Compagnie Generale Des Etablissements Michelin

Michelin Recherche Et Technique S.a.

Thierry Royer

Patricia Lagarde

Patrick Vervaet

Cécile Belin

Fernando Suarez

Cécile Roussel

Christophe Lemarchand

The environmental footprint of a tire for a construction plant vehicle is improved. To do so, the elastomer compounds derived from non-fossil resources represent a mass content greater than or equal to 65% of the total mass of the compounds of the tire, at least 75% of the total mass of the compounds of the tire is made up of elastomer compounds each of which has a viscoelastic loss, measured in terms of tan(δ), less than or equal to 0.065, and an electrical resistivity greater than or equal to 1E+10 'Ω·cm.

Construction plant vehicle tire with low environmental footprint

A tire for a civil engineering vehicle the endurance of which has been improved by the addition of an anti-creep layer () with a thickness E2 interposed between the airtight inner layer (), with a thickness E1, and the reinforcer coating layer () of the carcass reinforcement (), with a thickness E3. The thicknesses E1, E2 and E3, being measured in millimetres in a shoulder region forming the transition between the crown and each sidewall of the tire, satisfy the following equations: 2&#x2264;E1&#x2264;4; 6&#x2264;E2+E3 and E1/E2&#x2265;0.6. In addition, the viscoelastic loss P60 of the elastomeric mixture M2 of the anti-creep layer () is at most equal to 20%.

Material for reinforcing against the creep of the inner rubber of a tire for a heavy duty civil engineering vehicle

A radial tire (), with the sidewalls thereof (), and the tread thereof () arranged for minimizing the temperature of the tire while guaranteeing its electrical conductivity. The tread () comprises two wings () and a central portion (). These components rest on a base layer () radially on the inside of the tread (). The base layer () contains a lateral portion () partly in contact with a tread wing (). This structure of the crown of the tire, in contact with the carcass reinforcement makes it possible to constitute a preferential conductive pathway of the electric charges between the rim and the ground when the tire is mounted on its rim and flattened on the ground.

Electrically conductive crown architecture for a tire of a heavy duty civil engineering vehicle

The compromise between the performance aspects of endurance and wear of a tyre for construction plant vehicles is improved, while limiting the mean operating temperature thereof to an appropriate level of around 100&#xb0; C., and while ensuring its capacity of being electrically conductive, that is to say of discharging electrostatic charges that have built up during running. For this purpose, the tread comprises three parts: two electrically conductive tread wings and a central portion that is optimized in terms of hysteresis and is therefore not electrically conductive. The pathway for discharging electrostatic charges connects the tread wings to the rim, passing via electrically conductive edging rubbers positioned at the axial ends of the layers of the crown.

Crown architecture of an electrically conductive tire for a civil engineering vehicle

A radial tire () for a heavy vehicle of construction plant type, and more particularly, the sidewalls thereof (), arranged to minimize the temperature of the tire while guaranteeing its electrical conductivity. The tread () comprises two tread wings () and a central portion (). The bead layer (), the elastomeric coating compound of the carcass layer (), the second sidewall layer () and the tread wing () constitute a preferential conductive pathway of the electric charges between the rim and the ground when the tire is mounted on its rim and flattened on the ground.

Tire sidewall for a heavy duty civil engineering vehicle

A tread and tire for a multipurpose agricultural machine, that improves field traction while ensuring a satisfactory compromise with wear under engine torque and vibratory comfort on the road having a tread having a plurality of lugs distributed in a first row extending axially from a first axial end of the tread and in a second row extending axially from a second axial end of the tread, the second row differing from the first row by a symmetry relative to the equatorial plane of the tire followed by a rotation about the rotation axis of the tire, each row having an alternation of long lugs and of short lugs. The axially inner end face of a first long lug of a row of lugs is separated from the trailing lateral face of the second long lug of the symmetrical row of lugs, closest to the axially inner end face of the first long lug, by an end groove with a width at least equal to 10% and at most equal to 100% of the lug height.

Growing community of inventors

Clermont-Ferrand, France

Thierry Royer