Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
  • B60C23/02—Signalling devices actuated by tyre pressure
  • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
  • B60C23/0491—Constructional details of means for attaching the control device
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
  • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
  • B60C15/0018—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion not folded around the bead core, e.g. floating or down ply
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
  • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
  • B60C15/0036—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width
  • B60C15/0045—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width with ply turn-up up to the belt edges, i.e. folded around the bead core and extending to the belt edges
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/02—Carcasses
  • B60C2009/0215—Partial carcass reinforcing plies, i.e. the plies neither crossing the equatorial plane nor folded around the bead core
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C2200/00—Tyres specially adapted for particular applications
  • B60C2200/04—Tyres specially adapted for particular applications for road vehicles, e.g. passenger cars
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C3/00—Tyres characterised by the transverse section
  • B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile

Definitions

• the present invention relates to an assembly comprising a tire and a pressure measuring device, a passenger vehicle comprising such an assembly, a passenger vehicle comprising a monitoring device and the use of a tire for a passenger vehicle including a monitoring device.
• tire we mean a tire intended to form a cavity by cooperating with a support element, for example a rim, this cavity being able to be pressurized to a pressure greater than atmospheric pressure.
• a tire of the invention has a structure of substantially toroidal shape of revolution around a main axis of the tire.
• a tire for a passenger vehicle is known from the state of the art, this tire being capable of carrying a relatively high load.
• This tire is marketed under the MICHELINTM brand in the Pilot Sport 4 range and has a size of 255/35R18.
• This tire has an EXTRA-LOAD version (abbreviated XL) within the meaning of the ETRTO 2019 standard manual and, in this EXTRA-LOAD version, has a load index equal to 94. This means that, at a pressure of 290 kPa , the tire is capable of carrying a load of 670 kg.
• This load capacity is relatively high compared to a tire of the same size and qualified as STANDARD LOAD (abbreviated SL) having a load index equal to 90 and which is capable of carrying a load of 600 kg at a pressure of 250 kPa.
• STANDARD LOAD abbreviated SL
• a given vehicle could be equipped with tires having a higher load index.
• a vehicle equipped with the tires described above in their EXTRA LOAD version could be equipped with tires of size 275/35R19 in their EXTRA-LOAD version which have a load index equal to 100 and capable, at a pressure of 290 kPa, to carry a load of 800 kg, much higher than the load of 670 kg.
• a problem encountered by the applicant during the development of a HIGH LOAD CAPACITY type tire in real conditions of use is the wear of the internal surface delimiting the internal cavity of the tire. Indeed, due to a relatively large load carried, the deflection of this type of tire is relatively large and causes a relatively significant curvature of the internal surface which is abraded, particularly in the sidewall. In the long term, this abrasion of the internal surface leads to a deterioration of the seal of the tire and therefore to a more rapid loss of pressure over time, making it necessary to re-inflate the tire more frequently.
• the invention aims to provide a tire capable of carrying a greater load than existing tires while reducing the risk of more rapid loss of tire pressure due to abrasion of the internal surface of the tire and this , without sacrificing the habitability, compactness and comfort of the vehicle, nor necessarily implying an increase in the recommended tire pressure.
• the invention consists of reducing the risk of abrasion of the internal surface in order to reduce the risk of accelerating the loss of pressure.
• the inventors behind the invention discovered that the abrasion was due to the fact that the tire, in addition to being of the HIGH LOAD CAPACITY type and therefore subjected to high loads, has a relatively reduced sidewall height which amplifies the increase in the curvature of the tire and therefore the abrasion of the internal layer.
• the inventors also revealed that the actual conditions of use included, for a significant portion of tire users, a usage pressure significantly lower than the pressure recommended for the tire and the vehicle for which it is intended.
• the tire pressure monitoring devices have the essential function of monitoring the pressure in order to warn the user of the vehicle in the event of loss of tire pressure following damage. This can concern a rapid loss of pressure as well as a slow loss of pressure. In both cases, it is about monitoring the consequences of an unexpected event.
• the inventors used the fact that in the presence of a tire pressure monitoring device, the portion of users using their tires with a pressure defect compared to the recommended pressure was greatly reduced. Indeed, unexpectedly, the presence of a tire pressure monitoring device makes it possible not only to alert of the drop in pressure following an unexpected event, but also to make users aware of the good performance of the tire pressure. recommended pressure.
• a solution to the technical problem could consist of the use of a layer comprising reinforcing elements embedded in a polymer matrix, this layer being the only layer comprising reinforcing elements embedded in a polymer matrix extending radially to the less in each flank.
• a neutral fiber axially further inwards than a tire comprising two layers comprising reinforcing elements embedded in a polymer matrix. This axially inward positioning of the neutral fiber would reduce the curvature of the internal layer and therefore its abrasion during a pressure defect.
• the HIGH LOAD CAPACITY type tire is subject to a greater risk of deterioration during a pinch-shock than an EXTRA-LOAD type tire. or STANDARD LOAD.
• the invention proposes two layers comprising reinforcing elements embedded in a polymer matrix, these two layers extending radially at least in each flank.
• the monitoring device can be of any type. For example, it can be direct or indirect.
• a monitoring device generally includes a display device as well as an alert device, this alert can be audible or visual.
• the alert is issued as soon as the measured pressure or a calculated pressure indicator is lower by at least 20% or 25% compared to a reference pressure or compared to a reference pressure indicator.
• the triggering threshold to be lower, for example when the measured pressure or a calculated pressure indicator is lower by at least 10% compared to a reference pressure or compared to a pressure indicator. reference.
• the monitoring device makes it possible to directly monitor the tire pressure by giving a value of the tire pressure.
• the monitoring device includes, in addition to the display and alert devices previously mentioned, a tire pressure measuring device.
• the device makes it possible to indirectly monitor the tire pressure by calculating a pressure indicator from parameters measured by the vehicle, other than the tire pressure, and making it possible to compare this pressure indicator with a reference pressure indicator.
• Concerning indirect type monitoring devices monitoring devices are known that measure the rotational speeds of the vehicle's wheels and allow the calculation of pressure indicators from this rotational speed. These pressure indicators allow the vehicle user to be warned of a pressure defect by comparing them with a reference pressure indicator.
• the first object of the invention is intended to be used in a direct type monitoring device.
• the second vehicle object of the invention comprises a direct or indirect type monitoring device.
• Another object of the invention using a direct type monitoring device is a passenger vehicle comprising the first object assembly of the invention and a device for displaying the pressure of the or each tire measured by the measuring device of the or each assembly and/or an alert device relating to a defect in the pressure measured in the or each tire by the measuring device of the or each assembly compared to a reference pressure of the or each tire.
• Another object of the invention using an indirect type monitoring device is a passenger vehicle in which the monitoring device comprises an alert device relating to a comparison of a pressure indicator calculated from parameters measured from one or each wheel comprising the or each tire, relative to a reference pressure indicator, the measured parameters not including the pressure of the or each tire.
• the nominal section width SW and the nominal aspect ratio AR are those of the dimension marking written on the sidewall of the tire and, for example, in accordance with the ETRTO 2021 standard manual.
• the tire is for a passenger vehicle.
• a tire is for example defined in the ETRTO 2021 (European Tire and Rim Technical Organization) standard manual.
• ETRTO 2021 European Tire and Rim Technical Organization
• Such a tire presents, generally on at least one of the sidewalls, a marking in accordance with the marking of the manual of the ETRTO 2021 standard indicating the dimension of the tire in the form X/Y a V U p with X designating the nominal section width, Y designating the nominal aspect ratio, a designating the structure and which can be R or ZR, V designating the nominal rim diameter, U designating the load index and designating the speed symbol.
• the invention makes it possible to increase the load capacity of the assembly without changing the habitability, compactness and comfort of the vehicle on which it is used.
• the dimension of the tire of the invention being identical to that of the tire in its EXTRA-LOAD version, the tire does not take up any more space than the tire in its EXTRA-LOAD version.
• a tire of the invention may bear a distinctive marking making it possible to distinguish it from its STANDARD LOAD version and its EXTRA-LOAD version, for example a marking of the type HL (for HIGH LOAD) or XL+ (for EXTRA LOAD +).
• Such marking is notably disclosed in the ETRTO 2021 standard manual, page 3 of the General Notes - Passenger Car tires section to designate HIGH LOAD CAPACITY type tires.
• Example dimensions are also disclosed in the ETRTO 2021 standard manual, page 44, paragraph 9.1 of the section Passenger Car tires - Tires with metric designation.
• a HIGH LOAD CAPACITY type tire can be characterized by its load index LI such that LI > Ll'+1 and LI' being the load index of an EXTRA LOAD tire having the same dimension according to the manufacturer's manual.
• the load index Ll' is the load index of an EXTRA-LOAD tire having the same dimension, that is to say the same nominal section width, the same aspect ratio nominal, the same structure (R and ZR being considered identical) and the same nominal rim diameter.
• the load index Ll' is given by the ETRTO 2021 standard manual, in particular in the section entitled Passenger Car Tires - Tires with Metric Designation, pages 22 to 43.
• the tire of the invention has a substantially toric shape around an axis of revolution substantially coincident with the axis of rotation of the tire.
• This axis of revolution defines three directions conventionally used by those skilled in the art: an axial direction, a circumferential direction and a radial direction.
• axial direction we mean the direction substantially parallel to the axis of revolution of the tire or the assembled assembly, that is to say the axis of rotation of the tire or the mounted assembly.
• circumferential direction we mean the direction which is substantially perpendicular both to the axial direction and to a radius of the tire or of the mounted assembly (in other words, tangent to a circle whose center is on the axis of rotation of the tire or the assembled assembly).
• radial direction is meant the direction along a radius of the tire or the assembled assembly, that is to say any direction intersecting the axis of rotation of the tire or the mounted assembly and substantially perpendicular to this axis.
• median plane of the tire we mean the plane perpendicular to the axis of rotation of the tire which is located at mid-axial distance of the two beads and passes through the axial midpoint of the crown reinforcement.
• equatorial circumferential surface of the tire is meant the association of the planes passing, in each meridian cutting plane, through the equator (denoted E) of the tire and perpendicular to the median plane and 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 point exterior of the tread intended to be in contact with the ground and the point radially the innermost part 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.
• meridian plane is meant a plane parallel to and containing the axis of rotation of the tire or the mounted assembly and perpendicular to the circumferential direction.
• bead we mean the portion of the tire intended to allow the tire to be attached to a mounting support, for example a wheel comprising a rim.
• a mounting support for example a wheel comprising a rim.
• each bead is intended in particular to be in contact with a hook on the rim allowing it to be attached.
• 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).
• reinforcing element an element allowing the mechanical reinforcement of the polymer matrix in which this reinforcing element is intended to be embedded.
• the matrix is called polymeric because it is based on a polymeric composition, this polymeric composition being able to comprise one or more polymers, for example chosen from thermoplastic polymers, thermosetting polymers, elastomers, thermoplastic elastomers, but also fillers and other components usually used in the field of tire compositions, in particular compositions for embedding reinforcing elements.
• wire reinforcing element we mean a reinforcing element having a length at least 10 times greater than the largest dimension of its section whatever the shape of the latter: circular, elliptical, oblong, polygonal, in particular rectangular or square or oval. In the case of a rectangular section, the wire reinforcement element has the shape of a strip
• each first and second layer is delimited axially by two axial ends respectively of each first and second layer and comprises reinforcing elements extending axially from one axial end to the other axial end respectively of each first and second layer.
• each reinforcing element extends in a main direction forming, with the circumferential direction of the tire, an angle in absolute value, greater than or equal to 60°, preferably ranging from 80° to 90°.
• each reinforcing element is wired.
• each reinforcing element is a textile wire reinforcement element.
• textile we mean an element comprising one or more elementary textile monofilaments possibly coated with one or more layers of a coating based on an adhesive composition. This or these elementary textile monofilaments is or are obtained, for example, by melt spinning, solution spinning or gel spinning.
• Each elementary textile monofilament is made of an organic material, in particular polymeric, or inorganic, such as for example glass or carbon.
• the polymeric materials can be of the thermoplastic type, such as for example aliphatic polyamides, in particular polyamides 6-6, and polyesters, in particular polyethylene terephthalate.
• the polymeric materials can be of the non-thermoplastic type, such as for example aromatic polyamides, in particular aramid, and cellulose, natural or artificial, in particular rayon.
• the carcass reinforcement comprising first and second carcass layers, each first and second carcass layer is anchored in each bead. Different anchoring methods can be used.
• each first and second layer extending at least radially in each sidewall is constituted respectively by each first and second carcass layer.
• the reinforcing elements are carcass reinforcement elements.
• the carcass reinforcement comprising first and second carcass layers, each first and second carcass layer extends radially in each sidewall and axially in the crown radially internally to the crown reinforcement .
• each first and second layer extending at least radially in each sidewall is constituted respectively by each first and second carcass layer.
• the reinforcing elements are carcass reinforcement elements.
• the first carcass layer forms a winding around a circumferential reinforcing element of each bead so that an axially interior portion of the first carcass layer is arranged axially inside an axially exterior portion of the first carcass layer and so that each axial end of the first carcass layer is arranged radially outside each circumferential reinforcement element, and each axial end of the second carcass layer is arranged radially inside each axial end of the first layer.
• each axial end of the second carcass layer is arranged axially between the axially interior and exterior portions of the first carcass layer.
• the second carcass layer is arranged radially outside the first carcass layer in the top.
• each axial end of the second carcass layer is arranged axially inside each axially interior portion of the first carcass layer.
• the second carcass layer is arranged radially inside the first carcass layer in the top and axially inside the first carcass layer in each sidewall.
• Such arrangements of the first and second carcass layers in the first and second variants make it possible to obtain an effective mechanical coupling between the first and second carcass layers making it possible to reduce shearing between the first and second carcass layers. This reduces energy dissipation and the rise in tire temperature, especially since shearing is particularly high at high loads.
• a tire is surprisingly obtained with optimal energy dissipation and operating temperature in the sidewall, particularly at high load and under high load. pressure less than or equal to the recommended pressure for a tire of the same size in its STANDARD LOAD or EXTRA-LOAD version.
• This is all the more surprising since the particular arrangement of the first and second carcass layers is located in a zone of the tire, here in the bead or near the bead, and that this makes it possible to reduce the dissipation of energy in a another area of the tire, away from the bead, here the sidewall.
• each axial end of the second carcass layer is arranged axially between the axially inner and outer portions of the first carcass layer , or axially inside the axially interior portion of the first carcass layer, makes it possible to reduce the difference in tensions between the first layer of carcass and the second layer of carcass.
• the more the difference in tensions between the first and second carcass layers is reduced the less shear is generated between these first and second carcass layers and the less energy is dissipated.
• each axial end of the second carcass layer is arranged axially outside of each axially exterior portion of the first carcass layer.
• the second carcass layer is arranged radially outside the first carcass layer in the top and axially outside the first carcass layer in each sidewall.
• This third variant is particularly advantageous for tires having the highest sidewalls among those verifying H ⁇ 95.
• tires of the HIGH LOAD CAPACITY type presenting a highest sidewall height among those verifying H ⁇ 95 , the tension of the end of the first carcass layer becoming high, it is preferable to consider a carcass reinforcement in which, unlike the arrangement described in the first and second configurations, each axial end of the second carcass layer is arranged axially outside of each axially exterior portion of the first carcass layer. With such an arrangement of the carcass reinforcement, the tension at the end of the first carcass layer will be reduced to a lower level.
• each axial end of the first carcass layer is arranged radially inside the equator of the tire and even more preferably arranged at a radial distance less than or equal to 30 mm of a radially interior end of each circumferential reinforcement element of each bead.
• each axial end of the wound carcass layer By arranging each axial end of the wound carcass layer inside the equator of the tire, the mass of the carcass reinforcement is significantly reduced.
• the vast majority of rims currently used for tires for passenger vehicles have type J hooks whose height is, in all cases, less than 30 mm.
• the very preferential arrangement of each axial end in a zone corresponding radially substantially to the rim hook makes it possible to mechanically protect each axial end.
• each axial end would then find itself in a flexible zone of the tire subjected to excessive stresses, stresses which are very important in the case of a HIGH LOAD CAPACITY type tire.
• each axial end of the first carcass layer is arranged radially outside the equator of the tire.
• each axial end of the first carcass layer is arranged very preferably axially inside an axial end of the or at least one of the top layer(s) of the vertex reinforcement.
• each bead comprising at least first and second circumferential reinforcing elements, a portion of each first and second carcass layer is arranged axially between two of the at least first and second elements circumferential reinforcement.
• Such configurations are described in particular in WO2021/123522.
• the tire comprising a carcass reinforcement anchored in each bead, the crown comprising a crown reinforcement and a tread, the carcass reinforcement extending radially in each sidewall and axially in the crown radially internally to the crown reinforcement, the carcass reinforcement comprises a single layer of carcass anchored in each bead and extending radially in each sidewall and axially in the crown radially internally to the crown reinforcement, 'single carcass layer forming a wrap around a circumferential reinforcing element of each bead so that an axially interior portion of the carcass layer is arranged axially inside an axially exterior portion of the carcass layer and so that each axial end of the carcass layer is arranged radially outside each circumferential reinforcing element and radially outside the equator of the tire, preferably arranged axially inside one end axial of the or at least one of the top layer(s) of the top reinforcement.
• each first and second layer preferably arranged axially inside one end
• the carcass reinforcement is, with the exception of the carcass layer, devoid of any layer reinforced by reinforcing elements and anchored in the or each bead.
• the reinforcing elements of such reinforced layers excluded from the carcass reinforcement of the tire include metallic reinforcing elements and textile reinforcing elements.
• the carcass reinforcement is constituted by the single layer of carcass.
• the carcass reinforcement comprises a carcass layer anchored in each bead and extending radially in each sidewall and axially in the crown radially internally to the crown reinforcement, the tire comprising a sidewall reinforcement layer extending at least radially in each sidewall and having:
• the sidewall reinforcement layers are discontinuous under the crown of the tire.
• a sidewall reinforcement layer is not anchored in a tire bead.
• the radially interior end of the sidewall reinforcement layer is arranged radially outside the bead.
• Each first and second layer extending at least radially in each sidewall is here constituted respectively by the carcass layer and the sidewall reinforcement layer.
• the tire has a nominal section width SW ranging from 205 to 315, a nominal aspect ratio ranging from 25 to 55, a nominal rim diameter ranging from 17 to 23 and an index load Ll ranging from 98 to 116, preferably a nominal section width SW ranging from 225 to 315, a nominal aspect ratio ranging from 25 to 55, a nominal rim diameter ranging from 18 to 23 and a load index Ll ranging from 98 to 116, and more preferably a nominal section width SW ranging from 245 to 315, a nominal aspect ratio ranging from 30 to 45, a nominal rim diameter ranging from 18 to 23 and a load index Ll ranging from 98 to 116.
• the tires of the invention are intended to carry relatively high loads necessarily leading to relatively high wear compared to tires of the same dimensions in their EXTRA LOAD version.
• the invention is preferentially applied to tires capable of flexing relatively significantly because they have a relatively high load index for a given sidewall height, that is to say satisfying H/LI ⁇ 0.92.
• This is made possible by the combination according to the invention which makes it possible to reduce the abrasion of the internal surface by reducing the deflection of the sidewall thanks to the more regular compliance of the actual pressure of the tire with the recommended pressure.
• the sidewall is too short in relation to the load index, that is to say satisfying H/LI ⁇ 0.82
• the bending of the sidewall causes relatively significant compression of the first and second layers and therefore abrasion of the internal surface even though the actual pressure of the tire is in compliance with the recommended pressure.
• This abrasion is however limited by the implementation of the invention.
• Particularly preferred embodiments are those in which the tire has a dimension and a load index Ll chosen from the following dimensions and load indices: 205/40R17 88, 205/40ZR17 88, 255/35R18 98, 255/35ZR18 98, 245/35R20 98, 245/35ZR20 98, 265/35R20 102, 265/35ZR20 102, 245/35R21 99, 245/35ZR21 99, 255/35R21 101, 2 55/35ZR21 101, 265/35R21 103, 265/35ZR21 103, 285/30R21 103, 285/30ZR21 103, 315/30R21 109, 315/30ZR21 109, 315/30R23 111, 315/30ZR23 111.
• Ll load index
• the crown frame comprises a working frame comprising a radially inner working layer and a radially outer working layer arranged radially outside the radially inner working layer.
• each working layer is delimited axially by two axial ends of said working layer and comprises working reinforcing elements extending axially from one axial end to the other axial end of said layer of work. work substantially parallel to each other.
• each working reinforcement element extends in a main direction forming, with the circumferential direction of the tire, an angle, in absolute value, strictly greater than 10°, preferably ranging from 15° to 50 ° and more preferably ranging from 20° to 35°.
• the working reinforcement comprises a radially innermost working layer and a radially outermost working layer arranged radially outside the radially innermost layer
• the main direction in which each working reinforcing element of the radially innermost working layer extends and the main direction in which each working reinforcing element of the radially outermost working layer extends form, with the circumferential direction of the tire, angles of opposite orientations.
• the top reinforcement comprises a hooping reinforcement delimited axially by two axial ends of the hooping reinforcement and comprising at least one hooping reinforcement element wound circumferentially helically so as to extend axially between the axial ends of the hooping reinforcement.
• the hooping reinforcement is arranged radially outside the working reinforcement.
• the or each hooping reinforcement element extends in 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 at 7° and more preferably less than or equal to 5°.
• the or each carcass, working and hooping reinforcement element is a wire reinforcement element.
• the assembly includes a valve comprising:
• the device for measuring the pressure of the tire is fixed on the valve and is arranged on the side of the external end or on the side of the end internal.
• the external end is intended to allow the passage of a tire pressurization gas between the exterior of the tire and the valve.
• the internal end is intended to allow the passage of the tire pressurization gas between the internal cavity of the tire and the valve.
• the device is, for example, an additional device which does not equip the vehicle as original equipment (in English "Original Equipment ”) but a device purchased separately in stores and installed by the vehicle user subsequent to the purchase of the vehicle.
• the tire pressure measuring device is fixed to the internal surface of the tire. Examples of this second configuration are described in particular in WO2019/186069 or in PCT/US2019/068537.
• the internal surface delimits the internal cavity of the tire.
• the internal cavity is intended to be pressurized by the inflation gas once the tire is mounted on a mounting support, for example a rim.
• the assembly comprising a tire mounting support
• the tire pressure measuring device is fixed on the tire mounting bracket.
• the mounting support can for example be a rim.
• Figure 1 is a top view of a vehicle tourism according to a first embodiment of the invention comprising several assemblies according to a first embodiment
• Figure 2 is a view, in a meridian section plane, of one of the assemblies according to the first embodiment of the invention of Figure 1
• Figure 3 is a view, in a meridian section plane, of the tire of the assembly of Figure 2
• Figures 4, 5 and 6 are views similar to that of Figure 1 of assemblies according to second
• Figures 7, 8, 9, 10 and 11 are views similar to that of Figure 3 of tires according to variants of an assembly according to the invention
• Figure 12 is a view similar to that of Figure 1 of a passenger vehicle according to a second embodiment.
• a mark X, Y, Z is shown corresponding to the usual respectively axial (Y), radial (Z) and circumferential (X) directions of a tire or an assembly.
• FIG. 1 shows a passenger vehicle V comprising four assemblies 10 conforming to a first embodiment of the invention.
• each assembly 10 comprises a tire 11 intended for the passenger vehicle V, a mounting support 100 comprising a rim 200 and a valve. inflation 300.
• the passenger vehicle V also includes a device 400 for monitoring the pressure of each tire 11.
• the monitoring device 400 is a direct type monitoring device.
• the monitoring device 400 comprises devices 402 for measuring the pressure of each tire 11 of each assembly 10.
• the monitoring device 400 also comprises a device 404 for displaying the pressure of each tire 11 measured by the monitoring device. measurement 402 of each set 10 as well as an alert device 406 relating to a fault in the pressure measured in each tire 11 by the measuring device 402 of each set 10 in relation to a reference pressure of each tire 11.
• the reference pressure of tire 11 for vehicle V is equal to 2.8 bars and the monitoring device emits an alert as soon as the pressure defect reaches 20% of the reference pressure, this that is to say as soon as the pressure measured in the tire 11 is less than or equal to 2.2 bars.
• Each valve 300 comprises an external end 302 intended to be arranged outside an internal cavity C of the tire 11 and is intended to allow the passage of a pressurizing gas of the tire 11 between the exterior EX of the tire 11 and the valve 300.
• the valve 300 also comprises an internal end 304 intended to be arranged inside the internal cavity C of the tire 11 and intended to allow the passage of the pressurization gas of the tire 11 between the internal cavity C of the tire 11 and the valve 300.
• the measuring device 402 is fixed on the valve 300 and is arranged on the side of the external end 302.
• the tire 11 has a substantially toroidal shape around an axis of revolution R substantially parallel to the axial direction Y.
• the tire 11 has dimensions 255/35 R21.
• the tire 11 is shown in new condition, that is to say not yet driven.
• the tire 11 comprises a crown 12 comprising a tread 14 intended to come into contact with a ground during rolling and a crown reinforcement 16 extending in the crown 12 in the circumferential direction X.
• the tire 10 comprises also an internal sealing layer 18 to an inflation gas being intended to delimit the internal cavity C with the mounting support 100 of the tire 11 once the tire 11 mounted on the mounting support 100, this cavity C being intended to be pressurized by the pressurizing gas.
• the internal sealing layer 18 carries an internal surface 19 of the tire 11.
• the top frame 16 comprises a working frame 20 and a frame hooping 22.
• the working reinforcement 16 comprises at least one working layer and here comprises two working layers comprising a radially inner working layer 24 and a radially outer working layer 26 arranged radially outside the layer of work 24 radially interior.
• the hooping reinforcement 22 comprises a hooping layer 28.
• the crown reinforcement 16 is arranged radially inside the tread 14.
• the hooping reinforcement 22, here the hooping layer 28, is arranged radially outside the working armature 20 and is therefore radially interposed between the working frame 20 and the tread 14.
• the tire 10 comprises two sidewalls 30 extending the crown 12 radially inwards.
• the tire 10 further comprises two beads 32 radially internal to the sidewalls 30.
• Each sidewall 30 connects each bead 32 to the top 12.
• the tire 10 comprises a carcass reinforcement 34.
• the crown reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 34.
• the carcass reinforcement 34 is anchored in each bead 32 and s 'extends radially in each sidewall 30 and axially in the apex 12 radially internally to the apex reinforcement 16.
• the carcass reinforcement 34 comprises first and second carcass layers 36, 37 anchored in each bead 32. Each first and second carcass layer 36, 37 extends radially in each sidewall 30 and axially in the crown 12 radially internally to the crown reinforcement 16.
• the first carcass layer 36 anchored in each bead 32 forms a winding around a circumferential reinforcing element 33 of each bead 32 so that an axially interior portion 3611, 3621 of the first carcass layer 36 anchored in each bead 32 is arranged axially inside an axially exterior portion 3612, 3622 of the first layer of carcass 36 anchored in each bead 32 and so that each axial end 361, 362 axially delimiting the first layer of carcass 36 anchored in each bead 32 is arranged radially outside of each circumferential reinforcing element 33.
• Each axial end 361, 362 of the first carcass layer 36 anchored in each bead 32 is arranged radially inside the equator E of the pneumatic. More precisely, each axial end 361, 362 of the first carcass layer 36 anchored in each bead 32 is arranged at a radial distance RNC less than or equal to 30 mm from a radially interior end 331 of each circumferential reinforcement element 33 of each bead 32.
• RNC 23 mm.
• Each axial end 371, 372 of the second carcass layer 37 is arranged radially inside each axial end of the first layer 361, 362 and is arranged axially between the axially interior and exterior portions 3611, 3612 and 3621 , 3622 of the first carcass layer 36.
• the second carcass layer 37 is arranged radially outside the first carcass layer 36 in the apex 12.
• Each working layer 24, 26, hooping 28 and carcass 36 comprises a polymer matrix, here elastomeric, in which one or more reinforcing elements of the corresponding layer are embedded, here wire reinforcing elements.
• Each wire reinforcement element of hooping, work and carcass is, for example, identical to those described in WO2021250331 A1.
• the hooping reinforcement 22, here the hooping layer 28, is delimited axially by two axial ends 281, 282.
• the hooping reinforcement 22 comprises one or more wire hooping reinforcement elements wound circumferentially helically so as to extend axially from one axial end to the other of the hooping reinforcement 22 in a main direction D0 forming, with the circumferential direction X of the tire 10, an angle AF, 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°.
• AF -5°.
• the radially interior working layer 24 is delimited axially by two axial ends 241, 242.
• the radially interior working layer 24 comprises working wire reinforcing elements extending axially from one axial end to the other. each substantially parallel to the others in a main direction D1.
• the radially outer working layer 26 is delimited axially by two axial ends 261, 262.
• the radially outer working layer 26 comprises working wire reinforcing elements extending axially from one axial end to the other each substantially parallel to the other in a main direction D2.
• Each main direction D1, D2 forms, with the circumferential direction X of the tire 10, angles AT1 and AT2 respectively of opposite orientations.
• Each main direction D1, D2 forms, with the circumferential direction at 35°.
• Each sidewall 30 carries a marking indicating the size of the tire 10, as well as a speed index and a speed code.
• the tire 10 has a nominal section width SW equal to 255, a nominal aspect ratio AR equal to 35, a nominal rim diameter equal to 21.
• the tire 10 therefore has a defined sidewall height H by SW x AR / 100 here equal to 89 verifying H ⁇ 95.
• the marking also includes a load index Ll, such as Ll > Ll'+1 with Ll' being the load index of an EXTRA LOAD tire having the same dimension according to the ETRTO standard manual 2021.
• a tire with a size of 255/35R21 in its EXTRA LOAD version has a load index equal to 98 as indicated on page 38 of the Passenger Car Tires - Tires with Metric Designation section of the ETRTO 2021 standard manual.
• This load index equal to 101 corresponds to the load index of a HIGH LOAD CAPACITY type tire of size 255/35R21 as indicated in the ETRTO 2021 manual.
• tire 11 is indeed of the HIGH LOAD type CAPACITY.
• the assembly according to the second embodiment of Figure 4 is such that the device 402 for measuring the pressure of the tire 11 is arranged on the side of the tire 11. external end 302 of valve 300.
• the assembly according to the third embodiment of Figure 5 is such that the device 402 for measuring the pressure of the tire 11 is fixed to the internal surface 19 of tire 11.
• the assembly according to the fourth embodiment of Figure 6 is such that the device 402 for measuring the pressure of the tire 11 is fixed on the support of mounting 100 of tire 11, here on rim 200.
• each axial end 371, 372 of the second carcass layer 37 is arranged axially inside each axially interior portion
• the second carcass layer 37 is arranged radially inside the first carcass layer 36 in the apex 12 and axially inside the first carcass layer 36 in each sidewall 30.
• each axial end 371, 372 of the second carcass layer 37 is arranged axially outside of each axially exterior portion
• the second carcass layer 37 is arranged radially outside the first carcass layer 36 in the apex 12 and axially outside the first carcass layer 36 in each sidewall 30.
• each bead 32 comprises, replacing each circumferential reinforcing element 33, first, second and third circumferential reinforcing elements 38, 39, 40. At least one portion of each first and second carcass layer 36, 37 is arranged axially between two of the first, second and third circumferential reinforcing elements 38, 39, 40. In this case, at least one portion of the first carcass layer 36 is arranged axially between the first and second circumferential reinforcing elements 38, 39 and at least a portion of the second carcass layer 37 is arranged axially between the second and third circumferential reinforcing elements 39, 40. variant, each bead 32 could only include the circumferential reinforcing elements 38 and 40.
• the tire 11 of Figure 10 is such that the carcass reinforcement 34 comprises a single carcass layer 36 forming a winding around each circumferential reinforcing element 33 of each bead 32.
• Each axial end of the carcass layer 361, 362 is arranged radially outside of each circumferential reinforcing element 33 and, unlike the tire of the first embodiment, arranged radially outside the equator E of the tire 11 and here arranged axially at the inside the axial ends 241, 281, 242, 282 of the top layers 24, 28 of the top reinforcement 16 so that each first and second layer is formed respectively by each axially interior portion 3611, 3621 and each axially exterior portion 3612, 3622.
• the tire 11 of Figure 11 is such that the carcass reinforcement 34 comprises a layer of carcass anchored in each bead 32 and extending radially in each sidewall 30 and axially in the apex 12 radially internally to the reinforcement of crown 16.
• the tire 11 comprising two layers of sidewall reinforcement 42, 43 extending at least radially in each sidewall 30 and having a radially inner end 421, 431 arranged radially at the interior of the equator E and a radially outer end 422, 432 arranged radially outside the equator E.
• the tire 11 therefore comprises two layers of sidewall reinforcement 42, 43 which are discontinuous under the crown 12.
• the passenger vehicle V of Figure 12 includes a monitoring device 400 of indirect type.
• the monitoring device 400 comprises devices 408 for measuring one or more parameters of each wheel of the vehicle V, these parameters not including the pressure of the tires 11. In this case, these are monitoring devices.
• ABS type Anti-Blocking System” in English
• the monitoring device also includes an alert device 406 relating to a comparison of a pressure indicator calculated from the measured parameters of each wheel in relation to a reference pressure indicator.
• each axial end 361, 362 of the first carcass layer 36 could be arranged radially outside the equator of the tire 10 , for example arranged axially inside an axial end 241, 242, 261, 262, 281, 282 of the or at least one of the top layer(s) 24, 26, 28 of the reinforcement summit 16.
• the pressure is equal to 2.5 bars which corresponds to a tire pressure defect of 0.3 bar compared to the reference pressure of the tire for a given vehicle, here equal at 2.8 bars.
• the pressure is equal to 2.8 bars which corresponds to the reference pressure of the tire for the same vehicle.
• One of the elements which can illustrate the absence of abrasion of the internal surface in the second conditions unlike the first conditions is the maximum meridian curvature Cmax of the first carcass layer.
• Cmax the maximum meridian curvature of the first carcass layer.
• the maximum meridian curvature Cmax is equal to 0.31 mm -1 while in the second test conditions, the maximum meridian curvature Cmax is equal to 0.26 mm -1 .
• This significant difference in the maximum meridional curvature Cmax is consistent with and helps explain the absence of abrasion of the internal surface in the second test conditions.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Measuring Fluid Pressure (AREA)
• Tires In General (AREA)

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Publications (1)

Family

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Family Applications (1)

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• 2022
  • 2022-04-08 FR FR2203234A patent/FR3134345B1/fr active Active
• 2023
  • 2023-03-06 EP EP23709685.4A patent/EP4504531A1/de active Pending
  • 2023-03-06 WO PCT/EP2023/055619 patent/WO2023194021A1/fr not_active Ceased
  • 2023-03-06 CN CN202380030368.XA patent/CN118946467A/zh active Pending
  • 2023-03-06 CA CA3243491A patent/CA3243491A1/fr active Pending

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