WO2017072139A1 - Pneumatique à couches de travail comprenant des monofilaments et à bande de roulement rainurée - Google Patents
Pneumatique à couches de travail comprenant des monofilaments et à bande de roulement rainurée Download PDFInfo
- Publication number
- WO2017072139A1 WO2017072139A1 PCT/EP2016/075725 EP2016075725W WO2017072139A1 WO 2017072139 A1 WO2017072139 A1 WO 2017072139A1 EP 2016075725 W EP2016075725 W EP 2016075725W WO 2017072139 A1 WO2017072139 A1 WO 2017072139A1
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- Prior art keywords
- equal
- tire
- axially outer
- tread
- grooves
- Prior art date
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Classifications
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1272—Width of the sipe
- B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
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- 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
- B60C9/0064—Reinforcements comprising monofilaments
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- 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
- B60C2009/0071—Reinforcements or ply arrangement of pneumatic tyres characterised by special physical properties of the reinforcements
- B60C2009/0085—Tensile strength
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- 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
- B60C2009/2012—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers
- B60C2009/2016—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers comprising cords at an angle of 10 to 30 degrees to the circumferential direction
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- 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
- B60C2009/2012—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers
- B60C2009/2019—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers comprising cords at an angle of 30 to 60 degrees to the circumferential direction
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- 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
- B60C2009/2048—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by special physical properties of the belt plies
- B60C2009/2051—Modulus of the ply
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- 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
- B60C2009/2077—Diameters of the cords; Linear density thereof
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- 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
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- 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
- B60C2009/209—Tensile strength
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- 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
- B60C2009/2093—Elongation of the reinforcements at break point
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
- B60C2011/036—Narrow grooves, i.e. having a width of less than 3 mm
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
- B60C2011/0365—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by width
Definitions
- the present invention relates to a passenger car tire and more particularly the top of such a tire.
- a tire having a geometry of revolution with respect to an axis of rotation the tire geometry is generally described in a meridian plane containing the axis of rotation of the tire.
- the radial, axial and circumferential directions respectively designate the directions perpendicular to the axis of rotation of the tire, parallel to the axis of rotation of the tire and perpendicular to the meridian plane.
- the expressions “radially inner to” and “radially outside to” respectively mean “closer to the axis of rotation of the tire, in the radial direction, that" and “further from the axis of rotation of the tire, in the radial direction, that Jardin
- the expressions “axially inner to” and “axially outside to” respectively mean “closer to the equatorial plane, in the axial direction, than” and “further from the equatorial plane, in the axial direction, than”.
- a “radial distance” is a distance from the axis of rotation of the tire, and an “axial distance” is a distance from the equatorial plane of the tire.
- a “radial thickness” is measured in the radial direction, and an “axial width” is measured in the axial direction.
- a tire comprises a crown comprising a tread intended to come into contact with the ground via a rolling surface, two beads intended to come into contact with a rim and two sidewalls connecting the top to the beads.
- a tire comprises a carcass reinforcement comprising at least one carcass layer, radially inner to the top and connecting the two beads.
- the tread of a tire is delimited, in the radial direction, by two circumferential surfaces, the most radially outer is called rolling surface and the most radially inner is called sculpture bottom surface.
- the tread of a tire is delimited, in the axial direction, by two lateral surfaces.
- the tread is in further constituted by one or more rubber mixes.
- the term "rubber mix" refers to a rubber composition comprising at least one elastomer and a filler.
- the crown comprises at least one crown reinforcement radially inner to the tread.
- the crown reinforcement comprises at least one working reinforcement comprising at least one working layer composed of parallel reinforcing elements forming, with the circumferential direction, an angle of between 15 ° and 50 °.
- the crown reinforcement may also comprise a hooping reinforcement comprising at least one hooping layer composed of reinforcing elements forming, with the circumferential direction, an angle of between 0 ° and 10 °, the hooping reinforcement being the most often but not necessarily radially external to the working layers.
- tread of a tire is meant an amount of one or more rubbery materials bounded by side surfaces and by two main surfaces, one of which is intended to come into contact with a roadway when the pneumatic rolls. This surface is called rolling surface.
- the other surface, radially inner to the first is named sculpture bottom surface.
- a cutout designates either a well, a groove, an incision or a circumferential groove and forms a space opening on the running surface.
- a well has no characteristic main dimension on the running surface.
- An incision or a groove has, on the running surface, two main characteristic dimensions: a width W and a length Lo, such that the length Lo is at least equal to 2 times the width W.
- An incision or a groove is therefore defined by at least two main lateral faces determining its length Lo and connected by a bottom face, the two main lateral faces being separated from each other by a non-zero distance, called the width W of the incision or the groove.
- the difference between an incision and a groove is the value taken by the average distance separating the two main lateral faces of the cutout, namely its width W. In the case of an incision, this distance is appropriate to allow the contacting main lateral faces vis-à-vis during the passage of the incision in contact with the roadway. In the case of a groove, the main lateral faces of this groove can not come into contact with one another under the usual rolling conditions. This distance for an incision is generally for passenger car tires at most equal to 1 millimeter (mm).
- a circumferential groove is a substantially circumferential substantially circumferential directional cut around the entire circumference of the tire.
- the width W is the average distance, determined along the length of the cut and on a radial portion of the cutout between a first circumferential surface, radially inner to the rolling surface at a radial distance of 1 mm, and a second circumferential surface, radially external to the bottom surface at a radial distance of 1 mm, to avoid any measurement problem related to the connection of the two main lateral faces with the running surface and the bottom surface.
- the depth of the cutout is the maximum radial distance between the running surface and the bottom of the cutout.
- the maximum value of the depths of the cuts is called the tread depth D.
- the tread bottom surface, or bottom surface is defined as the translated surface of the tread radially inward by a radial distance equal to the tread depth. depth of sculpture.
- the main objective of the present invention is therefore to increase the endurance of a tire whose reinforcing elements of the working layers are composed of monofilaments by the design of a tread adapted sculpture.
- a tire for a passenger vehicle comprising:
- a tread intended to come into contact with a ground via a running surface and having an axial width LT
- the tread comprising two axially outer portions each having an axial width (LS1, LS2) at most equal to 0.3 times the axial width LT and each delimited axially inside by a circumferential groove,
- At least one axially outer portion comprising axially outer grooves, an axially outer groove forming a space opening onto the rolling surface and being delimited by at least two so-called principal lateral faces connected by a bottom face,
- At least one axially outer groove called major groove, having an average width W, defined by the average distance between the two lateral faces, at least equal to 1 mm, a depth D, defined by the maximum radial distance between the rolling surface and the bottom face, at least 5 mm, and a curvilinear length L,
- the axially outer major grooves each comprising, on a portion of the curvilinear length L, a radially inner zone Z1 having a radial height h1 equal to D / 3 and a substantially constant maximum width W1, and a radially outer zone Z2 having a height radial h2 equal to 2D / 3 and a width W2,
- the tire further comprising a crown reinforcement radially inner to the tread,
- the crown reinforcement comprising a working frame and a hooping frame
- the working reinforcement comprising two working layers, each comprising reinforcing elements coated with an elastomeric material, parallel to each other and forming respectively with a circumferential direction (XX ') of the tire, an angle oriented at least equal to 20 ° and at most equal to 50 ° in absolute value and of opposite sign from one layer to the next,
- Said reinforcing elements of the working layer being constituted by single or monofilament metal wires having a cross section whose smallest dimension is at least equal to 0.20 mm and at most equal to 0.5 mm, a breaking strength Rm,
- the density of reinforcement elements of each working layer being at least equal to 100 threads per dm and at most equal to 200 threads per dm,
- the hoop reinforcement comprising at least one hooping layer comprising reinforcement elements parallel to each other and forming, with the circumferential direction (XX ') of the tire, an angle B at most equal to 10 ° in absolute value,
- the axially outer major grooves of the tread comprising, on at least 30% of their curvilinear length L, a radially inner zone Z1 having a maximum width W1 at least equal to 2 mm and a radially outer zone Z2 having a width W2. at most equal to 1 mm over a radial height h3 of not less than D / 3,
- the intersection of the running surface and the main lateral faces of a groove determines the main profiles of the groove.
- the main profiles of the grooves are usually intuitively detectable because the intersection between the running surface and the lateral faces of the grooves is a curve.
- the groove profiles are determined by the intersection of the main lateral faces of the grooves and the radial translation of the running surface of -0.5mm.
- the curvilinear length of a groove is calculated as the average of the curvilinear lengths of the main profiles.
- the main profiles of the groove are substantially of the same shape and spaced from each other by the width W of the groove.
- the width of the groove means the average distance of the main lateral faces averaged over the average curvilinear length of the main profiles of the groove.
- Buckling is a complex and unstable phenomenon that leads to a fatigue failure of an object having at least one dimension of an order of magnitude smaller than a main dimension such as beams or shells.
- the Monofilaments are objects of this type with a section much smaller than their length. The phenomenon begins with a compression of the main dimension. It continues because of an asymmetry of the geometry of the monofilament, or the existence of a transverse force by a bending of the monofilament, very destructive stress for metallic materials. This complex phenomenon is in particular very dependent on the boundary conditions, the mobility of the element and the direction of the force applied and the resultant deformation of this effort.
- the monofilament buckling of the working layers occurs only under the axially outer grooves of the tread because, in the absence of an axially outer groove, the rubbery material of the tread radially external to the tread element. reinforcement takes up most of the compression effort. Similarly axially outer grooves whose depth is less than 5 mm, have no influence on the buckling of monofilaments.
- incisions axially outer grooves whose width is less than 1 mm, called incisions, are closed in the contact area and thus protect the monofilament buckling.
- the compression force in case of transverse force on the tire is too low to cause buckling.
- the two axially outer portions of the tread may contain one or more circumferential grooves to reduce the risk of hydroplaning on wet ground.
- these grooves represent a small width of the contact area and have no known impact on the buckling of monofilaments.
- the shape of the grooves proposed by the inventors is such that in new condition, the radially outer portion of the groove, whose width is at most equal to 1 mm, closes in the contact area and therefore takes up the forces of compression thus preventing the reinforcing elements of the working layers from flaming.
- the radially outer portion disappears leaving wide grooves, with an average width at least equal to 1 mm, still able to evacuate the water in case of rolling on wet ground but with a remaining depth of the groove such that the compressive stress is no longer sufficient to cause the buckling of the monofilaments of the reinforcement work.
- the major grooves may also contain protrusions or bridges, these bridges may optionally contain an incision of average width less than 1 mm.
- the monofilaments can have any cross section, knowing that the oblong sections are an advantage over the circular sections of the same smaller dimension because their bending inertia and therefore their buckling resistance are higher.
- the smallest dimension is the diameter of the section.
- the density of reinforcing elements of each working layer is at least 100 threads per dm and at most 200 son by dm. By density is meant the average number of monofilaments over a working layer width of 10 cm, this width being taken perpendicular to the direction of the monofilaments of the working layer considered.
- the distance between reinforcing elements consecutive can be fixed or variable.
- the laying of reinforcing elements in manufacture can be carried out by layer, strip or unit.
- the buckling resistance of a monofilament also depends on the resistance of the axially adjacent filaments, a beginning of buckling may cause another by the effect of a distribution of the load around the flaming monofilament.
- Rc Rm * S * d, where Rm is the tensile tensile strength of the monofilaments in MPa, S the section of the monofilaments in mm 2 and the density of monofilaments of the working layer considered, in number of monofilaments per dm.
- the solution consists in applying the invention to the two most axially outer portions of the tread.
- the tread patterns of passenger car tires are usually either substantially symmetrical, or substantially antisymmetrical, or substantially asymmetrical.
- the axially outer major grooves of the tread comprise a radially inner zone Z1 having a width W1 at most equal to 8 mm in order to limit the trough volume of the tread and preserve the potential of the tread. tire wear.
- the major grooves axially outer tread comprise a radially outer zone Z2 having a width W2 at least equal to 0.4 mm.
- the axially outer grooves often have a depth of less than 8 mm. Indeed beyond a certain thickness of rubber, the tread becomes too flexible and the tire becomes less efficient in wear, behavior and rolling resistance.
- At least one axially outer groove opens axially outside the tread to evacuate on the outside of the contact area the water in case of driving on a wet road.
- At least one axially outer groove opens axially inside a circumferential groove of the tread.
- the axially outer major grooves are spaced, in the circumferential direction (XX ') of the tire, with a circumferential pitch P of at least 8 mm, to avoid too much tread flexibility and losses. performance in wear and rolling resistance.
- the circumferential pitch is the average circumferential distance over the most axially outer portion considered of the tread between the average linear profiles of two circumferentially consecutive major axial grooves.
- tire treads may have variable circumferential pitches, in particular to limit noise during taxiing.
- a preferred solution also consists in the fact that the axially outer major grooves are spaced, in the circumferential direction (XX ') of the tire, by a circumferential pitch P at most equal to 50 mm, in order to guarantee, by a rate sufficient volume notching of the tread, the grip of the tire on a wet road.
- the radial distance between the bottom face of the axially outer grooves and the most radially outer reinforcing elements of the crown reinforcement is at least equal to 1 .5 mm. Indeed, this minimal amount of rubbery material helps protect the top of aggression and perforations by obstacles, pebbles, any debris found on the ground.
- the radial distance between the bottom face of the axially outer grooves and the most radially outer reinforcing elements of the crown reinforcement is at most equal to 3.5 mm to obtain a high performance rolling resistance tire.
- at least one axially outer portion of the tread comprises incisions having an average width W at most equal to 1 mm.
- the two axially outer portions of the tread each have an axial width (LS1, LS2) at most equal to 0.2 times the axial width LT of the tread.
- each working layer comprises reinforcing elements constituted by single or monofilament metal wires having a section whose smallest dimension is at least 0.3 mm and at most equal to 0.37 mm, which constitutes an optimum for the balance of target performance: weight gain and buckling endurance of the reinforcement elements of the work layers.
- each working layer comprises reinforcing elements forming, with a circumferential direction (XX ') of the tire, an angle whose absolute value is at least equal to 22 ° and at most equal to 35 ° which constitute an optimum between the performances of behaviors and endurance of the tire.
- the angles of the reinforcing elements of the working layers are measured at the level of the equatorial plane.
- the density of reinforcing elements of each working layer is at least equal to 120 threads per dm and at most equal to 180 threads per dm in order to guarantee improved endurance of the rubber mixes working in shear between the reinforcing elements and the endurance of the latter in traction and compression.
- the reinforcing elements of the working layers may be rectilinear or not. They can be preformed, sinusoidal, zigzag, wavy or spiral.
- the reinforcing elements of the working layers are made of steel, preferably carbon steel such as those used in "steel cords" type cables; but it is of course possible to use other steels, for example stainless steels, or other alloys.
- carbon steel When carbon steel is used, its carbon content (% by weight of steel) is preferably in a range of 0.8% to 1, 2%.
- the invention applies in particular to steels of the steel cord type very high strength (called “SHT” for “Super High Tensile”), ultra-high strength (called “UHT” for “Ultra High Tensile” or “MT” “for” Mega Tensile “).
- SHT very high strength
- UHT ultra-high strength
- the reinforcements made of carbon steel then have a tensile strength (Rm) that is preferably greater than 3000 MPa, more preferably greater than 3500 MPa.
- Their total elongation at break ( ⁇ t), the sum of the elastic elongation and the plastic elongation, is preferably greater than 2.0%.
- the measures of resistance to rupture noted Rm (in MPa) and elongation at break noted At (total elongation in%) are performed in tension according to ISO 6892 from 1984.
- the steel used may itself be coated with a metal layer improving for example the properties of implementation of the monofilament steel, or the properties of use of the reinforcement and / or the tire themselves, such as the properties of adhesion, corrosion resistance or resistance to aging.
- the steel used is covered with a layer of brass (Zn-Cu alloy) or zinc; it is recalled that during the wire manufacturing process, the coating of brass or zinc facilitates the drawing of the wire, as well as the bonding of the wire with the rubber.
- the reinforcements could be covered with a thin metal layer other than brass or zinc, whose function, for example, is to improve the corrosion resistance of these wires and / or their adhesion to the rubber, for example a thin layer of Co, Ni, Al, an alloy of two or more compounds Cu, Zn, Al, Ni, Co, Sn.
- a thin metal layer other than brass or zinc whose function, for example, is to improve the corrosion resistance of these wires and / or their adhesion to the rubber, for example a thin layer of Co, Ni, Al, an alloy of two or more compounds Cu, Zn, Al, Ni, Co, Sn.
- the reinforcing elements of the at least one shrink-wrap layer are of aliphatic polyamide, aromatic polyamide type textile, a combination of aliphatic polyamide and aromatic polyamide, polyterephthalate ethylene or rayon because the textile materials are particularly suitable for this type of use being lightweight and offering excellent rigidity.
- the distance between consecutive reinforcing elements of the hooping layer may be fixed or variable.
- the reinforcement elements may be applied in the form of a layer, a strip or reinforcement elements.
- the hooping frame is radially external to the frame of work for a good performance of the latter in endurance.
- FIGS. 1 to 7 the said figures not being represented on a scale but in a simplified manner, in order to facilitate understanding of the invention:
- FIG. 1 is a perspective view showing a tire portion according to the invention, in particular its architecture and its tread.
- FIG. 2 shows a meridian section of the top of a tire according to the invention and illustrates the axially outer portions of the tread.
- FIG. 3A and 3B show two types of radially outer meridian profile of the tread of a passenger tire.
- FIG. 4 illustrates various embodiments of axially outer grooves according to the invention.
- FIG. 5A, 5B, 5C illustrate a method of determining the major grooves in the case of a network of grooves.
- Figure 1 shows a perspective view showing a portion of the crown of a tire.
- the tire comprises a tread 2 intended to come into contact with a ground via a running surface 21.
- axially outer grooves 24 are arranged in the axially outer portions 22 and 23 of the tread.
- the tire further comprises a crown reinforcement 3 comprising a working frame 4 and a hooping frame 5.
- the reinforcement of work comprises two working layers 41 and 42 each comprising reinforcing elements parallel to each other, forming respectively with a circumferential direction (XX ') of the tire, an angle oriented at least equal to 20 ° and at most equal to 50 ° in absolute value and opposite sign from one layer to the next.
- Figure 1 shows in the axially outer portions 22 and 23 of the tread, only axially outer axial grooves, along the axial axis ( ⁇ ').
- the axially outer grooves in the treads of passenger vehicles may, depending on the desired performance, particularly in adhesion on wet, to make an angle with the direction axial ( ⁇ ') between plus or minus 60 °.
- Figure 2 shows schematically a meridian section of the crown of the tire according to the invention. It illustrates in particular the widths LS1 and LS2 of the axially outer portions 23 and 24 of the tread, as well as the total width of the tire LT.
- a meridian section of the tire is obtained by cutting the tire in two meridian planes.
- a tire meridian section has a thickness in the circumferential direction of about 60 mm at the tread. The measurement is done by maintaining the distance between the two beads identical to that of the tire mounted on its rim and slightly inflated.
- FIGS. 3A and 3B show the method for determining the axial edges 7 of the tread that make it possible to measure the bandwidth rolling.
- the axial edge 7 is trivially determined by those skilled in the art as the point of intersection of the two surfaces.
- the tangent to the running surface is plotted on a radial section of the tire at any point in the tire. said rolling surface in the transition zone to the sidewall.
- the first axial edge 7 is the point for which the angle ⁇ between said tangent and an axial direction is equal to 30 °.
- FIG. 4 schematically shows cross sections, substantially perpendicular to the main lateral faces (241, 242), axially outer grooves 24 in a tread 2 according to four different embodiments.
- the axially outer grooves 24 comprise a radially inner zone Z1 having a radial height h 1 equal to D / 3 and a maximum width W 1, and a radially outer zone Z 2 having a radial height h 2 equal to 2D / 3 and a width W 2.
- FIG. 4a illustrates a first embodiment of a groove for which the width W2 of the zone 2 is at most equal to 1 mm over a height at least equal to 0.33D and the width W1 of the zone 1 is at least equal to at 2 mm.
- FIG. 4a illustrates a first embodiment of a groove for which the width W2 of the zone 2 is at most equal to 1 mm over a height at least equal to 0.33D and the width W1 of the zone 1 is at least equal to at 2 mm.
- FIGS. 4c and 4d illustrate two other possible embodiments of axially outer grooves 24.
- FIGS. 5A, 5B, 5C illustrate a method for determining the major grooves in the case of a network of grooves.
- grooves open into other grooves as shown in Figure 5A.
- we will determine the lateral faces of the network which are the outermost circumferential faces away from each other of the network of grooves, in this case the lateral faces 241 and 242.
- the invention will be applied to all the grooves having as their side faces one of the side faces of the network and the opposite side directly adjacent.
- groove 24_1 (Figure 5B), of linear average profile L_1, constituted by the lateral face of the grating 241 and the opposite lateral face directly adjacent to (241, 242 '), on a first portion from the point A to the point B, and by the lateral face of the grating 241 and the opposite lateral face 242 directly adjacent to 241, on a second portion from the point B to the point C.
- groove 24_2 (FIG.
- linear average profile L_2 constituted by the lateral face of the grating 242 and the opposite lateral face 241 'directly adjacent to 242, on a first portion from the point A to the point B, and by the lateral face of the grating 242 and the opposite lateral face 241 directly adjacent to 242, on a second portion from point B to point C.
- this rule will be generalized so that all the possible major grooves of the substantially in the orientation of the side faces of the network verify the features of the invention.
- FIG. 7 schematically shows tires intended to be mounted on wheel mounting rims of a vehicle 200 and having a predetermined mounting direction on the vehicle.
- Each tire has an outer axial edge 45 and an inner axial edge 46, the inner axial edge 46 being the edge intended to be mounted on the side of the vehicle body when the tire is mounted on the vehicle according to said predetermined mounting direction and vice versa for the outer axial edge 45.
- outer side of the vehicle means the outer axial edge 45.
- the inventors have carried out calculations on the basis of the invention for a tire of size 205/55 R16, inflated to a pressure of 2 bars, comprising two working layers of steel monofilaments, diameter 0.3 mm and distributed in a density of 158 threads at dm and forming with the circumferential direction angles respectively equal to 27 and -27 °.
- the monofilaments have a breaking strength R m equal to 3500 MPa and the working layers each have a breaking strength R c equal to 39 000 N / dm.
- the tire has axially outer grooves of the blind type with a depth of 6.5 mm, on the two axially outer portions of the tread of the tire having a width 0.2 times the width of the tread, distributed in a circumferential pitch of 27 mm.
- the radial distance D1 between the bottom face of the axially outer major grooves and the crown reinforcement is at least equal to 2 mm.
- the tire A has grooves of rectangular section, having a depth of 6 mm, a width of 3.5 mm and a section equal to 21 mm 2, illustrated in Figure 6A.
- the tire B has grooves having a depth equal to 6 mm, rectangular per piece.
- the most radially inner zone 1 of the grooves of the tire B has a maximum width W1 equal to 5 mm and a depth equal to 4 mm.
- the most radially outer zone 2 of the grooves of the tire B has a width equal to 0.6 mm and a height equal to 2 mm.
- These grooves are illustrated in Figure 6B. They verify the characteristics of the invention.
- the section of these two types of grooves is equal to 21 mm 2.
- the tires are calculated with a distance between each adjacent groove.
- the circumferential distance between two consecutive grooves is equal to 27 mm.
- the general direction of the grooves is substantially axial.
- the conditions of calculation reproduce the rolling conditions of a tire before the outer side of the turn, that is to say the one that is most requested on a passenger vehicle.
- These stresses, for a lateral acceleration of 0.7g, are as follows: a load (Fz) of 749 daN, a lateral force (Fy) of 509 daN and a camber of 3.12 °.
- the shape of the grooves of the tire B makes it possible to reduce by 37% the bending stresses in the monofilaments of the reinforcement with respect to the tire A comprising the grooves of type A, these bending stresses being at the origin of their rupture. by fatigue.
- the shape of the major grooves of the tire B thus makes it possible to guarantee endurance of the monofilaments greater than the shape of the major grooves of the tire A, while maintaining the same level of volume notching.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201680061256.0A CN108136854B (zh) | 2015-10-27 | 2016-10-26 | 工作层包括单丝并且轮胎胎面具有沟槽的充气轮胎 |
US15/771,572 US20180312006A1 (en) | 2015-10-27 | 2016-10-26 | Pneumatic Tire, Having Working Layers Comprising Monofilaments And A Tire Tread With Grooves |
EP16785514.7A EP3368350B1 (fr) | 2015-10-27 | 2016-10-26 | Pneumatique à couches de travail comprenant des monofilaments et à bande de roulement rainurée |
JP2018521662A JP2018535879A (ja) | 2015-10-27 | 2016-10-26 | モノフィラメントを含むワーキング層を有する空気タイヤおよび溝付きのタイヤトレッド |
BR112018008507-3A BR112018008507A2 (pt) | 2015-10-27 | 2016-10-26 | pneumático com camadas de trabalho que compreendem monofilamentos e com banda de rodagem ranhurada |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1560236 | 2015-10-27 | ||
FR1560236A FR3042738B1 (fr) | 2015-10-27 | 2015-10-27 | Pneumatique a couches de travail comprenant des monofilaments et a bande de roulement rainuree |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2017072139A1 true WO2017072139A1 (fr) | 2017-05-04 |
Family
ID=55345951
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2016/075725 WO2017072139A1 (fr) | 2015-10-27 | 2016-10-26 | Pneumatique à couches de travail comprenant des monofilaments et à bande de roulement rainurée |
Country Status (7)
Country | Link |
---|---|
US (1) | US20180312006A1 (fr) |
EP (1) | EP3368350B1 (fr) |
JP (1) | JP2018535879A (fr) |
CN (1) | CN108136854B (fr) |
BR (1) | BR112018008507A2 (fr) |
FR (1) | FR3042738B1 (fr) |
WO (1) | WO2017072139A1 (fr) |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3210797A1 (fr) * | 2016-02-26 | 2017-08-30 | Sumitomo Rubber Industries, Ltd. | Pneumatique |
WO2018206874A1 (fr) * | 2017-05-11 | 2018-11-15 | Compagnie Generale Des Etablissements Michelin | Pneumatique à architecture et bande de roulement optimisées |
EP3556575A1 (fr) * | 2018-04-18 | 2019-10-23 | Sumitomo Rubber Industries, Ltd. | Pneumatique |
CN110621515A (zh) * | 2017-05-11 | 2019-12-27 | 米其林集团总公司 | 具有优化的胎冠和胎面的轮胎 |
KR20200002872A (ko) * | 2017-05-05 | 2020-01-08 | 꽁빠니 제네날 드 에따블리세망 미쉘린 | 차량을 위한 타이어 |
CN110958950A (zh) * | 2017-07-27 | 2020-04-03 | 株式会社普利司通 | 轮胎 |
EP3744539A1 (fr) * | 2019-05-31 | 2020-12-02 | Sumitomo Rubber Industries, Ltd. | Pneumatique |
US20210155046A1 (en) * | 2017-07-25 | 2021-05-27 | Compagnie Generale Des Etablissements Michelin | Tire with Tread Comprising an Evolving Tread Pattern with Sipes |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3094270B1 (fr) * | 2019-03-29 | 2021-03-19 | Michelin & Cie | Pneumatique pour véhicule agricole comprenant une bande de roulement améliorée |
JP2022055055A (ja) * | 2020-09-28 | 2022-04-07 | 住友ゴム工業株式会社 | タイヤ |
JP2022083207A (ja) * | 2020-11-24 | 2022-06-03 | 住友ゴム工業株式会社 | タイヤ |
CN116635249A (zh) * | 2020-12-28 | 2023-08-22 | 住友橡胶工业株式会社 | 充气轮胎 |
JP2024084584A (ja) * | 2022-12-13 | 2024-06-25 | 株式会社ブリヂストン | 空気入りタイヤ |
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- 2016-10-26 JP JP2018521662A patent/JP2018535879A/ja active Pending
- 2016-10-26 US US15/771,572 patent/US20180312006A1/en not_active Abandoned
- 2016-10-26 CN CN201680061256.0A patent/CN108136854B/zh active Active
- 2016-10-26 BR BR112018008507-3A patent/BR112018008507A2/pt not_active IP Right Cessation
- 2016-10-26 EP EP16785514.7A patent/EP3368350B1/fr active Active
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EP3210797A1 (fr) * | 2016-02-26 | 2017-08-30 | Sumitomo Rubber Industries, Ltd. | Pneumatique |
KR20200002872A (ko) * | 2017-05-05 | 2020-01-08 | 꽁빠니 제네날 드 에따블리세망 미쉘린 | 차량을 위한 타이어 |
KR102486747B1 (ko) | 2017-05-05 | 2023-01-11 | 꽁빠니 제네날 드 에따블리세망 미쉘린 | 차량을 위한 타이어 |
CN110612219B (zh) * | 2017-05-11 | 2021-06-04 | 米其林集团总公司 | 具有优化的结构和胎面的轮胎 |
WO2018206874A1 (fr) * | 2017-05-11 | 2018-11-15 | Compagnie Generale Des Etablissements Michelin | Pneumatique à architecture et bande de roulement optimisées |
CN110612219A (zh) * | 2017-05-11 | 2019-12-24 | 米其林集团总公司 | 具有优化的结构和胎面的轮胎 |
CN110621515A (zh) * | 2017-05-11 | 2019-12-27 | 米其林集团总公司 | 具有优化的胎冠和胎面的轮胎 |
KR20200003381A (ko) * | 2017-05-11 | 2020-01-09 | 꽁빠니 제네날 드 에따블리세망 미쉘린 | 최적화된 아키텍처 및 트레드를 갖는 타이어 |
KR102497951B1 (ko) * | 2017-05-11 | 2023-02-13 | 꽁빠니 제네날 드 에따블리세망 미쉘린 | 최적화된 아키텍처 및 트레드를 갖는 타이어 |
FR3066145A1 (fr) * | 2017-05-11 | 2018-11-16 | Compagnie Generale Des Etablissements Michelin | Pneumatique a architecture et bande de roulement optimisees |
CN110621515B (zh) * | 2017-05-11 | 2021-06-15 | 米其林集团总公司 | 具有优化的胎冠和胎面的轮胎 |
US11738601B2 (en) * | 2017-07-25 | 2023-08-29 | Compagnie Generale Des Etablissements Michelin | Tire with tread comprising an evolving tread pattern with sipes |
US20210155046A1 (en) * | 2017-07-25 | 2021-05-27 | Compagnie Generale Des Etablissements Michelin | Tire with Tread Comprising an Evolving Tread Pattern with Sipes |
CN110958950A (zh) * | 2017-07-27 | 2020-04-03 | 株式会社普利司通 | 轮胎 |
EP3556575A1 (fr) * | 2018-04-18 | 2019-10-23 | Sumitomo Rubber Industries, Ltd. | Pneumatique |
JP7110699B2 (ja) | 2018-04-18 | 2022-08-02 | 住友ゴム工業株式会社 | タイヤ |
JP2019188850A (ja) * | 2018-04-18 | 2019-10-31 | 住友ゴム工業株式会社 | タイヤ |
US11433711B2 (en) | 2019-05-31 | 2022-09-06 | Sumitomo Rubber Industries, Ltd. | Tire |
EP3744539A1 (fr) * | 2019-05-31 | 2020-12-02 | Sumitomo Rubber Industries, Ltd. | Pneumatique |
Also Published As
Publication number | Publication date |
---|---|
CN108136854B (zh) | 2019-08-16 |
CN108136854A (zh) | 2018-06-08 |
EP3368350B1 (fr) | 2020-06-24 |
BR112018008507A2 (pt) | 2018-10-23 |
FR3042738A1 (fr) | 2017-04-28 |
JP2018535879A (ja) | 2018-12-06 |
FR3042738B1 (fr) | 2017-11-24 |
US20180312006A1 (en) | 2018-11-01 |
EP3368350A1 (fr) | 2018-09-05 |
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