Tire Having Greater Resistance To Unseating

Abstract

Resistance to unseating of a passenger is achieved by a tire comprising a bead having an axial width at the seat D comprising a circumferential reinforcing element (22) of which the radially innermost point (222) is at a radial distance Z and at an axial distance Y from the radially innermost point (211) of the bead, and such that Y/D is at least equal to 0.5 and Z/D is at most equal to 0.4. The end of the carcass reinforcement (311) is situated radially on the outside of the radially outermost point (223) of the circumferential reinforcing element. This same bead comprises at least one bead layer (23) surrounding the bead filler rubber (21) and such that its axially outermost end (231) is radially on the outside of the end (311) and such that its axially innermost end (232) is at least radially on the outside of the point (222).

Claims

1. A tire adapted to be mounted on a mounting rim, comprising: two beads which are adapted to come into contact with the mounting rim, the mounting rim comprising a substantially radial portion or side and a substantially axial portion or seat; each said bead having a radially innermost point positioned with respect to the side at an axial distance D referred to as the axial width at the seat and comprising at least one bead filler made up of at least one rubber composition and of at least one circumferential reinforcing element; the meridian section of the circumferential reinforcing element having a radially innermost point, a radially outermost point and an axially innermost point, the radially innermost point being positioned at a radial distance Z and at an axial distance Y from the radially innermost point of each said bead; a carcass reinforcement connecting the two beads and comprising at least one carcass layer extending in each said bead radially towards the inside as far as a carcass layer end; for at least one said bead, the carcass layer end is positioned radially on the inside of a point of greatest axial width of the tire and axially on the outside of the axially innermost point of the circumferential reinforcing element, wherein, for each said bead, the ratio Y/D between the axial distance Y from the radially innermost point of the circumferential reinforcing element to the radially innermost point of each said bead, and the axial width of the bead at the seat D, is at least equal to 0.5, wherein, for each said bead, the ratio Z/D between the radial distance Z from the radially innermost point of the circumferential reinforcing element to the radially innermost point of bead, and the axial width of each said bead at the seat D, is at most equal to 0.4, wherein, in each said bead, any part of any arbitrary carcass layer of the carcass reinforcement radially inside of the radially outermost point of the circumferential reinforcing element is axially on the outside of the radially innermost point of the circumferential reinforcing element, wherein, each said bead comprises a bead reinforcement, comprising at least one bead layer, surrounds the bead filler in such a way that the axially outermost end of the bead layer is radially on the outside of the radially innermost end of the carcass layer and such that the axially innermost end of the bead layer is at least radially on the outside of the radially innermost point of the circumferential reinforcing element, wherein, for each said bead comprising an external face, the points on the bead reinforcement which are positioned radially on the inside of the radially innermost point of the circumferential reinforcing element are positioned, with respect to the external face of each said bead, at a distance, measured perpendicular to the external face of the bead, that represents at most Z/2, half the radial distance Z between the radially innermost point of the bead and the radially innermost point of the circumferential reinforcing element, and wherein, for each said bead, the bead filler comprises a bead filler portion at least radially on the inside of the radially innermost point of the circumferential reinforcing element, having an elastic modulus at 10% elongation E21 at least equal to 15 MPa.

2. The tire according to claim 1, wherein the ratio Y/D between the axial distance Y from the radially innermost point of the circumferential reinforcing element to the radially innermost point of each said bead, and the axial width of each said bead at the seat D is at most equal to 0.75.

3. The tire according to claim 1, wherein wherein the ratio Z/D between the radial distance Z from the radially innermost point of the circumferential reinforcing element to the radially innermost point of each said bead, and the axial width of the bead at the seat D is at least equal to 0.25.

4. The tire according to claim 1, wherein the axially outermost end of the bead layer is radially on the outside of the radially innermost end of the carcass layer by a difference in radius at least equal to 10 mm preferably at least equal to 20 mm.

5. The tire according to claim 1, wherein the end of the axially outermost bead layer is axially on the outside of the end of the radially innermost carcass layer.

6. The tire according to claim 1, wherein the end of the axially outermost bead layer is axially on the inside of the end of the radially innermost carcass layer.

7. The tire according to claim 1, wherein the end of the carcass layer is positioned radially on the outside of the radially outermost point of the circumferential reinforcing element.

8. The tire according to claim 1, wherein which the reinforcing elements of a bead layer are made of textile.

9. The tire according to claim 1, wherein the reinforcing elements of a carcass layer are made of metal or of textile.

10. The tire according to claim 1, wherein the reinforcing elements of a carcass layer are parallel to one another and make with the circumferential direction an angle of between 65° and 115°.

11. The tire according to claim 1, wherein the reinforcing elements of a bead layer are parallel to one another and make with the circumferential direction an angle of between 20° and 160°.

12. The tire according to claim 1, wherein the bead filler portion radially on the outside of the radially outermost point of the circumferential reinforcing element has an elastic modulus at 10% elongation E212 less than 0.5 times the elastic modulus at 10% elongation E21 of the bead filler portion at least radially on the inside of the radially innermost point of the circumferential reinforcing element.

13. The tire according to claim 1, wherein the bead filler portion axially on the outside of the radially outermost point of the circumferential reinforcing element has an elastic modulus at 10% elongation E213 less than 0.5 times the elastic modulus at 10% elongation E21 of the bead filler portion at least radially on the inside of the radially innermost point of the circumferential reinforcing element.

14. A mounted assembly comprising a tire according claim 1 and a wheel possessing at least one hump the height of which is at least equal to 1 mm.

15. The tire according to claim 1, wherein the axially outermost end of the bead layer is radially on the outside of the radially innermost end of the carcass layer by a difference in radius at least equal to 20 mm.

16. The tire according to claim 1, wherein the reinforcing elements of a bead layer are made of any of the following textiles: aliphatic polyamide, aromatic polyamide, a combination of aliphatic polyamide and aromatic polyamide, polyethylene terephthalate, or rayon.

17. The tire according to claim 1, wherein the reinforcing elements of a carcass layer are made of metal or of any of the following textiles: aliphatic polyamide, aromatic polyamide, a combination of aliphatic polyamide, aromatic polyamide, polyethylene terephthalate, or rayon.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The features and other advantages of the invention will be better understood with the aid of FIGS. 1 to 12, the said figures not being drawn to scale but in simplified form, in order to make the invention easier to understand:

[0055] FIG. 1 depicts a tire according to the prior art.

[0056] FIG. 2 illustrates the terms “inboard edge” and “outboard edge” of a tread.

[0057] FIGS. 3 to 8 depict the movement of the sidewall of a tire as a function of the load applied to the tire sidewall during an unseating test.

[0058] FIG. 9 depicts a meridian section through the bead and sidewall according to the invention. FIG. 9 notably illustrates the distances Y and Z and the axial width of the bead at the seat D.

[0059] FIGS. 10 and 11 depict a meridian section of the bead and of the sidewall according to the invention, and preferred distributions of the bead filler rubber.

[0060] FIG. 12 depicts the movements of the sidewalls of a tire according to the invention and of a tire according to the prior art as a function of the load applied to the sidewall of the tires during an unseating test.

DETAILED DESCRIPTION OF THE DRAWINGS

[0061] FIG. 1 schematically depicts a tire 1 according to the prior art. The tire 1 comprises a crown 4 comprising a crown reinforcement (not visible in the figure) surmounted by a tread 7, two sidewalls 3 extending the crown radially inwards, and two beads 2 radially on the inside of the sidewalls 3.

[0062] FIG. 2 schematically depicts tires intended to be mounted on mounting rims of wheels of a vehicle 200 and having a set direction of mounting on the vehicle. It comprises an outboard axial edge 45 and an inboard axial edge 46, the outboard axial edge 46 being the edge intended to be mounted on the side of the body shell of the vehicle when the tire is mounted on the vehicle according to the said predetermined direction of mounting and the reverse in the case of the outboard axial edge 45. In the document the “outboard side” refers to the outboard axial edge 45.

[0063] The graph depicted in FIG. 5 shows the result of a numerical simulation of an unseating test in accordance with Chinese standard GB/T 4502-2009. A conical form is applied against the sidewall of the tire. This conical form advances at a set rate. The load ET required to make the conical form advance at this rate is plotted as a function of the movement DT of the conical form.

[0064] The initial situation of the tire 1 (only the bead and part of the sidewall of which have been depicted) on its mounting rim 5 is depicted in FIG. 3.

[0065] As the conical form moves, the resistance of the tire is manifested in the near-linear increase in the load ET. The bead begins to move up to the point at which it begins to tilt. This is the situation depicted in FIG. 4. This tilting causes a drop in the load required to cause the conical form to advance, until the bead has completely tilted, as is depicted in FIG. 8. The load then increases again because now the bead has to be made to rise over the hump 6 of the mounting rim 5, as illustrated in FIG. 7. It is only when the bead has overcome the hump 6 (situation depicted in FIG. 6) that unseating is complete.

[0066] FIG. 9 schematically depicts the meridian cross section of a bead 2 and of part of the sidewall 3 according to the invention. The tire 1 comprises two beads 2 intended to come into contact with a mounting rim (not depicted). At least the bead 2 and the sidewall 3 positioned on the outboard side (cf. FIG. 2) comprise: [0067] a circumferential reinforcing element 22 of which the radially innermost point 222 is placed a radial distance Z away from the radially innermost point 211 of the tire and an axial distance Y away from this same point, [0068] a carcass reinforcement comprising at least one carcass layer 31 of which the end 311 is situated radially on the outside of the radially outermost point 223 of the circumferential reinforcing element 22 and radially on the inside of the point 301 of greatest width of the tire. The end 311 of the carcass layer is also axially on the outside of the axially innermost point 224 of the circumferential reinforcing element, [0069] a bead reinforcement comprising at least one bead layer 23 of which the axially outermost end 231 is radially on the outside of the end 311 of the carcass layer 31 and of which the axially innermost end 232 is radially on the outside of the radially innermost point 222 of the circumferential reinforcing element, [0070] the axially outermost point 225 of the circumferential reinforcing element 22 and its interior radial projection 226 onto the contour of the tire and the tangent T226 to the contour of the tire at this point 226 or seat of the bead, [0071] the radially innermost point 222 of the circumferential reinforcing element and its external axial projection 227 onto the contour of the tire and the tangent T227 to the contour of the tire at this point 227 or side of the bead, [0072] the intersection of these 2 tangents T226 and T227 at the point 228, the point at which the seat and the side of the bead meet, [0073] the axial width of the bead at the seat D, equal to the axial distance between the radially innermost point 211 and the point 228 at which the seat and the side of the bead meet.

[0074] The bead 2 depicted in FIG. 9 further comprises a portion intended to come into contact with the mounting rim (not depicted).

[0075] FIGS. 10 and 11 illustrate the various preferred configurations of the portions of bead filler 21, 212 and 213. The bead filler portion 21 is at least radially on the inside of the radially innermost point 222 of the circumferential reinforcing element 22. The bead filler portion 212 is radially on the outside of the radially outermost point 223 of the circumferential reinforcing element (FIG. 10). The bead filler portion 213 axially on the outside of the point 223 (FIG. 11).

[0076] FIG. 12 shows the load ET required to cause the conical form of the unseating test according to Chinese standard GB/T 4502-2009 to advance as a function of the movement DT of the conical form between a tire according to the invention and a tire according to the prior art. The gain afforded by the invention in terms of causing unseating to occur is measured in terms of load between the maxima of the two curves on the ordinate axis and, in terms of movement, between the abscissa values for these two maxima.

[0077] The inventors carried out the invention on a tire of size 335/30_ZR_18, having a carcass reinforcement made up of two carcass layers of polyester making an angle of +/−85° with the radial direction, a bead layer made of aramid making an angle of 55° with the radial direction, a circumferential reinforcing element made up of braided metal cords with a cross section of 10.6 mm.sup.2, the elastic modulus at 10% elongation of the bead filler 21 is equal to 54 MPa and that of the bead filler 213 to 23 MPa. The positioning of the circumferential reinforcing element is such that Y=8.5 mm, Z=5 mm, D=15.5 mm, Y/D=0.55, Z/D=0.33. The length of overlap between the carcass layer and the bead layer is equal to 25 mm; the radial position of the end of the carcass layer is equal to the radial position of the radially outermost point of the circumferential reinforcing element; the mean thickness of the protective rubber of the bead toe is 1.5 mm, the thickness of rubber between the bead layer and the radially innermost point of the circumferential reinforcing element is 3 mm.

[0078] By comparison with the anterior solution 335/30_ZR_18 with a carcass reinforcement made up of two carcass layers of polyester making an angle of +/−85° with the radial direction, a circumferential reinforcing element of braided metal cords with a cross section of 17 mm.sup.2, a bead wire filler the elastic modulus of which is equal to 23 MPa, and a bead toe the elastic modulus at 10% elongation of which is equal to 23 MPa; the positioning of the circumferential reinforcing element is such that Y=7 mm, Z=8 mm, D=16 mm, Y/D=0.43, Z/D=0.5. The mechanical connection between the bead and the carcass is achieved by turning the carcass up around the circumferential reinforcing element. The test method is similar to the one recommended in Chinese standard GB/T 4502-2009. The test is performed at a pressure of 0.7 bar. The load needed to cause unseating in the test is increased by 18%, the sidewall movement is increased by 19% when the pressure needed to negotiate the humps of the rim during mounting is reduced by 50% thus demonstrating that ease of mounting is not only preserved but also improved.

[0079] The bead reinforcement also performs a protective function; any damage to the said reinforcement remains localized and has no impact on the durability of the carcass reinforcement.