WO2022167744A1

WO2022167744A1 - Method for manufacturing a tyre having a conductive pathway

Info

Publication number: WO2022167744A1
Application number: PCT/FR2022/050153
Authority: WO
Inventors: Claude ORLOWSKI; Stéphane QUENARD
Original assignee: Compagnie Generale Des Etablissements Michelin
Priority date: 2021-02-08
Filing date: 2022-01-27
Publication date: 2022-08-11
Also published as: CN116917147A; FR3119563A1; JP2024505679A; EP4288296A1

Abstract

The manufacturing method is such that: - a carcass assembly (52) is arranged around a main support (60) having a cylindrical shape; - a working assembly (50) is arranged radially on the outside of the carcass assembly (52), the carcass assembly (52) and the working assembly (50) forming an assembly (58) of cylindrical shape; - the assembly (58) is deformed so as to obtain an assembly of toric shape; - after the deformation step, at least one bracing assembly is arranged radially on the outside of the assembly; - and, before the step of deforming the assembly (58), the electrically conductive element is arranged radially on the outside of the working assembly (50) such that, after the step of arranging the bracing assembly, an interposed portion of the electrically conductive element is arranged radially between the working assembly (50) and the bracing assembly.

Description

METHOD FOR MANUFACTURING A TIRE HAVING A CONDUCTIVE PATH

[001] The present invention relates to a method of manufacturing a tire for a passenger vehicle.

[002] Known from the state of the art is a method of manufacturing a tire comprising an electrically conductive element arranged so as to ensure electrical conductivity between a mounting support when the tire is mounted on the mounting support and a running surface of the tire, for example as described in EP1526005 or JP2010159017. Such a mounting bracket includes an electrically conductive metal rim.

[003] During this process, several steps are carried out using a deformable main manufacturing support of substantially cylindrical shape around a main axis and which can also take a toroidal shape after deformation.

[004] During this process, a sealing assembly intended to form a sealing layer, a carcass assembly intended to form a layer of carcass as well as two circumferential reinforcing elements around the carcass assembly, for example bead wires. We then obtain an assembly of substantially cylindrical shape around the main axis of the main support. Then, the assembly of substantially cylindrical shape is deformed so as to obtain an assembly of substantially toroidal shape. Then, radially outside the carcass assembly of substantially toroidal shape around the main axis of the main support, two working assemblies are wound. Next, radially outside the radially outermost working assembly, the hooping reinforcement and the tread are arranged. The assembly thus formed, called a green tire blank because of the presence of crosslinkable compositions in the non-crosslinked state, is then placed in a crosslinking mold to proceed with the molding of the green blank, in particular the treads of the tire, as well as to the crosslinking of the crosslinkable compositions.

[005] During this process, the electrically conductive element is arranged when the main support has its substantially cylindrical shape, which facilitates its installation, unlike the case where its installation would be done when the main support has its substantially cylindrical shape. toric.

[006] Furthermore, tire manufacturers are constantly seeking to reduce the rolling resistance of tires for environmental purposes. One of the many solutions making it possible to reduce this rolling resistance consists in reducing the hysteresis of the crown of the tire. A significant reduction can be obtained by reducing the hysteresis of the tread and the crown reinforcement.

[007] The reduction of the hysteresis of the tread and of the crown reinforcement is obtained in particular by using crown layers, in particular working layers, comprising wire reinforcement elements embedded in materials with low hysteresis at base of fillers comprising, as majority filler, silica. Such weakly hysteretic materials, if they make it possible to significantly reduce the hysteresis, are generally electrically insulating with respect to electrically conductive materials based on fillers comprising, as majority filler, carbon black.

[008] Thus, the reduction in the rolling resistance of the tire by the use of an electrically insulating crown reinforcement, in particular a working reinforcement, does not make it possible to ensure satisfactory evacuation of the electrical charge from the vehicle. to the road surface via the tire.

[009] The object of the invention is to provide a manufacturing process that is easy to implement and makes it possible to obtain a tire which, although using electrically insulating materials in at least the working reinforcement, guarantees satisfactory evacuation of the electrical charge from the vehicle to the road surface via the tire.

[010] To this end, the subject of the invention is a method of manufacturing a tire for a passenger vehicle comprising a crown, two beads, two sidewalls each connecting each bead to the crown and a carcass reinforcement anchored in each bead, the crown comprising a tread comprising a tread surface intended to come into contact with a road surface and a crown reinforcement, the carcass reinforcement extending in each sidewall and in the crown radially internally to the crown, the crown reinforcement being arranged radially between the tread and the carcass reinforcement and comprising:

- a working framework,

- a hooping reinforcement arranged radially outside the working reinforcement, the tire comprising an electrically conductive element arranged so as to ensure electrical conductivity between a mounting support when the tire is mounted on the mounting support and the running surface, process in which:

- one or more carcass assemblies intended to form the carcass reinforcement are arranged around a main support having a substantially cylindrical shape around a main axis, - is arranged, radially outside the carcass assembly, a working assembly intended to form the working reinforcement, the carcass assembly(ies) and the working assembly forming an assembly of substantially cylindrical around the main axis of the main support,

- during a step of deformation of the assembly, the assembly of substantially cylindrical shape is deformed around the main axis of the main support so as to obtain an assembly of substantially toroidal shape around the main axis of the main support,

- after the step of deforming the assembly, is arranged, radially outside the assembly of substantially toroidal shape around the main axis of the main support, at least one hooping assembly intended to form the hooping reinforcement during a step of arranging the hooping assembly, and

- prior to the step of deforming the assembly, the electrically conductive element is arranged radially outside the working assembly so that, after the step of arranging the assembly of hooping, at least one so-called interposed portion of the electrically conductive element is arranged radially between the working assembly and the hooping assembly.

[011] The method according to the invention is particularly easy to implement because the incorporation of the electrically conductive element takes place when the assembly being formed still has a substantially cylindrical shape around the main axis of the support. main manufacturing. However, unlike the vast majority of current tire manufacturing processes, in the process according to the invention, the working assembly intended to form the working reinforcement being arranged when the assembly being formed still has a substantially cylindrical in shape around the main axis of the main manufacturing support, it is very easy to arrange the electrically conductive element radially outside the working assembly and therefore to allow the use of electrically insulating materials in at least the working reinforcement, which no longer needs to provide electrical conductivity.

[012] The tire obtained by the process according to the invention has an electrical resistance of less than or equal to 10 ¹⁰ ohms and preferably less than or equal to 10 ⁸ ohms, the electrical resistance being measured according to standard ISO 16392:2017.

[013] By reinforcement, it will be understood, in a conventional manner for those skilled in the art, a layer or several layers of a matrix, preferably elastomeric, in which are embedded one or more reinforcing elements, preferably one or more elements wired reinforcement intended to reinforce the matrix of the or each layer.

[014] In the present application, an element is arranged so as to ensure electrical conductivity from a first member to a second member when it forms a conductive path extending from the first member to the second member. Thus, the element is arranged in contact with the first member and the second member.

[015] In the present application, an element is arranged so as to ensure electrical conductivity between a first member and a second member when it forms a conductive path extending between the first member and the second member without necessarily extending from the first organ to the second organ. Thus, the element can form all or part of the conductive path extending from the first member to the second member.

[016] In the present application, an element arranged to prevent electrical conductivity through this element means that the conductive path does not pass through the element. Conversely, an element arranged in such a way as to ensure electrical conductivity through this element means that the conductive path passes through this element.

[017] When electrical conductivity is ensured via an element radially through a component, this means that the conductive path is via the element which physically crosses the component.

[018] In the context of the invention, an element arranged to prevent electrical conductivity or an insulating material of such an element is such that the element does not form part of the conductive path between the mounting bracket and the running surface when the tire is mounted on the mounting bracket.

[019] In the context of the invention, an element arranged so as to ensure the electrical conductivity or an electrically conductive material of such an element is such that it forms part of the conductive path between the mounting support and the surface when the tire is mounted on the mounting bracket.

[020] By majority filler in a material, it is meant that this filler is the majority among the fillers in the material, that is to say that it is the one which represents the greatest quantity by mass among fillers. The expression "material based on" means a material comprising the mixture and/or the in situ reaction product of the various constituents used, some of these constituents being able to react and/or being intended to react with one another, less partially, during the different manufacturing phases of the material; the material composition can thus be in the totally or partially crosslinked state or in the non-crosslinked state.

[021] The tires of the invention are intended for passenger vehicles as defined within the meaning of the standard of the European Tire and Rim Technical Organization or "ETRTO", 2020. Such a tire has a section in a section plane meridian characterized by a section height H and a nominal section width or flange size S within the meaning of the European Tire and Rim Technical standard Organization or "ETRTO", 2020 such that, very advantageously and for most tires, the H/S ratio, expressed as a percentage, is at most equal to 90, preferably at most equal to 80 and more preferably at most equal to 70 and is at least equal to 30, preferably at least equal to 40, and the section width S is, very advantageously and for most tires, at least equal to 115 mm, preferably at least equal to 155 mm and more preferably at least equal to 175 mm and at most equal to 385 mm, preferably at most equal to 315 mm, more preferably at most equal to 285 mm and even more preferably at most equal to 255 mm. In addition, the hook diameter D, defining the diameter of the mounting rim of the tire, is, very advantageously and for most tires, at least equal to 12 inches, preferably at least equal to 16 inches and at most equal to 24 inches, preferably at most equal to 20 inches.

[022] By axial direction is meant the direction substantially parallel to the main axis of the tire or of the main manufacturing support, that is to say the axis of rotation of the tire or of the main manufacturing support.

[023] By circumferential direction is meant the direction which is substantially perpendicular both to the axial direction and to a radius of the tire or of the main manufacturing support (in other words, tangent to a circle whose center is on the axis of rotation of the tire or of the main manufacturing support).

[024] By radial direction, is meant the direction along a radius of the tire or of the main manufacturing support, that is to say any direction intersecting the axis of rotation of the tire or of the main manufacturing support and substantially perpendicular to this axis.

[025] The median plane of the tire (denoted M) means the plane perpendicular to the axis of rotation of the tire which is located halfway between the axial distance of the two beads and passes through the axial center of the crown reinforcement.

[026] By equatorial circumferential plane of the tire (denoted E), is meant the theoretical cylindrical surface passing through the equator of the tire, perpendicular to the median plane and to the radial direction. The equator of the tire is, in a meridian section plane (plane perpendicular to the circumferential direction and parallel to the radial and axial directions) the axis parallel to the axis of rotation of the tire and located equidistant between the radially most outside of the tread intended to be in contact with the ground and the radially innermost point of the tire intended to be in contact with a support, for example a rim, the distance between these two points being equal to H.

[027] By meridian plane, we mean a plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.

[028] By bead, we mean the portion of the tire intended to allow attachment of the tire on a mounting support, for example a wheel comprising a rim. Thus, each bead is in particular intended to be in contact with a hook of the rim allowing it to be hooked.

[029] By main direction in which a wired reinforcement element extends, we understand the direction in which the wired reinforcement element extends along its greatest length. The main direction in which a wired reinforcing element extends can be straight or curved, the reinforcing element being able to describe along its main direction a straight or wavy trajectory.

[030] Any interval of values designated by the expression "between a and b" represents the range of values going from more than a to less than b (that is to say limits a and b excluded) while any interval of values designated by the expression “from a to b” means the range of values going from a to b (that is to say including the strict limits a and b).

[031] In the tire, the angle considered is the angle, in absolute value, the smaller of the two angles defined between the reference straight line, here the circumferential direction of the tire, and the main direction in which the Considered wired reinforcement stretches.

[032] In the tire and during the process, by orientation of an angle, we mean the direction, clockwise or anti-clockwise, in which it is necessary to turn from the reference line, here the circumferential direction of the support or of the tire, defining the angle to reach the main direction along which the considered wire reinforcement element extends.

[033] During the process, the considered angles formed by the main directions in which the wired working and carcass reinforcing elements extend are by convention angles of opposite orientations and the angle formed by the main direction in which extends each working wire reinforcement element is, in absolute value, the smaller of the two angles defined between the reference straight line, here the circumferential direction of the support or of the tire and the main direction in which the wire reinforcement element of work extends. Thus, the angle formed by the main direction along which each wired working reinforcement element extends defines an orientation which is opposite to that formed by the angle of the main direction along which each wired working reinforcement element extends. carcass.

[034] A carcass assembly may be intended to form a single carcass layer or else be intended to form two carcass layers, for example by winding this carcass assembly over two turns. Thus, in an embodiment in which the tire comprises two layers of carcass, it is possible to arrange a single carcass assembly, for example by winding it on two turns or else to arrange a first radially internal carcass assembly and to arrange a second assembly carcass radially externally arranged around the first radially internal carcass assembly, each first and second carcass assembly being intended to form each carcass layer.

[035] Preferably allowing a relatively simple method to be used, each carcass assembly is formed by winding a carcass ply or several carcass plies around the support and the working assembly is formed by winding a working ply or several working plies radially outside the carcass assembly.

[036] In a simplified process in which only one carcass ply has to be handled to form each carcass assembly and in which circumferential junctions between several carcass plies of axial widths less than the axial width of each carcass assembly intended to be formed, each carcass assembly is made up of a carcass ply which is intended to form each carcass layer. In other words, each carcass ply is axially continuous.

[037] In the case where each carcass assembly is formed with several carcass plies, several carcass plies will preferably be used in which the main directions of the carcass wire reinforcement elements are all parallel to each other.

[038] Similarly, in a simplified process in which only one working ply has to be handled to form the working assembly and in which circumferential junctions between several working plies of axial widths less than the axial width of the working assembly intended to be formed, the working assembly is obtained from a working ply which is intended to form the single working layer. In other words, the working layer is axially continuous.

[039] In the case where the working assembly is formed with several working plies, several working plies will preferably be used in which the main directions of the working wire reinforcement elements are all parallel to each other. Of course, main directions of the working wire reinforcement elements that are not parallel to each other from one working ply to another can be considered.

[040] In the tire according to the invention, the crown comprises the tread and the crown reinforcement. By tread is meant a band of polymeric material, preferably elastomeric, delimited: radially outwards, by the tread surface and radially inwards, by the crown reinforcement. axially by two planes perpendicular to the axial direction and passing through the axial ends of the running surface. [041] Conventionally, the rolling surface is determined on a tire mounted on a nominal rim and inflated to the nominal pressure within the meaning of the standard of the European Tire and Rim Technical Organization or “ETRTO”, 2020. In the case From an obvious boundary between the tread surface and the rest of the tire, the axial ends and axial width of the tread surface are simply determined. In the case where the running surface is continuous with the outer surfaces of the sidewalls of the tire, the axial ends of the running surface are, in a meridian section plane, coincident with the point for which the angle between the tangent to the running surface and a straight line parallel to the axial direction passing through this point is equal to 30°. When there are several points on a meridian section plane for which said angle is equal in absolute value to 30°, the radially outermost point is retained.

[042] The strip of polymeric material consists of a layer consisting of a material, preferably polymeric and more preferably elastomeric, or else comprising several layers, each layer preferably consisting of a polymeric material, and more preferably elastomeric.

[043] In an advantageous embodiment, the crown reinforcement comprises a single hooping reinforcement and a single working reinforcement. Thus, the crown reinforcement is, with the exception of the hooping reinforcement and the working reinforcement, devoid of any reinforcement reinforced by wire reinforcement elements. The wire reinforcement elements of such reinforcements excluded from the crown reinforcement of the tire include metal wire reinforcement elements and textile wire reinforcement elements. Very preferably, the crown reinforcement consists of the shrink-fit reinforcement and the working reinforcement.

[044] In a very preferred embodiment, the crown is, with the exception of the crown reinforcement, devoid of any reinforcement reinforced by wire reinforcement elements. The wire reinforcement elements of such reinforcements excluded from the crown of the tire comprise metal wire reinforcement elements and textile wire reinforcement elements. Very preferably, the crown is formed by the tread and the crown reinforcement.

[045] In a very preferred embodiment, the carcass reinforcement is arranged directly radially in contact with the crown reinforcement and the crown reinforcement is arranged directly radially in contact with the tread.

[046] The method according to the invention makes it possible, in certain embodiments, to ensure electrical conductivity between the mounting support when the tire is mounted on the mounting support and the crown. Thus, the electrically conductive element and the crown are arranged so as, once the tire has been manufactured, to ensure the electrical conductivity between the mounting support when the tire is mounted on the mounting support and the crown via the electrically conductive element.

[047] In order to allow the evacuation of the electric charge to the rolling surface, in certain embodiments, after the deformation step of the assembly, a rolling assembly intended to form the tread, so as to, once the tire has been manufactured, ensure electrical conductivity from the interposed portion of the electrically conductive element to the tread surface radially through or via the hooping reinforcement and through the tread. In these embodiments, the electrically conductive path passes radially through the hooping reinforcement or else through the hooping reinforcement. Thus, it is not necessary to provide an electrically conductive path avoiding the crown reinforcement, and in particular avoiding the hooping reinforcement, as described for example in EP1621365 or US20050103412. Indeed, a conductive path avoiding the hooping reinforcement requires the use of a tread comprising at least one mass of a material arranged in contact with the electrically conductive element so as to ensure electrical conductivity between the electrically conductive element and the running surface without passing through or via the hooping reinforcement, which limits or even prohibits the use of materials with low hysteresis in the tread.

[048] The invention can advantageously be used in an embodiment in which the working assembly is arranged so as, once the tire has been manufactured, to prevent electrical conductivity via the working reinforcement. Thus, as explained above, it is advantageous to use a working framework comprising materials with low hysteresis based on one or more fillers comprising silica as the majority filler.

[049] In a preferred configuration of the working reinforcement, the or each working layer comprises working wire reinforcement elements embedded in an electrically insulating material.

[050] Such working wire reinforcement elements are preferably metallic. Nevertheless, it is possible to envisage polymeric or mineral wire reinforcement elements, that is to say comprising one or more polymeric or mineral monofilaments. Each polymeric monofilament is preferably chosen from aliphatic polyamide, aromatic polyamide and polyester monofilaments. Each mineral monofilament is preferably chosen from carbon or glass monofilaments.

[051] In a particularly advantageous variant, the working reinforcement comprises a single working layer. During the process, a single working set is therefore arranged intended to form the single working layer. The interposed portion is arranged radially between the working assembly and the hooping assembly. The presence of a single working layer makes it possible in particular to lighten the tire, therefore to reduce the energy dissipated by hysteresis of the crown and therefore to reduce the rolling resistance of the tire. Thus, the working reinforcement is, with the exception of the working layer, devoid of any layer reinforced by wire reinforcing elements. The wire reinforcement elements of such reinforced layers excluded from the working reinforcement of the tire comprise metal wire reinforcement elements and textile wire reinforcement elements. Very preferably, the working reinforcement consists of the single working layer.

[052] Advantageously, the working layer being delimited axially by two axial edges of the working layer, the wired working reinforcement elements extend axially from one axial edge to the other axial edge of the working layer substantially parallel to each other. Thus, during the process, the working assembly being delimited axially by two axial edges of the working assembly, the working wire reinforcement elements extend axially from one axial edge to the other axial edge of the set of work substantially parallel to each other.

[053] In some embodiments, each wired working reinforcement element extends, in the or each working layer, along a main direction forming, with the circumferential direction of the tire, an angle, in absolute value, strictly greater at 10°, preferably ranging from 15° to 50°. In order to obtain such angles, each working wire reinforcement element extends, in the working assembly, along a main direction forming, with the circumferential direction of the main manufacturing support, an angle, in absolute value, strictly greater than 0°, preferably ranging from 4° to 60°.

[054] In a first embodiment of the invention, the hooping assembly is arranged radially on the outside and in contact with the electrically conductive element so as to, once the tire has been manufactured, ensure electrical conductivity from the interposed portion of the electrically conductive element as far as the tread via the hooping reinforcement.

[055] In accordance with this first embodiment, the hooping assembly is in contact with the electrically conductive element and in contact with the tread so as to form the conductive path electrically connecting the electrically conductive element and the tread.

[056] In a preferred configuration of the first embodiment of the hooping reinforcement, the hooping reinforcement comprises one or more hooping wire reinforcement elements embedded in an electrically conductive material.

[057]Preferably, such wire-based hooping reinforcement elements are elements polymeric or mineral wire reinforcements as described above with reference to the working wire reinforcement elements.

[058] In a first variant of the first embodiment, the tread comprises one or more masses of one or more electrically conductive materials, the or each mass of the electrically conductive material(s) being arranged so as to ensure the conductivity electric from the hooping reinforcement to the running surface via the or each mass.

[059] In accordance with this first variant, the tread is in contact with the hooping reinforcement so as to form the conductive path electrically connecting the hooping reinforcement and the tread surface.

[060] In a second variant of the first embodiment allowing the use of a tread comprising electrically insulating materials and, for example, low hysteresis, the tread comprises one or more masses of one or more materials electrically insulating and at least one mass of at least one electrically conductive material arranged so as to provide electrical conductivity from the hooping reinforcement to the running surface via the mass of electrically conductive material radially therethrough of the mass(es) of the electrically insulating material(s).

[061] In accordance with this second variant, the mass of the electrically conductive material is in contact with the hooping armature and in contact with the running surface so as to form the conductive path electrically connecting the hooping armature and the running surface.

[062] In order to reduce the hysteresis of the tread as much as possible, the volume of the mass or masses of electrically insulating materials is greater than or equal to 50%, preferably greater than or equal to 75% and more preferably greater than or equal to 95% of the tread volume.

[063] In a second embodiment of the invention, the hooping assembly is arranged so as, once the tire has been manufactured, to ensure electrical conductivity from the interposed portion of the electrically conductive element to the strip bearing radially through the shrink-fit reinforcement.

[064] In a preferred configuration of the second embodiment of the hooping reinforcement, the hooping reinforcement comprises one or more hooping wire reinforcement elements embedded in an electrically insulating elastomeric material.

[065] In one embodiment making it possible to provide an electrically conductive path through the hooping assembly, the hooping assembly is arranged so as to form first and second axial portions of the axially hooping assembly disjoint on at least one axial portion of the hooping assembly.

[066] In a first variant, each first and second axial portion of the hooping assembly is formed by continuous winding of a single strip. Thus, in the tire, the hooping reinforcement being delimited axially by two axial edges of the hooping reinforcement, the hooping reinforcement comprises a single band wound circumferentially helically so as to extend continuously axially from one of the axial edges from the hooping reinforcement to the other of the edges of the hooping reinforcement.

[067] Thus, in this first variant, the strip is continuous between the first and second axial portions of the hooping reinforcement which are interconnected by a portion of the strip. The manufacturing process is relatively simple as it includes a step of continuously winding the strip to form the hooping assembly.

[068] In a second variant, each first and second axial portion of the hooping assembly is formed by winding respectively first and second strips separated from each other. Thus, in the tire, the hooping reinforcement being delimited axially by two axial edges of the hooping reinforcement, the first and second axial portions are axially separated from each other so that:

- the first axial portion comprises a first strip wound circumferentially helically so as to extend continuously axially from one of the axial edges of the hooping reinforcement to an axially inner edge of the first axial portion, and

- the second axial portion comprises a second band wound circumferentially helically so as to extend continuously axially from an axially inner edge of the second axial portion to the other of the axial edges of the hooping reinforcement.

[069] Whether in the first or the second variant, an additional mass of an electrically conductive material can easily be positioned in a portion located axially between the first and the second portions.

[070] In a first variant of the second embodiment, the tread comprises one or more masses of one or more electrically conductive materials, the or each mass of the electrically conductive material(s) being arranged so as to ensure the conductivity electric from the additional mass of electrically conductive material to the running surface via the or each mass. In accordance with this second variant, the tread is in contact with the additional mass so as to form the conductive path electrically connecting the additional mass and the tread surface together. rolling.

[071] In a second variant of the second embodiment allowing the use of a tread comprising electrically insulating materials and, for example, low hysteresis, the tread comprises one or more masses of one or more electrically insulating materials and at least one mass of at least one electrically conductive material arranged so as to provide electrical conductivity from the additional mass of electrically conductive material to the running surface via the mass of electrically conductive material radially through the mass or masses of the electrically insulating material(s). In accordance with this second variant, the mass of the electrically conductive material is in contact with the additional mass and in contact with the running surface so as to form the conductive path electrically connecting the additional mass and the running surface to one another.

[072] Very preferably in the second embodiment, an additional mass of an electrically conductive material is arranged axially between the first and second axial portions of the hooping assembly so as, once the tire has been manufactured, to ensure the electrical conductivity from the interposed portion of the electrically conductive element to the tread radially through the hooping reinforcement via the additional mass of the electrically conductive material. Thus, in the tire, the crown comprises the additional mass of electrically conductive material arranged so as to ensure electrical conductivity from the intercalated portion of the electrically conductive element to the tread radially through the hooping reinforcement through the additional mass of the electrically conductive material. The additional mass is arranged radially between the tread and the intercalated portion of the conductive electrical element and axially arranged between the first and second axial portions of the hooping reinforcement.

[073] In accordance with this first variant, the additional mass is in contact with the electrically conductive element and in contact with the tread so as to form the conductive path electrically connecting the electrically conductive element and the tread . It will of course be possible to use several additional masses of one or more electrically conductive materials, each ensuring a part of the electrically conductive path passing radially through the hooping reinforcement.

[074] In order to ensure that the additional mass indeed forms part of the electrically conductive path through the hooping reinforcement once the tire manufactured, the additional mass is arranged radially on the outside and in contact with the intercalated portion of the electrically conductive element after the step of deforming the assembly. Indeed, this avoids any variations in the dimensions of the additional mass during the deformation step of the assembly which could lead to an interruption of the electrically conductive path.

[075] In a first way of arranging the additional mass, an intermediate assembly comprising the hooping assembly and the additional mass arranged axially is formed on an intermediate support of substantially toroidal shape around a main axis of the intermediate support. between the first and second axial portions of the hooping assembly, then the intermediate assembly is attached radially to the outside of the assembly of substantially toroidal shape around the main axis of the main support so that the mass additional is arranged radially outside and in contact with the interposed portion of the conductive element.

[076] In a first variant of this first way of arranging the additional mass, the intermediate assembly is formed by arranging a rolling assembly intended to form the tread radially outside of the hooping assembly and the additional mass.

[077] In a second variant of this first way of arranging the additional mass, the intermediate assembly is formed by arranging a bearing assembly intended to form the tread radially outside of the hooping assembly, the bearing assembly bearing radially internally the additional mass.

[078] In a third variant of this first way of arranging the additional mass, after the step in which the intermediate assembly is attached radially to the outside of the assembly of substantially toroidal shape, an assembly is attached tread intended to form the tread radially outside the hoop assembly and the additional mass.

[079] In a second way of arranging the additional mass, after the step in which the hooping assembly is arranged radially around the assembly of substantially toroidal shape around the main axis of the main support, the additional mass axially between the first and second axial portions of the hooping assembly so that the additional mass is arranged radially on the outside and in contact with the interposed portion of the conductive element.

[080] In a first variant of this second way of arranging the additional mass, the additional mass is arranged axially between the first and second axial portions of the hooping assembly and then a rolling assembly is arranged intended to form the bearing radially outside the shrink-fit assembly and additional mass.

[081] In a second variant of this second way of arranging the additional mass, an intermediate assembly is formed comprising a bearing assembly intended to form the tread and the additional mass, then the intermediate assembly is attached radially to the exterior of the hooping assembly.

[082] In a third way of arranging the additional mass, the additional mass is arranged radially on the outside and in contact with the intercalated portion of the conductive element, then the hooping assembly is arranged radially around the assembly of substantially toroidal shape around the main axis of the support so that the additional mass is arranged axially between the first and second axial portions of the hooping assembly.

[083] In one embodiment, the electrically conductive element extending radially inside the equatorial circumferential plane of the tire, the electrically conductive element is radially continuous between:

- any point of the electrically conductive element situated radially inside the equatorial circumferential plane of the tyre, and

- any point of the electrically conductive element located radially between the radially outermost working layer of the working reinforcement and the shrink-fit reinforcement.

[084] By radially continuous, we mean that there are no junctions, for example by abutment or by superposition, between several distinct portions of the conductive element. This avoids the incorporation of several distinct portions whose junction interfaces would have to be checked so as to ensure the continuity of the electrically conductive path between the points described above.

[085] Preferably, the electrically conductive element comprises a layer made of an electrically conductive material. The layer may extend circumferentially over a length corresponding to an angle less than or equal to 360°. More preferably, the layer will extend circumferentially over a length corresponding to an angle less than or equal to 90° so as to limit the mass of the electrically conductive element. In a variant, the electrically conductive material of the layer is an elastomeric material. In another variant, the electrically conductive material of the layer is an electrically conductive ink. In yet another variant, the electrically conductive element comprises an electrically conductive wire element, for example a monofilament or an assembly of monofilaments.

[086] In certain embodiments, the tire will comprise several separate conductive elements distributed regularly or irregularly over the circumference of the tire, regardless of the variant of the electrically conductive element described. above.

[087] Whatever the embodiment and the variant, the hooping reinforcement is, optionally, axially delimited by two axial edges of the hooping reinforcement and comprises at least one circumferentially wound wired hooping reinforcement element helically so as to extend axially between the axial edges of the hooping reinforcement.

[088] Whether in the first or the second embodiment, the or each hooping wire reinforcement element extends, optionally, along a main direction forming, with the circumferential direction of the tire, an angle, in absolute value, less than or equal to 10°, preferably less than or equal to 7° and more preferably less than or equal to 5°. In order to obtain such angles, each hooping wire reinforcement element extends, in the hooping assembly, along a main direction forming, with the circumferential direction of the main support, an angle, in absolute value, less than or equal at 10°, preferably less than or equal to 7° and more preferably less than or equal to 5°.

[089] In a first configuration of the electrically conductive element, the electrically conductive element comprises first and second axial ends and extends axially from a first of the beads into the second of the beads passing radially between the working layer radially the outermost and the hooping reinforcement so that each first and second axial end is in contact:

- first and second masses of electrically conductive materials respectively of each first and second bead, each first and second mass of electrically conductive material being in contact with the mounting support when the tire is mounted on the mounting support, or

- of the mounting support when the tire is mounted on the mounting support.

[090] In this first configuration, the electrically conductive element physically connects the first and second beads to each other.

[091] In the case where each first and second axial end is in contact with each first and second mass of electrically conductive material, the conductive path passes through each first and second mass of electrically conductive material then through the electrically conductive element.

[092] In the case where each first and second axial end is in contact with the mounting support when the tire is mounted on the mounting support, the need for beads comprising masses of electrically conductive material is avoided. It will thus be possible to use beads comprising materials intended to be in contact of the mounting bracket which are electrically insulating and, for example, low hysteresis.

[093] In a second configuration of the electrically conductive element, the electrically conductive element comprises first and second axial ends and extends axially from a first of the beads to radially between the radially outermost working layer and the shrink-fit reinforcement so that:

- the first axial end is in contact with a mass of an electrically conductive material of one of the first and second beads, this electrically conductive material being in contact with the mounting support when the tire is mounted on the mounting support, and the second axial end is arranged radially between the radially outermost working layer and the hooping reinforcement, or

- the first axial end is in contact with the mounting support when the tire is mounted on the mounting support and the second axial end is arranged radially between the radially outermost working layer and the hooping reinforcement.

[094] Unlike the first configuration, the electrically conductive element of this second configuration does not physically connect the first and second beads to each other, which makes it possible to reduce the quantity of electrically conductive element to be used. It is possible to envisage a variant in which only one of the first and second beads is physically connected to the crown reinforcement by means of the electrically conductive element and a variant in which each first and second bead is mechanically connected to the reinforcement top via two separate conductive elements.

[095] Analogously to the first configuration, in the case where the first axial end is in contact with the mass of electrically conductive material, the conductive path passes through the mass of electrically conductive material then through the electrically conductive element.

[096] Analogously to the first configuration, in the case where the first axial end is in contact with the mounting support when the tire is mounted on the mounting support, the need for a bead comprising a mass of material electrically conductive. It will thus be possible to use beads comprising materials intended to be in contact with the mounting support which are electrically insulating and, for example, have low hysteresis.

[097] In a variant of the carcass reinforcement, the carcass reinforcement comprises a single carcass layer. In this variant, the carcass reinforcement is, with the exception of the single carcass layer, devoid of any layer reinforced by wire reinforcement elements. The wire reinforcing elements of such reinforced layers excluded from the carcass reinforcement of the tire include metal wire reinforcement elements and textile wire reinforcement elements. Very preferably, the carcass reinforcement consists of the single carcass layer.

[098] In another variant, the carcass reinforcement comprises two carcass layers. In this variant, the main directions of the carcass wire reinforcement elements of the two carcass layers are preferably substantially parallel to each other.

[099] Advantageously, the carcass reinforcement comprises at least one carcass layer, the or each carcass layer being delimited axially by two axial edges of the or each carcass layer and comprises carcass wire reinforcement elements extending axially from one axial edge to the other axial edge of the or each carcass layer.

[0100] In one embodiment using one or more radial carcass layers, each carcass wire reinforcement element extends along a main direction of each carcass wire reinforcement element forming, with the circumferential direction of the tire, an angle substantially constant between each axial edge of the or each carcass layer and ranging, in absolute value, from 80° to 90°.

[0101] In a particular embodiment of a tire in which the working reinforcement comprises a single working layer, each carcass wire reinforcement element extends along a main direction of each carcass wire reinforcement element forming , with the circumferential direction of the tire:

- an angle, in absolute value, strictly less than 80° in an axially central portion of the carcass layer extending axially radially plumb with the working layer,

- an angle, in absolute value, ranging from 80° to 90° in two axially lateral portions of the carcass layer extending radially axially between the axially central portion and each axial edge of the carcass layer.

In order to obtain such angles, each carcass wire reinforcement element of the carcass assembly extends along a main direction of each carcass wire reinforcement element forming, with the circumferential direction of the main support, a angle strictly greater than 0°, preferably ranging from 27° to 150°. The relationships between the angles formed by the carcass and work wire reinforcement elements during the process and once the tire has been manufactured are described in particular in FR2797213 and in FR1413102.

[0103] Whether for the hooping reinforcement, the working layer(s), the carcass layer(s), the materials in which the reinforcing elements are embedded cords are preferably elastomeric. By elastomeric is meant a material exhibiting, in the crosslinked state, an elastomeric behavior. Such a material is advantageously obtained by crosslinking a composition comprising at least one elastomer and at least one other component. Preferably, the composition comprising at least one elastomer and at least one other component comprises an elastomer, a crosslinking system and a filler. The compositions used for these layers are conventional compositions for calendering reinforcements, typically based on natural rubber or another diene elastomer, a reinforcing filler, a vulcanization system and usual additives. The adhesion between the wire reinforcing elements and the matrix in which they are embedded is ensured for example by a usual adhesive composition, for example an adhesive of the RFL type or equivalent adhesive.

[0104] DESCRIPTION OF THE EXAMPLES

The invention as well as its advantages will be easily understood in the light of the detailed description and the non-limiting examples of embodiment which follow, as well as figures 1 to 21 relating to these examples in which: figure 1 is a view in section in a meridian section plane of a tire obtained by a method according to a first embodiment of the invention, FIG. 2 is a schematic cut-away view of the tire of FIG. 1 illustrating the arrangement of the reinforcing elements wired in the crown, Figure 3 is a schematic view of the wired carcass reinforcement elements arranged in the sidewall of the tire of Figure 1, Figures 4 to 16 illustrate the different steps of the method according to the first embodiment of the invention and making it possible to manufacture the tire of FIG. 1, FIGS. 17 and 18 illustrate steps of a method according to a second embodiment of the invention and are similar to FIGS. 13 and 14 , and FIGS. 19 to 21 illustrate steps of a method according to a third embodiment.

[0106] In the figures relating to the tire, an X, Y, Z mark has been shown corresponding to the usual circumferential (X), axial (Y) and radial (Z) directions respectively of a tire. In the figures relating to the process, an x, y, z reference has been shown corresponding to the usual circumferential (x), axial (y) and radial (z) directions, respectively, of a main deformable manufacturing support between a substantially cylindrical shape and a toric shape around the y axis.

[0107] There is shown in Figure 1 a tire, according to the invention and designated by the general reference 10. The tire 10 is substantially of revolution around an axis substantially parallel to the axial direction Y. The tire 10 is here intended for a passenger vehicle and has dimensions 245/45R18. The tire 10 is intended to be mounted on a mounting support, for example a rim.

The tire 10 comprises a crown 12 comprising a tread 20 comprising a rolling surface 13 intended to come into contact with a road surface and a crown reinforcement 14 extending in the crown 12 in the circumferential direction X The crown reinforcement 14 and the tread 20 are arranged in contact with one another. The tire 10 also comprises a sealing layer 15 to an inflation gas intended to delimit an internal cavity closed with a mounting support of the tire 10 once the tire 10 is mounted on the mounting support, for example an electrically conductive metal rim. .

The tread 20 comprises one or more masses of one or more electrically insulating materials. In this case, the tread 20 comprises a first mass 201 of a first electrically insulating material forming a tread layer and a second mass 202 of a second electrically insulating material forming a support layer for the tread layer. The support layer 202, also called underlayer, is arranged radially inside the running layer 201. Each first and second electrically insulating material is an electrically insulating elastomeric material, for example based on compositions as described in US20180066128, FR3059598 or even US6289958.

The crown reinforcement 14 comprises a single working reinforcement 16 comprising at least one working layer 18 radially the outermost of the working reinforcement 16 and a single hooping reinforcement 17 comprising a single hooping layer 19. Here, the working reinforcement 16 comprises a single working layer 18 and is, in this case, made up of the single working layer 18. In the following description, we will speak, for the sake of simplification, of the work 18 without reminding each time that this layer is unique. The hooping reinforcement 17 consists of the hooping layer 19.

The crown reinforcement 14 is surmounted radially by the tread 20. Here, the hooping reinforcement 17, here the hooping layer 19, is arranged radially outside the working reinforcement 16 and is therefore radially interposed between the working reinforcement 16 and the tread 20. In the embodiment illustrated in FIGS. 1 and 2, the hooping reinforcement 17 has an axial width smaller than the axial width of the layer working layer 18. Thus, the hooping reinforcement 17 is axially the less wide of the working layer 18 and of the hooping reinforcement 17.

The tire 10 comprises two sidewalls 22 extending the crown 12 radially inwards. The tire 10 further comprises two beads 24 radially inside the sidewalls 22. Each sidewall 22 respectively connects each bead 24 to the vertex 12.

Each bead 24 comprises at least one circumferential reinforcing element 26, in this case a rod 28 radially surmounted by a mass 30 of stuffing.

The tire 10 comprises a carcass reinforcement 32 anchored in each bead 24. The carcass reinforcement 32 extends in each sidewall 22 and in the crown 12 radially inside the crown reinforcement 14. The crown 14 is arranged radially between tread 20 and carcass reinforcement 32.

The carcass reinforcement 32 comprises a carcass layer 34. Here, the carcass reinforcement 32 comprises a single carcass layer 34, and in this case consists of the single carcass layer 34. In this embodiment, we will speak, for the sake of simplification, of the carcass layer 34 without reminding each time that this layer is unique.

The carcass reinforcement 32 is arranged directly radially in contact with the crown reinforcement 14. The crown reinforcement 14 is arranged directly radially in contact with the tread 20. The hooping reinforcement 17 and the working layer 18 are arranged directly radially in contact with each other.

We will now describe the hooping layers 19, the working layer 18 and the carcass layer 34 with reference to Figures 1 to 3.

The hooping reinforcement 17, here the hooping layer 19, is delimited axially by two axial edges 17A, 17B of the hooping reinforcement 17. The hooping reinforcement 17 comprises several wire reinforcement elements hooping 170 circumferentially helically wound so as to extend axially between the axial edge 17A and the other axial edge 17B of the hooping layer 17 along a main direction D1 of each hooping wire reinforcement element 170. The main direction D1 forms, with the circumferential direction X of the tire 10, an angle AF, in absolute value, less than or equal to 10°, preferably less than or equal to 7° and more preferably less than or equal to 5°. Here, AF=-5°. The hooping reinforcement 17 comprises first and second axial portions 171, 172 axially separate from each other so that the first axial portion 171 comprises a first strip 173 wound circumferentially helically so as to extend continuously axially from the axial edge 17A of the hooping reinforcement 17 as far as an axially inner edge 171A of the first axial portion 171, and so that the second axial portion 172 comprises a second strip 174 wound circumferentially helically so as to extend continuously axially from an axially inner edge 172B of the second axial portion 172 to the axial edge 17B of the hooping reinforcement 17.

The working layer 18 is delimited axially by two axial edges 18A, 18B of the working layer 18. The working layer 18 comprises working wire reinforcement elements 180 extending axially from the axial edge 18A to the other axial edge 18B of the working layer 18 substantially parallel to each other. Each wired working reinforcement element 180 extends along a main direction D2 of each wired working reinforcement element 180. The direction D2 forms, with the circumferential direction X of the tire 10, an angle AT, in absolute value, strictly greater at 10°, preferably ranging from 15° to 50°. Here, AT=-35°.

[0120] The carcass layer 34 is delimited axially by two axial edges 34A, 34B of the carcass layer 34. The carcass layer 34 comprises carcass wire reinforcement elements 340 extending axially from the axial edge 34A to the another axial edge 34B of the carcass layer 34. The carcass layer 34 comprises an axially central portion 34S extending axially radially plumb with the working layer 18 and two axially lateral portions 34F extending axially between the portion axially central 34S and each axial edge 34A, 34B. Each axially lateral portion 34F is wound around each circumferential reinforcement element 26. Each axially lateral portion 34F comprises an inner axially lateral portion 38 arranged axially between the axially central portion 34S and each circumferential reinforcement element 26 as well as an axially lateral portion exterior 40 arranged axially between each circumferential reinforcing element 26 and each axial edge 34A, 34B of the carcass layer 34. The filler mass 30 is interposed between the inner and outer axially lateral portions 38, 40.

Each carcass wire reinforcement element 340 extends along a main direction D3 of each carcass wire reinforcement element 340 forming, with the circumferential direction X of the tire 10, an angle ACS, in absolute value, strictly less than 80° in the axially central portion 34S of the carcass layer 34. Advantageously, in this axially central portion 34S of the carcass layer 34, the main direction D3 of each carcass wire reinforcement element 340 forms, with the circumferential direction X of the tire 10, an angle ACS, in absolute value, ranging from 50° to 75°. Here, ACS=+65°.

The axially central portion 34S of the carcass layer 34 has an axial width equal to at least 40%, preferably at least 50% of the axial width L of the working layer 18 and equal to at most 90%, preferably at most 80% of the axial width L of the working layer 18 and in this case equal to 60% of the working layer 18. The median plane M of the tire 10 intersects this portion 34S. More preferably, this portion 34S is centered axially on the median plane M of the tire 10.

[0123] As illustrated in Figures 1 and 3, the main direction D3 of each element of corded carcass reinforcement 340 forms, with the circumferential direction X of the tire 10, an angle ACF, in absolute value, ranging from 80° to 90°, preferably from 85° to 90° and more preferably is substantially equal to 90° in each axially lateral portion 34F of the carcass layer 34 extending radially in each sidewall 22. Here, ACF=+90°.

Each portion 34F of the carcass layer 34 extending radially in each sidewall 22 has a radial height equal to at least 50% of the radial height H of the tire 10 and equal to at most 100% of the radial height H of the tire 10 and in this case equal to 95% of the radial height H of the tire 10. The equatorial circumferential plane E of the tire 10 intersects each portion 34F of the carcass layer 34 located in each sidewall 22.

As illustrated in FIG. 2, the main direction D2 of each working wire reinforcement element 180 and the main direction D3 of each carcass wire reinforcement element 340 form, with the circumferential direction X of the tire 10, in a portion PS of the tire 10 comprised axially between the axial edges 18A, 18B of the working layer 18, of the angles AT and ACS of opposite orientations. Indeed, here, AT=-35° and ACS=+65°. In addition, the main direction D1 of each hooping wire reinforcement 170, the main direction D2 of each working wire reinforcement element 180 and the main direction D3 of each carcass wire reinforcement element 340 form, with the circumferential direction X of the tire 10, in a portion PS' of the tire 10 comprised axially between the axial edges 17A, 17B of the hooping reinforcement 17, angles two by two different in absolute value.

[0126] In general and in particular in the embodiment described, each portion PS, PS' of the tire 10 has an axial width equal to at least 40%, preferably at least 50% of the axial width L of the working layer 18 and equal to at most 90%, preferably at most 80% of the axial width L of the working layer 18 and in this case equal to 60% of the axial width L of the working layer 18 The median plane M of the tire 10 intersects each portion PS, PS' of the tire 10. More preferably, each portion PS, PS' of the tire 10 is centered axially on the median plane M of the tire 10.

Each working wire reinforcement element 180 is an assembly of two steel monofilaments each having a diameter equal to 0.30 mm, the two steel monofilaments being wound with each other at a pitch of 14 mm.

Each carcass wire reinforcement element 340 conventionally comprises two multifilament strands, each multifilament strand consisting of a yarn of polyester monofilaments, here of PET, these two multifilament strands being individually overtwisted at 240 turns per meter in one direction. then twisted together at 240 turns per meter in the opposite direction. These two multifilament strands are helically wound around each other. Each of these multifilament strands has a titer equal to 220 tex.

Each hooping wire reinforcement element 170 is for example such as those described in WO2016/166056 A1.

[0130] With reference to FIG. 1, the tire 10 comprises an electrically conductive element 80 arranged so as to ensure electrical conductivity between the mounting support when the tire 10 is mounted on the mounting support and the crown 12 by the intermediate of the conductive element 80. Here, the electrically conductive element 80 comprises first and second axial ends 80A, 80B (only the end 80A is illustrated in FIG. 1) and extends axially from a first of the beads 24 into the second of the beads 24 passing radially between the radially outermost working layer, here the working layer 18 and the hooping reinforcement 17 so that each first and second axial end 80A, 80B is in contact with the first and second masses 82 of electrically conductive materials respectively of each first and second bead 24, each first and second mass 82 of an electrically conductive material r being in contact with the mounting support when the tire 10 is mounted on the mounting support.

Here, the electrically conductive element 80 comprises a layer 84 consisting of an electrically conductive material, in this case consisting of an elastomeric material based on a composition as described for example in US2005/0103412.

The electrically conductive element 80, here the layer 84, extends radially inside the equatorial circumferential plane of the tire and is radially continuous between any point of the electrically conductive element 80 located radially inside the tire. equatorial circumferential plane E, and any point of the electrically conductive element 80 located radially between the working layer 18 and the hooping reinforcement 17. The electrically conductive element 80 has the shape of a strip of width equal to 20 mm . The crown 12 is, for its part, arranged so as to ensure electrical conductivity from the electrically conductive element 80 to the running surface 13 radially through or via the hooping reinforcement 17 and through tread 20.

To this end, the electrically conductive element 80 comprises at least one so-called interposed portion 801 which is arranged radially between the working layer 18 and the hooping reinforcement 17.

The hooping reinforcement 17 is arranged so as to prevent electrical conductivity from the interposed portion of the electrically conductive element 80 to the tread 20 via the hooping reinforcement 19. the species, the hooping wire reinforcement elements 170 are embedded in an electrically insulating elastomeric material, in this case an elastomeric material based on a composition as described in US20180066128, FR3059598 or even US6289958.

The working reinforcement 16 is arranged so as to prevent electrical conductivity via the working reinforcement 16. In this case, the wire reinforcement elements 180 of the working layer 18 are embedded in an electrically insulating material, in this case a material based on a composition as described in US20180066128, FR3059598 or even US6289958.

In addition, the crown 12 comprises an additional mass 86 of an electrically conductive material arranged so as to provide electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the tread 20 radially at the through the hooping reinforcement 17 via the additional mass 86 of electrically conductive material. The additional mass 86 is arranged radially between the tread 20 and the interposed portion 801 of the conductive electrical element 80 and axially arranged between the first and second axial portions 171 and 172 of the hooping reinforcement 17.

In addition to the first and second masses 201 and 202, the tread 20 comprises at least one mass 88 of at least one electrically conductive material. The masses 201, 202 and 88 are arranged so as to provide electrical conductivity from the additional mass 82 of the electrically conductive material to the running surface 13 via the mass 88 of the electrically conductive material radially through the masses. 201, 202 of electrically insulating materials. It will be noted that for reasons of simplification, the masses 86 and 88 are made of the same electrically conductive material.

The tire 10 is obtained by a process which will be described with reference to FIGS. 4 to 16.

First of all, a working assembly 50 and a carcass assembly 52 are manufactured by arranging the wire reinforcement elements 180 and 340 of each assembly 50 and 52 parallel to each other and by embedding them, for example by calendering, in a non-crosslinked composition comprising at least one elastomer, the composition being intended to form an elastomeric matrix once crosslinked. A so-called straight ply is obtained, in which the wire reinforcing elements are parallel to each other and are parallel to the main direction of the ply.

Then, for the working ply, portions of the straight working ply are cut at a cutting angle and these portions are butted together so as to obtain a so-called angled working ply, in which the working wire reinforcement elements are parallel to each other and form an angle with the main direction of the work ply equal to the angle of cut.

For the carcass ply, portions of the straight carcass ply are cut perpendicular to the main direction of the straight carcass ply and these portions are butted together so as to obtain a so-called angled carcass ply. , in which the carcass wire reinforcement elements are parallel to each other and form an angle ranging from 80° to 90° with the main direction of the carcass ply equal to the cut angle.

In the embodiment described, a single working ply 49 and a single carcass ply 51 are obtained, the axial width of each of which, that is to say the dimension in a direction perpendicular to the longitudinal edges of each ply, is equal to the axial width respectively of each working assembly 50 and carcass 52 which will be formed subsequently.

[0144] Referring to Figure 4, in a first step of assembling a green blank, a sealing ply 70 is arranged around a main support 60 having a substantially cylindrical shape around its main axis A of so as to form a sealing assembly 72 intended to form the sealing layer 15. Here, the sealing ply 70 is arranged by rolling up the sealing ply 70.

Then, with reference to FIG. 5, radially outside the sealing assembly 72, two flank reinforcement plies are arranged around the main support 60, and in this order, so as to form two sidewall reinforcement assemblies 73 and the carcass ply 51 so as to form the carcass assembly 52 intended to form the carcass layer 34. In this case, each sidewall reinforcement assembly 73 and the assembly carcass 52 by winding respectively each sidewall reinforcement ply and the carcass ply 51 around the main support 60. Radially outside the carcass assembly 52, two filler assemblies 74 are then arranged to form each filler mass 30. Then, the two circumferential reinforcing elements 26 are arranged around the carcass assembly 52.

[0146] With reference to FIG. 6, each axial edge 52A, 52B of the carcass assembly 52 is turned axially inwards so as to radially cover each circumferential reinforcement element 26 by each axial edge 52A, 52B of the carcass assembly 52 and that the carcass assembly 52 is wrapped axially around each circumferential reinforcement element 26.

There is shown in Figure 7 a diagram illustrating the arrangement of the carcass wire reinforcement elements 340 at the end of the step of axial reversal of the axial edges 52A, 52B of the carcass assembly 52 around the circumferential reinforcement elements 26. The carcass assembly 52 is delimited axially by the two axial edges 52A, 52B and comprises the carcass wire reinforcement elements 340 extending substantially parallel to each other axially from the axial edge 52A to the other axial edge 52B of the carcass assembly 52. Each carcass wired reinforcement element 340 extends, in the carcass assembly 51, along a main direction K3 of each carcass wired reinforcement element 340 in the carcass assembly 52. The direction main K3 forms, with the circumferential direction x of the main support 60, an initial angle A3 of each wired carcass reinforcement element 340 ranging, in absolute value, from 80° to 90°, preferably ranging from 85° to 90° and here substantially equal to 90°. Other angles A3 can be envisaged, such as for example the angles corresponding to the angles A3 described in the documents WO2016166056, WO2016166057, EP3489035.

Then, with reference to FIG. 8, two assemblies 75 for supporting each end 18A, 18B of the working layer 18 are arranged radially outside the carcass assembly 52. radially outside the carcass assembly 52, two assemblies 76 of intermediate stuffing. Then, radially outside the carcass assembly 52 and each support assembly 75, the working assembly 50 intended to form the working layer 18 is arranged. by winding the working ply 49, radially outside the carcass assembly 52 and each support assembly 75, so as to form the working assembly 50. The working assembly 50 is arranged working so as, once the tire 10 has been manufactured, to prevent electrical conductivity via the working reinforcement 16.

There is shown in Figure 9 a diagram similar to that of Figure 7 and illustrating the arrangement of wire reinforcement elements 340 carcass and wire reinforcement elements 180 work at the end of the step of formation of the working assembly 50. The working assembly 50 is delimited axially by two axial edges 50A, 50B of the working assembly 50 and comprises the working wire reinforcement elements 180 extending substantially parallel to each other other axially from the axial edge 50A to the other axial edge 50B of the working set 50. Each wired working reinforcement element 180 extends, in the working set 50, in a main direction K2 of each working element working wire reinforcement 180 in the working assembly 50. The main direction K2 forms, with the circumferential direction x of the main support 60, an initial angle A2 of each working wire reinforcement element 180, in absolute value, ranging from 25 ° to 50°. Here, A2=-39°.

The carcass assembly 52 and the working assembly 50 then form an assembly 58 of substantially cylindrical shape around the main axis A of the main support 60.

[0151] Referring to Figure 10, arranged radially outside of the assembly of work 50, each support assembly 75 and each intermediate stuffing assembly 76, the electrically conductive element 80. In this case, the electrically conductive element 80 is arranged by winding a layer of electrically conductive material on less one turn, preferably by winding over less than a tenth of a turn. The electrically conductive element 80 extends axially from one intermediate stuffing assembly 76 to the other intermediate stuffing assembly 76 located on the other side of the median plane of the main support 60.

[0152] Referring to Figure 11, arranged radially outside the electrically conductive element 80 and each intermediate stuffing assembly 76 and radially inside the sealing assembly 72, two external assemblies of bead 78 each intended to form an outer part of each bead 24. Arranged radially outside each outer assembly of bead 78 and of the electrically conductive element 80, two side assemblies 79 each intended to form a part of each side 22.

[0153] Independently of the manufacture of the assembly illustrated in FIGS. 4 to 11, an intermediate assembly 92 is formed on an intermediate support 91 of substantially toroidal shape around a main axis B of the intermediate support 91, an intermediate assembly 92 of which we will describe the manufacturing steps with reference to FIGS. 12 to 14. The intermediate assembly 92 comprises a hooping assembly 93 intended to form the hooping armature 17, the additional mass 86 of electrically conductive material as well as a bearing assembly 94 intended to form the tread 20.

[0154] With reference to FIG. 12, the hooping assembly 93 is arranged so as, once the tire 10 has been manufactured, to ensure electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the strip bearing 20 radially through the hooping armature 17. In this case, the hooping assembly 93 is arranged so as to form first and second axial portions respectively referenced 931, 932 of the hooping assembly 93 axially separated on at least one axial portion 933 of the hooping assembly 93. Each first and second axial portion 931 and 932 of the hooping assembly 93 is respectively intended to form each first and second axial portion 171 and 172 of the armature hooping 17. Each first and second axial portion 931, 932 of the hooping assembly 93 is formed by winding respectively the first and second bands 173, 174 separated from each other.

Then, with reference to FIG. 13, the additional mass 86 of electrically conductive material is arranged axially between the first and second axial portions 931, 932 of the hooping assembly 93 so that, once the tire 10 has been manufactured, ensure the electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the tread 20 radially through the hooping reinforcement 17 via the additional mass 86 of the electrically conductive material.

Then, with reference to FIG. 14, the intermediate assembly 92 is formed by arranging a rolling assembly 94 intended to form the tread 20 radially outside the hooping assembly 93 and the additional mass 86. Bearing assembly 94 includes masses 201 and 202 of electrically insulating materials as well as mass 88 of electrically conductive material.

Independently of the manufacture of the intermediate assembly 92 and with reference to Figure 15, during a step of deformation of the assembly 58, the assembly 58 of substantially cylindrical shape previously manufactured is deformed so as to obtain 59 of substantially toroidal shape around the main axis A of the main support 60.

Referring to Figure 16, the assembly 58 of substantially cylindrical shape is deformed around the main axis A of the support 60 so as to obtain the assembly 59 of substantially toroidal shape around the main axis A of the main support 60 so that, at the end of the deformation step, the main direction K3 of each carcass wire reinforcement element 340 forms, with the circumferential direction x of the main support 60, a final angle B3S of each element carcass wire reinforcement 340, in absolute value, strictly less than 80°, in an axially central portion 52S of the carcass assembly 52 extending axially radially plumb with the working assembly 50. Here, B3S =+65°. The portion 52S of the carcass assembly 52 is intended to form the axially central portion 34S of the carcass layer 34.

The assembly 58 of substantially cylindrical shape is deformed around the main axis A of the main support 60 so as to obtain the assembly 59 of substantially toroidal shape around the main axis A of the main support 60 also so that, at the end of the deformation step, the main direction K3 of each carcass wire reinforcement element 340 forms, with the circumferential direction x of the support 60, a final angle B3F of each carcass wire reinforcement element 340 in two axially lateral portions 52F of the carcass assembly 52 each extending axially between the axially central portion 52S and each axial edge 52A, 52B of the carcass assembly 52. Each axially lateral portion 52F of the carcass assembly 52 is intended to form each axially lateral portion 34F of the carcass layer 34. Here B3F=+90°.

[0160] The assembly 58 of substantially cylindrical shape is deformed around the axis main A of the main support 60 so as to obtain the assembly 59 of substantially toroidal shape around the main axis A of the support 60 also so that, at the end of the deformation step, the main direction K2 of each working wire reinforcement element 340 forms, with the circumferential direction x of the support 60, a final angle B2 of each working wire reinforcement element 340 ranging, in absolute value, strictly greater than 10°. Here, B2=-35°.

The final angles B3S, B3F and B2 are substantially equal to the angles ACS, ACF and AT of the tire 10.

Then, during a step of arranging the hooping assembly 93, the hooping assembly 93 is arranged radially outside the assembly 59 of substantially toroidal shape around the main axis A of the support. main 60. To do this, the intermediate assembly 92 is attached radially to the outside of the assembly 59 of substantially toroidal shape around the main axis A of the main support 60 so that the additional mass 86 is arranged radially outside and in contact with the interposed portion 801 of the conductive element 80.

Thus, on the one hand, the additional mass 86 is arranged radially on the outside and in contact with the interposed portion 801 of the electrically conductive element 80 after the step of deforming the assembly 58. D on the other hand, the bearing assembly 94 is arranged so as to, once the tire 10 has been manufactured, ensure electrical conductivity from the interposed portion 801 of the electrically conductive element 80 to the tread surface 13 radially across or via the hooping reinforcement 17 and via the tread 20, here through the hooping reinforcement via the mass 86 and via the bearing 20 via mass 88.

[0164] During the step of arranging the electrically conductive element 80 radially outside the working assembly 50 illustrated in FIG. 10, care was taken to arrange the electrically conductive element 80 of so that, subsequent to the step of arranging the intermediate assembly 92 and therefore subsequent to the preceding step of arranging the hooping assembly 93, the interposed portion 801 of the electrically conductive element 80 is arranged radially between the working assembly 50 and the hooping assembly 93.

[0165] During the manufacturing process described above, care was also taken to arrange the electrically conductive element 80 and the crown 12 so as, once the tire 10 has been manufactured, to ensure electrical conductivity between the support of mounting when the tire 10 is mounted on the mounting bracket and the crown 12 via the electrically conductive element 80. Finally, the green blank thus formed is molded and crosslinked so as to obtain the tire 10, for example by vulcanization in a mold.

A tire manufactured by a method according to a second embodiment of the invention will now be described with reference to FIGS. 17 and 18. Elements similar to those described in the first embodiment are designated by identical references.

Unlike the first embodiment, the hooping reinforcement 17 of the tire 10 according to the second embodiment comprises a single band 173 wound circumferentially helically so as to extend continuously axially from the axial edge 17A to at the edge 17B of the hooping reinforcement. During the manufacturing process and as illustrated in FIG. 17, each first and second axial portion 931, 932 of the hooping assembly 93 is formed by continuous winding of the single strip 173 and so that the first and second axial portions 931, 932 are axially separated on the axial portion 933 in order to ensure electrical conductivity through the hooping reinforcement 17 once the tire 10 has been manufactured.

Unlike the method according to the first embodiment, the bearing assembly 94 carries the additional mass 86 radially internally as shown in FIG. 18 and the intermediate assembly 92 is formed by arranging the assembly of bearing 94 intended to form the tread 20 as well as the additional mass 86 radially outside the hooping assembly 93.

A description will now be given of a tire manufactured by a method according to a second embodiment of the invention with reference to FIGS. 19 to 21. Elements similar to those described in the previous embodiments are designated by identical references.

Unlike the method according to the first embodiment, the hooping assembly 93, the additional mass 86 and the bearing assembly 94 are arranged sequentially, while the assembly 59 has its substantially toroidal shape around the main axis A.

There is shown in Figure 19, the assembly at the end of the step in which the hooping assembly 93 is arranged radially around the assembly 59 of substantially toroidal shape around the main axis A of the main support 60.

[0173] As illustrated in Figure 20, after this step of arranging the hooping assembly 93, the additional mass 86 is arranged axially between the first and second axial portions 931, 933 of the hooping assembly 93 of so that the additional mass 86 is arranged radially outside and in contact with the interposed portion 801 of the conductive element 80. [0174] As illustrated in Figures 20 and 21, the additional mass 86 is first arranged, then the bearing assembly 94 is arranged radially outside the hooping assembly 93 and the additional mass 86 .

The invention is not limited to the embodiments described above.

[0176] A variant of the method according to the first embodiment could be envisaged, in which, instead of attaching the intermediate assembly comprising the hooping assembly 93, the additional mass 86 and the bearing assembly 94 on the assembly of substantially toroidal shape, the intermediate assembly comprises the hooping assembly 93 and the additional mass 86 and after the step in which the intermediate assembly is attached radially to the outside of the assembly 59 of substantially toroidal shape , we report, the bearing assembly 94 radially outside the hooping assembly 93 and the additional mass 86.

A variant of the method according to the third embodiment of the invention may be envisaged in which, instead of sequentially arranging the hooping assembly, the additional mass and the bearing assembly, an intermediate assembly is formed comprising the bearing assembly 94 and the additional mass 86, then the intermediate assembly thus formed is attached radially to the outside of the hooping assembly 93.

Another variant of the method according to the third embodiment could be envisaged, in which the order of the steps of FIGS. 19 and 20 is reversed so that the additional mass 86 is arranged radially on the outside and in contact of the interposed portion 801 of the conductive element 80, then the hooping assembly 93 is arranged radially around the assembly 59 so that the additional mass 86 is arranged axially between the first and second axial portions 931, 932 of the hoop assembly 93.

[0179] It is entirely possible to envisage a tire similar to those described above and whose carcass reinforcement comprises two carcass layers. In this case and in accordance with the invention, the intercalated portion is arranged between the radially outermost working layer of the working reinforcement and the hooping reinforcement.

[0180] It is also possible to implement the invention without the carcass layer comprising an axially lateral portion wound around each circumferential reinforcing element 26. Indeed, other methods of anchoring the carcass layer 34 are possible, for example as described in US5702548.

An embodiment similar to the first embodiment may also be considered in which each first and second axial end 80A, 80B is in contact with the mounting support when the tire 10 is mounted on the mounting support. One could also consider an embodiment in which, unlike the first embodiment, the electrically conductive element 80 extends axially from a first of the beads 24 to radially between the radially outermost working layer 18 and the hooping reinforcement 17 so that the first axial end 80A is in contact with the mass 82 of electrically conductive material and the second axial end 80B is radially arranged between the radially outermost working layer 18 and the reinforcement hooping 17. As a variant, it is possible to envisage that the first axial end 80A be in contact with the mounting support when the tire 10 is mounted on the mounting support and the second axial end 80B is arranged radially between the working layer radially outermost 18 and the hooping reinforcement 17.

Claims

1 . Method of manufacturing a tire (10) for a passenger vehicle comprising a crown (12), two beads (24), two sidewalls (22) each connecting each bead (24) to the crown (12) and a carcass reinforcement ( 32) anchored in each bead (24), the crown (12) comprising a tread (20) comprising a tread surface (13) intended to come into contact with a rolling ground and a crown reinforcement (14), the carcass reinforcement (32) extending in each sidewall and in the crown (12) radially internally to the crown reinforcement (14), the crown reinforcement (14) being arranged radially between the tread ( 20) and the carcass reinforcement (32) and comprising:

- a working reinforcement (16),

- a hooping reinforcement (17) arranged radially outside the working reinforcement (16), the tire (10) comprising an electrically conductive element (80) arranged so as to ensure electrical conductivity between a mounting support when the tire (10) is mounted on the mounting support and the rolling surface (13), method characterized in that:

- is arranged around a main support (60) having a substantially cylindrical shape around a main axis (A), one or more carcass assemblies (52) intended to form the carcass reinforcement (34 ),

- a working assembly (50) intended to form the working reinforcement (16), the carcass assembly or assemblies (52) is arranged radially outside the carcass assembly (52) and the working assembly (50) forming an assembly (58) of substantially cylindrical shape around the main axis (A) of the main support (60),

- during a step of deformation of the assembly (58), the assembly (58) of substantially cylindrical shape is deformed around the main axis (A) of the main support (60) so as to obtain an assembly (59) of substantially toroidal shape around the main axis (A) of the main support (60),

- after the step of deforming the assembly (58), radially outside the assembly (59) is arranged in a substantially toroidal shape around the main axis (A) of the main support (60) , at least one hooping assembly (93) intended to form the hooping reinforcement (17) during a step of arranging the hooping assembly (93), and

- Prior to the step of deforming the assembly (58), the electrically conductive element (80) is arranged radially outside the working assembly (50) so that, after the step of arranging the hooping assembly (93), at least one portion (801), called interposed, of the electrically conductive element (80) is arranged radially between the working assembly (50) and the shrinking assembly (93).

2. Method according to the preceding claim, in which the electrically conductive element (80) and the crown (12) are arranged so as, once the tire (10) has been manufactured, to ensure electrical conductivity between the mounting support when the tire (10) is mounted to the mounting bracket and crown (12) via the electrically conductive member (80).

3. Method according to the preceding claim, in which, after the step of deforming the assembly (58), a bearing assembly (94) intended to form the tread (20) is arranged, so as, once the tire (10) has been manufactured, ensuring electrical conductivity from the interposed portion (801) of the electrically conductive element (80) to the running surface (13) radially through or via the hooping reinforcement (17) and via the tread (20).

4. Method according to any one of the preceding claims, in which the working assembly (50) is arranged so as, once the tire (10) has been manufactured, to prevent electrical conductivity via the reinforcement of work (16).

5. Method according to any one of claims 1 to 4, in which the hooping assembly (93) is arranged radially outside and in contact with the electrically conductive element (80) so as to, once the tire (10) manufactured, ensuring electrical conductivity from the interposed portion (801) of the electrically conductive element (80) to the tread (20) via the hooping reinforcement (17).

6. Method according to any one of claims 1 to 4, wherein the hooping assembly (93) is arranged so as, once the tire (10) has been manufactured, to ensure electrical conductivity from the interposed portion (801) from the electrically conductive element (80) to the tread (20) radially through the hooping reinforcement (17).

7. Method according to the preceding claim, in which the hooping assembly (93) is arranged so as to form first and second axial portions (931, 932) of the axially disjoint hooping assembly (93) on at least one axial portion (933) of the hooping assembly (93).

8. Method according to claim 7, in which each first and second axial portion (931, 932) of the hooping assembly (93) is formed by continuous winding of a single strip.

9. Method according to claim 7, in which each first and second axial portion (931, 932) of the hooping assembly (93) is formed by winding respectively first and second strips separated from each other.

10. Method according to any one of claims 7 to 9, in which an additional mass (86) of an electrically conductive material is arranged axially between the first and second axial portions (931, 932) of the hooping assembly ( 93) so as to, once the tire (10) has been manufactured, ensure electrical conductivity from the interposed portion (801) of the electrically conductive element (80) to the tread (20) radially through the hooping reinforcement (93) via the additional mass (86) of electrically conductive material.

11. Method according to the preceding claim, in which the additional mass (86) is arranged radially outside and in contact with the interposed portion (801) of the electrically conductive element (80) after the step of deforming the assembly (58).

12. Method according to claim 10 or 11, in which an intermediate assembly (92) comprising the hooping assembly (93) and the additional mass (86) arranged axially between the first and second axial portions (931, 932) of the hooping assembly (93), then the intermediate assembly (92) is attached radially to the exterior of the assembly (58) of substantially toroidal shape around the main axis (A) of the main support (60) so that the additional mass (86) is arranged radially outside and in contact of the intercalated portion (801) of the conductive element (80).

13. Method according to claim 10 or 11, in which, after the step in which the hooping assembly (93) is arranged radially around the assembly (58) of substantially toroidal shape around the main axis ( A) of the main support (60), the additional mass (86) is arranged axially between the first and second axial portions (931, 932) of the hooping assembly (93) so that the additional mass (86) is arranged radially outside and in contact with the interposed portion (801) of the conductive element (80).

14. Method according to claim 10 or 11, in which the additional mass (86) is arranged radially outside and in contact with the interposed portion (801) of the conductive element (80), then the assembly is arranged hooping (93) radially around the assembly (59) of substantially toroidal shape around the main axis (A) of the support (60) so that the additional mass (86) is arranged axially between the first and second portions axial (931, 932) of the hooping assembly (93).