Tire with crown area provided with stiffener

FIELD: transport.

SUBSTANCE: invention relates to car tires suitable for sportsters. Tire comprises tread divided by tire mid surface into first semi-tread (41) extending axially from mid surface to tread first edge (45). Note here that first semi-tread includes the primary circumferential groove (141) opening to rolling surfaces. Besides, tire includes semi-tread (42) extending axially from mid surface to tread second edge (46). Additionally, tire includes extra stiffener (151) composed of multiple radially-oriented thread-like reinforcing elements. Note here that said extra stiffener is located in radial direction from carcass reinforcing element inner side and levelled directly in radial direction relative to the primary circumferential groove.

EFFECT: more uniform wear, longer life, higher stiffness of tire crown zone.

9 cl, 18 dwg

 

The technical FIELD

The present invention relates to a tire for passenger cars. In particular, it relates to the tires, suitable for sports driving.

The LEVEL of TECHNOLOGY

In terms of sports driving tires are exposed to significant lateral loads, particularly when the vehicle is equipped with tires that are included in the rotation. Data lateral loads cause the contact zone, in which each tire comes in contact with the ground on which it moves, becomes trapezoidal, that is, that side of the contact zone, which is located on the side of the vehicle, which is from the outside (relative to the center of rotation is lengthened, while that side of the contact zone, which is located closer to the center of rotation is shortened. In the different edges in the tread will be subjected to different loads. It is the most heavily loaded ribs carry a large part of lateral loads. Consequently, they tend to bend, and the consequence is the reduction of the contact surface between the edge and the ground.

The combination of (i) "loss" square edges that are on the outside of the tire relative to the center of rotation, and (ii) increase the load carried by these edges causes damage to the tread. what you can see for example, uneven wear of the edges of the ribs and the loss of the rubber mixture.

One solution to this problem was proposed in document EP 1726458, which provides extra which add rigidity to the amplifier, passing in an axial direction almost the entire width of the tread. Although this solution allows to reduce uneven wear, resulting from the use of this solution is the increase in the mass of the tire and the deterioration of comfort for the user.

BRIEF description of the INVENTION

One of the objectives of the present invention is to reduce the uneven wear of the tire tread designed for sports driving, and increase their longevity while reducing to an absolute minimum weight to be added to the bus, and the stiffening of the crown area.

This task is solved by at least one narrow which add rigidity to the amplifier, it is placed under the crown area of the tire.

More precisely, the problem is solved through the use of tires that are made to the configuration to enable mounting the wheel rim of a vehicle containing:

two sides, made with a configuration that allows them to come into contact with a mounting rim, each Board contains at least one annular reinforcing structural element;

two sidewalls extending from the sides in the radial outward direction, when the two sides meet in the crown area containing the power of the crown zone, on top of which is a protector having the surface of the roller;

at least one frame power passing from the sides through the sidewall to the crown area, in this frame the amplifier is fixed at two sides;

when this protector is divided by the average plane of the tyre on:

first proprotection, which runs in the axial direction of the specified mid-plane towards the first edge of the tread in the axial direction, the first proprotection contains the first main circumferential groove opening onto the rolling surface, and

the second proprotection, which runs in the axial direction from the said Central plane in the direction of the second edge of the tread in the axial direction.

The tire further comprises giving additional rigidity amplifier that contains many directed essentially in the radial direction, filiform reinforcing elements, that is, filiform reinforcing elements, which form an angle that is greater than or equal to 60° and preferably 80°) and less than or equal to 90°, relative to the direction along the circumference, with this additional premiuminstant the amplifier is located in the radial direction from the inner side of the frame amplifier and directly aligned in the radial direction relative to the specified first main circumferential groove.

Extra which add rigidity to the amplifier passes in an axial direction from the outside toward the farthest from the center in the axial direction of the point specified first main circumferential grooves so that in any radial cross section distance DEE1 in the axial direction between the most distant from the center in the axial direction point giving additional rigidity of the amplifier and the farthest from the center in the axial direction by a specified point of the first main circumferential groove is less than or equal to 75% of the distance DAE1 in the axial direction, the distance DAE1 in the axial direction is defined:

or as the distance in axial direction between the most distant from the center in the axial direction of the first main circumferential groove and the first edge of the tread in the axial direction in the case, if there is no circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove and the first edge of the tread in the axial direction,

or, if there is an additional circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove and the first edge of the tread in the axial direction, as the distance in axial direction between samostalna from the center in the axial direction of the first main circumferential groove and the closest to the center in the axial direction point additional circumferential grooves.

In addition, giving additional rigidity to the amplifier passes in axial direction in relation to the closest to the center in the axial direction of the first main circumferential grooves so that in any radial cross section distance DEI1 in the axial direction between the closest to the center in the axial direction point giving additional rigidity of the amplifier and the closest to the center in the axial direction by a specified point of the first main circumferential groove is less than or equal to 75% of the distance DAI1 in the axial direction, the distance DAI1 in the axial direction is defined:

or as the distance in axial direction between the closest to the center in the axial direction of the first main circumferential groove and the second edge of the tread in the axial direction in the case, if there is no circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove and the second edge of the tread in the axial direction,

or, if there is an additional circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove and the specified second edge of the tread in the axial direction, as the distance in the axial direction midwive close to the center in the axial direction of the first main circumferential groove and the point of the additional circumferential grooves, which is arranged in the axial direction closer to the first main circumferential groove.

The implementation of such a giving additional rigidity amplifier provides appropriate change local Flexural rigidity of the tread of the tire and makes it possible to limit the deformation of the tread in areas that tend to lose contact with the ground. Therefore, decrease increase local loads, as well as the destruction of the protector.

In accordance with one preferred embodiment of the frame amplifier contains a variety of frame amplification elements, and frame reinforcing members are textile.

Filiform reinforcing elements giving additional rigidity of the amplifier are preferably textile, but with equal success, and they can be made of metal. Filiform reinforcing elements giving additional rigidity amplifier preferably have a modulus of tensile elasticity greater than or equal to 1 GPA, and giving additional rigidity amplifier has a density of reinforcing elements greater than or equal to 100 per decimeter.

In accordance with a preferred embodiment of the protector has no additional circumferential grooves opening onto the surface the surface of the rolling element in the axial direction between the first main circumferential groove and the first edge of the tread in the axial direction. Thus, the circumferential groove closest to the first edge of the tread in the axial direction, which is likely to be located furthest from the outer side of the tire toward the center of rotation, is provided with an additional which add rigidity to the amplifier.

In accordance with another preferred embodiment, in the case where the protector has an additional circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove and the first edge of the tread in the axial direction, the distance DEE1 in the axial direction between the most distant from the center in the axial direction point giving additional rigidity of the amplifier and the farthest from the center in the axial direction by a specified point of the first main circumferential groove is less than or equal to 50% of the distance in axial direction between the most distant from the center in the axial direction of the first main circumferential groove and the closest to the center in the axial direction of the point specified additional circumferential grooves. Indeed, in the case when there is an additional circumferential groove located in the axial direction between the first main circumferential groove and the first edge of the tread in the axial direction, was the mouth is owino, which is preferable to shorten giving additional rigidity to the amplifier side, closer to an additional circumferential groove.

In that case, when the bus is an asymmetrical tire that due to its design or structure of a protector, she has the specified direction of the mounting. In other words, the tire has a side that should be facing to the outside of the vehicle when the tire is mounted on the vehicle. In this particular case, it is preferable that the bus had only one extra which add rigidity to the amplifier and to the first edge of the tread in the axial direction was located on the side of the bus that will be drawn to the outer side of the vehicle when the tire is mounted on the vehicle in a specified direction of the mounting.

On the contrary, when a tire is a tire "directional" type, which means that it has a preferred direction of rotation, it is preferable that the second proprotection had second main circumferential groove opening onto the rolling surface, the tire further comprises a second additional which add rigidity to the amplifier, containing many directed essentially in the radial direction, filiform amplifier e is the elements, when this second giving additional rigidity to the amplifier is located in the radial direction from the inner side of the frame amplifier and directly aligned in the radial direction relative to the second main circumferential groove.

The second extra which add rigidity to the amplifier passes in an axial direction from the outside toward the farthest from the center in the axial direction of the point specified second main circumferential grooves so that in any radial cross section distance DEE2 in the axial direction between the most distant from the center in the axial direction of the second point giving additional rigidity of the amplifier and the farthest from the center in the axial direction of the point of the second main circumferential groove is less than or equal to 75% of the distance DAE2 in the axial direction, this distance DAE2 in the axial direction is defined:

or as the distance in axial direction between the most distant from the center in the axial direction of the point specified second main circumferential groove and the specified second edge of the tread in the axial direction in the case, if there is no circumferential groove in the axial direction between the said second main circumferential groove and the specified second edge of the tread in the axial direction,

or, in SL the tea, if there is an additional circumferential groove in the axial direction between the said second main circumferential groove and the second edge of the tread in the axial direction, as the distance in axial direction between the most distant from the center in the axial direction of the point specified second main circumferential groove and the closest to the center in the axial direction point additional circumferential grooves.

In addition, the second giving additional rigidity to the amplifier passes in axial direction in relation to the closest to the center in the axial direction of the point of the second main circumferential grooves so that in any radial cross section distance DEI2 in the axial direction between the closest to the center in the axial direction of the second point giving additional rigidity of the amplifier and the closest to the center in the axial direction of the point specified second main circumferential groove is less than or equal to 75% of the distance DAI2 in the axial direction, the distance DAI2 in the axial direction is defined:

or as the distance in axial direction between the closest to the center in the axial direction of the point of the second main circumferential groove and the closest to the center in the axial direction of the first main circumferential groove in the case, if the missing circumferential groove, in the axial direction between the second main circumferential groove and the first main circumferential groove,

or, if there is an additional circumferential groove in the axial direction between the said second main circumferential groove and the first main circumferential groove, as the distance in axial direction between the closest to the center in the axial direction of the point of the second main circumferential groove and the point of this additional circumferential groove, which is arranged in the axial direction is closest to the said second main circumferential groove.

The execution of the second main circumferential grooves allows for the installation of tires on the vehicle when it is not necessary to pay attention to which side of the tire is specified first main circumferential groove. Regardless of which side of the tyre was located on the side of the bus that is facing to the outer side of the vehicle when the tire is mounted on the vehicle specified in a given direction of installation, you will have a circumferential groove, "associated with giving additional rigidity to the amplifier, with the side of the tyre, which is turned to the outer side of the vehicle.

Similarly to what was explained with respect to the first main circumferential groove, in which this case it is preferable to ensure that that, in the case when the protector is made with an additional circumferential groove in the axial direction between the said second main circumferential groove and the specified second edge of the tread in the axial direction, the distance DEE2 in the axial direction between the most distant from the center in the axial direction of the second point giving additional rigidity of the amplifier and the farthest from the center in the axial direction of the point specified second main circumferential groove is less than or equal to 50% of the distance in axial direction between the most distant from the center in the axial direction of the point specified second main circumferential groove and the closest to the center in the axial direction of the point of the additional district the grooves.

Needless to say, it is possible and even desirable to combine two or more of the described embodiments.

BRIEF DESCRIPTION of DRAWINGS

Figure 1 shows the tire in accordance with the prior art;

figure 2 shows a partial view in perspective of a tire in accordance with the prior art;

figure 3 shows a radial cross section of one quarter of the tire in accordance with the prior art;

4 and 5 illustrate how to determine the edge of the tread in the axial direction;

6 to 9 schematically show the deformation, which the tire in accordance with the prior art is subjected when it is under high lateral loads;

figure 10-16 are shown in radial cross-section of one part of the tire in accordance with one embodiment of the invention; and

Fig and 18 show the impact that additional width gives the rigidity of the amplifier has on the deformation of the tire.

DETAILED description of the INVENTION

When using the term "radial" it is expedient to distinguish between several different values, in which experts in this field technicians use this word. First, the term refers to the radius of the tire. It is in accordance with the given value argues that the point P1 is an "inside in the radial direction with respect to the point P2 (or "radially inside with respect to the point P2), if it is located closer to the axis of rotation of the tire than the point P2. On the contrary, argues that the point P3 is outside in the radial direction with respect to the point P4 (or is "in the radial direction from the outside towards the point P4)if it is further from the axis of rotation of the tire than the point P4. Promotion in the radial direction inward (or outward)" will mean progress in the direction of smaller (or larger) R is Diacov. This term is also used when talking about distances in the radial direction.

"Radial direction" is the direction which is parallel to the radius of the tire and which intersects the axis of rotation of the tire.

Traditionally frame power bus passes from one side to the other. In cases where it is alleged that giving additional rigidity to the amplifier is located in the radial direction from the inner side of the frame amplifier", this means that the radial direction passing through any arbitrary point on giving additional rigidity to the amplifier, intersects with the frame amplifier, which is located in the radial direction from the outside giving additional rigidity to the amplifier. In the more rare case of tires, frame amplifier which is interrupted in the corona area and, therefore, contains two parts separated in an axial direction, it is argued that giving additional rigidity to the amplifier is located in the radial direction from the inner side of the frame amplifier", when in any radial cross-section it is inside with respect to the line passing through the point of each of the parts most distant from the center in the radial direction.

On the contrary, argues that the thread or the amplifier is radial/radial to the GDS thread or reinforcing members amplifier forms/form an angle, greater than or equal to 80° and less than or equal to 90°, relative to the direction along the circumference. Let us point out that this particular document, the term "thread" should be understood in a very broad sense of the word and what it covers thread in the form of filaments, filament yarn, cords, strands or equivalent set regardless of the material of the thread, or from the coating applied to it to reinforce its connection with rubber.

In conclusion, in this description, "radial cross-section or radial cross-section" means a cross section or a cross section in a plane which contains the axis of rotation of the tire.

"Axial" direction is a direction parallel to the axis of rotation of the tire. It is argued that the point P5 is internal in the axial direction with respect to the point P6 (or is in the axial direction in relation to the point P6), if it is located closer to the Central plane of the tire than the point P6. On the contrary, argues that the point P7 is "outside in the axial direction with respect to the point P8 (or is in the axial direction from the outside towards the point R8), if it is located farther from the Central plane of the tire than the point P8. "Mid plane" tire is a plane that is perpendicular to the axis of rotation W is active and which is at the same distance from the ring reinforcement of structural elements each side.

The direction along the circumference represents the direction that is perpendicular to the radius of the tyre, and to the axial direction. "Section in the circumferential direction" is a section in the plane perpendicular to the axis of rotation of the tire.

In this paper it is argued that two amplifying element are parallel, when the angle formed between the two elements is less than or equal to 20°.

Under the rolling surface" in this specification refers to all points of the tread of the tire which come into contact with the ground during rolling of the tire.

The term "proprotection" refers to each of the two parts of the tread, which are located one on each side of the Central plane of the tire. Since the average plane does not necessarily divide the tread into two parts with the same width in the axial direction, the term "proprotection" denotes optional half tread.

It is argued that the circumferential groove is the "main"when she "connected" with extra which add rigidity to the amplifier. Therefore, the term "primary" does not mean that such circumferential groove is wider, deeper, etc. than any other groove, and serves only to distinguish grooves that are directly aligned in the radial direction relative to the additional predose what about the rigidity of the amplifier.

The term "rubber compound" means a compound containing at least one elastomer and one filler.

To facilitate reading the descriptions of the options shown by the figures, the same reference position are used to indicate elements that have identical structure.

Figure 1 schematically shows the tire 10 in accordance with the prior art. The tire 10 includes a crown area containing the power of the crown zone (not visible in figure 1), over which is placed the protector 40, the two sidewalls 30 extending from the crown area in the radial direction inside, and two Board 20 located radially inside relative to the side walls 30.

Figure 2 schematically shows a partial perspective view of the tire 10 in accordance with the prior art and illustrates the various components of the tire. The tire 10 includes a frame amplifier 60, formed from yarns 61, covered in rubber mixtures, and two sides 20, each of which contains an annular reinforcing structural elements 70, which provide retention of the tire 10 on the rim (not shown). Frame the amplifier 60 is fixed in each of the flanges 20. The tire 10 further comprises an amplifier crown area, containing two layers 80 and 90. Each of the layers 80, 90 strengthened/reinforced with filamentary reinforcing elementary and 91, which are parallel in each layer and crossed from one layer to the next, forming angles in the interval between 10° and 70°, relative to the direction along the circumference. The tire further comprises amplifier circuit 100, which is located radially outside the crown amplifier zone, with this amplifier circuit is formed from directed in the circumferential direction, is wound in a spiral reinforcing elements 101. The protector 40 is imposed on the district amplifier; it is the protector 40 provides the contact between the tire 10 and the road surface. Shows the bus 10 is a "tubeless" tire: it contains the "inner sealing layer 50 formed of rubber compound which is impervious with respect to the gas for inflating and closing the inner surface of the tire.

Figure 3 schematically shows a radial cross section of one quarter of the control bus 10 type Energy™ Saver, introduced in the market/industrial manufactured by Michelin. The tire 10 has two flanges 20, made with a configuration that allows them to come into contact with a mounting rim (not shown), with each Board contains 20 bead wire 70. Two sidewall 30 extending from the flanges 20 in the radial outward direction and converge in the corona area 25 that contains the power of the crown zone of the broken off from the first layer of reinforcing elements 80 and the second layer of reinforcement elements 90, when the protector is placed over them in the radial direction. The protector is divided by the average plane 130 tires on the first proprotection 41, which passes in the axial direction from the mean plane 130 bus in direction to the first edge 45 of the tread in the axial direction, the first proprotection contains the first circumferential groove 141, opening onto the rolling surface, and a second proprotection (not shown), which passes in the axial direction of the specified average plane 130 in the direction of the second edge of the tread in the axial direction.

The method of determining the edges of the tread in the axial direction is illustrated in figure 4 and 5, each of which shows the profile of proprotection 41 and the profile of the sidewall 30, which is adjacent to proprotection 41. In some designs of tyres in the transition from the tread to the sidewall is sharp, as in the case shown in figure 4, and the definition of the edge 45 of proprotection 41 in the axial direction is simple. However, there are tire design, in which the transition between the tread and the sidewall is continuous. An example is shown in figure 5. In this case, the edge protector is determined as follows. Tangent to the rolling surface of the tyre at any point on the rolling surface in the transition zone to the sidewall drawn in the plane redialing the cross-section of the tire. Edge in the axial direction is the point at which the angle α (alpha) between the specified tangential and axial direction is 30°. In the case when there are several points in which the angle α (alpha) between the specified tangential and axial direction is 30°, choose the point farthest from the center in the radial direction. In the case of a bus, shown in figure 3, the edge 45 in the axial direction was determined in this way.

Each layer of reinforcing elements 80 and 90 contains threadlike reinforcing elements coated with a binder formed of a rubber compound. Reinforcing members each layer essentially parallel to each other; reinforcing elements of the two layers intersect at the transition from one layer to the next at an angle, constituting approximately from 20° to 30°, as is well known to experts in the field of tyres, known as radial tires.

The tire 10 further comprises a frame amplifier 60, which passes from the sides 20 through the sidewall 30 to the crown 25. This frame amplifier 60 in this case contains threadlike reinforcing elements, which are directed in the radial direction, which means that they form an angle relative to the direction along the circumference that is larger than or equal to 80° and less than or equal to 90°.

Framed amplifier 60 contains many frame Wuxi is sustained fashion elements, shown in the form of threads 61 in figure 2. Frame power enshrined in the two flanges 20 by means of clinching around the bead wire 70 in such a way as to form in each Board main portion 62 and the covering portion 63. Covering part 63 passes radially outwards to the end 64.

6 to 9 schematically show the deformation of the tire in accordance with the prior art, pumped to a pressure of 3 bar and saw a big load (load component 7100 N)when it is subjected to significant lateral loads (the camber angle of the wheels: -4,4°, the lateral slip velocity: 3 m/s). 6 corresponds to a view in the direction of movement of the bus forward. Reference character 2 designates the axis of rotation of the tire 10, and the reference character 3 denotes a ground on which rolls the tire 10.

Fig.7 shows the imprint of the tire 10 on the ground 3. In a first approximation, this print has a trapezoid shape 4 long edge 5 which is on the side of the vehicle on which is mounted the tire 10, which is on the outside relative to the center of rotation. As Fig.7 shows, an imprint of ribs, the farthest towards the center of rotation, reduced in size. In the area denoted by the reference position 6, the edge loses contact with the ground, and the result is a led is a group of local loading zone, denoted by the reference position 7, that is, near the corner edges of adjacent ribs.

Fig shows in radial cross-section of the portion of the tire 10, which is in contact with the ground 3. Fig.9 shows the detail of this species. You can see a strong deformation of the tread near the grooves 141 with a pronounced loss of contact with the soil in the area, located in the axial direction on the outside of the groove 141. This loss of contact may occur because the grooves near the crown area of the tire is subjected to a large meridional curve.

Taking into account the amount of this bending and deformation of the tread to which it leads, it can be understood that the tread wears evenly.

The present invention aims to reduce the uneven wear. The problem is solved by bus in accordance with one embodiment of the invention, such as bus, shown in figure 10. This bus has two sides 20, made with a configuration that allows them to come into contact with a mounting rim (not shown), with each Board contains a bead wire 70, two sidewall 30 extends from the flanges 20 in the radial outward direction, when the two sides meet in the crown area containing the amplifier 80, 90 crown area, on top of which is the protector 40, having a rolling surface. The tire 10 also will win a framed amplifier 60, passing from the sides 20 through the sidewall 30 to the crown area, in this frame the amplifier is fixed at two sides 20, in this case - through buckle it around the bead wire 70.

The protector 40 is divided by the average plane 130 of the tire 10 on the first proprotection 41, which passes in the axial direction from the mean plane 130 toward the first edge 45 of the protector 40 in the axial direction, the first proprotection 41 includes the first main circumferential groove 141, opening onto the rolling surface, and a second proprotection 42, which passes in the axial direction from the mean plane 130 in the direction of the second edge 46 of the tread in the axial direction.

The tire further comprises an additional which add rigidity to the amplifier 151, contains many textile or metallic filiform reinforcing elements, which are directed essentially in the radial direction, i.e. which form an angle that is greater than or equal to 60° and preferably 80°) and less than or equal to 90°, relative to the direction along the circumference. This extra which add rigidity to the amplifier 151 is located in the radial direction from the inner side of the frame amplifier 60 and directly aligned in the radial direction relative to the first main circumferential groove 141.

In the ine in accordance with one embodiment of the invention the width of giving additional rigidity of the amplifier 151 in the axial direction accurately limited. He is held in axial direction from the outside toward the farthest from the center in the axial direction point 1411 of the first main circumferential groove 141, and in the axial direction in relation to the closest to the center in the axial direction point 1412 of the first main circumferential groove 141. The exact criteria are illustrated on 11-16.

11 shows, in radial cross-section of one part of the tire 10 in accordance with one embodiment of the invention. In this particular case protector contains a single first main circumferential groove 141. Extra which add rigidity to the amplifier 151, which is ensuring it aligns directly in the radial direction relative to the grooves, passes in an axial direction from the outside toward the farthest from the center in the axial direction point 1411 of the first main circumferential groove 141 so that, in any radial section, the distance DEE1 in the axial direction between the most distant from the center in the axial direction point 1511 giving additional rigidity of the amplifier 151 and the farthest from the center in the axial direction point 1411 of the first main circumferential groove 141 is less than or equal to 75% of the distance DAE1 in the axial direction. Because there is no circumferential groove, unlocking the jaś on the surface of the rolling element in the axial direction between the first main circumferential groove 141 and the first edge 45 of the protector 40 in the axial direction, this distance DAE1 in the axial direction is defined as the distance in axial direction between the most distant from the center in the axial direction point 1411 of the first main circumferential groove 141 and the first edge 45 of the protector 40 in the axial direction. In this particular case DEE1=0,1·DAE1.

In addition, giving additional rigidity to the amplifier 151 is held in axial direction in relation to the closest to the center in the axial direction point 1412 of the first main circumferential groove 141 so that, in any radial section, the distance DEI1 in the axial direction between the closest to the center in the axial direction point 1512 giving additional rigidity of the amplifier 151 and the closest to the center in the axial direction point 1412 specified first main circumferential groove 141 is less than or equal to 75% of the distance DAI1 in the axial direction. Because there is no circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove 141 and the second edge 46 of the tread 40 in the axial direction, this distance DAI1 in the axial direction is defined as the distance in axial direction between the closest to the center in the axial direction point 1412 specified first main circumferential groove 141 and the second edge 46 PR is tectura 40 in the axial direction. In this particular case DEI1=0,06·DAI1.

In the case when there is a circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove 141 and at least one of the edges 45, 46 of the tread 40 in the axial direction, determining distances DAE1 or DAI1 is different, as explained below.

Fig shows the case when there is an additional circumferential groove 161 opening onto the rolling surface between the first main circumferential groove 141 and the second edge 46 of the tread 40 in the axial direction. In this case, the distance DAI1 in the axial direction is defined as the distance in axial direction between the closest to the center in the axial direction point 1412 of the first main circumferential groove 141 and the point 1611 specified additional circumferential grooves 161, which is arranged in the axial direction closer to the said first main circumferential groove 141. In this particular case DEI1=0,13·DAI1. Definition DAE1 not changed when compared with the situation shown in 11.

Fig shows the case when there is an additional circumferential groove 162, opening onto the rolling surface between the first main circumferential groove 141 and the first edge 45 of the protector 40 in the axial direction. In this case, the distance DAE1 in the axial direction is defined as the distance in axial direction between the most distant from the center in the axial direction point 1411 of the first main circumferential groove 141 and the closest to the center in the axial direction of the point specified 1622 additional circumferential groove 162. In this particular case DEE1=0,29·DAE1. Definition DAI1 not changed when compared with the situation shown in 11.

In General, when this configuration, it is preferable that the distance DEE1 was less than or equal to 50% of the distance in axial direction between the most distant from the center in the axial direction point 1411 specified first main circumferential groove 141 and the closest to the center in the axial direction point 1622 specified additional circumferential groove 162.

Of course, there may be cases in which additional circumferential grooves open on the surface of the rolling axial direction from each side of the first main circumferential groove. This situation is shown in Fig. In this case, the definition DAI1 is the same as discussed in connection with Fig, and the definition of DAE1 is the same as discussed in connection with Fig.

Needless to say, in the case when there are several additional circumferential grooves on one side and/or on the other side of the first main circumferential grooves, it is the closest to it in the axial direction, an additional circumferential groove is taken into account when determining distances DAE1 and DAI1.

All tires are shown in figure 10-14, have only one extra which add rigidity to the amplifier. Needless understand what I extra which add rigidity to the amplifier will perform its function properly only if it will be located on the side of the bus that will be drawn to the outer side of the vehicle when the tire is mounted on the vehicle specified in the specified direction of the mounting. Therefore, the configuration with only one extra which add rigidity to the amplifier particularly well suited for the so-called "asymmetric" tires that have the specified mounting direction, so that one sidewall will always be on the outer side of the vehicle. These tires usually have a label (indicating the "outer" or "inner side") to indicate to the user which side of the tire should be facing outwards with respect to the vehicle, and which side should be facing toward the vehicle.

There are also tires that do not have such a specified direction of the mounting/installation or because they are just completely symmetric, or because they are "directed". In the present description it is alleged that the bus is "aimed", if you mean that it has a preferred direction of rotation. Such tire will be mounted on the TRANS is ortom the vehicle in such a way, what is the preferred direction of rotation will correspond to the direction of rotation of the tire when moving the vehicle forward.

Because these tires have no marking, indicating that the marked side should be facing toward the vehicle (or in appropriate cases should be facing outwards with respect to the vehicle), it is necessary, therefore, to provide an extra which add rigidity to the amplifiers on each side of the Central plane of the tire, in particular, to obtain the expected effects which add rigidity to the amplifier on the integrity of the tread on each outer edge when driving on a curve.

Fig shows in radial section a part of such tires. The second proprotection 42 contains the second main circumferential groove 142, opening onto the rolling surface, and the tire contains a second giving additional rigidity to the amplifier 152 that contains many directed essentially in the radial direction, filiform reinforcing elements. This second giving additional rigidity to the amplifier 152 is located in the radial direction from the inner side of the frame amplifier 60 and directly aligned in the radial direction relative to the second main circumferential groove 142. Second updat is giving additional rigidity to the amplifier 152 is held in the axial direction from the outside toward the farthest from the center in the axial direction point 1421 specified second main circumferential groove 142 so the distance DEE2 in the axial direction between the most distant from the center in the axial direction point 1521 second giving additional rigidity of the amplifier 152 and the farthest from the center in the axial direction point 1421 specified second main circumferential groove 142 is less than or equal to 75% of the distance DAE2 in the axial direction. Because there is no circumferential groove in the axial direction between the second main circumferential groove 142 and the second edge 46 of the tread 40 in the axial direction, the distance DAE2 in the axial direction is defined as the distance in axial direction between the most distant from the center in the axial direction point 1421 second main circumferential groove 142 and the second edge 46 of the tread in the axial direction.

The second extra which add rigidity to the amplifier 152 is held in axial direction in relation to the closest to the center in the axial direction point 1422 second main circumferential groove 142 so that the distance DEI2 in the axial direction between the closest to the center in the axial direction point 1522 of the second additional which add rigidity to the amplifier 152 and the closest to the center in the axial direction point 1422 specified second main circumferential groove 142 is less than or equal to 75% of the distance DAI2 in the axial direction of the tion. Because there is no circumferential groove in the axial direction between the second main circumferential groove 142 and the first main circumferential groove 141, the distance DAI2 in the axial direction is defined as the distance in axial direction between the closest to the center in the axial direction point 1422 second main circumferential groove 142 and the closest to the center in the axial direction point 1412 of the first main circumferential groove 141. In this particular case DAI1=DAI2.

Of course, there may be cases in which additional circumferential grooves open on the surface of the rolling axial direction from each side of the first and/or second main circumferential groove. The situation is similar to that shown in Fig on which the protector contains three additional circumferential grooves 163-165. Therefore, determine distances DAI2 and DAE2 change. Distance DAE2 corresponds to the distance in axial direction between the most distant from the center in the axial direction point 1421 specified second main circumferential groove 142 and the closest to the center in the axial direction point 1652 specified additional circumferential groove 165 in the axial direction between the second main circumferential groove 142 and the second edge 46 of the tread in the axial direction. As for the distance DAI2, it is determined acrastone in the axial direction between the closest to the center in the axial direction point 1422 specified second main circumferential groove 142 and the point 1642 additional circumferential grooves 164 (in the axial direction between the second main circumferential groove 142 and the first main circumferential groove 141), which is arranged in the axial direction is closest to the said second main circumferential groove 142.

In the case when the protector 40 is made with an additional circumferential groove 165 in the axial direction between the second main circumferential groove 142 and the second edge 46 of the tread 40 in the axial direction, the distance DEE2 in the axial direction between the most distant from the center in the axial direction point 1521 second giving additional rigidity of the amplifier 152 and the farthest from the center in the axial direction point 1421 specified second main circumferential groove 142 is less than or equal to 50% of the distance DAE2 defined in the previous paragraph.

Fig and 18 illustrate how important it is to carefully choose the width of giving additional rigidity of the amplifier in the axial direction. The graph on Fig shows the deflection F of the unit crown area of the tire, a portion of which is shown in Fig, depending on the width L giving additional rigidity of the amplifier in the axial direction. The deflection is shown in Fig.9. He characterizes the inclination of the unit crown area and, as a consequence, the destruction of the neighboring parts. The optimal width is the width at which the deflection is at the level of the minimum values, in this case it is is from 24 to 26 mm In that case, when the width is increased beyond this optimum value, the situation deteriorates again. When increasing the length of giving additional rigidity of the amplifier to 36 mm, it becomes completely ineffective.

Tests if the movement is executed on the tires 205/55 R 16 (test conditions were matched by BMW acceptance test of endurance on the track Nürburgring, known to experts in the art, including 20 laps on the old highway, 20 km long with sports driving), showed a very significant reduction in uneven wear compared to the bus, which had no which add rigidity to the amplifiers.

1. The tire (10), made with the possibility of mounting the wheel rim of a vehicle, comprising:
two boards (20), made with a configuration that allows them to come into contact with a mounting rim, each Board contains at least one annular reinforcing structural element (70);
two sidewalls (30), passing from the sides in the radial outward direction, and the two sides meet in the crown zone (25), containing the amplifier (80, 90) crown area, on top of which is the protector (40)having the surface of the roller;
at least one frame amplifier (60)extends from the sides through the sidewall to the crown AOR is s, in this frame the amplifier is fixed at two sides;
the protector is divided by the average plane (130) bus:
first proprotection (41), which runs in the axial direction from the Central plane toward the first edge (45) of the tread in the axial direction, the first proprotection contains the first main circumferential groove (141), opening onto the rolling surface, and
the second proprotection (42), which runs in the axial direction from the Central plane in the direction of the second edge (46) of the tread in the axial direction;
when this tire further comprises an additional which add rigidity to the amplifier (151)containing the set of directed essentially in the radial direction filiform reinforcing elements, and giving additional rigidity to the amplifier is located in the radial direction from the inner side of the frame amplifier and directly aligned in the radial direction relative to the first main circumferential groove, thus giving additional rigidity to the amplifier (151) passes in an axial direction from the outside toward the farthest from the center in the axial direction of the point (1411) the first main circumferential grooves so that in any radial cross section distance DEE1 in the axial direction between the farthest from Central axial direction point (1511) giving additional rigidity of the amplifier and the farthest from the center in the axial direction point (1411) the first main circumferential groove is less than or equal to 75% of the distance in DAE1 axial direction, the distance DAE1 in the axial direction is defined by:
or as the distance in axial direction between the most distant from the center in the axial direction point (1411) the first main circumferential groove and the first edge (45) of the tread in the axial direction in the case, if there is no circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove (141) and the first edge (45) of the tread in the axial direction,
or, if there is an additional circumferential groove (162)opening onto the rolling surface in the axial direction between the first main circumferential groove (141) and the first edge (45) of the tread in the axial direction, as the distance in axial direction between the most distant from the center in the axial direction point (1411) the first main circumferential groove and the closest to the center in the axial direction point (1622) additional circumferential grooves, and giving additional rigidity to the amplifier (151) passes in an axial direction in relation to the closest to the center in the axial the direction of the point (1412) the first main circumferential groove (141) so that in any radial cross section distance DEI1 in the axial direction between the closest to the center in the axial direction the AI point (1512) giving additional rigidity of the amplifier and the closest to the center in the axial direction point (1412) the first main circumferential groove (141) less than or equal to 75% of the distance DAI1 in the axial direction, the distance DAI1 in the axial direction is defined by:
or as the distance in axial direction between the closest to the center in the axial direction point (1412) the first main circumferential groove (141) and second edge (46) of the tread in the axial direction in the case, if there is no circumferential groove opening onto the rolling surface in the axial direction between the first main circumferential groove (141) and second edge (46) of the tread in the axial direction;
or, if there is an additional circumferential groove (161)opening onto the rolling surface in the axial direction between the first main circumferential groove (141) and second edge (46) of the tread in the axial direction, as the distance in axial direction between the closest to the center in the axial direction point (1412) the first main circumferential groove (141) and the point (1611) additional circumferential groove (161), which is arranged in the axial direction closer to the first main circumferential groove.

2. The tire according to claim 1, in which the frame amplifier (60) contains a variety of frame amplification elements (61), and frame reinforcing members are textile.

3. The tire according to claim 1 in which the filamentary reinforcing members giving additional rigidity to the amplifier (151) made of metal is A.

4. The tire according to claim 1 in which the filamentary reinforcing members giving additional rigidity to the amplifier (151) are textile.

5. The tire according to claim 1, in which the protector is made without any additional circumferential grooves opening onto the rolling surface in the axial direction between the first main circumferential groove (141) and the first edge (45) of the tread in the axial direction.

6. The tire according to claim 1, in which the protector has an additional ring groove (162)opening onto the rolling surface in the axial direction between the first main circumferential groove (141) and the first edge (45) of the tread in the axial direction, and the distance DEE1 in the axial direction between the most distant from the center in the axial direction point (1511) giving additional rigidity to the amplifier (151) and the farthest from the center in the axial direction point (1411) the first main circumferential groove (141) less than or equal to 50% of the distance DAE1 in the axial direction between the most distant from center in the axial direction point (1411) the first main circumferential groove (141) and the closest to the center in the axial direction point (1622) additional circumferential grooves (162).

7. The tire according to claim 1, having a specified direction of the mounting, so that the first edge (45) of the tread in the axial direction is on the side of the bus that will be drawn to the outer side of the vehicle, when the tire is mounted on the vehicle specified in the specified direction of the mounting, while the bus is equipped with one extra which add rigidity to the amplifier (151).

8. The tire according to claim 1, having a preferred direction of rotation, and the second proprotection (42) has a second main circumferential groove (142), opening onto the rolling surface, the tire further comprises a second additional which add rigidity to the amplifier (152)that contains many directed essentially in the radial direction filiform reinforcing elements, and the second giving additional rigidity to the amplifier is located in the radial direction from the inner side of the frame amplifier (60) and directly aligned in the radial direction relative to the second main circumferential groove (142),
when this second giving additional rigidity amplifier (152) is in the axial direction from the outside toward the farthest from the center in the axial direction of the point (1421) the second main circumferential groove (142) so that in any radial cross section distance DEE2 in the axial direction between the most distant from the center in the axial direction point (1521) of the second additional which add rigidity to the amplifier (152) and the farthest from the center in the axial direction point(1421) the second main circumferential groove (142) less than or equal to 75% of the distance DAE2 in the axial direction, the distance DAE2 in the axial direction is defined by:
or as the distance in axial direction between the most distant from the center in the axial direction point (1421) of the said second main circumferential groove (142) and second edge (46) of the tread in the axial direction in the case, if there is no circumferential groove in the axial direction between the second main circumferential groove (142) and second edge (46) of the tread in the axial direction,
or, if there is an additional circumferential groove (165) in the axial direction between the second main circumferential groove (142) and second edge (46) of the tread in the axial direction, as the distance in axial direction between the most distant from the center in the axial direction point (1421) the second main circumferential groove (142) and the closest to the center in the axial direction point (1652) additional circumferential grooves (165),
when this second giving additional rigidity amplifier (152) passes in an axial direction in relation to the closest to the center in the axial direction of the point (1422) the second main circumferential groove (142) so that in any radial cross section distance DEI2 in the axial direction between the closest to the center in the axial direction point (1522) of the second additional which add rigidity to the amplifier (52) and the closest to the center in the axial direction point (1422) the second main circumferential groove (142) less than or equal to 75% of the distance DAI2 in the axial direction, the distance DAI2 in the axial direction is defined by:
or as the distance in axial direction between the closest to the center in the axial direction point (1422) the second main circumferential groove (142) and the closest to the center in the axial direction point (1412) the first main circumferential groove (141) if there is no circumferential groove in the axial direction between the second main circumferential groove (142) and the first main circumferential groove (141),
or, if there is an additional circumferential groove (164) in the axial direction between the second main circumferential groove (142) and the first main circumferential groove (141), as the distance in axial direction between the closest to the center in the axial direction point (1422) the second main circumferential groove (142) and the point (1642) this additional circumferential groove (164), which is arranged in the axial direction closer to the second main circumferential groove (142).

9. The tire of claim 8, in which the protector is made with an additional circumferential groove (165) in the axial direction between the second main circumferential groove (142) and second edge (46) of the tread in the axial direction, and the distance DEE2 in the axial direction between the most distant from the center in the axial direction point (1521) of the second additional applying the th stiffness amplifier (152) and the farthest from the center in the axial direction point (1421) the second main circumferential groove (142) less than or equal to 50% of the distance DAE2 in the axial direction between the farthest from the center in axial direction point (1421) the second main circumferential groove (142) and the closest to the center in the axial direction point (1652) additional circumferential grooves (165).



 

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FIELD: transport engineering; tires.

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FIELD: transport.

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FIELD: transport.

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15 cl, 2 dwg, 5 tbl

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FIELD: transport.

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FIELD: transport.

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2 dwg

FIELD: transport.

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FIELD: transport.

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21 cl, 11 dwg

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8 cl, 4 dwg

FIELD: transport.

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21 cl, 4 dwg

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FIELD: transport.

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EFFECT: smooth run, sufficient life in run with flat tire.

23 cl, 3 dwg, 4 tbl

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