• 专利附录
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    • 专利摘要:
    The invention relates to a passenger tire (1) and aims to improve, with respect to the state of the art referred to, the longitudinal and transverse adhesions on wet ground and on dry ground, while maintaining the levels of performance in behavior, especially at low transverse acceleration, and in wear. According to the invention, the tread (2) has a voiding volume ratio TEV of at least 20% and at most equal to 29% and a radial height Hs of the raised elements (22) of at least 6.0 mm and at most equal to 7.6 mm, the constitutive elastomer mixture of the tread (2) has a glass transition temperature Tg of at least -18 ° C. and at most equal to -6 ° C., a Shore A hardness at least 60 and at most equal to 75 and a loss at 60 ° C of not less than 24% and not more than 35%, the textile reinforcements of the hooping layer (31) of the hooping reinforcement ( 3) comprise an aromatic polyamide, such as aramid, and the metal reinforcements of each of the two working layers (41, 42) of the working reinforcement (4) form, with the circumferential direction XX 'of the tire, a angle (AT1, AT2) whose absolute value is at least equal to 25 ° and at most equal to 40 °.
    公开号:FR3041568A1
    申请号:FR1559243
    申请日:2015-09-30
    公开日:2017-03-31
    发明作者:Patrice Fraysse；Philippe Labrunie；Miguel Fernandez；Francois Xavier Bruneau
    申请人:Michelin Recherche et Technique SA Switzerland ；Compagnie Generale des Etablissements Michelin SCA；Michelin Recherche et Technique SA France；
    IPC主号:
    专利说明:

    The invention relates to a radial tire for fitting a passenger vehicle, usually called passenger tire.
    The tire field more particularly concerned is that of passenger tires whose meridian section is characterized by a section width S and a height of section H, within the meaning of the European Tire and Rim Technical Organization standard or " ETRTO ", such that the ratio H / S, expressed as a percentage, is at most equal to 55, and the width of section S is at least equal to 205 mm. In addition, the diameter at the seat D, defining the diameter of the mounting rim of the tire, is at least equal to 17 inches, and generally at most equal to 21 inches. For example, a tire of size 225 / 40R18 belongs to this category of tires.
    In the following, and by convention, the circumferential directions XX ', axial YY' and radial ZZ 'designate respectively a direction tangent to the running surface of the tire in the direction of rotation of the tire, a direction parallel to the tire. axis of rotation of the tire and a direction perpendicular to the axis of rotation of the tire. By "radially inner", respectively "radially outer" is meant "closer to the axis of rotation of the tire", respectively "further from the axis of rotation of the tire". By "axially inner" or "axially outer" is meant "closer to the equatorial plane of the tire", respectively "further from the equatorial plane of the tire", the equatorial plane XZ of the tire being the plane passing through the middle of the tire. running surface of the tire and perpendicular to the axis of rotation of the tire.
    In general, a tire comprises a tread, intended to come into contact with the ground via a rolling surface, and connected via two sidewalls to two beads, ensuring the connection between the tire and the rim on which it is mounted. A radial tire comprises a reinforcing reinforcement, comprising a crown reinforcement, radially inner to the tread, and a carcass reinforcement, generally radially inner to the crown reinforcement.
    The tread comprises relief elements separated from each other by troughs. The arrangement of the relief elements and troughs constitutes the sculpture of the tread. The raised elements extend radially outwardly from a bottom surface to the tread surface. For a new tire, the radial distance between the bottom surface and the running surface, measured in the equatorial plane of the tire, is called the tread height Hs. The proportion of recesses relative to the relief elements is defined by a volume notching rate Tev, equal to the ratio between the total volume of the depressions and the sum of the respective total volumes of the recesses and the relief elements. The volume measurements are made by profile readings of the tread of the new tire, for example by laser. By way of example, the tread of a passenger car tire of the state of the art, when new, has a tread height Hs of at least 7.5 mm and at most equal to 8 mm and a rate of notching volume Tev at least equal to 30% and at most equal to 32%.
    The tread comprises at least one polymeric elastomer compound material, that is to say a polymeric material obtained by mixing at least one elastomer, at least one reinforcing filler and a system. crosslinking. Most often, the tread consists of a single elastomeric mixture.
    [0007] A typical physical characteristic of an elastomeric mixture is its glass transition temperature Tg, at which temperature the elastomeric mixture goes from a deformable rubbery state to a rigid glassy state. The glass transition temperature Tg of an elastomeric mixture is generally determined during the measurement of the dynamic properties of the elastomeric mixture, on a viscoanalyzer (Metravib VA4000), according to the ASTM D 5992-96 standard. The measurement of the dynamic properties is carried out on a sample of vulcanized elastomeric mixture, ie cooked to a conversion rate of at least 90%, the sample having the shape of a cylindrical specimen having a thickness equal to 2 mm and a section equal to 78.5 mm 2 The response of the elastomeric mixing sample is recorded at a sinusoidal stress in alternating simple shear, having a peak-peak amplitude equal to 0.7 MPa and a frequency equal to 10 Hz A temperature sweep is carried out at a constant temperature rise rate of + 1.5 ° C./min. The results used are generally the complex dynamic shear modulus G *, comprising an elastic part G 'and a viscous part G ", and the dynamic loss tgδ, equal to the ratio G" / G The glass transition temperature Tg is the temperature at which the dynamic loss tgô reaches a maximum during the temperature sweep.
    The mechanical behavior of an elastomeric mixture can be characterized, on the one hand, by its Shore A hardness, measured in accordance with DIN 53505 or ASTM 2240, and on the other hand, by its loss at 60 ° C. , which is an energy loss at 60 ° C by forced energy rebound measured at the sixth shock and whose value, expressed in%, is the difference between the energy supplied and the energy restored, in relation to the energy supplied .
    By way of example, the constituent material of the tread of a passenger car tire of the state of the art taken as reference is an elastomeric mixture having a glass transition temperature Tg of at least -5. ° C and at most equal to -1 ° C, a Shore A hardness of at least 73 and at most equal to 75, and a loss at 60 ° C on average equal to 35% and at most equal to 38%.
    The crown reinforcement, radially inner to the tread and radially external to the carcass reinforcement, comprises, radially from the outside towards the inside, a hooping reinforcement comprising at least one hooping layer and a work frame comprising at least one working layer.
    The crown reinforcement has the function of taking up both the mechanical loading of the tire, generated by the inflation pressure of the tire and transmitted by the carcass reinforcement, and the mechanical stresses of rolling, generated by the rolling tire on a floor and transmitted by the tread. The specific function of the reinforcement is to give the tire rigidity in the circumferential, axial and radial directions and, in particular, the handling. The shrinking frame has the specific function of providing additional circumferential rigidity with respect to the working reinforcement, to limit the radial deformations of the tire.
    The hooping frame, for a passenger tire, most often comprises a single layer of hooping. A hooping layer comprises reinforcements generally of textile, for example of aliphatic polyamide such as nylon, coated in an elastomeric mixture and parallel to each other. The reinforcements form, with the circumferential direction XX 'of the tire, an angle Δf, measured in the equatorial plane XZ of the tire, at most equal to 5 °, or even at most equal to 1 °, in absolute value.
    The reinforcement, for a passenger tire, usually comprises two radially superposed working layers, comprising metal reinforcements embedded in an elastomeric mixture, parallel to each other in each layer and crossed from one layer to the next. , forming, with the circumferential direction XX 'of the tire, angles (ATi, AT2), measured in the equatorial plane XZ of the tire, whose absolute value is generally at least equal to 20 ° and at most equal to 25 °. The working reinforcement has an axial width Lt, defined as the maximum axial width of the working layers, at least equal to the axial width LF of the hooping reinforcement, most often defined as the axial width of the single layer frettage.
    The metal reinforcements of the working layers are cables consisting of an assembly of metal son. By way of example, the metal reinforcements used for the state-of-the-art passenger tire, referred to, is a cable (2 + 2) .26, constituted by a twisted assembly of two pairs of two metal wires. each having a diameter equal to 0.26 mm.
    In general, a metal reinforcement is mechanically characterized by a curve representing the tensile force (in N), applied to the metal reinforcement, as a function of the relative elongation (in%) of the metal reinforcement, referred to as the force-force curve. elongation. From this force-elongation curve are deduced tensile mechanical characteristics, such as the structural elongation As (in%), the total elongation at break A, (in%), the breaking force Fm (maximum load in N) and the breaking strength Rm (in MPa), these characteristics being measured according to ISO 6892 of 1984.
    The total elongation at break A of the metal reinforcement is, by definition, the sum of its structural, elastic and plastic elongations (At = As + Ae + Ap). The structural elongation As results from the relative positioning of the constituent metal son of the metal reinforcement under a low tensile force. The elastic elongation Ae results from the elasticity of the metal of the metal wires, constituting the metal reinforcement, taken individually (Hooke's law). The plastic elongation Ap results from the plasticity (irreversible deformation beyond the elastic limit) of the metal of these metal wires taken individually. These different elongations and their respective meanings, well known to those skilled in the art, are described, for example, in US 5843583, WO 2005014925 and WO 2007090603.
    It also defines, at any point of the force-elongation curve, an extension module (in GPa) which represents the slope of the line tangent to the force-elongation curve at this point. In particular, the so-called elastic modulus in extension or Young's modulus, the module in extension of the elastic linear part of the force-elongation curve.
    The metal reinforcements of the working layers are most often non-elastic, that is to say characterized by a relative elongation, under a tensile force equal to 10% of the breaking force Fm, at most equal to 0.2. and an elastic modulus in extension usually between 150 GPa and 200 GPa.
    Radially inside the crown reinforcement, the carcass reinforcement generally comprises at least one carcass layer comprising reinforcements most often made of textile material, coated in an elastomeric material and parallel to each other. The reinforcements of a carcass layer form, with the circumferential direction XX 'of the tire, an angle Ac at least equal to 85 ° and at most equal to 95 °. A textile material commonly used for the reinforcements of a carcass layer, for a passenger tire of the state of the art, is a polyester such as polyethylene terephthalate (PET).
    A carcass layer may be returned or not returned. A carcass layer is said to be turned, when it comprises a main part, connecting the two beads of the tire to each other, and wraps, in each bead, from the inside to the outside of the tire around an element of the tire. circumferential reinforcement or rod, to form a reversal having a free end. A carcass layer is unreturned, when it consists solely of a main part, connecting the two beads together, without wrapping around a rod.
    The main performance targets for a passenger tire are the longitudinal and transverse adhesions on wet and dry ground, the behavior, especially low transverse acceleration, and wear.
    The inventors have set themselves the objective of further improving, with respect to a passenger car tire of the state of the art as previously described, the longitudinal and transverse adhesions on wet ground and on dry ground, while maintaining performance levels in behavior, especially low transverse acceleration, and wear.
    This object has been achieved, according to the invention, by a tire for a passenger vehicle comprising: a tread intended to come into contact with a ground via a running surface and comprising relief elements extending radially outwardly from a bottom surface to the running surface over a radial height Hs measured in an equatorial plane XZ of the tire, the relief elements having a total volume Vp and being separated by recesses having a total volume Vc, the tread having a volume notching rate Tev, defined as the ratio between the total volume Vc of the recesses and the sum of the total volume Vc of the recesses and the total volume Vp of the recesses. elements in relief, the tread further comprising at least one elastomeric mixture having a glass transition temperature Tg, a Shore A hardness and a loss at 60 ° C, a hooping reinforcement, radially tread inside, comprising at least one shrinking layer comprising textile reinforcements embedded in an elastomeric mixture, parallel to each other and forming, with a circumferential direction XX 'of the tire, an angle Δf, measured in the equatorial plane XZ of the tire, at most equal to 5 ° in absolute value, a working reinforcement, radially inner to the hooping reinforcement, comprising at least two radially superposed working layers, comprising metal reinforcements embedded in a parallel elastomeric compound, between them in each layer and crossed from one layer to the next, forming, with the circumferential direction XX 'of the tire, an angle (ATi, AT2), measured in the equatorial plane XZ of the tire, whose absolute value is at less than 20 °, a carcass reinforcement comprising at least one carcass layer comprising textile reinforcements embedded in a material parallel to each other and forming, with the circumferential direction XX 'of the tire, an angle Ac at least equal to 85 ° and at most equal to 95 °, the tread having a degree of notching volume Tev at least equal to 20% and at most equal to 29% and a radial height Hs of the elements in relief at least equal to 6.0 mm and at most equal to 7.6 mm, the at least one constitutive elastomer mixture of the tread having a transition temperature vitreous Tg at least equal to -18 ° C and at most equal to -6 ° C, a Shore A hardness of at least 60 and at most equal to 75 and a loss at 60 ° C of at least 24% and at more than 35%, -the textile reinforcements of the at least one shrink-wrap layer of the shrink-fit reinforcement comprising an aromatic polyamide, such as aramid, and the metal reinforcements of each of the at least two working layers of the frame of work forming, with the circumferential direction e XX 'of the tire, an angle (An, AT2), measured in the equatorial plane XZ of the tire, whose absolute value is at least equal to 25 ° and at most equal to 40 °.
    The tread according to the invention has a volume notching rate Tev of at least 20% and at most equal to 29% and a radial height Hs of the elements in relief at least equal to 6.0 mm and at most equal to 7.6 mm, whereas the tread of the state of the prior art has a notch rate Tev of at least 30% and at most equal to 32% and a tread height Hs of at least equal to at 7.5 mm and at most equal to 8 mm Therefore, the level of the notch volume Tev and the radial height Hs of the raised elements of the tread according to the invention have values lower than the corresponding characteristics of the tread of the state of the art taken as a reference. Knowing that the total volume Vp of the raised elements of the tread, which characterizes the volume of material to be used, decreases with the notch rate TEv and increases with the radial height Hs, the total volume Vp of the relief elements of the tread respectively according to the invention and according to the state of the art are substantially of the same level. Consequently, the impact of the volume of rubber to wear on the wear performance is close between the tire of the invention and that of the state of the art.
    The elastomer mixture of the tread according to the invention has a glass transition temperature Tg at least equal to -18 ° C and at most equal to -6 ° C, a Shore A hardness of at least 60 and at most equal to 75 and a loss at 60 ° C at least equal to 24% and at most equal to 35%, whereas the elastomeric mixture of the tread of the state of the art taken with reference to a temperature of glass transition Tg at least equal to -5 ° C and at most equal to -1 ° C, a Shore A hardness of at least 73 and at most equal to 75, and a loss at 60 ° C on average equal to 35% and at most equal to 38%. Consequently, the glass transition temperature Tg, the Shore A hardness and the loss at 60 ° C. of the elastomer mixture of the tread according to the invention have values which can be lower than the corresponding characteristics of the elastomer mixture of the tread. of the state of the art taken in reference: this allows overall a gain in adhesion, but also in rolling resistance.
    From the point of view of its chemical composition, the elastomeric mixture of the tread according to the invention comprises 100 phr (parts per cent of elastomer) of diene elastomer. By definition, a diene elastomer is a homopolymer or a copolymer, derived at least in part from diene monomers, that is to say from monomers carrying two carbon-carbon double bonds, conjugated or otherwise. Preferably, the elastomeric mixture comprises a copolymer of 1,3-butadiene and styrene (SBR) functionalized at a rate of at least 20 phr. More preferably, the functionalized 1,3-butadiene and styrene copolymer (SBR) comprises a silanol functional group.
    Also from the point of view of its chemical composition, the elastomeric mixture of the tread according to the invention comprises a thermoplastic resin plasticizing resin at a rate of at least 20 phr.
    Furthermore, a shrinking layer of hooping reinforcement comprising textile reinforcements comprising an aromatic polyamide, such as aramid, and not textile reinforcements consisting of an aliphatic polyamide, such as nylon, as in FIG. state of the art of reference, gives a greater circumferential rigidity to the top of the tire, which is also favorable to adhesion, especially on dry ground. Such a feature is also advantageous with respect to wear resistance and behavior due to higher drift rigidity.
    Still according to the invention, the metal reinforcements of each of the at least two working layers of the working frame forming, with the circumferential direction XX 'of the tire, an angle (An, AT2), measured in the plane equatorial tire XZ, whose absolute value is at least equal to 25 ° and not more than 40 °. In the tire of the state of the art, the angle (An, AT2) has an absolute value is generally at least equal to 20 ° and at most equal to 25 °, therefore less than that of the invention. Consequently, the drift stiffness of the tire according to the invention is greater than that of the tire of the state of the art, which confers on the tire according to the invention an advantage in wet grip, but also in resistance to wear. wear and noise.
    Thus, the combination of the essential characteristics of the invention makes it possible to improve, with respect to a passenger car tire of the state of the art as previously described, the longitudinal and transverse adhesions on wet ground and on dry ground, while maintaining performance levels in behavior, particularly low transverse acceleration, and wear. It also advantageously allows a decrease in the rolling resistance of the tire, and therefore in the fuel consumption of the tire, and a reduction in the noise generated by the tire.
    The tread preferably has a radial height Hs relief elements at least equal to 6.5 mm, which further increases the total volume Vp of the raised elements of the tread, so the volume of material, and, therefore, improve wear performance.
    The textile reinforcements of the at least one shrink-wrap layer of the hoop reinforcement preferably form, with the circumferential direction XX 'of the tire, an angle AF, measured in the equatorial plane XZ of the tire, at most equal to 1 ° in absolute value. This condition implies that the textile reinforcements are substantially circumferential and maximize the effects of hooping.
    [0033] Still more preferably, the hooping reinforcement having an axial width Lf and the working reinforcement having an axial width LT, the axial width LF of the hooping reinforcement is at least equal to the axial width LT of the work frame, so that the hooping frame is completely overlapping or overflowing with respect to the frame of work. A frettage reinforcement at least as wide as the work reinforcement has an optimum effect with respect to hooping.
    According to a first embodiment of the hooping reinforcement, the textile reinforcements of the at least one hooping layer of the hooping reinforcement comprise a combination of an aromatic polyamide, such as aramid, and an aliphatic polyamide, such as nylon. Such reinforcements are also called hybrid reinforcements and have the advantage of having a mechanical behavior in extension called "bi-module", characterized by a low extension module, that of nylon, and therefore a large deformability, for small elongations, and a high extension module and therefore a lower deformability, for large elongations.
    According to a second embodiment of the hooping reinforcement, the textile reinforcements of the at least one hooping layer of the hooping reinforcement comprise a combination of an aromatic polyamide, such as aramid, and polyester, such as polyethylene terephthalate (PET). Such reinforcements are also hybrid reinforcements which have the same advantages as those described above.
    The metal reinforcements of each of the at least two working layers of the working reinforcement preferably form, with the circumferential direction XX 'of the tire, an angle (ATi, An), measured in the equatorial plane XZ of the tire, whose absolute value is at least 27 ° and not more than 33 °. As previously described, such an angle gap gives the tire drift rigidity guaranteeing satisfactory performance in wet grip, but also in wear and noise resistance.
    Advantageously, an intermediate layer comprising at least one elastomeric mixture is positioned radially inside the tread and radially outwardly of the hooping frame. The tire of the state of the art of reference does not include such an intermediate layer which makes it possible to optimize in particular the rolling resistance.
    Also advantageously the intermediate layer has a radial thickness E at least equal to 0.3 mm and at most equal to 4.0 mm. Such a thickness ensures a gain in rolling resistance compared to the state of the art, that is to say a decrease in rolling resistance.
    Still advantageously, the at least one elastomeric mixture constituting the intermediate layer having a Shore A hardness and a loss at 60 ° C, the at least one elastomeric mixture, constituting the intermediate layer, has a Shore A hardness at less than 63 and not more than 69 and a loss at 60 ° C not less than 10% and not more than 16%. These characteristics have values lower than those of the elastomeric mixture of the tread and thus allow to further reduce the rolling resistance.
    According to an alternative embodiment of the intermediate layer, the intermediate layer is asymmetrical with respect to the equatorial plane XZ of the tire, so that the surface Si of the meridian section of the intermediate layer portion, axially positioned in the half of tire intended to be mounted on the inside of the vehicle, is at least equal to 1.05 times and at most equal to 1.15 times the surface S2 of the meridian section of the intermediate layer portion, axially positioned in the half of tire intended to be mounted on the outside of the vehicle. This implies that the volume of the intermediate layer portion is higher for the tire half positioned on the inside of the vehicle than for the tire half positioned on the outside of the vehicle. This makes it possible to improve the endurance of the crown of the tire while driving on a circuit, while maintaining the same level of rolling resistance.
    According to a first embodiment of the sculpture, the arrangement of the raised elements of the tread is asymmetrical with respect to the equatorial plane XZ of the tire, so that the Tevi volume notching rate of half of tread intended to be mounted on the inside of the vehicle is at least equal to 1.3 times and at most equal to 2 times the level of notching volume Tev2 of the half of tread intended to be mounted on the outside of the vehicle. Preferably, the volume notching rate Tevi of the half of the tread band intended to be mounted on the inside of the vehicle is at least equal to 1.5 times and at most equal to 1.8 times the volume notching rate Tev2 of half of the tread. tread intended to be mounted on the outside of the vehicle. An asymmetrical arrangement of the raised elements of the tread makes it possible to improve the transverse adhesion on dry ground, as well as the associated forms of wear, without degrading the transverse adhesion on wet ground thanks to a volume notching rate. overall level of the same level as that of the tread of the tire of the state of the art referenced.
    According to a second variant embodiment of the sculpture, the elements in relief of the tread each comprising a radially outer face, positioned on the rolling surface, called the contact face, the contact face of any element in relief. of the tread comprises at least one chamfer having a radial height Hch at least equal to 1 mm and at most equal to 2 mm and forming, with the running surface, an angle Ach at least equal to 45 °. The radial height Hch and the angle Ach are preferably variable along the contact face. The presence of chamfers on the contact face of the relief elements causes a decrease in the local contact pressure at the leading edge, which contributes to further improving the grip on dry ground and also to delay the appearance of forms of wear in aggressive use.
    According to a particular embodiment, the metal reinforcements of each of the at least two working layers of the working frame are constituted by mono-filaments, which are lighter and have a better compressive strength than the assemblies. usual wires. A monofilament consists of a single wire.
    The carcass reinforcement generally comprising at least one carcass layer comprising reinforcements most often made of textile material, coated in an elastomeric material and parallel to each other, it preferably comprises either a single carcass layer or two layers of carcass. Even more preferentially, the carcass layer textile reinforcements are made of polyethylene terephthalate (PET).
    According to a particular embodiment, the reinforcing armature of the tire has a "shoulder lock" type architecture, characterized by a carcass reinforcement comprising a carcass layer called "returned", that is to say winding in each bead of the tire around a circumferential reinforcing element or rod to form a reversal whose free end comes into contact with the radially inner face of the crown reinforcement.
    The invention is illustrated by Figures 1 and 2, not shown in scale and described below: -Figure 1: meridian half-section of a tire according to the invention. -Figure 2: perspective section of a tire according to the invention.
    FIG. 1 represents a meridian half-section, in a meridian plane YZ, of a tire 1 for a passenger vehicle according to the invention. The tire 1 comprises, radially to the outside, a tread 2 intended to come into contact with a ground via a rolling surface 21 and comprising raised elements 22 extending radially towards the ground. the outside from a bottom surface 23 to the running surface 21 over a radial height Hs measured in an equatorial plane XZ of the tire. The raised elements 22 have a total volume Vp and are separated by recesses 24 having a total volume Vc. The tread 2 has a volume notching rate Tev, defined as the ratio between the total volume Vc of the troughs 24 and the sum of the total volume Vc of the troughs 24 and of the total volume Vp of the relief elements 22. Bearing 2 consists of an elastomeric mixture having a glass transition temperature Tg, a Shore A hardness and a loss at 60 ° C. The tire 1 further comprises, according to a particular embodiment of the invention, an intermediate layer 6 comprising an elastomeric mixture and positioned radially inside the tread 2 and radially outside the hooping frame 3. The tire 1 also comprises a hooping reinforcement 3, radially inner to the intermediate layer 6 and comprising a hooping layer 31, a working reinforcement 4 radially inner to the hooping frame 3 and comprising two working layers ( 41, 42) radially superimposed, and finally a carcass reinforcement 5 comprising a carcass layer 51.
    [0048] Figure 2 shows a perspective section of a tire according to the invention. The hooping layer 31 comprises textile reinforcements 311 coated in an elastomeric mixture, parallel to each other and forming, with a circumferential direction XX 'of the tire, an angle AF, measured in the equatorial plane XZ of the tire, at most equal to 5 ° in ultimate value. The two working layers (41, 42) each comprise metal reinforcements (411, 421) embedded in an elastomeric mixture, parallel to each other in each layer and crossed from one layer to the next, forming, with the circumferential direction XX of the tire, an angle (ATi, AT2), measured in the equatorial plane XZ of the tire, whose absolute value is at least equal to 20 °. The carcass layer 51 comprises textile reinforcements 511 coated in an elastomeric material, parallel to each other and forming, with the circumferential direction XX 'of the tire, an angle Ac at least equal to 85 ° and at most equal to 95 °.
    According to a first essential characteristic of the invention, the tread 2 has a volume notching rate Tev of at least 20% and at most equal to 29% and a radial height Hs of the relief elements 22 to 22. less than 6.0 mm and not more than 7.6 mm. According to a second essential characteristic of the invention, the constituent elastomer mixture of the tread 2 has a glass transition temperature Tg of at least -18 ° C. and at most equal to -6 ° C., a Shore A hardness of less than 60 and not more than 75 and a loss at 60 ° C of not less than 24% and not more than 35%. According to a third essential characteristic of the invention, the textile reinforcements 311 of the hooping layer 31 of the hooping frame 3 comprise an aromatic polyamide, such as aramid. According to a fourth essential characteristic of the invention, the metal reinforcements of each of the two working layers (41, 42) of the working armature 4 form, with the circumferential direction XX 'of the tire, an angle (Αχι, An) , measured in the equatorial plane XZ of the tire, the absolute value of which is at least 25 ° and at most equal to 40 °.
    The invention has been more particularly studied for a passenger tire of size 225/40 RI 8. A reference tire R has been compared to a first tire A according to the invention and to a second tire B according to the invention. invention.
    The tread of the reference tire R comprises elements in relief extending radially over a radial height Hs equal to 7.6 mm. The level of volume notching Tev of the tread is equal to 31%. The constitutive elastomer mixture of the tread has a glass transition temperature Tg equal to -3 ° C, a Shore A hardness equal to 74 and a loss at 60 ° C equal to 35%. The reference tire R does not include an intermediate layer radially inside the tread and radially outside the shrink fitting. The hooping frame comprises a hooping layer whose textile reinforcements are nylon 140/2 title (assembly of 2 surtors of 140 tex each, 1 tex being the mass in g of 1000 m of wire). The working frame comprises two radially superimposed working layers. Metal reinforcements of formula (2 + 2) .26 (twisted assembly of two pairs of two metal wires each having a diameter equal to 0.26 mm) of the radially innermost working layer and of the radially outermost working layer form, with the circumferential direction XX 'of the tire, an angle (An, AT2), measured in the equatorial plane XZ of the tire, respectively equal to + 27 ° and -21 °. The carcass reinforcement consists of a carcass layer whose textile reinforcements are polyethylene terephthalate (PET) 220/2 title (assembly of 2 surtors 220 tex each), with a twist of 240 revolutions / m and distributed in the carcass layer with a density of 96 threads / dm.
    The tread of the tire A according to the invention comprises elements in relief extending radially over a radial height Hs equal to 7.5 mm. The volume notching rate Tev of the tread is equal to 26.5%. The constitutive elastomer mixture of the tread has a glass transition temperature Tg equal to -16 ° C, a Shore A hardness equal to 63 and a loss at 60 ° C equal to 26%. The tire A according to the invention further comprises an intermediate layer, radially inside the tread and radially outside the shrink fitting, constituted by an elastomeric mixture having a Shore A hardness of 66 and a loss at 60 ° C equal to 14%. The hoop reinforcement comprises a hooping layer whose textile reinforcements comprise a combination of aramid yarns and A167 / N140 nylon yarns (assembly of a 167 tex aramid surtres and a nylon surtres of 140 tex). The working frame comprises two radially superimposed working layers. Metal reinforcements of formula (2 + 2) .26 (twisted assembly of two pairs of two metal wires each having a diameter equal to 0.26 mm) of the radially innermost working layer and of the radially outermost working layer form, with the circumferential direction XX 'of the tire, an angle (An, AT2), measured in the equatorial plane XZ of the tire, respectively equal to + 29 ° and -29 °. The carcass reinforcement is constituted by a carcass layer whose textile reinforcements are made of polyethylene terephthalate (PET) of title 334/2 (assembly of 2 surtors of 334 tex each), with a twist of 270 revolutions / m and distributed in the carcass layer with a density of 80 threads / dm.
    The tread of the tire B according to the invention comprises elements in relief extending radially over a radial height Hs equal to 7.5 mm. The volume notching rate Tev of the tread is equal to 26.5%. The constituent elastomer mixture of the tread has a glass transition temperature Tg equal to -9 ° C, a Shore A hardness equal to 72 and a loss at 60 ° C equal to 33%. The tire A according to the invention further comprises an intermediate layer, radially inside the tread and radially outside the shrink fitting, constituted by an elastomeric mixture having a Shore A hardness of 66 and a loss at 60 ° C equal to 14%. The hoop reinforcement comprises a hooping layer whose textile reinforcements comprise a combination of aramid yarns and A167 / N140 nylon yarns (assembly of a 167 tex aramid surtres and a nylon surtres of 140 tex) with a twist of 290 rpm and distributed in the carcass layer with a density of 98 threads / dm. The working frame comprises two radially superimposed working layers. The metal reinforcements of (2 + 2) .26 (twisted assembly of two pairs of two metal wires each having a diameter equal to 0.26 mm) of the radially innermost working layer and the radially innermost working layer form , with the circumferential direction XX 'of the tire, an angle (Ατι, Αχ2), measured in the equatorial plane XZ of the tire, respectively equal to + 29 ° and -29 °. The carcass reinforcement is constituted by a carcass layer whose textile reinforcements are made of polyethylene terephthalate (PET) of title 334/2 (assembly of 2 surtors of 334 tex each), with a twist of 270 revolutions / m and distributed in the carcass layer with a density of 80 threads / dm.
    The tires A, B and R have been subjected to various tests and comparative measurements whose results as a percentage of the results of the reference tire R (base 100) are presented in Table 1 below:
    Table 1
    Compared to the tire R of the state of the art taken as a reference, the tires A and B according to the invention exhibit an improvement in longitudinal adhesion on wet ground and on dry ground, an equivalent performance in transverse grip on ground wet and on dry ground (with slight degradation on wet ground for the tire A), an improvement of the behavior resulting from an increase of the lateral rigidity with weak acceleration, and an equivalent performance in wear.
    权利要求:
    Claims (13)
    [1" id="c-fr-0001]
    1 - Pneumatic tire (1) for a passenger vehicle comprising: a tread (2) intended to come into contact with a ground via a running surface (21) and comprising elements in relief (22); ) extending radially outwardly from a bottom surface (23) to the running surface (21) over a radial height Hs measured in an equatorial plane XZ of the tire, the raised elements (22) ) having a total volume Vp and being separated by recesses (24) having a total volume Vc, the tread (2) having a volume notching rate Tev, defined as the ratio between the total volume Vc of the recesses (24). ) and the sum of the total volume Vc of the recesses (24) and the total volume Vp of the relief elements (22), the tread (2) further comprising at least one elastomeric mixture having a glass transition temperature Tg, a Shore A hardness and a loss at 60 ° C, a hooping reinforcement (3), radially inner to the tread (2), comprising at least one shrinking layer (31) comprising textile reinforcements (311) embedded in an elastomeric mixture, parallel to each other and forming, with a circumferential direction XX 'of the tire, a angle Δf, measured in the equatorial plane XZ of the tire, at most equal to 5 ° in absolute value, -a working reinforcement (4), radially inner to the hooping reinforcement (3), comprising at least two working layers (41, 42), radially superposed, comprising metal reinforcements (411, 421) embedded in an elastomeric mixture, parallel to each other in each layer and crossed from one layer to the next, forming, with the circumferential direction XX 'of the pneumatic, an angle (ATi, AT2), measured in the equatorial plane XZ of the tire, the absolute value of which is at least 20 °, -a carcass reinforcement (5) comprising at least one carcass layer (51) comprising textile reinforcements (511) embedded in an elastomeric material, parallel to one another and forming, with the circumferential direction XX 'of the tire, an angle Ac at least equal to 85 ° and at most equal to 95 °, characterized in that the strip of rolling (2) has a degree of notching volume Tev at least equal to 20% and at most equal to 29% and a radial height Hs of the elements in relief (22) at least equal to 6.0 mm and at most equal to 7.6 mm, in that the at least one constitutive elastomer mixture of the tread (2) has a glass transition temperature Tg at least equal to -18 ° C. and at most equal to -6 ° C., a Shore A hardness at less than 60 and not more than 75 and a loss at 60 ° C of not less than 24% and not more than 35%, in that the textile reinforcements (311) of the at least one hooping layer (31) ) of the hooping frame (3) comprise an aromatic polyamide, such as aramid, and that the metal reinforcements (411, 421) of each of the at least two working layers (41, 42) of the working reinforcement (4) form, with the circumferential direction XX 'of the tire, an angle (An, AT2), measured in the equatorial plane XZ of the tire, the absolute value of which is at least 25 ° and at most equal to 40 °.
    [2" id="c-fr-0002]
    2 - tire (1) according to claim 1, wherein the tread (2) has a radial height Hs relief elements (22) at least equal to 6.5 mm.
    [3" id="c-fr-0003]
    3 - tire (1) according to one of claims 1 or 2, wherein the textile reinforcements (311) of the at least one shrink layer (31) of the hooping frame (3) form with the circumferential direction XX 'of the tire, an angle AF, measured in the equatorial plane XZ of the tire, at most equal to 1 ° in absolute value.
    [4" id="c-fr-0004]
    4 - tire (1) according to any one of claims 1 to 3, the hooping frame (3) having an axial width LF and the working frame (4) having an axial width LT, in which the axial width LF of the hooping reinforcement (3) is at least equal to the axial width Lt of the work reinforcement (4), so that the hooping reinforcement (3) is entirely overlapping or overflowing with respect to the working frame (4).
    [5" id="c-fr-0005]
    5 - tire (1) according to any one of claims 1 to 4, wherein the textile reinforcements (311) of the at least one hooping layer (31) of the hooping frame (3) comprise a combination of an aromatic polyamide, such as aramid, and an aliphatic polyamide, such as nylon.
    [6" id="c-fr-0006]
    6 - tire (1) according to any one of claims 1 to 4, wherein the textile reinforcements (311) of the at least one hooping layer (31) of the hooping frame (3) comprise a combination of an aromatic polyamide, such as aramid, and a polyester, such as polyethylene terephthalate (PET).
    [7" id="c-fr-0007]
    7 - tire (1) according to any one of claims 1 to 6, wherein the metal reinforcements (411, 421) of each of the at least two working layers (41, 42) of the reinforcement (4) form, with the circumferential direction XX 'of the tire, an angle (ATi, AT2), measured in the equatorial plane XZ of the tire, whose absolute value is at least equal to 27 ° and at most equal to 33 °.
    [8" id="c-fr-0008]
    8 - tire (1) according to any one of claims 1 to 7, wherein an intermediate layer (6) comprising at least one elastomeric mixture is positioned radially inside the tread (2) and radially to the outside of the hooping frame (3).
    [9" id="c-fr-0009]
    9 - tire (1) according to claim 8, wherein the intermediate layer (6) has a radial thickness E at least equal to 0.3 mm and at most equal to 4.0 mm
    [10" id="c-fr-0010]
    10 - tire (1) according to any one of claims 8 or 9, the at least one elastomeric mixture, constituting the intermediate layer (6) having a Shore A hardness and a loss at 60 ° C, wherein the at least one mixture The elastomeric material constituting the intermediate layer (6) has a Shore A hardness of at least 63 and at most 69 and a loss at 60 ° C. of at least 10% and at most equal to 16%.
    [11" id="c-fr-0011]
    11 - tire (1) according to any one of claims 8 to 10, wherein the intermediate layer (6) is asymmetrical with respect to the equatorial plane XZ of the tire, so that the surface Si of the meridian section of the portion (61 ) of intermediate layer (6), axially positioned in the tire half to be mounted on the inside of the vehicle, is at least equal to 1.05 times and at most equal to 1.15 times the surface S2 of the meridian section the portion (62) of intermediate layer (6) axially positioned in the tire half to be mounted on the outside of the vehicle.
    [12" id="c-fr-0012]
    12- A tire (1) according to any of claims 1 to 11, wherein the arrangement of the raised elements (22) of the tread (2) is asymmetrical with respect to the equatorial plane XZ of the tire, so that the Tevi volume notching rate of the half of the tread band intended to be mounted on the inside of the vehicle is at least equal to 1.3 times and at most equal to twice the TEv2 volume notching rate of the tread half intended for to be mounted on the outside of the vehicle.
    [13" id="c-fr-0013]
    13 - tire (1) according to any one of claims 1 to 12, the raised elements (22) of the tread (2) each comprising a radially outer face, positioned on the running surface (21), called contact face (221), wherein the contact face (221) of any raised element (22) of the tread (2) comprises at least one chamfer having a radial height Hch of at least 1 mm and at least one more equal to 2 mm and forming, with the running surface (21), an angle Ach at least equal to 45 °.
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    同族专利:
    公开号 | 公开日
    EP3356161A1|2018-08-08|
    FR3041568B1|2017-09-15|
    WO2017055353A1|2017-04-06|
    EP3356161B1|2019-06-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0412928A2|1989-08-10|1991-02-13|The Goodyear Tire & Rubber Company|Pneumatic tire|
    US5479977A|1992-10-30|1996-01-02|Sumitomo Rubber Industries, Ltd.|Pneumatic tire with carcass structure for increased sidewall rigidity|
    US6082423A|1997-06-09|2000-07-04|The Goodyear Tire & Rubber Company|Low cost light weight radial tire|
    US20040108037A1|2002-04-08|2004-06-10|Osborne Daniel Grier|Pneumatic tire crown reinforcement|WO2018185436A1|2017-04-04|2018-10-11|Compagnie Generale Des Etablissements Michelin|Tyre with improved performances|
    WO2018202982A1|2017-05-05|2018-11-08|Compagnie Generale Des Etablissements Michelin|Tyre for vehicle|
    WO2018202980A1|2017-05-05|2018-11-08|Compagnie Generale Des Etablissements Michelin|Tyre for a vehicle|
    WO2018202981A1|2017-05-05|2018-11-08|Compagnie Generale Des Etablissements Michelin|Vehicle tyre|
    WO2018202983A1|2017-05-05|2018-11-08|Compagnie Generale Des Etablissements Michelin|Tyre for a vehicle|
    WO2019102149A1|2017-11-24|2019-05-31|Compagnie Generale Des Etablissements Michelin|Tyre for passenger vehicle|
    WO2019102148A1|2017-11-24|2019-05-31|Compagnie Generale Des Etablissements Michelin|Tyre for passenger vehicle|
    WO2019102150A1|2017-11-24|2019-05-31|Compagnie Generale Des Etablissements Michelin|Tyre for passenger vehicle|
    WO2020128207A1|2018-12-19|2020-06-25|Compagnie Generale Des Etablissements Michelin|Optimized tyre for a van|
    WO2020128208A1|2018-12-19|2020-06-25|Compagnie Generale Des Etablissements Michelin|Optimized tyre for a van|
    WO2020128209A1|2018-12-19|2020-06-25|Compagnie Generale Des Etablissements Michelin|Optimized tyre for a van|
    FR3090474A1|2018-12-19|2020-06-26|Compagnie Generale Des Etablissements Michelin|Optimized truck tire|
    FR3090478A1|2018-12-19|2020-06-26|Compagnie Generale Des Etablissements Michelin|Optimized truck tire|
    FR3090477A1|2018-12-19|2020-06-26|Compagnie Generale Des Etablissements Michelin|Optimized truck tire|
    法律状态:
    2016-09-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-31| PLSC| Search report ready|Effective date: 20170331 |
    2017-09-28| PLFP| Fee payment|Year of fee payment: 3 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1559243A|FR3041568B1|2015-09-30|2015-09-30|PNEUMATIC FOR TOURISM VEHICLE|FR1559243A| FR3041568B1|2015-09-30|2015-09-30|PNEUMATIC FOR TOURISM VEHICLE|
    EP16775212.0A| EP3356161B1|2015-09-30|2016-09-28|Tyre for passenger vehicle|
    PCT/EP2016/073117| WO2017055353A1|2015-09-30|2016-09-28|Tyre for passenger vehicle|
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