Method for manufacturing a tire having conductive paths

Abstract

The manufacturing method is such that a carcass assembly (52) is arranged around a main support (60) having a cylindrical shape, an actuating assembly (50) is arranged radially outside the carcass assembly (52), the carcass assembly (52) and the actuating assembly (50) form a cylindrically shaped assembly (58), the assembly (58) is deformed to obtain an annular shaped assembly, after the deformation step at least one fastening assembly is arranged radially outside this assembly, and before the step of deforming the assembly (58), a conductive element is arranged radially outside the actuating assembly (50) such that after the step of placing the fastening assembly an interrupt portion of the conductive element is arranged radially between the actuating assembly (50) and the fastening assembly.

Description

[Technical field]

[0001] The present invention relates to a method for manufacturing a tire for a passenger vehicle. [Background technology]

[0002] Methods for manufacturing tyres with electrically conductive elements arranged to ensure electrical conductivity between the mounting support and the tread surface of the tyre when the tyre is mounted on the mounting support are known in the prior art, for example as described in EP 1 526 005 or JP 2010-159017 A. Such a mounting support comprises an electrically conductive metal rim.

[0003] In this method, the steps are carried out using a deformable main production support having a substantially cylindrical shape about a main axis, which can also assume a toroidal shape after deformation.

[0004] During the execution of this method, a sealing assembly suitable for forming the sealing layer, a carcass assembly suitable for forming the carcass layer and two circumferential reinforcing elements around the carcass assembly, for example bead wires, are wound around the main support in its substantially cylindrical shape around its main axis. A substantially cylindrical assembly around the main axis of the main support is thus obtained. The substantially cylindrical assembly is then deformed to obtain a substantially toroidal assembly. Then, two working assemblies are wound radially outside the carcass assembly having a substantially toroidal shape around the main axis of the main support. Then, the hoop reinforcement and the tread are placed radially outside the radially outermost working assembly. The assembly thus formed, called green tire due to the presence of the crosslinkable composition in a non-crosslinked state, is then placed in a crosslinking mold to proceed with the shaping of the green tire, in particular the tire tread pattern, as well as the crosslinking of the crosslinkable composition.

[0005] During the performance of this method, the conductive element is placed when the main support is in its substantially cylindrical shape, which makes its positioning easier, which would not be the case if it were positioned when the support was in a substantially toroidal shape.

[0006] In addition to this, tire manufacturers are constantly seeking to reduce the rolling resistance of tires for environmental reasons. One of the many solutions to reduce this rolling resistance consists of reducing the crown hysteresis. Significant reductions can be obtained by reducing the hysteresis of the tread and crown reinforcement.

[0007] The reduction of hysteresis of the tread and crown reinforcement is particularly obtained by using crown layers, in particular working layers, with filamentary reinforcing elements embedded in low hysteresis materials based on fillers with silica as the main filler. Such low hysteresis materials significantly reduce hysteresis, but they are generally electrically insulating compared to conductive materials based on fillers with carbon black as the main filler.

[0008] Reducing the rolling resistance of a tire through the use of an electrically insulating crown reinforcement, and in particular an electrically insulating running reinforcement, does not ensure sufficient discharge of electric charge by the tire from the vehicle to the road surface on which it is traveling. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] European Patent No. 1526005 [Patent Document 2] JP 2010-159017 A [Patent Document 3] European Patent No. 1621365 [Patent Document 4] US Patent Application Publication No. 2005 / 0103412 [Patent Document 5] French Patent No. 2797213 [Patent Document 6] French Patent No. 1413102 [Patent Document 7] European Patent No. 2018 / 0066128 [Patent Document 8] French Patent No. 3059598 [Patent Document 9] U.S. Patent No. 6,289,958 [Patent Document 10] International Publication No. 2016 / 166056 [Patent Document 11] US Patent Application Publication No. 2005 / 0103412 [Patent Document 12] International Publication No. 2016 / 166056 [Patent Document 13] European Patent No. 2016 / 166057 [Patent Document 14] European Patent No. 3489035 [Patent Document 15] U.S. Patent No. 5,702,548 Summary of the Invention [Problem to be solved by the invention]

[0010] The object of the present invention is to provide a manufacturing method which is easy to implement and makes it possible to obtain a tire in which an electrically insulating material is used at least in the working reinforcement, but which ensures a sufficient discharge of electric charges by the tire from the vehicle to the road surface on which it is traveling. [Means for solving the problem]

[0011] To this end, the invention relates to a method for manufacturing a tyre for passenger cars, comprising a crown, two beads, two side walls connecting each bead to the crown and a carcass reinforcement secured within each bead, The crown comprises a tread having a tread surface adapted to come into contact with a road surface during travel, and a crown reinforcement, the carcass reinforcement extending within the crown within each sidewall and radially inward of the crown reinforcement, the crown reinforcement being disposed radially between the tread and the carcass reinforcement, and - an operating reinforcement body; a hoop reinforcement arranged radially outside the actuation reinforcement; Equipped with The tire comprises a conductive element arranged to ensure electrical conductivity between the mounting support and the tread surface when the tire is mounted on the mounting support, In this method, - one or more carcass assemblies suitable for forming a carcass reinforcement are arranged around a main support having a substantially cylindrical shape about a main axis, an actuation assembly suitable for forming an actuation reinforcement is arranged radially outside the carcass assembly, the carcass assembly and the actuation assembly forming an assembly having a substantially cylindrical shape about a main axis of the main support; - during the step of deforming the assembly, the assembly having a substantially cylindrical shape about the main axis of the main support is deformed to obtain an assembly having a substantially toroidal shape about the main axis of the main support, - after the step of deforming the assembly, at least one hoop assembly suitable for forming a hoop reinforcement is disposed radially outside the assembly having a substantially toroidal shape around the main axis of the main support during the step of disposing the hoop assembly; and - Prior to the step of deforming the assembly, the conductive element is positioned radially outside the actuating assembly such that after the step of positioning the hoop assembly at least one so-called interruption portion of the conductive element is positioned radially between the actuating assembly and the hoop assembly.

[0012] The method according to the invention is particularly easy to implement since the conductive elements are incorporated when the assembly being formed still has a substantially cylindrical shape around the main axis of the main production support. Unlike in most current tire manufacturing methods, in the method according to the invention, the working assembly suitable for forming the working reinforcement is placed when the assembly being formed still has a substantially cylindrical shape around the main axis of the main production support, so that it is very easy to place the conductive elements radially outside the working assembly, thus allowing the use of electrically insulating materials at least in the working reinforcement, which are no longer required to ensure electrical conductivity.

[0013] The tire obtained by the method according to the invention has a 10 mm diameter measured according to ISO 16392:2017. 10 Less than or equal to 10 Ohms, preferably 8 Having an electrical resistance less than or equal to an ohm.

[0014] As is customary for those skilled in the art, reinforcement is given the meaning of one or more matrix layers, preferably of elastomer, having embedded therein one or more reinforcing elements, preferably one or more filamentary reinforcing elements, suitable for reinforcing the matrix of said or each layer.

[0015] In the present application, the element is arranged to ensure electrical conductivity from the first member to the second member when it forms a conductive path from the first member to the second member, and thus the element is arranged in contact with the first member and the second member.

[0016] In this application, an element is arranged to ensure electrical conductivity between a first member and a second member when forming a conductive path extending between the first member and the second member without necessarily extending from the first member to the second member. Thus, the element may form all or part of the conductive path extending from the first member to the second member.

[0017] In this application, an element that is arranged to prevent electrical conductivity through it means that a conductive path does not pass through it, whereas an element that is arranged to ensure electrical conductivity through it means that a conductive path does pass through it.

[0018] When electrical conductivity is ensured by means of an element passing radially through a member, this means that the electrical conduction path occurs by means of an element that physically passes through this member.

[0019] In the context of the present invention, an element arranged to prevent electrical conductivity or the insulating material of such an element is such that this element does not form part of the electrical conductive path between the mounting support and the tread surface when the tire is mounted.

[0020] In the context of the present invention, an element arranged to ensure electrical conductivity or the conductive material of such an element is such that this element forms part of the conductive path between the mounting support and the tread surface when the tire is mounted.

[0021] The main filler in a material is given the meaning of the filler which it dominates among the fillers in this material, i.e. which corresponds to the largest amount by weight among the fillers. The expression "material based on" must be understood to mean a material comprising a mixture or a product of an in situ reaction of the various components used, some of which are capable and / or suitable to react with one another, at least in part, during the various phases of producing the material and which may therefore be in a fully or partially crosslinked or non-crosslinked state.

[0022] The tires of the present invention are suitable for passenger cars as defined in accordance with the 2020 standards of the European Tyre and Rim Technical Organisation or “ETRTO”. Such tires have a cross-section in a meridian section characterized by a section height H and a nominal section width S according to the 2020 standard of the European Tyre and Rim Technical Organisation or "ETRTO", such that, very advantageously and for most tires, the ratio H / S, expressed as a percentage, is at most equal to 90, preferably at most equal to 80, more preferably at most equal to 70 and at least equal to 30, preferably at least equal to 40, and very advantageously and for most monitors, the nominal section width S is at least equal to 115 mm, preferably at least equal to 155 mm, more preferably at least equal to 175 mm, and at most equal to 385 mm, preferably at most equal to 315 mm, more preferably at most equal to 285 mm, even more preferably at most equal to 255 mm. Furthermore, the diameter D at the rim flange, which defines the diameter of the mounting rim of the tire, is at least equal to 12 inches, at least equal to 16 inches, and at most equal to 24 inches, preferably at most equal to 20 inches.

[0023] Axial is given the meaning of a direction substantially parallel to the main axis of the tire or main production support, i.e. the axis of rotation of the tire or main production support.

[0024] Circumferential direction is given the meaning of a direction substantially perpendicular to both the axial direction and the radius of the tire or main production support (in other words, a tangent to a circle centered on the axis of rotation of the tire or main production support).

[0025] Radial direction is given the meaning of a direction along the radius of the tire or main production support, i.e. any direction intersecting the axis of rotation of the tire or main production support and substantially perpendicular to this axis.

[0026] The mid-plane of the tyre (denoted M) is given the meaning of the plane perpendicular to the axis of rotation of the tyre, located axially midway between the two beads and passing through the axial centre of the crown reinforcement.

[0027] The equatorial circumferential plane of the tire (designated E) is given the meaning of a theoretical cylindrical plane that passes through the tire's equator and is perpendicular to the mid-plane and to the radial direction. The equator of the tire is the axis that, in a meridian section (a plane perpendicular to the circumferential direction and parallel to the radial and axial directions), is equidistant between the radially outermost point of the tread suitable for coming into contact with the road surface and the radially innermost point of the tire suitable for coming into contact with a support, for example the rim, the distance between these two points being equal to H.

[0028] By meridian plane is given the meaning of the plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.

[0029] By bead is given the meaning of the part of the tyre that is suitable to enable the tyre to be mounted on a mounting support, for example a wheel provided with a rim, each bead therefore being particularly suitable to come into contact with the flange of the rim that enables the bead to be mounted.

[0030] The main direction of extension of the filamentary reinforcing elements is understood to be the direction in which the filamentary reinforcing elements extend along their maximum length. The main direction of extension of the filamentary reinforcing elements may extend straight or curved, and the reinforcing elements may present a linear or wavy path in the main direction.

[0031] Any range of values ​​expressed by the phrase "between a and b" denotes a range of values ​​that runs from greater than a to less than b (i.e., excluding the endpoints a and b), whereas any range of values ​​expressed by the phrase "from a to b" means a range of values ​​that runs from a to b (i.e., including the precise endpoints a and b).

[0032] In this tire, the angle considered is the smaller in absolute value of the two angles subtended between a reference straight line, in this case the circumferential direction of the tire, and the main direction in which the filamentary reinforcing elements under consideration extend.

[0033] In this tire and in this method, the angular orientation is given the sense of a clockwise or counterclockwise direction that must be turned from a reference straight line, in this case the circumferential direction of the support or tire, to arrive at the main direction of extension of the filamentary reinforcing elements under consideration.

[0034] In this method, the angle considered formed by the main direction of extension of the working filamentary reinforcing elements and the angle formed by the main direction of extension of the carcass filamentary reinforcing elements are angles that conventionally have opposite orientations, the angle formed by the main direction of extension of each working filamentary reinforcing element being the smaller angle in absolute value of the two angles determined between a reference line, in this case the circumferential direction of the support or the tire, and the main direction of extension of the working filamentary reinforcing elements. The angle formed by the main direction of extension of each working filamentary reinforcing element thus determines an orientation that is opposite to that determined by the angle of the main direction of extension of each carcass filamentary reinforcing element.

[0035] The carcass assembly may be suitable for forming a single carcass layer or may be suitable for forming two carcass layers by winding the carcass assembly through two turns. Thus, in an embodiment in which the tire comprises two carcass layers, a single carcass assembly may be arranged, for example, by winding it through two turns, or a first radially inner carcass assembly may be arranged and a second radially outer carcass assembly may be arranged around this first radially inner carcass assembly, each of the first and second carcass assemblies being suitable for forming a respective carcass layer.

[0036] In a preferred approach which allows the use of a relatively simple method, each carcass assembly is formed by wrapping one or more carcass plies around a support and the working assembly is formed by wrapping one or more working plies radially outwardly of the carcass assembly.

[0037] In a simplified manner, in which only one carcass ply needs to be handled to form each carcass assembly and circumferential joints between the carcass plies having an axial width smaller than the axial width of each carcass assembly to be formed are considered to be avoided, each carcass assembly is made up of the carcass plies suitable for forming each carcass layer, in other words each carcass ply is axially continuous.

[0038] Where each carcass assembly is formed using multiple carcass plies, the multiple carcass plies will preferably be used in a situation where the main directions of the multiple carcass filamentary reinforcing elements are all parallel to each other.

[0039] Likewise, in a simplified manner in which only one working ply needs to be handled to form a working assembly and circumferential joints between multiple working plies having an axial width smaller than the axial width of the working assembly to be formed are avoided, the working assembly is obtained from working plies suitable for forming a single working layer, in other words, the working plies are axially continuous.

[0040] When each working assembly is formed using multiple working plies, the multiple working plies will preferably be used in a situation where the main directions of the multiple working filamentary reinforcing elements are all parallel to each other. Of course, it is possible to envisage main directions of the working filamentary reinforcing elements that are not parallel to each other between the working plies.

[0041] In the tire according to the invention, the crown comprises a tread and a crown reinforcement. - radially outwardly by the tread surface; and - radially inward by the crown reinforcement, - In the axial direction, by two planes perpendicular to the axial direction and passing through the axial ends of the tread surface, The meaning of a delimited strip of polymeric, preferably elastomeric, material is given.

[0042] Traditionally, the tread surface is determined on a tire mounted on a regular rim and inflated to a nominal pressure according to the 2020 standard of the European Tyre and Rim Technical Organisation or "ETRTO". When there is a clear boundary between the tread surface and the rest of the tire, the axial edge and axial width of the tread surface are easily determined. When the tread surface is continuous with the outer surface of the tire's sidewall, the axial edge of the tread surface coincides with a point in a meridian section where the angle between a tangent to the tread surface at this point and a straight line passing through this point parallel to the axial direction is equal to 30°. When there are several points in the meridian section where this angle is equal to 30° in absolute value, the radially outermost point is used.

[0043] The strip of polymeric material is preferably composed of a layer of polymeric, more preferably elastomeric, material or comprises a number of layers, each preferably made of a polymeric, more preferably elastomeric, material.

[0044] In one advantageous embodiment, the crown reinforcement comprises a single hoop reinforcement and a single working reinforcement. The crown reinforcement therefore does not have any reinforcements reinforced by filamentary reinforcing elements other than the hoop reinforcement and the working reinforcement. The filamentary reinforcing elements of such reinforcement excluded from the crown reinforcement of the tire comprise metallic filamentary reinforcing elements and woven filamentary reinforcing elements. Very preferably, the crown reinforcement is composed of a hoop reinforcement and a working reinforcement.

[0045] In one highly preferred embodiment, the crown does not have any reinforcement other than the crown reinforcement that is reinforced by filamentary reinforcing elements. The filamentary reinforcing elements of such reinforcement excluded from the crown of the tire comprise metallic filamentary reinforcing elements and woven filamentary reinforcing elements. Highly preferred, the crown is composed of the tread and the crown reinforcement.

[0046] In one highly preferred embodiment, the carcass reinforcement is positioned radially in direct contact with the crown reinforcement, which in turn is positioned radially in direct contact with the tread.

[0047] The method according to the invention in some embodiments makes it possible to ensure electrical conductivity between the mounting support and the crown when the tire is mounted, and thus the conductive element and the crown are arranged in such a way that it makes it possible to ensure electrical conductivity after the completion of tire manufacture between the mounting support and the crown when the tire is mounted, using the conductive element.

[0048] To allow the discharge of the electric charge to the tread surface, in some embodiments, after the stage of deforming the assembly, the tread assembly suitable for forming the tread is arranged to ensure electrical conductivity after the completion of tire manufacture from the interrupted portion of the conductive element radially through or with the hoop reinforcement and further through the tread to the tread surface. In these embodiments, the conductive path passes radially through or through the hoop reinforcement. It is therefore not necessary to provide a conductive path that avoids the crown reinforcement and in particular the hoop reinforcement, as described, for example, in EP 1 621 365 or US 2005 / 0103412. A conductive path that avoids the hoop reinforcement requires the use of a tread with at least one mass of material placed in contact with the conductive element to ensure electrical conductivity between the conductive element and the tread surface without passing through or with the hoop reinforcement, thereby limiting or even prohibiting the use of low hysteresis materials in the tread.

[0049] The invention can be advantageously used in an embodiment in which the actuation assembly is arranged to prevent electrical conductivity after the completion of tire manufacture through the actuation reinforcement. As mentioned above, in this case, an actuation reinforcement comprising a low hysteresis material based on one or more fillers comprising silica as the main filler can be advantageously used.

[0050] In a preferred configuration of the actuation reinforcement, the actuation layer comprises actuation filamentary reinforcement elements embedded in an electrically insulating material.

[0051] Such working filamentary reinforcing elements are preferably metallic. However, polymeric or mineral filamentary reinforcing elements can be envisaged, i.e. comprising one or more monofilaments of polymer or mineral. Preferably, each polymeric monofilament is chosen from aliphatic polyamide, aromatic polyamide and polyester monofilaments. Preferably, each mineral monofilament is chosen from carbon or glass monofilaments.

[0052] In a particularly advantageous variant, the working reinforcement comprises a single working layer. The method therefore comprises arranging a single working assembly suitable for forming the single working layer. The interruptions are arranged radially between the working assembly and the hoop assembly. The presence of a single working layer in particular makes it possible to make the tire lighter and therefore to reduce the energy dissipated by the crown hysteresis and thus also to reduce the rolling resistance of the tire. That is to say, the working reinforcement does not have any layer reinforced by filamentary reinforcing elements other than the working layer. The filamentary reinforcing elements of such a reinforcing layer that are excluded from the working reinforcement of the tire comprise metallic filamentary reinforcing elements and textile filamentary reinforcing elements. Very preferably, the working reinforcement is made up of a single working layer.

[0053] Advantageously, the working layer is axially delimited by its two axial edges, so that the plurality of working filamentary reinforcing elements extend axially substantially parallel to one another from one axial edge to the other of the working layer, and during the execution of the method, the working assembly is axially delimited by its two axial edges, so that the plurality of working filamentary reinforcing elements extend axially substantially parallel to one another from one axial edge to the other of the working assembly.

[0054] In some embodiments, each working filamentary reinforcing element extends in the or each working layer in a main direction that forms an angle with the circumferential direction of the tire strictly greater than 10°, preferably ranging from 15° to 50°, in absolute value. To obtain such an angle, each working filamentary reinforcing element extends in the working assembly in a main direction that forms an angle with the circumferential direction of the main production support strictly greater than 0°, preferably ranging from 4° to 60°, in absolute value.

[0055] In a first embodiment of the invention, the hoop assembly is positioned radially outwardly and in contact with the conductive element to ensure electrical conductivity after the tire is completed from the interrupted portion of the conductive element through the hoop reinforcement to the tread.

[0056] According to this first embodiment, the hoop assembly is in contact with the conductive element to form a conductive path electrically connecting the conductive element and the tread to one another, and is also in contact with the tread.

[0057] In a preferred configuration of the first embodiment of the hoop reinforcement, the hoop reinforcement comprises one or more hoop filamentary reinforcing elements embedded within a conductive material.

[0058] Preferably, such hoop filamentary reinforcing elements are polymeric or mineral filamentary reinforcing elements as described above with respect to the working filamentary reinforcing elements.

[0059] In a first variant of the first embodiment, the tread comprises one or more masses of one or more conductive materials, the or each mass of conductive material being arranged so as to ensure electrical conductivity from the hoop reinforcement through the or each mass to the tread.

[0060] With this first deformation, the tread is in contact with the hoop reinforcement so as to form a conductive path electrically connecting the hoop reinforcement and the tread surface with each other.

[0061] In a second variant of the first embodiment, allowing the use of a tread comprising an electrically insulating material, for example a low hysteresis material, the tread comprises one or more masses of one or more insulating materials and at least one mass of at least one conductive material, these masses being arranged so as to ensure electrical conductivity from the hoop reinforcement through the mass of conductive material passing radially through the mass or masses of electrically insulating material to the tread surface.

[0062] According to this second embodiment, the mass of conductive material is in contact with the hoop reinforcement and also in contact with the tread surface so as to form a conductive path electrically connecting the hoop reinforcement and the tread surface to each other.

[0063] In order to reduce the hysteresis of the tread as much as possible, the volume of the one or more electrically insulating material masses is greater than or equal to 50% of the volume of the tread, preferably greater than or equal to 75%, and more preferably greater than or equal to 95%.

[0064] In a second embodiment of the invention, the hoop assembly is positioned to ensure electrical conductivity after tire construction is complete from the interrupted portions of the conductive elements radially through the hoop reinforcement to the tread.

[0065] In a preferred configuration of the second embodiment of the hoop reinforcement, the hoop reinforcement comprises one or more hoop filamentary reinforcing elements embedded within an electrically insulating elastomeric material.

[0066] In one embodiment that allows for forming a conductive path through the hoop assembly, the hoop assembly is arranged to form a first axial portion and a second axial portion of the hoop assembly that are axially separated through at least one axial portion of the hoop assembly.

[0067] In a first variant, each of the first and second axial portions of the hoop assembly is formed by the continuous winding of a single strip, in which the hoop reinforcement is axially delimited by its two axial edges and thus comprises a single strip spirally wound in the circumferential direction so as to extend axially from one axial edge of the hoop reinforcement to the other edge of the hoop reinforcement.

[0068] Thus, in this first variant, the strip is continuous between the first and second axial portions of the hoop reinforcement, which axial portions are connected to one another by a portion of the strip, and the manufacturing method is relatively simple, comprising the step of continuously winding the strip to form the hoop assembly.

[0069] In a second variant, the first and second axial portions of the hoop assembly are formed by winding, respectively, a first strip and a second strip separated from each other, in which the hoop reinforcement is axially delimited by its two axial edges, and thus the first and second axial portions are: - the first axial portion comprises a first strip helically wound in a circumferential direction so as to extend axially continuously from one axial edge of the hoop reinforcement to an axially inner edge of the first axial portion; and the second axial portion comprises a second strip wound in a spiral manner in the circumferential direction so as to extend axially continuously from its inner axial edge to the other axial edge of the hoop reinforcement, The plates are axially separated from each other so that the plates are spaced apart from each other.

[0070] Regardless of whether it is the first or second variant, additional masses of conductive material can be readily disposed within a portion axially positioned between the first and second portions.

[0071] In a first variant of the second embodiment, the tread comprises one or more masses of one or more electrically conductive materials, the or each mass of electrically conductive material being arranged so as to ensure electrical conductivity from the or each additional mass of electrically conductive material through the or each mass to the tread. According to this second embodiment, the tread is in contact with the additional mass so as to form an electrically conductive path electrically connecting the additional mass and the tread surface with each other.

[0072] In a second variant of the second embodiment, allowing the use of a tread with an electrically insulating material, for example a low hysteresis material, the tread comprises one or more masses of one or more insulating materials and at least one mass of at least one conductive material, these masses being arranged so as to ensure electrical conductivity from the additional mass of conductive material through the one or more masses of conductive material passing radially through the one or more masses of electrically insulating material to the tread surface. According to this second embodiment, the mass of conductive material is in contact with the additional mass and further with the tread surface so as to form an electrically conductive path electrically connecting the additional mass and the tread surface with each other.

[0073] Very preferably in the second embodiment, the additional mass of conductive material is arranged axially between the first and second axial parts of the hoop assembly so as to ensure electrical conductivity after the tire is completed, from the interrupted portion of the conductive element through the hoop reinforcement in the radial direction to the tread with the additional mass of conductive material. Thus, in this tire, the crown comprises an additional mass of conductive material, which is arranged so as to ensure electrical conductivity after the tire is completed, from the interrupted portion of the conductive element through the hoop reinforcement in the radial direction to the tread with the additional mass of conductive material. The additional mass is arranged radially between the tread and the interrupted portion of the conductive element and axially between the first and second axial parts of the hoop reinforcement.

[0074] According to this first embodiment, the additional mass is in contact with the conductive element and further with the tread so as to form a conductive path electrically connecting the conductive element and the tread with each other. Of course, it is possible to use multiple additional masses of conductive material, one or more, each ensuring a part of the conductive path passing radially through the hoop reinforcement.

[0075] In order to ensure that the additional mass does indeed form part of the conductive path after the completion of tire manufacture through the hoop reinforcement, the additional mass is placed radially outwardly of and in contact with the interrupted portions of the conductive elements after the step of deforming the assembly, thereby preventing any change in the dimensions of the additional mass during the step of deforming the assembly that could result in the interruption of the conductive path.

[0076] In a first method of arranging the additional mass, an intermediate assembly comprising a hoop assembly and an additional mass axially disposed between the first axial portion and the second axial portion of the hoop assembly is formed on an intermediate support having substantially the shape of a ring about the main axis of the intermediate support, and the intermediate assembly is then mounted radially outside the assembly having substantially the shape of a ring about the main axis of the main support such that the additional mass is disposed radially outside and in contact with the interrupted portion of the conductive element.

[0077] In a first variation of this first method of arranging the additional masses, the intermediate assembly is formed by placing a tread assembly suitable for forming a tread radially outward of the hoop assembly and the additional masses.

[0078] In a second variation of this first method of placing the additional mass, the intermediate assembly is formed by placing a tread assembly radially outward of the hoop assembly, the tread assembly being suitable for forming a tread and carrying the additional mass radially inward.

[0079] In a third variation of this first method of arranging the additional masses, after the step of mounting the intermediate assembly substantially radially outward of the annular assembly, a tread assembly suitable for forming a tread is mounted radially outward of the hoop assembly and the additional masses.

[0080] In this second method of disposing the additional mass, after the step of disposing the hoop assembly radially around the assembly having a substantially toroidal shape about the major axis of the main support, the additional mass is axially disposed between the first axial portion and the second axial portion of the hoop assembly so as to be disposed radially outwardly of and in contact with the interrupted portions of the conductive element.

[0081] In a first variation of this second method of placing the additional mass, the additional mass is axially placed between the first axial portion and the second axial portion of the hoop assembly, and then a tread assembly suitable for forming a tread is placed radially outward of the hoop assembly and the additional mass.

[0082] In a second variation of this second method of placing the additional masses, an intermediate assembly is formed comprising a tread assembly suitable for forming a tread and the additional masses, and the intermediate assembly is then attached radially outwardly of the hoop assembly.

[0083] In this third method of positioning the additional mass, the additional mass is positioned radially outwardly of and in contact with the interrupted portion of the conductive element, and the hoop assembly is then positioned radially around the assembly having a substantially annular shape about the major axis of the support such that the additional mass is axially disposed between the first axial portion and the second axial portion of the hoop assembly.

[0084] In one embodiment, the conductive element extends radially inward of the equatorial circumferential surface of the tire such that the conductive element: any point of a conductive element located radially inward of the equatorial circumferential plane of the tire; any point of a conductive element positioned radially between the radially outermost working layer of the working reinforcement and the hoop reinforcement; It is radially continuous between

[0085] Radially continuous is given the sense that there are no joints, for example by abutment or overlap, between separate parts of the conductive element, which avoids the incorporation of separate parts with joint interfaces that would have to be controlled to ensure continuity of the conductive path between the aforementioned points.

[0086] Preferably, the conductive element comprises a layer made of conductive material. The layer can extend over a length corresponding to an angle less than or equal to 360° in the circumferential direction. More preferably, the layer extends over a length corresponding to an angle less than or equal to 90° in the circumferential direction to limit the mass of the conductive element. In one variation, the conductive material of the layer is an elastomeric material. In another variation, the conductive material of the layer is a conductive ink. In yet another variation, the conductive element comprises a conductive filamentary element, such as a monofilament or an assembly of monofilaments.

[0087] In some embodiments, the tire comprises a plurality of separate conductive elements evenly or unevenly distributed around the tire, regardless of the deformation of the conductive elements discussed above.

[0088] Regardless of the embodiment and variant, the hoop reinforcement optionally comprises at least one hoop filamentary reinforcing element axially bounded by two axial edges of the hoop reinforcement and helically wound in the circumferential direction so as to extend axially between the axial edges of the hoop reinforcement.

[0089] Regardless of whether it is the first or second embodiment, the or each hoop filamentary reinforcing element optionally extends in a main direction that forms with the circumferential direction of the tire an angle of less than or equal to 10°, preferably less than or equal to 7°, more preferably less than or equal to 5°, in absolute value. To obtain such an angle, each hoop filamentary reinforcing element extends in a main direction that forms with the circumferential direction of the main support within the hoop assembly an angle of less than or equal to 10°, preferably less than or equal to 7°, more preferably less than or equal to 5°, in absolute value.

[0090] In a first configuration of the conductive element, the conductive element has first and second axial ends, each of the first and second axial ends being: - first and second masses of conductive material of each of the first and second beads, respectively, each in contact with a mounting body when the tire is mounted; or - Mounting support when mounting the tire, The hoop reinforcement extends axially radially from a first one of the beads, between the radially outermost working layer and the hoop reinforcement, and into a second one of the beads so as to be in contact with the

[0091] In this first configuration, the conductive element physically connects the first bead and the second bead to one another.

[0092] When the first and second shaft ends are in contact with the first and second masses of conductive material, a conductive path passes through the first and second masses of conductive material and then through the conductive element.

[0093] When the first and second axial ends are in contact with the mounting body when the tire is mounted, the need for beads with a mass of conductive material is avoided, and beads with a material suitable for being in contact with the mounting body and having electrically insulating properties, e.g. low hysteresis, can be used.

[0094] In a second configuration of the conductive element, the conductive element comprises first and second axial ends; and - the first axial end is in contact with a mass of conductive material of one of the first and second beads that is in contact with the mounting support when the tire is mounted, and the second axial end is disposed radially between the radially outermost working layer and the hoop layer, or - the first axial end is in contact with a mounting support when the tire is mounted, and the second axial end is radially disposed between the radially outermost working layer and the hoop layer; Thus, the first of the beads extends axially radially from the first of the beads to between the radially outermost working layer and the hoop reinforcement.

[0095] Unlike the first configuration, the conductive elements of this second configuration do not physically connect the first and second beads to each other, thereby making it possible to reduce the amount of conductive elements used. It is possible to envisage variants in which only one of the first and second beads is physically connected to the crown reinforcement using a conductive element, as well as variants in which each of the first and second beads is mechanically connected to the crown reinforcement using two separate conductive elements.

[0096] Similar to the first configuration, when the first shaft end is in contact with the mass of conductive material, a conductive path passes through the mass of conductive material and then through the conductive element.

[0097] As with the first configuration, the need for a bead comprising a mass of conductive material is avoided when the first axial end is in contact with the mounting body when the tire is mounted, and therefore a bead comprising a material suitable for being in contact with the mounting body and having electrically insulating properties, e.g. low hysteresis, can be used.

[0098] In one variant of the carcass reinforcement, the carcass reinforcement comprises a single carcass layer. In this variant, the carcass reinforcement does not have any layer reinforced by filamentary reinforcing elements other than the single carcass layer. The filamentary reinforcing elements of such a reinforcing layer that are excluded from the carcass reinforcement of the tire comprise metallic filamentary reinforcing elements and textile filamentary reinforcing elements. Very preferably, the carcass reinforcement is composed of a single carcass layer.

[0099] In another variant, the carcass reinforcement comprises two carcass layers, in which the main directions of the carcass filamentary reinforcing elements of the two carcass layers are preferably substantially parallel to each other.

[0100] Advantageously, the carcass reinforcement comprises at least one carcass layer, the or each carcass layer being axially delimited by its two axial edges and comprising carcass filamentary reinforcing elements extending axially from one axial edge to the other axial edge of the or each carcass layer.

[0101] In embodiments using one or more radial carcass layers, each carcass filamentary reinforcing element extends in a main direction thereof that forms a substantially constant angle between the circumferential direction of the tire and each axial edge of the or each carcass layer ranging from 80° to 90° in absolute value.

[0102] In one particular embodiment of a tire in which the operational reinforcement comprises a single operational layer, each carcass filamentary reinforcing element is aligned in the circumferential direction of the tire and in the direction of the axial direction of the tire. - an angle strictly less than 80° in absolute value within the axially central portion of the carcass layer extending axially in radial coincidence with the working layer, - an angle ranging from 80° to 90° in absolute value within two axial lateral portions of the carcass layer extending axially between the axial central portion and each axial edge of the carcass assembly in the radial direction, Each carcass filamentary reinforcing element extends in a main direction forming the carcass.

[0103] To obtain such an angle, each carcass filamentary reinforcing element of the carcass assembly extends in a main direction thereof which forms with the circumferential direction of the main support an angle strictly greater than 0° and preferably ranging from 27° to 150°. The relationship between the angles formed by the carcass filamentary reinforcing elements in this way and the angles formed by the working filamentary reinforcing elements after the completion of the tire construction is explained in particular in patents FR 2 797 213 and FR 1 413 102.

[0104] The material in which the filamentary reinforcing elements are embedded, whether for the hoop reinforcement, the working layer or the carcass layer, preferably has elastomeric properties. Elastomeric properties is given the meaning of a material that exhibits elastomeric behavior in the crosslinked state. Such a material is advantageously obtained by crosslinking a composition comprising at least one elastomer and at least one other component. The composition, preferably comprising at least one elastomer and at least one other component, comprises an elastomer, a crosslinking system and a filler. The compositions used in these layers are generally conventional compositions for skim-coating reinforcing agents based on natural rubber or another diene elastomer, a reinforcing filler, a vulcanization system and conventional additives. The adhesion between the filamentary reinforcing elements and the matrix in which they are embedded is ensured, for example, by conventional adhesive compositions, for example RFL adhesives or equivalent adhesives.

[0105] The present invention and its advantages will be readily understood in light of the following detailed description and the non-limiting exemplary embodiments and examples thereof illustrated in FIGS. [Brief description of the drawings]

[0106] [Figure 1] 1 is a meridian section of a tire obtained by a method according to a first embodiment of the invention; [Diagram 2] 2 is a schematic cutaway view of the tire of FIG. 1 showing the arrangement of filamentary reinforcing elements within the crown. [Diagram 3] FIG. 2 is a schematic diagram of a carcass filamentary reinforcing element disposed in the sidewall of the tire of FIG. 1. [Figure 4] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Diagram 5] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 6]2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 7] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 8] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 9] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 10] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 11] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 12] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 13] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 14] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 15] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 16] 2A-2D show the different stages of the method according to a first embodiment of the invention and making it possible to manufacture the tire of FIG. 1; [Figure 17] 15A-15C show method steps according to a second embodiment of the invention and similar to those of FIGS. 13 and 14. [Figure 18] 15A-15C show method steps according to a second embodiment of the invention and similar to those of FIGS. 13 and 14. [Figure 19]FIG. 4 illustrates steps of a method according to a third embodiment. [Figure 20] FIG. 4 illustrates steps of a method according to a third embodiment. [Figure 21] FIG. 4 illustrates steps of a method according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0107] A coordinate system X, Y, Z, respectively corresponding to the normal circumferential (X), axial (Y) and radial (Z) directions of the tire is shown in the tire diagrams. A coordinate system x, y, z, respectively corresponding to the normal circumferential (x), axial (y) and radial (z) directions of the main production support, deformable between a substantially cylindrical shape about the y-axis and a toroidal shape, is shown in the method diagrams.

[0108] Figure 1 illustrates a tire according to the invention and designated by the general reference character 10. The tire 10 exhibits substantially rotational symmetry about an axis substantially parallel to an axial direction Y. The tire 10 is suitable for passenger cars and has the dimensions 245 / 45R18. The tire 10 is suitable for being mounted on a mounting support, for example a rim.

[0109] The tire 10 comprises a crown 12, which comprises a tread 20 with a tread surface 13 suitable for coming into contact with the road surface while driving, and a crown reinforcement 14 extending in the crown 12 in the circumferential direction X. The crown reinforcement 14 and the tread 20 are arranged in contact with each other. The tire 10 further comprises a sealing layer 15 suitable for defining a closed internal cavity with a mounting support after the tire 10 is mounted on a mounting support therefor, for example a conductive metal rim, for the purpose of sealing against inflation gas.

[0110] The tread 20 comprises one or more masses of one or more electrically insulating materials. In this particular case, the tread 20 comprises a first mass 201 of a first electrically insulating material forming a running layer and a second mass 202 of a second electrically insulating material forming a backing layer for the running layer. The backing layer 202, also called sublayer, is arranged radially inside the running layer 201. Each of the first and second electrically insulating materials is an electrically insulating elastomeric material based on a composition as described, for example, in US Patent Application Publication No. 2018 / 0066128, in French Patent No. 3059598 or in US Patent No. 6289958.

[0111] The crown reinforcement 14 comprises a single actuation reinforcement 16 with at least one radially outermost working layer 18 and a single hoop reinforcement 17 with a single hoop layer 19. In this case, the actuation reinforcement 16 comprises, and in this particular case consists of, a single working layer 18. In the following description, for reasons of simplicity, when referring to the working layer 18, it is not repeated every time that it is a single layer. The hoop reinforcement 17 consists of the hoop layer 19.

[0112] The crown reinforcement 14 is radially borne by the tread 20. In this case, the hoop reinforcement 17, in this case the hoop layer 19, is arranged radially outside the working reinforcement 16 and is therefore radially sandwiched between the working reinforcement 16 and the tread 20. In the embodiment shown in Figures 1 and 2, the hoop reinforcement 17 has an axial width that is smaller than the axial width of the working layer 18. The hoop reinforcement 17 is therefore the axially narrower of the working layer 18 and the hoop reinforcement 17.

[0113] The tire 10 includes two sidewalls 22 extending radially inwardly from the crown 12. The tire 10 further includes two beads 24 radially inwardly of the sidewalls 22. Each sidewall 22 connects a respective bead 24 to the crown 12.

[0114] Each bead 24 comprises at least one circumferential reinforcing element 26, in this case a bead wire 28 radially surmounted by a filler mass 30.

[0115] The tire 10 includes a carcass reinforcement 32 secured within each bead 24. The carcass reinforcement 32 extends radially within each sidewall 22 and radially inward of the crown reinforcement 14 within the crown 12. The crown reinforcement 14 is disposed radially between the tread 20 and the carcass reinforcement 32.

[0116] The carcass reinforcement 32 comprises a carcass layer 34. In this case, the carcass reinforcement 32 comprises, and in this particular case consists of, a single carcass layer 34. In this embodiment, for reasons of simplicity, it is not repeated every time the carcass layer 34 is mentioned that it is a single layer.

[0117] The carcass reinforcement 32 is disposed in direct radial contact with the crown reinforcement 14. The crown reinforcement 14 is disposed in direct radial contact with the tread 20. The hoop reinforcement 17 and the working layer 18 are disposed in direct radial contact with each other.

[0118] The hoop layer 19, working layer 18, and carcass layer 34 will now be described with reference to FIGS. 1-3.

[0119] The hoop reinforcement 17, in this case the hoop layer 19, is delimited in the axial direction by two axial edges 17A, 17B of the hoop reinforcement 17. The hoop reinforcement 17 comprises a number of hoop filamentary reinforcing elements 170 wound in a spiral manner in the circumferential direction so as to extend axially between the axial edge 17A and the other axial edge 17B in a main direction D1 of each hoop filamentary reinforcing element 170. The main direction D1 forms with the circumferential direction X of the tire 10 an angle AF in absolute value less than or equal to 10°, preferably less than or equal to 7°C, preferably less than or equal to 5°C. In this case AF=-5°. The hoop reinforcement 17 has a first axial portion 171 having a first strip 173 spirally wound circumferentially so as to extend axially continuously from the axial edge 17A of the first axial portion 171 to the axial inner edge 171A of the first axial portion 171, and a second axial portion 172 having a second strip 174 spirally wound circumferentially so as to extend axially continuously from the axial inner edge 172B of the second axial portion 172 to the axial edge 17B of the hoop reinforcement 17, the first axial portion 171 being axially separated from the second axial portion 172.

[0120] The working layer 18 is axially delimited by its two axial edges 18A, 18B. It comprises working filamentary reinforcing elements 180 which extend axially from its axial edge 18A to the other axial edge 18B substantially parallel to one another. Each working filamentary reinforcing element 180 extends in its main direction D2. The direction D2 forms with the circumferential direction X of the tire 10 an angle AT strictly greater than 10° in absolute value and preferably ranging from 15° to 50°. In this case AT=-35°.

[0121] The carcass layer 34 is axially delimited by its two axial edges 34A, 34B. The carcass layer 34 comprises a carcass filamentary reinforcing element 340 extending axially from its axial edge 34A to the other axial edge 34B. The carcass layer 34 comprises an axially extending central portion 34S radially aligned with the working layer 18 and two axially extending transverse portions 34F extending axially between the central portion 34S and each of the axial edges 34A, 34B. Each of the transverse portions 34F is wound around each of the circumferential reinforcing elements 26. Each of the transverse portions 34F comprises an inner transverse portion 38 axially arranged between the central portion 34S and each of the circumferential reinforcing elements 26 and an outer transverse portion 40 axially arranged between each of the circumferential reinforcing elements 26 and each of the axial edges 34A, 34B of the carcass layer 34. The filler mass 30 is sandwiched between an inner axial lateral portion 38 and an outer axial lateral portion 40 .

[0122] Each carcass filamentary reinforcing element 340 extends in a main direction D3 of each carcass filamentary reinforcing element 340 that forms an angle ACS with the circumferential direction X of the tire 10 in the axially central portion 34S of the carcass layer 34 strictly smaller than 80° in absolute value. Advantageously, in this axially central portion 34S of the carcass layer 34, the main direction D3 of each carcass filamentary reinforcing element 340 forms an angle ACS with the circumferential direction X of the tire 10 in absolute value ranging from 50° to 75°. In this case, ACS=+65°.

[0123] The axially central portion 34S of the carcass layer 34 has an axial width equal to at least 40%, preferably at least 50%, of the axial width L of the working layer 18 and at most 90%, preferably at most 80%, in this particular case equal to 60% of the axial width L of the working layer 18. The mid-plane M of the tire 10 intersects this portion 34S. More preferably, this portion 34S is axially centered on the mid-plane M of the tire 10.

[0124] 1 and 3, the main direction D3 of each carcass filamentary reinforcing element 340, in each axial lateral portion 34F of the carcass layer 34 extending radially in each sidewall 22, forms with the circumferential direction X of the tire 10 an angle ACF ranging in absolute value from 80° to 90°, preferably from 85° to 90°, and more preferably substantially equal to 90°, where ACF=+90°.

[0125] Each portion 34F of the carcass layer 34 extending radially in each sidewall 22 has a radial height equal to at least 50% of the radial height H of the tire 10 and at most 100% of the radial height H of the tire 10, in this particular case 95% of the radial height H of the tire 10. An equatorial circumferential plane E of the tire 10 intersects each portion 34F of the carcass layer 34 located in each sidewall 22.

[0126] As shown in Fig. 2, the main direction D2 of each working filamentary reinforcing element 180 and the main direction D3 of each carcass filamentary reinforcing element 340 form angles AT and ACS oriented oppositely with the circumferential direction X of the tire 10 in the portion PS of the tire 10 located axially between the axial edges 18A and 18B of the working layer 18. In this particular case, AT = -35° and ACS = +65°. In addition to this, the main direction D1 of each of the hoop filamentary reinforcing elements 170, the main direction D2 of each working filamentary reinforcing element 180 and the main direction D3 of each carcass filamentary reinforcing element 340 form paired angles with the circumferential direction X of the tire 10 that differ in absolute value in the portion PS' of the tire 10 located axially between the axial edges 17A and 17B of the hoop reinforcement 17.

[0127] Generally and in particular in the above-mentioned embodiment, each portion PS, PS' of the tire 10 has an axial width that is at least 40%, preferably at least 50%, of the axial width L of the working layer 18 and at most 90%, preferably at most 80%, in this particular case equal to 60% of the axial width L of the working layer 18. A mid-plane M of the tire 10 intersects each portion PS, PS' of the tire 10. More preferably, each portion PS, PS' of the tire 10 is axially centered on the mid-plane M of the tire 10.

[0128] Each working filamentary reinforcing element 180 is an assembly of two steel monofilaments, each having a diameter equal to 0.30 mm, wound around each other with a pitch of 14 mm.

[0129] Each carcass filamentary reinforcing element 340 conventionally comprises two multifilament strands, each made of a spun polyester monofilament, in this case PET, which are individually overtwisted in one direction at 240 turns per meter and then twisted together in the opposite direction at 240 turns per meter. The two multifilament strands are wound helically around each other. Each of these multifilament strands has a yarn count equal to 220 tex.

[0130] Each hoop filamentary reinforcing element 170 is, for example, of the type described in WO 2016 / 166056.

[0131] 1, the tire 10 comprises an electrically conductive element 80 arranged so as to ensure electrical conductivity through the electrically conductive element 80 between the mounting support and the crown 12 when the tire 10 is mounted. In this case, the electrically conductive element 80 comprises first and second axial ends 80A, 80B (only the end 80A is illustrated in FIG. 1), each of the first and second axial ends 80A, 80B extending axially from a first one of the beads 24, through the radially outermost working layer, in this case between the working layer 18 and the hoop reinforcement 17, into a second one of the beads 24, so as to be in contact with a first and second respective mass of electrically conductive material 82 of each of the first and second beads 24, which are in contact with the mounting support when the tire 10 is mounted.

[0132] In this case, conductive element 80 comprises a conductive material, in this particular case a layer 84 comprising an elastomeric material based on the composition described in, for example, US Patent Application Publication No. 2005 / 0103412.

[0133] The conductive element 80, here a layer 84, extends radially inward of the equatorial circumferential plane of the tire and is radially continuous between any point of the conductive element 80 located radially inward of the equatorial circumferential plane E and any point of the conductive element 80 located radially between the working layer 18 and the hoop reinforcement 17. The conductive element 80 takes the form of a ribbon having a width equal to 20 mm.

[0134] The crown 12 is positioned to ensure electrical conductivity from the conductive element 80 radially through or with the hoop reinforcement 17 and further through the tread 20 to the tread surface 13 .

[0135] For this purpose, the conductive element 80 comprises at least one so-called interruption portion 801 arranged radially between the working layer 18 and the hoop reinforcement 17 .

[0136] The hoop reinforcement 17 is arranged so as to prevent electrical conductivity from the interruptions of the conductive element 80 through the hoop reinforcement 19 to the tread 20. In this particular case, the hoop filamentary reinforcement element 170 is embedded in an electrically insulating elastomeric material, in this case an elastomeric material based on the compositions described in US 2018 / 0066128, FR 3059598 or US 6289958.

[0137] The actuation reinforcement 16 is arranged so as to prevent electrical conductivity therethrough. In this particular case, the filamentary reinforcement elements 180 of the actuation layer 18 are embedded in an electrically insulating material, in this case a material based on the compositions described in US 2018 / 0066128, FR 3059598 and US 6289958.

[0138] Furthermore, the crown 12 comprises an additional conductive material mass 86 arranged in such a way that it ensures electrical conductivity from the interrupted portion 801 of the conductive element 80 through the hoop reinforcement 17 in the radial direction to the tread 20 by means of the additional conductive material mass 86. The additional mass 86 is arranged radially between the tread 20 and the interrupted portion 801 of the conductive element 80 and axially between the first axial portion 171 and the second axial portion 172 of the hoop reinforcement 17.

[0139] In addition to the first and second masses 201 and 202, the tread 20 comprises at least one mass 88 of at least one electrically conductive material. The masses 201, 202 and 88 are arranged so as to ensure electrical conductivity from the additional electrically conductive material mass 82 through the electrically conductive material mass 88 passing radially through the electrically insulating material masses 201, 202 to the tread surface 13. It is noted that for reasons of simplification, the masses 86 and 88 are made from the same electrically conductive material.

[0140] The tire 10 is obtained by the method described below with reference to Figures 4 to 16.

[0141] First, the working assembly 50 and the carcass assembly 52 are manufactured by placing the filamentary reinforcing elements 180 and 340 of each assembly 50 and 52 parallel to one another and embedding them, for example by skim coating, in a non-crosslinked composition suitable for forming an elastomeric matrix when crosslinked with at least one elastomer. Plies, known as straight plies, are obtained in which the filamentary reinforcing elements are parallel to one another and to the main direction of the ply.

[0142] Next, portions of the straight working ply are cut at a cutting angle with respect to the working ply, and these portions are butted against each other so as to obtain working plies known as inclined working plies in which the working filamentary reinforcing elements within the ply are parallel to each other and form an angle with the main direction of the working ply equal to the cutting angle.

[0143] With regard to the carcass ply, a number of portions of the straight carcass ply are cut perpendicular to the main direction of the straight carcass ply and these portions are butted against each other so as to obtain a carcass ply known as an inclined carcass ply, in which the carcass filamentary reinforcing elements are parallel to each other within the ply and form an angle with the main direction of the carcass ply equal to the cut angle in the range of 80° to 90°.

[0144] In the above-described embodiment, a single working ply 49 and a single carcass ply 51 are obtained, each of which has an axial width, i.e., a dimension perpendicular to the longitudinal edge of each ply, equal to the axial width of each of the working assembly 50 and carcass assembly 52 to be formed later.

[0145] 4, in a first stage of building a green tire, a sealing ply 70 is placed around the main support 60, which has a substantially cylindrical shape about a major axis A, to form a sealing assembly 72 suitable for forming the sealing layer 15. In this case, the sealing ply 70 is placed by wrapping it.

[0146] 5, radially outward of the sealing assembly 72, two sidewall reinforcing plies are placed around the main support 60 to form the carcass ply 51 followed by two sidewall reinforcing assemblies 73 to form the carcass assembly 52 suitable for forming the carcass layer 34. In this particular case, each of the sidewall reinforcing assemblies 73 and the carcass assembly 52 is placed by wrapping each of the sidewall reinforcing plies and the carcass ply 51 around the main support 60, respectively. Then, radially outward of the carcass assembly 52, two filling assemblies 74 suitable for forming each filling mass 30 are placed. Then, two circumferential reinforcing elements 26 are placed around the carcass assembly 52.

[0147] Referring to FIG. 6, each axial edge 52A, 52B of the carcass assembly 52 radially covers a respective circumferential reinforcing element 26 and is folded axially inward so that the carcass assembly 52 is wrapped axially around each circumferential reinforcing element 26.

[0148] 7 illustrates a diagram showing the arrangement of the carcass filamentary reinforcing elements 340 following the axial turning-up stage of the axial edges 52A, 52B of the carcass assembly 52 around the circumferential reinforcing elements 26. The carcass assembly 52 is axially delimited by two axial edges 52A, 52B and comprises carcass filamentary reinforcing elements 340 which extend axially from the axial edge 52A of the carcass assembly 52 to the other axial edge 52B substantially parallel to each other. Each carcass filamentary reinforcing element 340 extends in the carcass assembly 52 in its main direction K3. The main direction K3 forms with the circumferential direction x of the main support 60 an initial angle A3 of each carcass filamentary reinforcing element 340 in the absolute value ranging from 80° to 90°, preferably from 85° to 90°, in this case substantially equal to 90°. Other angles A3 can be envisaged, such as angles corresponding to the angles A3 described in WO 2016 / 166056, WO 2016 / 166057 and EP 3489035.

[0149] 8, radially outward of the carcass assembly 52, two assemblies 75 are arranged for supporting each end 18A, 18B of the working layer 18. Radially outward of the carcass assembly 52, two intermediate filling assemblies 76 are also arranged. Radially outward of the carcass assembly 52 and each support assembly 75, a working assembly 50 suitable for forming the working layer 18 is then arranged. In this particular case, the working assembly is arranged by wrapping the working ply 49 radially outward of the carcass assembly 52 and each support assembly 75 to form the working assembly 50. The working assembly 50 is arranged so as to prevent electrical conductivity through the working reinforcement 16 in the state in which the tire 10 is manufactured.

[0150] FIG. 9 illustrates a view similar to FIG. 7 showing the arrangement of the carcass filamentary reinforcing elements 340 and the working filamentary reinforcing elements 180 following the step of forming the working assembly 50. The working assembly 50 comprises working filamentary reinforcing elements 180 delimited in the axial direction by two axial edges 50A, 50B and extending in the axial direction from the axial edge 50A of the working assembly 50 to the other axial edge 50B substantially parallel to each other. Each working filamentary reinforcing element 180 extends in the working assembly 50 in its main direction K2. The main direction K2 forms with the circumferential direction x of the main support 60 an initial angle A2 of each working filamentary reinforcing element 180 ranging in absolute value from 25° to 50°. In this case A2=-39°.

[0151] The carcass assembly 52 and the actuation assembly 50 then form an assembly 58 having a substantially cylindrical shape about a major axis A of the main support 60 .

[0152] 10, a conductive element 80 is disposed radially outward of the actuation assembly 50, each support assembly 75, and each intermediate filler assembly 76. In this particular case, the conductive element 80 is disposed by wrapping a layer of conductive material around it in less than one turn, preferably less than one-tenth of a turn. The conductive element 80 extends axially from one intermediate filler assembly 76 to the other intermediate filler assembly 76 located on the other side of the midplane of the main support 60.

[0153] 11 , positioned radially outward of the conductive element 80 and each intermediate filler assembly 76 and radially inward of the sealing assembly 72 are two outer bead assemblies 78, each suitable for forming an outer portion of a respective bead 24. Positioned radially outward of each outer bead assembly 78 and the conductive element 80 are two sidewall assemblies 79, each suitable for forming a portion of a respective sidewall 22.

[0154] Independently from the manufacture of the assembly shown in Figures 4 to 11, an intermediate assembly 92 is formed on this intermediate support 91 having a substantially annular shape around its main axis B, the manufacturing steps of which will be described below with reference to Figures 12 to 14. The intermediate assembly 92 comprises a hoop assembly 93 suitable for forming the hoop reinforcement 17, an additional mass of conductive material 86 and a tread assembly 94 suitable for forming the tread 20.

[0155] With reference to FIG. 12, the hoop assembly 93 is arranged to ensure electrical conductivity in the state in which the tire 10 is manufactured, from the interrupted portion 801 of the conductive element 80, radially through the hoop reinforcement 17 to the tread 20. In this particular case, the hoop assembly 93 is arranged to form first and second axial portions, designated 931, 932, of the hoop assembly 93, separated axially through at least one axial portion 933 thereof. The first and second axial portions 931, 932 of the hoop assembly 93 are suitable for forming the first and second axial portions 171 and 172, respectively, of the hoop reinforcement 17. The first and second axial portions 931, 932 of the hoop assembly 93 are formed by winding first and second strips 173, 174, respectively, separated from one another.

[0156] 13, the additional conductive material mass 86 is axially disposed between the first axial portion 931 and the second axial portion 932 of the hoop assembly 93 so as to ensure electrical conductivity in the as-manufactured state of the tire 10 from the interrupted portion 801 of the conductive element 80, passing radially through the hoop reinforcement 17 and reaching the tread 20 using the additional conductive material mass 86.

[0157] 14, intermediate assembly 92 is formed by placing a tread assembly 94, suitable for forming tread 20, radially outwardly of hoop assembly 93 and additional mass 86. Tread assembly 94 includes masses of electrically insulating material 201 and 202 and masses of electrically conductive material 88.

[0158] Referring to FIG. 15, during the step of deforming the assembly 58, independently of the manufacture of the intermediate assembly 92, the previously manufactured substantially cylindrical assembly 58 is deformed so as to obtain an assembly 59 having a substantially annular shape around the main axis A of the main support 60.

[0159] 16, the assembly 58 having a substantially cylindrical shape around the main axis A of the support 60 is deformed after the deformation stage in the axially central portion 52S of the carcass assembly 52 extending axially in radial coincidence with the working assembly 50, in order to obtain an assembly 58 having a substantially toroidal shape around the main axis A of the main support 60, such that the main direction K3 of each carcass filamentary reinforcing element 340 forms a final angle B3S of each carcass filamentary reinforcing element 340 with the circumferential direction x of the main support 60 strictly smaller than 80° in absolute value. In this case, B3S=+65°. The portion 52S of the carcass assembly 52 is suitable for forming the axially central portion 34S of the carcass layer 34.

[0160] The assembly 58 having a substantially cylindrical shape around the main axis A of the main support 60 is also deformed after the deformation step in two axial lateral portions 52F of the carcass assembly 52, each extending between the axial central portion 52S of the carcass assembly 52 and each axial edge 52A, 52B of the carcass assembly 52 in the axial direction, such that the main direction K3 of each carcass filamentary reinforcing element 340 forms a final angle B3F of each carcass filamentary reinforcing element 340 with the circumferential direction x of the support 60, in order to obtain an assembly 58 having a substantially toroidal shape around the main axis A of the main support 60. Each axial lateral portion 52F of the carcass assembly 52 is suitable for forming each axial lateral portion 34F of the carcass layer 34. In this case, B3F=+90°.

[0161] The assembly 58 having a substantially cylindrical shape about the main axis A of the main support 60 is also deformed in such a way that, after the deformation step, the main direction K2 of each working filamentary reinforcing element 340 forms with the circumferential direction x of the support 60 a final angle B2 of each working filamentary reinforcing element 340 strictly greater than 10° in absolute value, in order to obtain an assembly 58 having a substantially toroidal shape about the main axis A of the support 60. In this case, B2=-35°.

[0162] The final angles B3S, B3F, and B2 are substantially equal to the angles ACS, ACF, and AT of the tire 10.

[0163] Next, during the step of positioning the hoop assembly 93, the hoop assembly 93 is placed radially outside the assembly 59 having substantially the shape of a ring around the main axis A of the main support 60. To this end, the intermediate assembly 92 is attached radially outside the assembly 59 having substantially the shape of a ring around the main axis A of the main support 60, such that the additional mass 86 is positioned radially outside and in contact with the interrupted portion 801 of the conductive element 80.

[0164] The additional mass 86 is thus arranged radially outside and in contact with the interrupted portion 801 of the conductive element 80 after the stage of deformation of the assembly 58. The tread assembly 94 is arranged so as to ensure electrical conductivity in the state in which the tire 10 is manufactured, from the interrupted portion 801 of the conductive element 80 radially through or with the hoop reinforcement 17, through the tread 20, in this case through the hoop reinforcement with the mass 86, and through the tread 20 with the mass 88 to the tread surface 13.

[0165] In the step of positioning the conductive element 80 radially outward of the actuating assembly 50 shown in FIG. 10 , care is taken to position the conductive element 80 such that the interrupting portion 801 of the conductive element 80 is positioned radially between the actuating assembly 50 and the hoop assembly 93 after the step of positioning the intermediate element 92, and therefore after the preceding step of positioning the hoop assembly 93.

[0166] In the above-described manufacturing method, the same care is taken in positioning the conductive element 80 and the crown 12 to ensure electrical conductivity in the as-manufactured state of the tire 10 through the conductive element 80 between the mounting support and the crown 12 when the tire 10 is mounted.

[0167] Finally, the green tire thus formed is shaped and crosslinked, for example by vulcanization in a mold, to obtain the tire 10.

[0168] A tire manufactured by a method according to a second embodiment of the invention will now be described with reference to Figures 17 and 18. Elements similar to those described above in the first embodiment are indicated with the same reference symbols.

[0169] Unlike the first embodiment, the hoop reinforcement 17 of the tire 10 according to the second embodiment comprises a single strip 173 spirally wound in the circumferential direction so as to extend continuously axially from the axial edge 17A to the edge 17B of the hoop reinforcement. During the present method of manufacture shown in Fig. 17, the first and second axial portions 931, 932 of the hoop assembly 93 are formed by continuously winding the single strip 173 such that the first axial portion 931 and the second axial portion 932 are axially separated on the axial portion 933 to ensure electrical conductivity through the hoop reinforcement 17 in the as-manufactured state of the tire 10.

[0170] Unlike the method according to the first embodiment, the tread assembly 94 carries the additional mass 86 radially inward as shown in FIG. 18, and the intermediate assembly 92 is formed by placing the tread assembly 94 and the additional mass 86 suitable for forming the tread 20 radially outward of the hoop assembly 93.

[0171] A tyre manufactured by a method according to a second embodiment of the invention will now be described with reference to figures 19 to 21. Elements similar to those described above in the previous embodiment are indicated with the same reference symbols.

[0172] Unlike the method according to the first embodiment, the hoop assembly 93, the additional mass 86, and the tread assembly 94 are arranged sequentially when the assembly 59 is in the shape of a substantially ring about the main axis A.

[0173] FIG. 19 illustrates the assembly after the step in which a hoop assembly 93 is disposed radially outwardly of the assembly 59 having a substantially annular shape about the major axis A of the main support 60 .

[0174] As shown in FIG. 20, after this step of positioning the hoop assembly 93, the additional mass 86 is axially positioned between the first axial portion 931 and the second axial portion 933 of the hoop assembly 93 so as to be positioned radially outwardly of and in contact with the interruption portion 801 of the conductive element 80.

[0175] Once the first of all the additional masses 86 has been placed, the tread assembly 94 is then placed radially outward of the hoop assembly 93 and the additional masses 86, as shown in Figures 20 and 21.

[0176] The present invention is not limited to the above-described embodiments.

[0177] Instead of mounting the intermediate assembly comprising the hoop assembly 93, the additional mass 86 and the tread assembly 94 substantially to the annular assembly, a variant of the method according to the first embodiment can be envisaged in which the intermediate assembly comprises the hoop assembly 93 and the additional mass 86, and the tread assembly 94 is mounted radially outside the hoop assembly 93 and the additional mass 86 after the step of mounting the intermediate assembly substantially radially outside the annular assembly 59.

[0178] A variant of the method according to the third embodiment of the invention can be envisaged in which, instead of sequentially arranging the hoop assembly, the additional mass and the tread assembly, an intermediate assembly is formed comprising the tread assembly 94 and the additional mass 86, and the intermediate assembly thus formed is then attached radially outwardly of the hoop assembly 93.

[0179] Yet another variation of the method according to the third embodiment can be envisaged in which the order of the steps of Figure 19 and Figure 20 is reversed so as to position the additional mass 86 radially outwardly and in contact with the interrupted portion 801 of the conductive element 80, and then position the hoop assembly 93 radially around the assembly 59 such that the additional mass 86 is axially disposed between the first axial portion 931 and the second axial portion 932 of the hoop assembly 93.

[0180] One can easily envisage a tire similar to the one described above, in which the carcass reinforcement comprises two carcass layers, in which, according to the invention, the interruption is located between the radially outermost working layer of the working reinforcement and the hoop reinforcement.

[0181] The invention can also be practiced without using a carcass layer with axial transverse portions wrapped around each circumferential reinforcing element 26. Indeed, other methods of attaching the carcass layer 34 are possible, as explained, for example, in U.S. Pat. No. 5,702,548.

[0182] An embodiment similar to the first embodiment can also be envisaged in which the first and second axial ends 80A, 80B are in contact with a mounting body when the tire 10 is mounted.

[0183] Unlike the first embodiment, an embodiment can be envisaged in which the conductive element 80 extends axially from a first one of the beads 24 in the radial direction to between the radially outermost working layer 18 and the hoop reinforcement 17, such that the first axial end 80A is in contact with the mass of conductive material 82 and the second axial end 80B is located radially between the radially outermost working layer 18 and the hoop reinforcement 17. As a variant, it can be envisaged that the first axial end 80A is in contact with the mounting support when the tire 10 is mounted, and the second axial end 80B is located radially between the radially outermost working layer 18 and the hoop reinforcement 17. [Explanation of symbols]

[0184] 26 Circumferential reinforcement element 50 Actuation Assembly 52 Carcass Assembly 72 Sealing Assembly 79 Sidewall Assembly 80 Conductive Elements

Claims

1. A method for manufacturing a tire (10) for a passenger vehicle having a crown (12), two beads (24), two sidewalls (22) each connecting each bead (24) to the crown (12), and a carcass reinforcement (32) secured within each bead (24), comprising the steps of: The crown (12) comprises a tread (20) having a tread surface (13) adapted to come into contact with the road surface while traveling, and a crown reinforcement (14), a carcass reinforcement (32) extending radially inward of the crown reinforcement (14) within each sidewall and within the crown (12), the crown reinforcement (14) being disposed radially between the tread (20) and the carcass reinforcement (32); Actuation reinforcement (16), a hoop reinforcement (17) disposed radially outward of the operating reinforcement (16); Equipped with The tire (10) comprises a conductive element (80) arranged to ensure electrical conductivity between a mounting support and said tread surface (13) when the tire (10) is mounted on the mounting support, one or more carcass assemblies (52) suitable for forming said carcass reinforcement (34) are disposed around a main support (60) having a substantially cylindrical shape about a main axis (A); an actuation assembly (50) suitable for forming the actuation reinforcement (16) is arranged radially outward of the carcass assembly (52), the carcass assembly (52) and the actuation assembly (50) forming an assembly (58) having a substantially cylindrical shape about the main axis (A) of the main support (60); During the step of deforming the assembly (58), the assembly (58), having a substantially cylindrical shape around the main axis (A) of the main support (60), is deformed so as to obtain an assembly (59) having a substantially toroidal shape around the main axis (A) of the main support (60), at least one hoop assembly (93) suitable for forming the hoop reinforcement (17) after the step of deforming the assembly (58) is disposed radially outward of the assembly (59) having a substantially annular shape around the main axis (A) of the main support (60) during the step of disposing the hoop assembly (93); prior to said step of deforming said assembly (58), said conductive element (80) is arranged radially outside said working assembly (50) such that after said step of positioning said hoop assembly (93) at least one so-called interruption portion (801) of said conductive element (80) is arranged radially between said working assembly (50) and said hoop assembly (93), A method comprising:

2. 2. The method of claim 1, wherein the conductive element (80) and the crown (12) are arranged in such a way that, in the state in which the tire (10) is manufactured, the conductive element (80) ensures electrical conductivity between the mounting support and the crown (12) when the tire (10) is mounted on the mounting support by means of the conductive element (80).

3. 3. The method according to claim 2, characterized in that, after the step of deforming the assembly (58), a tread assembly (94) suitable for forming the tread (20) is arranged in such a way that, in the state in which the tire (10) is manufactured, electrical conductivity is ensured from the interrupted portions (801) of the conductive elements (80) to the tread surface (13) radially through or with the hoop reinforcement (17) and with the tread (20).

4. 4. The method according to claim 1, wherein the actuation assembly (50) is arranged in a state in which the tire (10) is manufactured, so as to prevent electrical conductivity with the actuation reinforcement (16).

5. 5. The method according to claim 1, wherein the hoop assembly (93) is arranged radially outside and in contact with the conductive element (80) so as to ensure electrical conductivity from the interrupted portion (801) of the conductive element (80) to the tread (20) with the hoop reinforcement (17) in a manufactured state of the tire (10).

6. 5. The method according to claim 1, wherein the hoop assembly (93) is arranged so as to ensure electrical conductivity from the interrupted portion (801) of the conductive element (80) to the tread (20) in a radial direction through the hoop reinforcement (17) in the state in which the tire (10) is manufactured.

7. 7. The method of claim 6, wherein the hoop assembly (93) is arranged to form first and second axial portions (931, 932) of the hoop assembly (93) that are axially separated over at least one axial portion (933) of the hoop assembly (93).

8. 8. The method according to claim 7, characterized in that an additional mass (86) of conductive material is arranged axially between the first and second axial portions (931, 932) of the hoop assembly (93) so as to ensure electrical conductivity from the interrupted portion (801) of the conductive element (80) to the tread (20) radially through the hoop reinforcement (93) with the additional mass (86) of conductive material when the tire (10) is manufactured.

9. 9. The method of claim 8, wherein the additional mass (86) is disposed radially outwardly of and in contact with the interrupted portion (801) of the conductive element (80) after the step of deforming the assembly (58).

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