of the layer of working reinforcing elements radially on the outside of the reinforcing elements of the carcass structure in the central part of the tire, i.e. under the central part of the tread strip.
  • This part of the layer of working reinforcing elements then notably affords the carcass protection against potential attack that may occur via the central part of the tread strip, which is considered to be the most exposed.
  • the invention also makes provision, in the case of a layer of working reinforcing elements that is produced in several parts installed at various radial positions, that the distribution of these different parts is not symmetric with respect to the equatorial plane, or circumferential plane passing through the centre of the crown of the tire.
  • the invention advantageously makes provision for the axial ends of the said parts to overlap one another.
  • a tire according to the invention notably when at least part of the crown reinforcing structure is produced radially on the inside of the carcass structure, is advantageously produced using a manufacturing technique of the type using a hard core or stiff form.
  • At least one layer of working reinforcing elements is made up of at least one continuous reinforcing thread which, in the central region of the said layer, forms portions making identical angles with the longitudinal direction, the said angles being measured at the points of intersection with a circumferential plane, two adjacent portions being connected by a loop, and the portions making an angle comprised between 10 and 80° with the longitudinal direction.
  • thread denotes, very generally, both monofilaments, multifilament fibres (possibly twisted on themselves) or assemblies such as textile or metal cords, folded yarns or alternatively any type of equivalent assembly, for example a hybrid cord, irrespective of the material or materials or potential treatment of these threads, for example a surface treatment or coating, or precoating to encourage adhesion to the rubber or any other material.
  • the working layer is produced with at least one thread no free end of which is present on the edges of the said layer.
  • the layer is produced using a single thread and the layer is of the “single thread” type.
  • industrial production of such layers leads to discontinuities notably as a result of changes of reel.
  • a preferred embodiment of the invention further consists in using just one or a small number of threads for a working layer and the starts and ends of threads need to be positioned in the central region of the said layer.
  • a tire according to the invention thus produced comprises a reinforcing structure that has no free end of the reinforcing elements at the axially outer edges of the working layers.
  • a tire produced according to this alternative form of the invention and which comprises a reinforcing structure that has no free end of the reinforcing elements in the region of the axially outer edges of the working layers thus notably allows the grip and traction of the tires to be enhanced for use at steep camber angles.
  • Such a tire is advantageously produced using a technique of the type using a hard form or a toroidal form, which notably allows the reinforcing elements to be laid in the near-final position; specifically, a shaping step is not required with this type of method, which means that the reinforcing elements are no longer shifted once they have been laid.
  • the angles formed by the said portions of the thread in the working layers with the longitudinal direction can vary in the transverse direction such that the said angles are greater on the axially outer edges of the layers of reinforcing elements by comparison with the angles of the said portions measured at the equatorial plane of the tire.
  • a technique of the type using a hard form which notably allows the reinforcing elements to be laid in the near-final position without the need for a shaping step has further advantages.
  • a technique of the hard form type in particular allows markedly greater variations in angles than can be obtained using methods that involve a shaping step to be achieved in a simple way.
  • the said variations in angle, the said angle tending towards 90° at the edges of the working layers leads to an increase in the pitch and encourages the creation of loops, because of the reduction in bulk.
  • a first embodiment of the alternative forms of embodiment of the invention whereby the angles formed by the said portions of the thread in the working layers with respect to the longitudinal direction can vary in the transverse direction, consists in varying the angle of the portions monotonously from the equatorial plane of the tire as far as the edges of the working layer.
  • a second embodiment of these alternative forms consists in having the angle change in steps from the equatorial plane of the tire as far as the edges of the working layer.
  • a final embodiment of these alternative forms consists in allowing the angle to evolve in such a way that given values are obtained for given axial positions.
  • angles formed by the said portions of the thread of the working layers with respect to the longitudinal direction can vary in the transverse direction in other words make it possible to obtain good circumferential stiffness of the crown reinforcing structure through the presence of tight, that is to say small, angles in the region of the crown of the tire, that is to say in the region flanking the equatorial plane.
  • the presence of open angles that is to say angles tending towards 45°, or, even beyond, tending towards 90°, can be obtained on the edges of the working layer or, more exactly, at the shoulders of the tire in order to improve the grip, traction, comfort or else the operating temperature of the tire; specifically, such variations in angle make it possible to modulate the shear stiffnesses of the working layers.
  • the reinforcing elements of the working layers are made of a textile material.
  • the reinforcing elements in the working layers are made of metal.
  • FIGS. 1 to 3 depict:
  • FIG. 1 a meridian view of a tire layout according to a first embodiment of the invention
  • FIG. 2 a meridian view of a tire layout according to a second embodiment of the invention
  • FIG. 3 a meridian view of a tire layout according to a third embodiment of the invention.
  • FIGS. 1 to 3 are not drawn to scale.
  • FIG. 1 depicts a tire 1 of 190/50 ZR 17 type intended to be fitted to the rear of a motorcycle.
  • This tire 1 comprises a carcass reinforcement consisting of a layer 2 comprising reinforcing elements of the textile type.
  • the layer 2 consists of reinforcing elements arranged radially. The radial positioning of the reinforcing elements is defined by the angle at which the said reinforcing elements are laid; a radial arrangement corresponds to the said elements being laid at an angle comprised between 65° and 90° with respect to the longitudinal direction.
  • the layer 2 is anchored on each side of the tire 1 in a bead 3 the base of which is intended to be mounted on a rim seat.
  • Each bead 3 is extended radially outwards by a sidewall 4 , the said sidewall 4 radially towards the outside meeting the tread strip 5 .
  • the tire 1 thus constructed has a curvature value in excess of 0.15 and preferably in excess of 0.3.
  • the curvature value is defined by the Ht/Wt ratio, namely the ratio of the height of the tread strip to the maximum width of the tread strip of the tire.
  • the curvature value will advantageously be between 0.25 and 0.5 for a tire intended to be fitted at the front of a motorcycle and will be advantageously comprised between 0.2 and 0.5 for a tire intended to be fitted at the rear.
  • the tire 1 further comprises a crown reinforcement 6 consisting of two layers 7 and 8 of reinforcing elements making angles with the circumferential direction, the said reinforcing elements being crossed from one layer to the next and making angles of 50° between them in the region of the equatorial plane, the reinforcing elements of each of the layers 7 and 8 making an angle of 25° to the circumferential direction.
  • a crown reinforcement 6 consisting of two layers 7 and 8 of reinforcing elements making angles with the circumferential direction, the said reinforcing elements being crossed from one layer to the next and making angles of 50° between them in the region of the equatorial plane, the reinforcing elements of each of the layers 7 and 8 making an angle of 25° to the circumferential direction.
  • the reinforcing elements of the two layers 7 and 8 are made of a textile material and, more specifically, of aramid.
  • the crown reinforcement 6 comprises a layer of circumferential reinforcing elements 10 radially on the outside of the layers 7 , 8 .
  • the layer of circumferential reinforcing elements 10 is thus the radially outermost part of the crown reinforcement 6 and the two working layers 7 , 8 are interposed between the carcass layer 2 and the layer of circumferential reinforcing elements 10 .
  • the layer of circumferential reinforcing elements 10 advantageously consists of a single thread which has been wound to make an angle substantially equal to 0° with the longitudinal direction.
  • the layer of circumferential reinforcing elements 10 may alternatively be produced by the simultaneous winding of several bare or rubberized threads or threads in the form of strips when they are embedded in rubber.
  • the circumferential reinforcing elements 10 are wound in such a way that the pitch between two circumferential reinforcing elements varies in the axial direction.
  • This variation in the laying pitch leads to a variation in the density of the circumferential reinforcing elements that is such that the density is greater in the intermediate parts 11 a and 11 b .
  • the circumferential reinforcing element densities will therefore decrease, firstly from these intermediate parts 11 a and 11 b with a density of 100 threads/dm (pitch of 1 mm) towards the central part 12 of the tire with a density of 75 threads/dm (pitch of 1.33 mm), and secondly, from these intermediate parts 11 a and 11 b towards the lateral parts 13 a and 13 b of the said layer of circumferential reinforcing elements 10 with a density of 70 threads/dm (pitch of 1.43 mm).
  • the ratio of the value of the pitch in the axially outer parts 13 a , 13 b to the value of the pitch in the central part 12 is equal to 1.07 and therefore falls between 1.05 and 4.
  • the ratio of the value of the pitch in the intermediate parts 11 a , 11 b to the value of the pitch in the central part 12 is equal to 0.75, and therefore falls between 0.5 and 0.95.
  • the width of the layer of circumferential reinforcing elements 10 is equal to 170 mm.
  • the parts 11 a and 11 b each have an axial width of 62 mm.
  • the axial width of each of the intermediate parts 11 a and 11 b of the layer of circumferential reinforcing elements is equal to 36% of the axial width of the layer of circumferential reinforcing elements, which falls between 10 and 38% of the said width.
  • the central part 12 has an axial width of 20 mm.
  • the axial width of the central part of the layer of circumferential reinforcing elements is equal to 12% of the axial width of the layer of circumferential reinforcing elements and therefore falls between 10 and 50% of the said width.
  • the parts 13 a and 13 b each have an axial width of 13 mm.
  • the axial width of each of the axially outer parts 13 a and 13 b of the layer of circumferential reinforcing elements is equal to 8% of the axial width of the layer of circumferential reinforcing elements and therefore falls between 7 and 15% of the said width.
  • the value of the pitch in an axially outer part is greater than the value of the pitch in the central part.
  • the stiffness in the circumferential direction of the axially outer part of the layer of circumferential reinforcing elements is therefore lower than the stiffness of the central part in the circumferential direction.
  • the presence of the layer of circumferential reinforcing elements in the tire contributes firstly to improving performance in terms of endurance and secondly the distribution at a variable pitch allows the circumferential stiffnesses of the crown reinforcement of the tire to be modulated in order to optimize the compromises between flattening, wear and high-speed performance of the tire.
  • the layer of circumferential reinforcing elements 10 consists of textile reinforcements of the metal 6*23 type.
  • FIG. 2 depicts a tire 21 similar to that of FIG. 1 and which differs therefrom in the radial position of the layer of circumferential reinforcing elements 201 .
  • the layer of circumferential reinforcing elements 210 has been positioned radially on the inside of the carcass reinforcement 2 and therefore radially on the inside of the two working layers 27 , 28 .
  • This radial position of the layer of circumferential reinforcing elements 210 allows in particular a further improvement in the grip and traction properties of the tire.
  • FIG. 3 depicts a tire 31 of 120/70 ZR 17 type intended to be fitted at the front of a motorcycle.
  • the crown reinforcement 36 of the tire 31 is similar to that of the tire 1 illustrated in FIG. 1 .
  • the only difference is in the layer of circumferential reinforcing elements 310 and, more specifically, the variation in the pitch at which the reinforcing elements are laid.
  • the variation in laying pitch leads to a variation in the density of circumferential reinforcing elements which is such that the density is greater in the intermediate parts 311 a and 311 b .
  • the circumferential reinforcing element densities therefore decrease, firstly, from these intermediate parts 311 a and 311 b at which the density is 90 threads/dm (pitch of 1.11 mm) towards the central part 312 of the tire at which the density is 60 threads/dm (pitch of 1.67 mm), and, secondly, from these intermediate parts 311 a and 311 b towards the lateral parts 313 a , 313 b of the said layer of circumferential reinforcing elements 310 where the density is 70 threads/dm (pitch of 1.43 mm).
  • the value of the pitch in an axially outer part 313 a , 313 b is lower than the value of the pitch in the central part.
  • the stiffness, in the circumferential direction, of the axially outer part of the layer of circumferential reinforcing elements is therefore greater than the stiffness, in the circumferential direction, of the central part.
  • the ratio of the value of the pitch in the axially outer parts 313 a , 313 b to the value of the pitch in the central part 312 is equal to 0.86 and therefore falls between 0.5 and 0.95.
  • the ratio of the value of the pitch in the intermediate parts 11 a , 11 b to the value of the pitch in the central part 12 is equal to 0.67 and therefore falls between 0.4 and 0.7.
  • the width of the layer of circumferential reinforcing elements 10 is 106 mm.
  • the parts 311 a and 311 b each have an axial width equal to 20 mm.
  • the axial width of each of the intermediate parts 311 a and 311 b of the layer of circumferential reinforcing elements is equal to 19% of the axial width of the layer of circumferential reinforcing elements which falls between 10 and 38% of the said width.
  • the central part 312 has an axial width of 40 mm.
  • the axial width of the central part 312 of the layer of circumferential reinforcing elements is equal to 38% of the axial width of the layer of circumferential reinforcing elements and therefore falls between 10 and 50% of the said width.
  • the parts 313 a and 313 b each have an axial width of 13 mm.
  • the axial width of each of the axially outer parts 313 a and 313 b of the layer of circumferential reinforcing elements is equal to 12% of the axial width of the layer of circumferential reinforcing elements and therefore falls between 7 and 15% of the said width.
  • the layer of circumferential reinforcing elements 10 consists of textile reinforcements of the metal 4*23 type.
  • the invention should not be interpreted as being restricted to the description of the examples above.
  • the invention notably encompasses tires that may have more complex crown reinforcements, for example comprising 3 or more working layers of reinforcing elements making an angle with the circumferential direction.
  • the invention also applies to the various types of crown reinforcement listed hereinabove and notably those described in patent applications WO 2004/018236, WO 2004/018237, WO 2005/070704, WO 2005/070706, notably exhibiting the various radial positions of the layers that make up the crown reinforcement relative to one another, and their radial position with respect to the carcass structure, plus also the makeup of a layer formed of a thread constituting portions connected by loops or even varied angles formed by the said portions with the axial direction.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
US13/140,697 2008-12-17 2009-12-11 Vehicle Tire Comprising a Layer of Circumferential Reinforcing Elements Abandoned US20110303339A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0858730A FR2939723B1 (fr) 2008-12-17 2008-12-17 Pneumatique pour vehicules comportant une couche d'elements de renforcement circonferentiels
FR0858730 2008-12-17
PCT/EP2009/066988 WO2010069887A1 (fr) 2008-12-17 2009-12-11 Pneumatique pour vehicules comportant une couche d'elements de renforcement circonferentiels

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US14/444,444 Active 2031-08-18 US9902205B2 (en) 2008-12-17 2014-07-28 Vehicle tire comprising a layer of circumferential reinforcing elements

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EP (1) EP2379348B1 (fr)
JP (1) JP5453452B2 (fr)
CN (1) CN102245404B (fr)
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US20150027612A1 (en) * 2008-12-17 2015-01-29 Compagnie Generale Des Etablissements Michelin Vehicle Tire Comprising a Layer of Circumferential Reinforcing Elements
US20180312007A1 (en) * 2017-05-01 2018-11-01 Sumitomo Rubber Industries Ltd. Tire for two-wheeled automotive vehicle
US10654319B2 (en) * 2016-08-30 2020-05-19 Sumitomo Rubber Industries, Ltd. Motorcycle tire
CN112004693A (zh) * 2018-04-27 2020-11-27 大陆轮胎德国有限公司 车辆充气轮胎
US11046113B2 (en) * 2016-11-22 2021-06-29 Pirelli Tyre S.P.A. Motorcycles tyre

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JP5469692B2 (ja) * 2012-02-17 2014-04-16 住友ゴム工業株式会社 空気入りタイヤ
JP7268434B2 (ja) * 2019-03-22 2023-05-08 住友ゴム工業株式会社 自動二輪車用タイヤ
JP7467964B2 (ja) * 2019-03-22 2024-04-16 住友ゴム工業株式会社 自動二輪車用タイヤ
JP7287073B2 (ja) * 2019-04-04 2023-06-06 横浜ゴム株式会社 自動二輪車用タイヤ
FR3102096B1 (fr) * 2019-10-22 2021-09-17 Michelin & Cie Armature de sommet pour pneumatique de type metropolitain
CN111251786B (zh) * 2020-03-17 2022-05-13 中策橡胶集团股份有限公司 一种0度可变缠绕密度带束层的摩托车或电动车轮胎

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US20150027612A1 (en) * 2008-12-17 2015-01-29 Compagnie Generale Des Etablissements Michelin Vehicle Tire Comprising a Layer of Circumferential Reinforcing Elements
US9902205B2 (en) * 2008-12-17 2018-02-27 Compagnie Generale Des Etablissements Michelin Vehicle tire comprising a layer of circumferential reinforcing elements
US10654319B2 (en) * 2016-08-30 2020-05-19 Sumitomo Rubber Industries, Ltd. Motorcycle tire
US11046113B2 (en) * 2016-11-22 2021-06-29 Pirelli Tyre S.P.A. Motorcycles tyre
US20180312007A1 (en) * 2017-05-01 2018-11-01 Sumitomo Rubber Industries Ltd. Tire for two-wheeled automotive vehicle
US11383557B2 (en) * 2017-05-01 2022-07-12 Sumitomo Rubber Industries, Ltd. Tire for two-wheeled automotive vehicle
CN112004693A (zh) * 2018-04-27 2020-11-27 大陆轮胎德国有限公司 车辆充气轮胎

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ES2397133T3 (es) 2013-03-04
US20150027612A1 (en) 2015-01-29
WO2010069887A1 (fr) 2010-06-24
FR2939723A1 (fr) 2010-06-18
CN102245404A (zh) 2011-11-16
BRPI0923410A2 (pt) 2016-01-05
FR2939723B1 (fr) 2010-12-31
EP2379348B1 (fr) 2012-10-17
JP5453452B2 (ja) 2014-03-26
US9902205B2 (en) 2018-02-27
JP2012512101A (ja) 2012-05-31
EP2379348A1 (fr) 2011-10-26
CN102245404B (zh) 2014-08-27
BRPI0923410A8 (pt) 2018-01-02

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