Method for manufacturing a tire having a conductive path

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 car.

Background Art

[0002] For example, as described in European Patent No. 1526005 or Japanese Patent Application Laid-Open No. 2010-159017, a method for manufacturing a tire provided with a conductive element arranged to ensure conductivity between a mounting support and a tread surface of the tire when the tire is mounted on the mounting support is known in the prior art. Such a mounting support includes a conductive metal rim.

[0003] In this method, a plurality of steps are carried out using a deformable main manufacturing support having a substantially cylindrical shape around a main axis and which can also take an annular shape after deformation.

[0004] During the execution of this method, a sealing assembly suitable for forming a sealing layer, a carcass assembly suitable for forming a 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. Next, the substantially cylindrical assembly is deformed to obtain a substantially annular assembly. Next, two working assemblies are wound around the radially outer side of a carcass assembly having a substantially annular shape around the main axis of the main support. Next, a hoop reinforcement and a tread are arranged on the radially outer side of the radially outermost working assembly. Such an assembly formed in this way, called a green tire due to the presence of a crosslinkable composition in an uncrosslinked state, is then placed in a crosslinking mold in order to proceed with the shaping of the green tire, particularly the tire tread pattern, and the crosslinking of the crosslinkable composition.

[0005] During the execution of this method, the conductive element is positioned when the main support is in its substantially cylindrical shape, which facilitates its positioning, but this would not be the case if it were positioned when the support was in a substantially annular shape.

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

[0007] The reduction of hysteresis in tread and crown reinforcements is particularly achieved by using a crown layer, especially a working layer, that has filamentous reinforcing elements embedded in a low-hysteresis material based on a filler containing silica as the primary filler. While such low-hysteresis materials significantly reduce hysteresis, they are generally more electrically insulating compared to conductive materials based on a filler containing carbon black as the primary filler.

[0008] Reducing tire rolling resistance through the use of electrically insulating crown reinforcements, particularly electrically insulating saddle reinforcements, does not guarantee sufficient discharge of electric charge from the vehicle to the road surface while driving. [Prior art documents] [Patent Documents]

[0009] [Patent Document 1] European Patent No. 1526005 [Patent Document 2] Japanese Patent Publication No. 2010-159017 [Patent Document 3] European Patent No. 1621365 [Patent Document 4] U.S. 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. 6289958 [Patent Document 10] International Publication No. 2016 / 166056 [Patent Document 11] U.S. 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. 5702548 [Overview of the project] [Problems that the invention aims to solve]

[0010] The object of the present invention is to provide a manufacturing method that is easy to implement and enables the production of a tire in which an electrical insulating material is used at least in the working reinforcement, but which ensures sufficient discharge of electric charge from the vehicle to the road surface by the tire while driving. [Means for solving the problem]

[0011] To this end, the present invention relates to a method for manufacturing a tire for a passenger car, comprising a crown, two beads, two side walls connecting each bead to the crown, and carcass reinforcements fixed within each bead. The crown comprises a tread adapted to be in contact with the road surface during running and a crown reinforcement, and the carcass reinforcement extends within each sidewall and inside the crown radially inward of the crown reinforcement. The crown reinforcement is arranged radially between the tread and the carcass reinforcement, and - an actuating reinforcement, - a hoop reinforcement arranged radially outside the actuating reinforcement, and is provided with The tire comprises a conductive element arranged to ensure 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 the carcass reinforcement are arranged around a main support having a substantially cylindrical shape around the main axis, - an actuating assembly suitable for forming the actuating reinforcement is arranged radially outside the carcass assembly, and the carcass assembly and the actuating assembly form an assembly having a substantially cylindrical shape around the main axis of the main support, - during the stage of deforming the assembly, the assembly having a substantially cylindrical shape around the main axis of the main support is deformed to obtain an assembly having a substantially annular shape around the main axis of the main support, - after the stage of deforming the assembly, at least one hoop assembly suitable for forming the hoop reinforcement is arranged radially outside the assembly having a substantially annular shape around the main axis of the main support during the stage of arranging the hoop assembly, and - before the stage of deforming the assembly, the conductive element is arranged radially outside the actuating assembly such that at least one so-called interrupting portion of the conductive element is arranged radially between the actuating assembly and the hoop assembly after the stage of arranging the hoop assembly.

[0012] The method according to the present invention is particularly easy to implement because the conductive element is incorporated when the assembly being formed still has a substantially cylindrical shape around the main axis of the main manufacturing support. Different from most of the current tire manufacturing methods, in the method according to the present invention, the working assembly suitable for forming the working reinforcement is arranged when the assembly being formed still has a substantially cylindrical shape around the main axis of the main manufacturing support, so it is very easy to arrange the conductive element radially outside the working assembly, thus enabling the use of an electrical insulating material at least in the working reinforcement where conductivity no longer needs to be guaranteed.

[0013] The tire obtained by the method according to the present invention has an electrical resistance that is lower than or equal to 10 10 ohms, preferably lower than or equal to 10 8 ohms, when measured in accordance with ISO 16392:2017.

[0014] As is customary for those skilled in the art, the reinforcement means one or more reinforcement elements suitable for reinforcing the base material of the layer or each layer, preferably one or more filamentous reinforcement elements embedded therein, preferably one or more base material layers of an elastomer.

[0015] In this application, the element is arranged to ensure conductivity from the first member to the second member when forming a conductive path from the first member to the second member. Thus, this element is arranged in contact with the first member and the second member.

[0016] In this application, the element is arranged to ensure conductivity between the first member and the second member when forming a conductive path extending between the first member and the second member, even if it does not necessarily extend from the first member to the second member. Thus, this element can form all or part of the conductive path extending from the first member to the second member.

[0017] In this application, an element positioned to prevent conductivity means that the conductive path does not pass through this element. Conversely, an element positioned to guarantee conductivity means that the conductive path passes through this element.

[0018] When conductivity is guaranteed by elements passing radially through a component, this means that the conductive path is generated by elements physically passing through this component.

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

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

[0021] The term "major filler in a material" is given to the filler that constitutes the majority of the fillers in that material, i.e., the filler that corresponds to the largest amount by weight among multiple fillers. The expression "material based on" should be understood to mean a material comprising a mixture of various components used or the products of in-situ reactions, some of which are capable of and / or suitable for reacting with each other at least partially during the various phases of manufacturing the material, and therefore can be considered fully or partially crosslinked or uncrosslinked.

[0022] The tire of the present invention is suitable for passenger cars as defined in accordance with the 2020 standards of the European Tyre and Rim Technical Organisation (ETRTO). Such tires have a meridional section characterized by the above section height H and nominal section width S, as specified in the 2020 standards of the European Tyre and Rim Technical Organisation (ETRTO), wherein the ratio H / S, expressed as a percentage for most tires, is at most 90, preferably at most 80, more preferably at most 70, and at least 30, preferably at least 40, and the nominal section width S for most monitors is at least 115 mm, preferably at least 155 mm, more preferably at least 175 mm, and at most 385 mm, preferably at most 315 mm, more preferably at most 285 mm, and even more preferably at most 255 mm. Furthermore, the diameter D at the rim flange that determines the diameter of the rim on which the tire is mounted 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] The axial direction is defined as a direction substantially parallel to the main axis of the tire or main manufacturing support, i.e., the rotation axis of the tire or main manufacturing support.

[0024] The circumferential direction is defined as a direction substantially perpendicular to both the axial direction and the radius of the tire or main manufacturing support (in other words, a tangent to a circle whose center is located on the rotation axis of the tire or main manufacturing support).

[0025] In the radial direction, the meaning is given to any direction along the radius of the tire or main manufacturing support, that is, any direction that intersects the rotation axis of the tire or main manufacturing support and is substantially perpendicular to this axis.

[0026] The intermediate surface of the tire (indicated as M) is defined as a surface that is perpendicular to the tire's axis of rotation, located midway between the two beads in the axial direction, and passing through the axial center of the crown reinforcement.

[0027] The equatorial circumferential plane of a tire (denoted as 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 radial direction. In the meridional section (a plane perpendicular to the circumferential direction and parallel to the radial and axial directions), the tire's equator is equidistant from the radially outermost point of the tread suitable for contact with the road surface and the radially innermost point of the tire suitable for contact with a support, such as the rim, and the axis is such that the distance between these two points is equal to H.

[0028] The meridional plane is defined as a plane that is parallel to and contains the rotational axis of the tire, and is perpendicular to the circumferential direction.

[0029] The term "bead" is given the meaning of the part of the tire that is suitable for mounting the tire to a mounting support, such as a wheel with a rim. Thus, each bead is particularly suitable for being in contact with the flange of the rim that allows the bead to be mounted.

[0030] The primary direction in which a filamentous reinforcing element extends is understood to be the direction in which the filamentous reinforcing element extends along its maximum length. The primary direction in which a filamentous reinforcing element extends may be straight or curved, and the reinforcing element may exhibit a straight or corrugated path in the primary direction.

[0031] Any range expressed as "between a and b" represents a range of values ​​from greater than a to less than b (i.e., excluding the endpoints a and b), while any range expressed as "from a to b" means a range of values ​​from a to b (i.e., including the exact endpoints a and b).

[0032] In this tire, the angle considered is the smaller of the two angles determined between the reference line, in this case the circumferential direction of the tire, and the principal direction in which the filamentous reinforcing element under consideration extends.

[0033] In this tire and method, the direction of the angle is given the meaning of clockwise or counterclockwise directions, which must be rotated from a reference line, in this case the circumferential direction of the support or tire, and determine the angle to reach the main direction in which the filamentous reinforcing element under consideration extends.

[0034] In this method, the angle considered, formed by the main direction in which the working filament reinforcing element extends, and the angle formed by the main direction in which the carcass filament reinforcing element extends are conventionally opposite angles. The angle formed by the main direction in which each working filament reinforcing element extends is the smaller of the two absolute values ​​of the angles determined between the reference line (in this case, the circumferential direction of the support or tire) and the main direction in which the working filament reinforcing element extends. Therefore, the angle formed by the main direction in which each working filament reinforcing element extends is determined to be opposite to the angle formed by the main direction in which each carcass filament reinforcing element extends.

[0035] A carcass assembly can be suitable for forming a single carcass layer or for forming two carcass layers by winding the carcass assembly through two turns. Thus, in embodiments in which the tire has two carcass layers, a single carcass assembly can be positioned, for example, by winding it through two turns, or a first radially inner carcass assembly can be positioned, and a second radially outer carcass assembly can be positioned around this first radially inner carcass assembly, with each of the first and second carcass assemblies being suitable for forming each carcass layer.

[0036] In a preferred configuration that allows the use of a relatively simple method, each carcass assembly is formed by winding one or more carcass plies around a support, and the actuation assembly is formed by winding one or more actuation plies radially outward from the carcass assembly.

[0037] In a simplified method where only one carcass ply is needed to form each carcass assembly, and where circumferential joints between multiple carcass plies having an axial width smaller than the axial width of each carcass assembly being formed are avoided, each carcass assembly is composed of carcass plies suitable for forming each carcass layer. In other words, each carcass ply is continuous in the axial direction.

[0038] When each carcass assembly is formed using multiple carcass plies, the multiple carcass plies are preferably used in such a way that the principal directions of the multiple carcass filamentous reinforcing elements are all parallel to each other.

[0039] Similarly, in a simplified method where only one actuation ply needs to be handled to form an actuation assembly, and where circumferential joints between multiple actuation plies having an axial width smaller than the axial width of the actuation assembly being formed are avoided, the actuation assembly is obtained from an actuation ply suitable for forming a single actuation layer. In other words, the actuation ply is continuous in the axial direction.

[0040] When each actuation assembly is formed using multiple actuation plies, the multiple actuation plies are preferably used in such a way that the principal directions of the multiple actuation filamentary reinforcing elements are all parallel to each other. Of course, it is possible to assume that the principal directions of the actuation filamentary reinforcing elements are not parallel to each other between the actuation plies.

[0041] In the tire according to the present invention, the crown comprises a tread and a crown reinforcement. The tread includes, - Radially outward due to the tread surface, -The crown reinforcement is radially inward, - Perpendicular to the axial direction, and two surfaces passing through the axis end of the tread surface, The term is given to a strip of polymer material, preferably elastomer material, with defined boundaries.

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

[0043] A strip of polymer material is preferably composed of layers of polymer material, more preferably elastomer material, or comprises multiple layers, each preferably made of polymer material, more preferably elastomer material.

[0044] In one advantageous embodiment, the crown reinforcement comprises a single hoop reinforcement and a single actuation reinforcement. Thus, the crown reinforcement has no other reinforcements reinforced by filamentous reinforcing elements other than the hoop reinforcement and the actuation reinforcement. Filamentous reinforcing elements of such reinforcements excluded from the crown reinforcement of a tire include metallic filamentous reinforcing elements and woven filamentous reinforcing elements. Very preferably, the crown reinforcement comprises a hoop reinforcement and an actuation reinforcement.

[0045] In one very preferred embodiment, the crown has no other reinforcing elements besides the crown reinforcing elements, which are reinforced by filamentous reinforcing elements. Such filamentous reinforcing elements excluded from the crown of the tire include metal filamentous reinforcing elements and woven filamentous reinforcing elements. Very preferably, the crown consists of the tread and the crown reinforcing elements.

[0046] In one very preferred embodiment, the carcass reinforcement is positioned in direct radial contact with the crown reinforcement, and the crown reinforcement is positioned in direct radial contact with the tread.

[0047] In some embodiments, the present invention makes it possible to ensure conductivity between the mounting support and the crown when the tire is mounted. Accordingly, the conductive element and the crown are arranged so as to ensure conductivity between the mounting support and the crown after the tire is manufactured, using the conductive element.

[0048] To enable the discharge of charge to the tread surface, in some embodiments, after the step of deforming the assembly, the tread assembly suitable for forming the tread is arranged to ensure conductivity after the completion of tire manufacturing, extending radially through or using the hoop reinforcement from the interleaved portion of the conductive element, and further through the tread to the tread surface. In these embodiments, the conductive path passes radially through or through the hoop reinforcement. Thus, it is not necessary to provide a conductive path that avoids the crown reinforcement, and in particular the hoop reinforcement, as described, for example, in European Patent No. 1621365 or U.S. Patent Application Publication No. 2005 / 0103412. Conductive paths that avoid the hoop reinforcement require the use of a tread comprising at least one material mass positioned in contact with the conductive element to ensure conductivity between the conductive element and the tread surface, either by not passing through or using the hoop reinforcement, thereby limiting or further prohibiting the use of low-hysteresis material in the tread.

[0049] The present invention can be advantageously used in one embodiment in which the actuation assembly is arranged to prevent conductivity through the actuation reinforcement after tire manufacturing is complete. As described above, in this case, an actuation reinforcement comprising a low hysteresis material based on one or more fillers, with silica as the primary filler, can be advantageously used.

[0050] In a preferred configuration of the actuation reinforcement, the actuation layer comprises actuation filament-like reinforcing elements embedded within an electrically insulating material.

[0051] Such working filamentous reinforcing elements are preferably metal. However, polymer or mineral filamentous reinforcing elements, i.e., those comprising one or more monofilaments of polymer or mineral, can also be considered. Preferably, each polymer monofilament is selected from aliphatic polyamides, aromatic polyamides, and polyester monofilaments. Preferably, each mineral monofilament is selected from carbon or glass monofilaments.

[0052] In a particularly advantageous modification, the actuation reinforcement comprises a single actuation layer. Therefore, in this method, a single actuation assembly suitable for forming a single actuation layer is arranged. The interlocking portion is radially positioned between the actuation assembly and the hoop assembly. The presence of a single actuation layer makes it possible to make the tire lighter, in particular, by reducing the energy dissipated by crown hysteresis, and further by reducing the rolling resistance of the tire. That is, the actuation reinforcement has no layers other than the actuation layer that are reinforced by filamentous reinforcing elements. Such filamentous reinforcing elements of reinforcing layers excluded from the actuation reinforcement of the tire include metal filamentous reinforcing elements and woven filamentous reinforcing elements. Very preferably, the actuation reinforcement consists of a single actuation layer.

[0053] Advantageously, since the working layer is axially bounded by its two axial edges, the multiple working filament reinforcing elements extend axially from one axial edge of the working layer to the other substantially parallel to each other. During execution of the method, since the working assembly is axially bounded by its two axial edges, the multiple working filament reinforcing elements extend axially from one axial edge of the working assembly to the other substantially parallel to each other.

[0054] In some embodiments, each actuation filament reinforcing element extends in a principal direction that forms an angle with the circumferential direction of the tire, or within each actuation layer, that is more than 10° in absolute terms, preferably in the range of 15° to 50°. To obtain such an angle, each actuation filament reinforcing element extends in a principal direction that forms an angle with the circumferential direction of the main fabricated support within the actuation assembly, that is more than 0° in absolute terms, preferably in the range of 4° to 60°.

[0055] In a first embodiment of the present invention, the hoop assembly is positioned radially outward of the conductive element and in contact with it to ensure conductivity after the tire is manufactured, from the interlocking portion of the conductive element through the hoop reinforcement to the tread.

[0056] In this first embodiment, the hoop assembly is in contact with the conductive element and further in contact with the tread, so as to form a conductive path that electrically connects the conductive element and the tread to each other.

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

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

[0059] In a first variation of the first embodiment, the tread comprises one or more blocks of one or more conductive material, wherein each block of conductive material is arranged to ensure conductivity from the hoop reinforcement through each block to the tread.

[0060] This first deformation causes the tread to come into contact with the hoop reinforcement so as to form a conductive path that electrically connects the hoop reinforcement and the tread surface to each other.

[0061] In a second variation of the first embodiment that enables the use of a tread having an electrical insulating material, for example, a low-hysteresis material, the tread comprises one or more blocks of one or more insulating materials and at least one block of at least one conductive material, the blocks being arranged to ensure conductivity from the hoop reinforcement through the conductive material blocks radially through one or more blocks of electrical insulating material to the tread surface.

[0062] In this second embodiment, the conductive material mass is in contact with the hoop reinforcement and further in contact with the tread surface, forming a conductive path that electrically connects the hoop reinforcement and the tread surface to each other.

[0063] To minimize tread hysteresis, the volume of one or more electrical insulating material blocks is greater than or equal to 50% of the tread volume, preferably greater than or equal to 75%, and more preferably greater than or equal to 95%.

[0064] In a second embodiment of the present invention, the hoop assembly is positioned to ensure conductivity after tire manufacturing is complete, extending radially from the interleaved portion of the conductive element 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 filament-like reinforcing elements embedded in an electrically insulating elastomer material.

[0066] In one embodiment that enables the formation of 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, which are axially separated through at least one axial portion thereof.

[0067] In the first variation, the first and second axial portions of the hoop assembly are formed by the continuous winding of a single strip. In this tire, the hoop reinforcement is axially bounded by its two axial edges, and therefore comprises a single strip that is spirally wound circumferentially so as to extend axially from one axial edge of the hoop reinforcement to the other edge of the hoop reinforcement.

[0068] Therefore, in this first variation, the strip is continuous between the first and second axial portions of the hoop reinforcement, and these axial portions are connected to each other by a portion of the strip. This manufacturing method is relatively simple, as it involves a step of continuously winding the strip to form the hoop assembly.

[0069] In the second variation, the first and second axial portions of the hoop assembly are formed by wrapping a first strip and a second strip, respectively, around each other. In this tire, the hoop reinforcement is axially bounded by its two axial edges, and thus the first axial portion and the second axial portion are defined as follows: - The first axial portion comprises a first strip that is spirally wound around the circumferential direction so as to extend continuously in the axial direction from one axial edge of the hoop reinforcement to the axial inner edge of the first axial portion, and - The second axial portion comprises a second strip that is spirally wound around the circumferential direction so as to extend continuously in the axial direction from its inner axial edge to the other axial edge of the hoop reinforcement, They are separated from each other in the axial direction.

[0070] Regardless of whether it is the first or second deformation, the additional conductive material mass can be easily placed within a portion located axially between the first and second portions.

[0071] In the first variation of the second embodiment, the tread comprises one or more chunks of one or more conductive material, wherein each of the additional conductive material chunks is arranged to ensure conductivity from the additional conductive material chunks through the additional chunks to the tread. In this second embodiment, the tread is in contact with the additional chunks to form a conductive path that electrically connects the additional chunks and the tread surface to each other.

[0072] In a second variation of the second embodiment, which enables the use of a tread comprising an electrically insulating material, for example, a low-hysteresis material, the tread comprises one or more blocks of one or more insulating materials and at least one block of at least one conductive material, the blocks being arranged to ensure conductivity from the additional conductive material block through one or more conductive material blocks radially through one or more electrically insulating material blocks to the tread surface. In this second embodiment, the conductive material blocks are in contact with the additional blocks to form conductive paths that electrically connect the additional blocks and the tread surface to each other, and are also in contact with the tread surface.

[0073] In the second embodiment, very preferably, an additional conductive material mass is positioned axially between the first and second axial portions of the hoop assembly to ensure conductivity after the tire is manufactured, extending radially through the hoop reinforcement from the intercepted portion of the conductive element to the tread using the additional conductive material mass. Thus, in this tire, the crown comprises an additional conductive material mass, which is positioned to ensure conductivity after the tire is manufactured, extending radially through the hoop reinforcement from the intercepted portion of the conductive element to the tread using the additional conductive material mass. The additional mass is positioned radially between the tread and the intercepted portion of the conductive element and axially between the first and second axial portions of the hoop reinforcement.

[0074] In this first embodiment, the additional blocks are in contact with the conductive element and further in contact with the tread, so as to form a conductive path that electrically connects the conductive element and the tread to each other. Naturally, it is possible to use one or more additional blocks of conductive material, each ensuring a portion of the conductive path that passes radially through the hoop reinforcement.

[0075] To ensure that an additional block actually forms part of the conductive path after tire manufacturing is complete, passing through the hoop reinforcement, the additional block is positioned radially outward of the interlocking portion of the conductive element in contact with it after the assembly deformation stage. This prevents any dimensional changes of the additional block during the assembly deformation stage that could potentially lead to a failure 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 positioned axially between a first axial portion and a second axial portion of the hoop assembly is formed on an intermediate support having a substantially annular shape around the main axis of the intermediate support, and the intermediate assembly is then mounted radially outward of the assembly having a substantially annular shape around the main axis of the main support such that the additional mass is positioned radially outward of the interlock portion of the conductive element in contact with it.

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

[0078] In a second variation of this first method of arranging additional blocks, the intermediate assembly is formed by arranging a tread assembly, which is suitable for forming the tread and holds the additional blocks radially inward, radially outward from the hoop assembly.

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

[0080] In this second method of positioning the additional mass, after the step of positioning the hoop assembly radially around the main axis of the main support, the additional mass is positioned axially between the first and second axial portions of the hoop assembly so as to be positioned radially outside the interlocking portion of the conductive element in contact with it.

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

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

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

[0084] In one embodiment, the conductive element extends radially inward along the equatorial circumferential surface of the tire, so the conductive element is - Any point on the conductive element located radially inward on the equatorial circumferential surface of the tire, -A point on any of the conductive elements located between the radially outermost working layer of the working reinforcement and the hoop reinforcement in the radial direction, It is radially continuous between these points.

[0085] Radially continuous means that there are no joints, for example, between multiple separate parts of a conductive element, such as by contact or overlap. This avoids incorporating multiple separate parts that have joint interfaces that would need to be controlled to ensure the continuity of the conductive path between the aforementioned points.

[0086] Preferably, the conductive element comprises a layer made of a conductive material. This layer may extend over a length corresponding to an angle less than or equal to 360° in the circumferential direction. More preferably, this 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 this layer is an elastomer material. In another variation, the conductive material of this layer is a conductive ink. In yet another variation, the conductive element comprises a conductive filamentous element, such as a monofilament or an assembly of monofilaments.

[0087] In some embodiments, the tire comprises a plurality of separate conductive elements that are evenly or unevenly distributed in the circumferential direction of the tire, regardless of the deformation of the conductive elements described above.

[0088] Regardless of the embodiment and modification, the hoop reinforcement optionally comprises at least one hoop filament-like reinforcing element whose axial boundary is defined by two axial edges of the hoop reinforcement and which is spirally wound in the circumferential direction so as to extend between the axial edges of the hoop reinforcement in the axial direction.

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

[0090] In the first configuration of the conductive element, the conductive element comprises first and second shaft ends, and each of the first and second shaft ends is - The first and second conductive material blocks of each of the first and second beads, each in contact with the mounting support when the tire is mounted, or - Mounting support when tires are installed, It extends axially from the first bead radially through the space between the radially outermost working layer and the hoop reinforcement to the second bead, so as to be in contact with it.

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

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

[0093] When the first and second axle ends are in contact with the mounting support during tire mounting, the need for a bead with a conductive material mass is avoided. Therefore, a bead made of a material suitable for contact with the mounting support and having electrical insulating properties, such as low hysteresis, can be used.

[0094] In the second configuration of the conductive element, the conductive element comprises first and second shaft ends, - The first shaft end is in contact with one of the conductive material blocks of the first and second beads that are in contact with the mounting support when the tire is mounted, and the second shaft end is positioned radially between the radially outermost working layer and the hoop layer, or - The first shaft end is in contact with the mounting support when the tire is mounted, and the second shaft end is positioned radially between the radially outermost working layer and the hoop layer. Thus, the first of the beads extends radially and axially to the space between the radially outermost working layer and the hoop reinforcement.

[0095] Unlike the first configuration, the conductive elements in this second configuration do not physically connect the first and second beads to each other, thereby reducing the amount of conductive elements used. One can consider deformations in which only one of the first or second beads is physically connected to the crown reinforcement using conductive elements, as well as deformations 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 conductive material mass, the conductive path passes through the conductive material mass and then through the conductive element.

[0097] Similar to the first configuration, the need for a bead with a conductive material mass is avoided when the first axle end is in contact with the mounting support during tire mounting. Therefore, a bead made of a material suitable for contact with the mounting support and having electrical insulating properties, such as low hysteresis, can be used.

[0098] In one variation of the carcass reinforcement, the carcass reinforcement comprises a single carcass layer. In this variation, the carcass reinforcement has no layers reinforced by filamentous reinforcing elements other than the single carcass layer. The filamentous reinforcing elements of such a reinforcing layer excluded from the tire carcass reinforcement comprise metallic filamentous reinforcing elements and woven filamentous reinforcing elements. Very preferably, the carcass reinforcement consists of a single carcass layer.

[0099] In another variation, the carcass reinforcement comprises two carcass layers. In this variation, the principal directions of the carcass filamentous 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 having an axial boundary defined by its two axial edges, and including carcass filament-like reinforcing elements extending axially from one axial edge to the other of the or each carcass layer.

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

[0102] In one particular embodiment of a tire having a single working layer as an actuation reinforcement, each carcass filamentous reinforcing element is in the circumferential direction of the tire, - An angle less than exactly 80° in absolute terms within the axial central portion of the carcass layer that extends axially and coincides radially with the working layer. - An angle ranging from 80° to 90° in absolute value within two axial transverse portions of the carcass layer extending radially between the axial central portion of the carcass assembly and each axial edge, Each carcass filamentous reinforcing element that forms the structure extends in the main direction.

[0103] To obtain such angles, each carcass filamentous reinforcing element of the carcass assembly extends in the principal direction of each carcass filamentous reinforcing element, forming an angle with the circumferential direction of the main support that is strictly greater than 0°, preferably in the range of 27° to 150°. The relationship between the angles formed by the carcass filamentous reinforcing elements and the angles formed by the working filamentous reinforcing elements after the completion of tire manufacturing is described in particular in French Patent No. 2797213 and French Patent No. 1413102.

[0104] Whether for hoop reinforcements, working layers, or carcass layers, the material in which the filamentous reinforcing elements are embedded is preferably elastomeric. Elastomerality is given to a material that exhibits elastomeric behavior in a crosslinked state. Such materials are advantageously obtained by crosslinking a composition comprising at least one elastomer and at least one other component. Preferably, the composition comprising at least one elastomer and at least one other component comprises an elastomer, a crosslinking system, and a filler. The compositions used for these layers are generally conventional compositions for skim coating reinforcing agents based on natural rubber or another diene elastomer, reinforcing filler, vulcanization system, and conventional additives. Adhesion between the filamentous reinforcing elements and the matrix in which they are embedded is ensured, for example, by conventional adhesive compositions, such as RFL adhesive or homogeneous adhesive.

[0105] The present invention and its advantages will be readily apparent from the following detailed description and non-limiting exemplary embodiments and their respective examples shown in Figures 1 to 21. [Brief explanation of the drawing]

[0106] [Figure 1] This is a meridional cross-sectional view of a tire obtained by the method according to the first embodiment of the present invention. [Figure 2] Figure 1 is a schematic cutaway of a tire showing the arrangement of filamentous reinforcing elements within the crown. [Figure 3] Figure 1 is a schematic diagram of the carcass filament-like reinforcing elements arranged on the sidewall of the tire. [Figure 4] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 5] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 6]This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 7] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 8] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 9] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 10] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 11] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 12] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 13] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 14] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 15] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 16] This figure shows different steps of the method according to the first embodiment of the present invention, which enables the manufacture of the tire shown in Figure 1. [Figure 17] This figure shows the steps of a method according to a second embodiment of the present invention, similar to those shown in Figures 13 and 14. [Figure 18] This figure shows the steps of a method according to a second embodiment of the present invention, similar to those shown in Figures 13 and 14. [Figure 19]This figure shows the steps of the method according to the third embodiment. [Figure 20] This figure shows the steps of the method according to the third embodiment. [Figure 21] This figure shows the steps of the method according to the third embodiment. [Modes for carrying out the invention]

[0107] The coordinate systems X, Y, and Z corresponding to the normal circumferential (X), axial (Y), and radial (Z) directions of the tire are shown in the diagram relating to the tire. The coordinate systems x, y, and z corresponding to the normal circumferential (x), axial (y), and radial (z) directions of the main manufacturing support, which is deformable between a substantially cylindrical shape and an annular shape around the y-axis, are shown in the diagram relating to the method.

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

[0109] The tire 10 comprises a crown 12, the crown 12 having a tread 20 with a tread surface 13 suitable for contact with the road surface during driving, and a crown reinforcement 14 extending circumferentially X within the crown 12. 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 sealing expansion gases, which after the tire 10 is mounted on a mounting support, for example on a conductive metal rim, establishes a closed internal cavity with the mounting support.

[0110] The tread 20 comprises one or more blocks of one or more electrical insulating materials. In this particular case, the tread 20 comprises a first block 201 of a first electrical insulating material that forms a running layer, and a second block 202 of a second electrical insulating material that forms a backing layer for the running layer. The backing layer 202, also called a sub-layer, is located radially inward of the running layer 201. The first and second electrical insulating materials are, for example, electrical insulating elastomer materials based on compositions described in U.S. Patent Application Publication No. 2018 / 0066128, French Patent No. 3059598, or U.S. Patent No. 6289958.

[0111] The crown reinforcement 14 comprises a single-acting reinforcement 16 having at least one radially outermost working layer 18, and a single-hoop reinforcement 17 having a single hoop layer 19. In this case, the working reinforcement 16 comprises a single working layer 18, and in this particular case, it consists of a single working layer 18. For the sake of simplification, in the following description, when referring to the working layer 18, it will not be repeatedly stated that it is a single layer. The hoop reinforcement 17 consists of a hoop layer 19.

[0112] The tread 20 rests radially on the crown reinforcement 14. In this case, the hoop reinforcement 17, in this case the hoop layer 19, is positioned radially outside the actuation reinforcement 16 and is therefore sandwiched radially between the actuation reinforcement 16 and the tread 20. In the embodiments shown in Figures 1 and 2, the hoop reinforcement 17 has an axial width smaller than the axial width of the actuation layer 18. Therefore, the hoop reinforcement 17 is the narrower of the actuation layer 18 and the hoop reinforcement 17 in the axial direction.

[0113] The tire 10 has two side walls 22 extending radially inward from the crown 12. The tire 10 further has two beads 24 radially inward from the side walls 22. Each side wall 22 connects each bead 24 to the crown 12.

[0114] Each bead 24 comprises at least one circumferential reinforcing element 26, in this example a bead wire 28 on which the packing mass 30 rests radially.

[0115] The tire 10 includes carcass reinforcements 32 fixed within each bead 24. The carcass reinforcements 32 extend radially within each sidewall 22 and radially inward within the crown reinforcement 14 within the crown 12. The crown reinforcement 14 is positioned radially between the tread 20 and the carcass reinforcements 32.

[0116] The carcass reinforcement 32 comprises a carcass layer 34. In this case, the carcass reinforcement 32 comprises a single carcass layer 34, and in this particular case, it consists of a single carcass layer 34. In this embodiment, for the sake of simplification, it is not repeatedly stated that the carcass layer 34 is a single layer when it is referred to.

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

[0118] Next, the hoop layer 19, the working layer 18, and the carcass layer 34 will be described below with reference to Figures 1 to 3.

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

[0120] The working layer 18 is bounded axially by its two axle edges 18A and 18B. The working layer 18 includes working filament-like reinforcing elements 180 that extend substantially parallel to each other axially from one axle edge 18A to the other axle edge 18B. Each working filament-like reinforcing element 180 extends in its principal direction D2. Direction D2 forms an angle AT with the circumferential direction X of the tire 10 that is more than exactly 10° in absolute value, preferably in the range of 15° to 50°. In this case, AT = -35°.

[0121] The carcass layer 34 is axially bounded by its two axial edges 34A and 34B. The carcass layer 34 includes carcass filament-like reinforcing elements 340 that extend axially from one axial edge 34A to the other axial edge 34B. The carcass layer 34 includes an axial central portion 34S that extends axially and radially with the working layer 18, and two axial transverse portions 34F that extend axially between the axial central portion 34S and each axial edge 34A and 34B. Each axial transverse portion 34F is wrapped around each circumferential reinforcing element 26. Each axial transverse portion 34F includes an inner axial transverse portion 38 positioned axially between the axial central portion 34S and each circumferential reinforcing element 26, and an outer axial transverse portion 40 positioned axially between each circumferential reinforcing element 26 and each axial edge 34A and 34B of the carcass layer 34. The filling mass 30 is sandwiched between the inner axial lateral portion 38 and the outer axial lateral portion 40.

[0122] Each carcass filamentous reinforcing element 340 extends in its principal direction D3 within the axial central portion 34S of the carcass layer 34, forming an angle ACS with the circumferential direction X of the tire 10 that is strictly less than 80° in absolute terms. Advantageously, within this axial central portion 34S of the carcass layer 34, the principal direction D3 of each carcass filamentous reinforcing element 340 forms an angle ACS with the circumferential direction X of the tire 10 ranging from 50° to 75° in absolute terms. In this case, ACS = +65°.

[0123] The axial 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 up to 90%, preferably up to 80%, of the axial width L of the working layer 18, and in this particular case, 60% of the working layer 18. The intermediate surface M of the tire 10 intersects this portion 34S. More preferably, this portion 34S is centered axially on the intermediate surface M of the tire 10.

[0124] As shown in Figures 1 and 3, the main direction D3 of each carcass filamentous reinforcing element 340 forms an angle ACF with respect to the circumferential direction X of the tire 10 in an absolute value range of 80° to 90°, preferably 85° to 90°, and more preferably substantially equal to 90°, within each axial transverse portion 34F of the carcass layer 34 extending radially within each side wall 22. In this case, ACF = +90°.

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

[0126] As shown in Figure 2, the main direction D2 of each working filament-like reinforcing element 180 and the main direction D3 of each carcass filament-like reinforcing element 340 form angles AT and ACS in the direction opposite to the circumferential direction X of the tire 10 within the portion PS of the tire 10 located between the axial edges 18A and 18B of the working layer 18 in the axial direction. In particular, in this case, AT = -35° and ACS = +65°. In addition, the main direction D1 of each hoop filament-like reinforcing element 170, the main direction D2 of each working filament-like reinforcing element 180, and the main direction D3 of each carcass filament-like reinforcing element 340 form angles with respect to the circumferential direction X of the tire 10 in the portion PS' of the tire 10 located between the axial edges 17A and 17B of the hoop reinforcing body 17 in the axial direction.

[0127] In general and especially in the embodiments described above, each portion PS, PS' of the tire 10 has an axial width equal to at least 40%, preferably at least 50%, of the axial width L of the working layer 18, and up to 90%, preferably up to 80%, of the axial width L of the working layer 18, and in this particular case, equal to 60% of the axial width L of the working layer 18. The intermediate surface M of the tire 10 intersects each portion PS, PS' of the tire 10. More preferably, each portion PS, PS' of the tire 10 is centered on the intermediate surface M of the tire 10 in the axial direction.

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

[0129] Each carcass filamentous reinforcing element 340 conventionally comprises two multifilament strands, each composed of a polyester monofilament, in this case PET, which are individually overtwisted 240 times per meter in one direction and then twisted together 240 times per meter in opposite directions. These two multifilament strands are spirally wound around each other. Each of these multifilament strands has a yarn count equal to 220 tex.

[0130] Each hoop filament-like reinforcing element 170 is of the type described, for example, in International Publication No. 2016 / 166056.

[0131] Referring to Figure 1, the tire 10 is equipped with a conductive element 80, which is positioned to ensure conductivity between the mounting support and the crown 12 when the tire 10 is mounted. In this case, the conductive element 80 is equipped with first and second axle ends 80A and 80B (only end 80A is illustrated in Figure 1), and each of the first and second axle ends 80A and 80B is in contact with the first and second conductive material blocks 82 of the first and second beads 24, which are in contact with the mounting support when the tire 10 is mounted, extending axially from the first bead 24 through the radially outermost working layer, in this case between the working layer 18 and the hoop reinforcement 17, into the second bead 24.

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

[0133] The conductive element 80, in this case layer 84, extends radially inward along the equatorial circumferential plane of the tire and is radially continuous between any point of the conductive element 80 located radially inward along 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 with a width equal to 20 mm.

[0134] The crown 12 is positioned to ensure conductivity from the conductive element 80 through or using the hoop reinforcement 17 in the radial direction, and further through the tread 20 to the tread surface 13.

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

[0136] The hoop reinforcement 17 is positioned to prevent conductivity from the interleaved portion of the conductive element 80 through the hoop reinforcement 19 to the tread 20. In this particular case, the hoop filament-like reinforcement element 170 is embedded in an electrically insulating elastomer material, in this case an elastomer material based on a composition described in U.S. Patent Application Publication No. 2018 / 0066128, French Patent No. 3059598, or U.S. Patent No. 6289958.

[0137] The working reinforcement 16 is positioned to prevent conductivity through it. In this particular case, the filamentous reinforcing elements 180 of the working layer 18 are embedded in an electrically insulating material, in this case a material based on the composition described in U.S. Patent Application Publication No. 2018 / 0066128, French Patent No. 3059598, and U.S. Patent No. 6289958.

[0138] Furthermore, the crown 12 includes an additional conductive material mass 86, which is positioned to ensure conductivity from the interlocking portion 801 of the conductive element 80 through the hoop reinforcement 17 radially to the tread 20. The additional mass 86 is positioned radially between the tread 20 and the interlocking 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 blocks 201 and 202, the tread 20 comprises at least one block 88 of at least one conductive material. The blocks 201, 202, and 88 are arranged to ensure conductivity from the additional conductive material block 82 through the conductive material block 88, which passes radially through the electrically insulating material blocks 201 and 202, to the tread surface 13. Note that for reasons of simplification, blocks 86 and 88 are manufactured from the same 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 arranging the filamentous reinforcing elements 180 and 340 of each assembly 50 and 52 parallel to each other, and embedding these filamentous reinforcing elements in a non-crosslinked composition suitable for forming an elastomer matrix when crosslinked with at least one elastomer, for example by skim coating. Within the ply, these filamentous reinforcing elements are arranged parallel to each other and parallel to the principal direction of the ply, resulting in a known ply as a straight ply.

[0142] Next, with respect to the actuating ply, multiple portions of a linear actuating ply are cut at a certain cutting angle, and these portions are butted together so that an actuating ply known as an inclined actuating ply is obtained, in which the actuating filament-like reinforcing elements within the ply are parallel to each other and form an angle equal to the principal direction of the actuating ply and the cutting angle.

[0143] With respect to carcass plies, multiple portions of a straight carcass ply are cut perpendicular to the principal direction of the straight carcass ply, and these portions are butted together such that a carcass ply known as an inclined carcass ply is obtained in which the carcass filamentous reinforcing elements within the ply are parallel to each other and form an angle equal to the cutting angle in the range of 80° to 90° with respect to the principal direction of the carcass ply.

[0144] In the embodiment described above, a single actuation ply 49 and a single carcass ply 51 are obtained, and the axial width of each of them, i.e., the dimension perpendicular to the longitudinal edge of each ply, is equal to the axial width of each of the actuation assemblies 50 and carcass assemblies 52 that will be formed later.

[0145] Referring to Figure 4, in the first stage of assembling the green tire, a sealing ply 70 is positioned around a main support 60 having a substantially cylindrical shape around the main axis A in order to form a sealing assembly 72 suitable for forming a sealing layer 15. In this case, the sealing ply 70 is positioned by wrapping it around.

[0146] Next, referring to Figure 5, two sidewall reinforcing assemblies 73 are positioned around the main support 60 to form a carcass ply 51, following two sidewall reinforcing assemblies 73, in order to form a carcass assembly 52 suitable for forming a carcass layer 34, on the radially outward side of the sealed assembly 72. In this particular case, each of the sidewall reinforcing assemblies 73 and the carcass assembly 52 is positioned by wrapping each of the sidewall reinforcing assemblies 73 and the carcass ply 51 around the main support 60, respectively. Next, two filling assemblies 74 are positioned radially outward of the carcass assembly 52, suitable for forming each filling mass 30. Then, two circumferential reinforcing elements 26 are positioned around the carcass assembly 52.

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

[0148] Figure 7 illustrates the arrangement of carcass filamentous reinforcing elements 340 following the axial folding step of the axial edges 52A, 52B of the carcass assembly 52 around the circumferential reinforcing element 26. The carcass assembly 52 is axially bounded by two axial edges 52A, 52B and comprises carcass filamentous reinforcing elements 340 extending substantially parallel to each other from axial edge 52A to the other axial edge 52B of the carcass assembly 52 in the axial direction. Each carcass filamentous reinforcing element 340 extends within the carcass assembly 52 in its principal direction K3. The principal direction K3 forms an initial angle A3 of each carcass filamentous reinforcing element 340 that is substantially equal to 90° in absolute value over a range of 80° to 90°, preferably 85° to 90°, over a range of 85° to 90°. For example, other angles A3 can be assumed, such as the angle corresponding to angle A3 described in International Publication No. 2016 / 166056, International Publication No. 2016 / 166057, and European Patent No. 3489035.

[0149] Next, referring to Figure 8, two assemblies 75 are positioned radially outward from the carcass assembly 52 to support the respective ends 18A, 18B of the working layer 18. Two intermediate filling assemblies 76 are also positioned radially outward from the carcass assembly 52. ​​Next, a working assembly 50 suitable for forming the working layer 18 is positioned radially outward from the carcass assembly 52 and each support assembly 75. In this particular case, the working assembly is positioned by wrapping the working ply 49 around the radially outward from the carcass assembly 52 and each support assembly 75 to form the working assembly 50. The working assembly 50 is positioned to prevent conductivity through the working reinforcement 16 in the manufactured state of the tire 10.

[0150] Figure 9 illustrates a diagram similar to Figure 7, showing the arrangement of the carcass filamentous reinforcing elements 340 and the actuation filamentous reinforcing elements 180 following the step of forming the actuation assembly 50. The actuation assembly 50 is axially bounded by two axial edges 50A and 50B, and comprises actuation filamentous reinforcing elements 180 that extend substantially parallel to each other from axial edge 50A to the other axial edge 50B of the actuation assembly 50 in the axial direction. Each actuation filamentous reinforcing element 180 extends within the actuation assembly 50 in its principal direction K2. The principal direction K2 forms the initial angle A2 of each actuation filamentous reinforcing element 180, ranging from 25° to 50° in absolute value with respect to the circumferential direction x of the main support 60. In this case, A2 = -39°.

[0151] Next, the carcass assembly 52 and the actuation assembly 50 form an assembly 58 having a substantially cylindrical shape around the main axis A of the main support 60.

[0152] Referring to Figure 10, the conductive elements 80 are positioned radially outward from the operating assembly 50, each support assembly 75, and each intermediate filling assembly 76. In this particular case, the conductive elements 80 are positioned by winding a conductive material layer in a manner shorter than one turn, preferably shorter than one-tenth of a turn. The conductive elements 80 extend axially from one intermediate filling assembly 76 to the other intermediate filling assembly 76 located on the other side of the intermediate surface of the main support 60.

[0153] Referring to Figure 11, two outer bead assemblies 78 are positioned radially outward of the conductive element 80 and each intermediate filling assembly 76, and radially inward of the sealing assembly 72, each being suitable for forming the outer portion of each bead 24. Two sidewall assemblies 79 are positioned radially outward of each outer bead assembly 78 and the conductive element 80, each being suitable for forming a portion of each sidewall 22.

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

[0155] Referring to Figure 12, the hoop assembly 93 is positioned to ensure conductivity in the manufactured state of the tire 10, extending radially from the interleaved portion 801 of the conductive element 80 through the hoop reinforcement 17 to the tread 20. In this particular case, the hoop assembly 93 is positioned to form first and second axial portions, designated 931, 932, of the hoop assembly 93, separated axially through at least one axial portion 933 of its. The first and second axial portions 931, 932 of the hoop assembly 93 are suitable for forming first and second axial portions 171, 172 of the hoop reinforcement 17, respectively. The first and second axial portions 931, 932 of the hoop assembly 93 are formed by winding together first and second strips 173, 174, respectively, which are separated from each other.

[0156] Next, referring to Figure 13, the additional conductive material mass 86 is positioned axially between the first axial portion 931 and the second axial portion 932 of the hoop assembly 93, so as to ensure conductivity in the manufactured state of the tire 10, which passes radially from the interlock portion 801 of the conductive element 80 through the hoop reinforcement 17 and reaches the tread 20 using the additional conductive material mass 86.

[0157] Next, referring to Figure 14, the intermediate assembly 92 is formed by arranging a tread assembly 94 suitable for forming the tread 20 radially outward from the hoop assembly 93 and the additional mass 86. The tread assembly 94 comprises electrically insulating material masses 201 and 202 and conductive material mass 88.

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

[0159] Referring to Figure 16, the assembly 58, which has a substantially cylindrical shape around the main axis A of the support 60, is deformed after the deformation step to obtain an assembly 58 that has a substantially annular shape around the main axis A of the main support 60. This deformation occurs within the axial central portion 52S of the carcass assembly 52, which extends axially and radially coincides with the working assembly 50, such that the main direction K3 of each carcass filamentous reinforcing element 340 forms a final angle B3S of each carcass filamentous reinforcing element 340 that is less than 80° in absolute value with respect to the circumferential direction x of the main support 60. In this case, B3S = +65°. The portion 52S of the carcass assembly 52 is suitable for forming the axial central portion 34S of the carcass layer 34.

[0160] An assembly 58 having a substantially cylindrical shape around the main axis A of the main support 60 is deformed after the deformation step to obtain an assembly 58 having a substantially annular shape around the main axis A of the main support 60, such that the main direction K3 of each carcass filamentous reinforcing element 340 is deformed in such a way that it forms a final angle B3F of each carcass filamentous reinforcing element 340 with respect to the circumferential direction x of the support 60. Each axial transverse portion 52F of the carcass assembly 52 is suitable for forming each axial transverse portion 34F of the carcass layer 34. In this case, B3F = +90°.

[0161] An assembly 58 having a substantially cylindrical shape around the main axis A of the main support 60 is also deformed after the deformation step to obtain an assembly 58 having a substantially annular shape around the main axis A of the support 60, such that the main direction K2 of each working filamentous reinforcing element 340 forms a final angle B2 of each working filamentous reinforcing element 340 that is in absolute value less than 10° with respect to the circumferential direction x 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 tire 10.

[0163] Next, during the step of positioning the hoop assembly 93, the hoop assembly 93 is positioned radially outward of the assembly 59, which has a substantially annular shape around the main axis A of the main support 60. For this purpose, the intermediate assembly 92 is attached radially outward of the assembly 59, which has a substantially annular shape around the main axis A of the main support 60, such that an additional mass 86 is positioned radially outward of and in contact with the interlock portion 801 of the conductive element 80.

[0164] The additional block 86 is positioned radially outward of the interlocking portion 801 of the conductive element 80, in contact with it, after the step of deforming the assembly 58. The tread assembly 94 is positioned to ensure conductivity in the manufactured state of the tire 10, passing radially through or using the hoop reinforcement 17 from the interlocking portion 801 of the conductive element 80, further through the tread 20, and in this case through the hoop reinforcement using block 86, and further through the tread 20 to the tread surface 13 using block 88.

[0165] In the step of arranging the conductive element 80 radially outward of the actuation assembly 50 shown in Figure 10, care is taken to ensure that the intervening portion 801 of the conductive element 80 is positioned radially between the actuation assembly 50 and the hoop assembly 93, after the step of arranging the intermediate element 92, and therefore after the preceding step of arranging the hoop assembly 93.

[0166] In the manufacturing method described above, when arranging the conductive element 80 and the crown 12, care is also taken to ensure that the tire 10 is conductive in its manufactured state through the conductive element 80 between the mounting support and the crown 12 when the tire 10 is mounted.

[0167] Finally, in order to obtain tire 10, the green tire thus formed is molded and cross-linked, for example, by vulcanization in a mold.

[0168] Next, a tire manufactured by the method according to the second embodiment of the present invention will be described below with reference to Figures 17 and 18. Elements similar to those described above in the first embodiment are denoted by the same reference numerals.

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

[0170] Unlike the method according to the first embodiment, the tread assembly 94 holds an additional mass 86 radially inward as shown in Figure 18, and the intermediate assembly 92 is formed by arranging the tread assembly 94 and the additional mass 86, which are suitable for forming the tread 20, radially outward from the hoop assembly 93.

[0171] Next, a tire manufactured by the method according to the second embodiment of the present invention will be described below with reference to Figures 19 to 21. Elements similar to those described above in the prior embodiments are denoted by the same reference numerals.

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

[0173] Figure 19 illustrates the assembly after the step in which the hoop assembly 93 is positioned radially outward of the assembly 59, which has a substantially annular shape around the main axis A of the main support 60.

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

[0175] As shown in Figures 20 and 21, once the first of all the additional blocks 86 is in place, the tread assembly 94 is then positioned radially outward from the hoop assembly 93 and the additional blocks 86.

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

[0177] Instead of attaching the intermediate assembly, which comprises the hoop assembly 93, the additional block 86, and the tread assembly 94, to the annular assembly, a variation of the method according to the first embodiment can be envisioned in which the intermediate assembly comprises the hoop assembly 93 and the additional block 86, and the tread assembly 94 is attached to the hoop assembly 93 and the additional block 86 radially outward after the step of attaching the intermediate assembly to the annular assembly 59 substantially radially outward.

[0178] Instead of sequentially arranging the hoop assembly, additional blocks, and tread assembly, a variation of the method according to a third embodiment of the present invention can be envisioned in which an intermediate assembly comprising the tread assembly 94 and the additional blocks 86 is formed, and the intermediate assembly thus formed is then attached radially outward to the hoop assembly 93.

[0179] A further variation of the method according to the third embodiment can be envisioned, which reverses the order of the steps in Figure 19 and Figure 20, such that the additional mass 86 is placed radially outward of the interlock portion 801 of the conductive element 80 in contact with it, and then the hoop assembly 93 is positioned radially around the assembly 59 such that the additional mass 86 is positioned axially between the first axial portion 931 and the second axial portion 932 of the hoop assembly 93.

[0180] A tire similar to the one described above, with a carcass reinforcement comprising two carcass layers, can be easily envisioned. In this case, according to the present invention, the interlock portion is positioned between the radially outermost working layer of the working reinforcement and the hoop reinforcement.

[0181] The present invention can also be implemented without using a carcass layer comprising axial transverse portions wrapped around each circumferential reinforcing element 26. In fact, other methods of fixing the carcass layer 34 are possible, for example, as described in U.S. Patent No. 5,702,548.

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

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

[0184] 26 Circumferential reinforcement elements 50 Actuating Assembly 52 Carcass Assembly 72 Sealed Assembly 79 Side wall assembly 80 Conductive elements

Claims

1. A method for manufacturing a passenger car tire (10) comprising a crown (12), two beads (24), two side walls (22) each connecting each bead (24) to the crown (12), and carcass reinforcements (32) fixed within each bead (24), The crown (12) comprises a tread (20) having a tread surface (13) suitable for contact with the road surface while driving, and a crown reinforcement (14), the carcass reinforcement (32) extending radially inward of the crown reinforcement (14) within each side wall and within the crown (12), the crown reinforcement (14) being radially positioned between the tread (20) and the carcass reinforcement (32), and Actuating reinforcement (16), A hoop reinforcement (17) is positioned radially outward from the aforementioned operating reinforcement (16). Equipped with, The tire (10) includes a conductive element (80) arranged to ensure conductivity between the mounting support and the tread surface (13) when the tire (10) is mounted on the mounting support, One or more carcass assemblies (52) suitable for forming the carcass reinforcement (34) are arranged around a main support (60) having a substantially cylindrical shape around a main axis (A). An actuation assembly (50) suitable for forming the actuation reinforcement (16) is positioned radially outward of the carcass assembly (52), and the carcass assembly (52) and the actuation assembly (50) form an assembly (58) having a substantially cylindrical shape around the main axis (A) of the main support (60). During the deformation of the assembly (58), the assembly (58), which has a substantially cylindrical shape around the main axis (A) of the main support (60), is deformed to obtain an assembly (59) which has a substantially annular shape around the main axis (A) of the main support (60). After the step of deforming the assembly (58), at least one hoop assembly (93) suitable for forming the hoop reinforcement (17) is positioned radially outward of the assembly (59) which has a substantially annular shape around the main axis (A) of the main support (60) during the step of positioning the hoop assembly (93), and Prior to the step of transforming the assembly (58), the conductive element (80) is positioned radially outward from the actuation assembly (50) such that, after the step of positioning the hoop assembly (93), at least one so-called interrupt portion (801) of the conductive element (80) is positioned radially between the actuation assembly (50) and the hoop assembly (93). A method characterized by the following:

2. The method according to claim 1, characterized in that the conductive element (80) and the crown (12) are arranged in the state in which the tire (10) is manufactured, so as to ensure conductivity between the mounting support and the crown (12) when the tire (10) is mounted on the mounting support using the conductive element (80).

3. The method according to 2, characterized in that, after the step of deforming the assembly (58), a tread assembly (94) suitable for forming the tread (20) is positioned in the manufactured state of the tire (10) so as to ensure conductivity from the interlocked portion (801) of the conductive element (80) to the tread surface (13) by passing the hoop reinforcement (17) radially through or using it and using the tread (20).

4. The method according to any one of claims 1 to 3, characterized in that the operating assembly (50) is arranged in the manufactured state of the tire (10) to prevent conductivity using the operating reinforcement (16).

5. The method according to any one of claims 1 to 4, characterized in that the hoop assembly (93) is positioned radially outward of and in contact with the conductive element (80) so as to ensure conductivity from the interlocked portion (801) of the conductive element (80) to the tread (20) using the hoop reinforcement (17) when the tire (10) is manufactured.

6. The method according to any one of claims 1 to 4, characterized in that the hoop assembly (93) is arranged in the manufactured state of the tire (10) so as to ensure conductivity from the interlocked portion (801) of the conductive element (80) to the tread (20) by passing the hoop reinforcement (17) radially through it.

7. The method according to 6, characterized in that 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. The method according to 7, characterized in that an additional mass (86) of conductive material is axially positioned between the first and second axial portions (931, 932) of the hoop assembly (93) in the manufactured state of the tire (10) so as to ensure conductivity from the interlock portion (801) of the conductive element (80) to the tread (20) by using the conductive material and the additional mass (86) of conductive material to pass the hoop reinforcement (93) radially.

9. The method according to 8, characterized in that the additional mass (86) is positioned radially outward of and in contact with the interlock portion (801) of the conductive element (80) after the step of deforming the assembly (58).

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