Compagnie Generale Des Etablissements Michelin

Michelin Recherche Et Technique S.a.

Michelin Recherche Et Technique

Compagnie Generale Des Etablissments Michelin

Patrick Pallot

Olivier Muhlhoff

Richard Abinal

Frédéric Perrin

François-Xavier Bruneau

Jacky Pineau

Pierre Fevrier

Cyril Charreire

Sylvain Morival

Christopher Careme

Daniel Fabing

Patrice Fraysse

Mathieu Albouy

Bertrand Daval

Patrick Dayet

Gérard Crosnier

Gerard Crosnier

Alexandre Tobie

Benjamin Levrard

Mathieu Delbos

Rémi Reynal De St-michel

A tire () in which at least one of the said tread pattern blocks () comprises a circumferential reinforcing element () positioned axially on the inside relative to the said at least one groove () when working from the outside towards the inside and axially close to the said circumferential groove, the circumferential reinforcing element () is made of a rubber compound having a dynamic shear modulus G* at least twice as high as the dynamic shear modulus G* of the rubber compound of the rest of the blocks of the tread, the circumferential reinforcing element () extends radially from the radially exterior surface of the said crown reinforcement () towards the surface of the said tread with an axial width which decreases progressively with increasing radial proximity to the outside, and in which the said circumferential reinforcing element () partially forms the axially internal lateral face () of the said at least one of the said tread pattern blocks ().

Tire comprising a tread containing reinforcing elements

A tire has a treadwhich includes groovesthe side facesof which are undercut, and includes at least one circumferential reinforcing element-arranged axially relative to said undercut side faceat a distance 'd' of between 0 and 15% of the axial width Lof the tread blockat least extending radially from the inside towards the outside from a radial level situated above the wear limit level and to a radial height equal to 5% of the thickness 'p' of the tread.

Tire comprising a tread having grooves with undercut side faces and reinforcing elements

Tire comprising at least one working layer (). The radially outermost one thereof comprises at least one undulation () radially on the outside of the points of the working layer () that are in line with the centre of the bottom face () of the major groove () closest to undulation (). The undulation () of the radially outermost working layer () is such that, over at least 10% of the radially outer surface (ROS) of the said working layer (), the radial distance (do) between the radially outer surface (ROS) and the tread surface () is at least 1 mm less than the radial distance (dc) between the radially outer surface (ROS) and the tread surface (), which is the distance in line with the centre of the bottom face () of the major groove () closest to the said undulation ().

Tire comprising working layers having an improved architecture

A tire () for a vehicle has a tread surface having a transverse radius RT and comprises a crown layer () that comprises at least one undulation () in line with a rib (). The undulation () is such that it is radially on the outside of the points of the undulated layer in line with the center of the bottom face of the circumferential furrow () closest to the undulation () and has an amplitude at least equal to 1 mm. The radial distance (da) between at least one contact edge corner of a rib () in line with which an undulation is located and the transverse radius RT of the rib is at least equal to 0.2 mm and at most equal to 2 mm.

Tire comprising optimized architecture and tread pattern

A tire, the tread of which has an underlayer and a circumferential reinforcement made up of a rubber mixture with a stiffness greater than the stiffness of the rubber mixture and the underlayer, has an outer side and an inner side. The circumferential reinforcement has a reinforcing element of tapered shape positioned in the tread pattern elements disposed axially on the outside with respect to the first or the second circumferential grooves of the tread from the outside to the inside and axially close to the circumferential groove.

Tire comprising major grooves with a depth at least equal to 4 mm and with a width at least equal to 1 mm. The radially outermost working layer () comprises at least one undulation (). The undulation () is such that the undulation () portion of the working layer () represents at least 10% of the surface of the working layer (), has an amplitude of at least 1 mm and is radially on the outside of the points of the working layer () that are in line with the bottom face () of the major groove () closest (). All the layers of material () making up the radial stack of the crown structure (S) have mean surfaces parallel to that of the radially outermost working layer ().

Tire having an optimized architecture

A tire is provided with a tread that includes first and second sectors and grooves. The second sectors are formed of a rigid reinforcing compound. Each of the first and second sectors has a contact face intended to contact a road surface when the tire is in use. Each groove includes sidewalls and a bottom, and extends from an end of an adjacent contact face. A depth P of each groove is measured in a radial direction between its bottom and a position corresponding to a radial height of the adjacent contact face. At least one of the second sectors has a contact face that includes a recess having a depth p of less than 2 mm, as measured in a radial direction from a surface of the recess to a position corresponding to a radial height of an adjacent first sector.

Tire with a tread having reinforced sectors and self-maintaining recesses

Method of manufacturing a tire comprising a tread strip in which blind radial cuts are arranged in the blocks of rubber that form the tread pattern, comprising a step during which the cuts () are made in the unvulcanized tread strip () intended to cap the green tire. One or more blades () are raised to a temperature higher than the vulcanization temperature of the material of which the tread strip () is made are caused to penetrate the radially internal face () of the tread strip () for a sufficient period of time that they superficially vulcanize the walls of the cut in contact with the blade () so as to prevent the faces from sticking back together once the blade has been withdrawn from the cut.

Method and device for making blind grooves in an unvulcanized tread

The invention proposes a method for regulating a stability control system of a vehicle based on the forces acting at the center of each wheel of the vehicle. The actions of the driver, i.e. steering, acceleration or braking, produce forces (changes in forces) are transmitted by the tires to the ground. Control of the operating means of the vehicle (active anti-roll device, engine torque, braking torque, load per wheel or direction) utilizes instructions resulting from the actions of the driver to apply forces. The invention proposes a method of expressing, in terms of forces, the inputs of the driver as a function of the inertia of the vehicle body, velocity of forward movement of the vehicle, and angle at the steering wheel (steering wheel velocity and steering wheel acceleration). If the actual forces that are measured do not correspond to the forces desired by the driver, the active system compensates for this difference by acting on the force distributions in the chassis.

Method and system for regulating a stability control system of a vehicle

A method for regulating a system for controlling the stability of a vehicle based on the forces exerted at the center of each wheel of the vehicle. Since, the actions of the driver, whether steering, accelerating or braking, are reflected by forces (variations in forces) transmitted by the tires to the ground, it is proposed to control the operating means of the vehicle (active anti-roll system, engine torque, braking torque or active steering) by force expectations derived from the actions of the driver. Depending on the speed of travel of the vehicle and the angle to the steering wheel (steering wheel velocity and steering wheel acceleration), the method expresses the inputs of the driver in terms of forces. If the actual forces that are measured do not correspond to the forces desired by the driver, the active system compensates for this difference by acting on the distributions of forces in the vehicle chassis.

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Clermont-Ferrand, France

Patrick Pallot