Vehicle tires

Abstract

Vehicle tires, especially for a light vehicle, a motorcycle, a bicycle or a wheelchair, with a directional profiled tread (2), sidewalls (3) and bead areas (4) having a defined rolling direction when traveling forward. The tread (2) has elongated, block-like projections (6) extending circumferentially, each projection (6) having a top surface (6a) with two longitudinal edges (6c1, 6c2) extending in the direction of the elongated shape – one longitudinal edge located further outwards and one further inwards – which in each of the projections (6) are inclined in the same direction at an angle (α) of 10° to 30° to the circumferential direction, wherein the longitudinal edge (6c2) located further inwards is at a greater height relative to a base surface of the projection (6) than the longitudinal edge (6c1) located further outwards, and wherein the projection (6) located closest to the center of the tread is / one of the lowest projection(s) and the projection (6) located closest to the side wall (3) is / one of the highest projection(s).

Description

[0001] The invention relates to a vehicle tire, preferably for a light vehicle, particularly preferably for a motorcycle and / or a bicycle and / or a wheelchair, with a profiled tread, sidewalls and bead areas designed in a directional manner and having a defined rolling direction when driving forward.

[0002] Such vehicle tires include, in particular, bicycle tires intended for urban use, as trekking tires, cargo tires, racing tires, or tires in the GRAVEL category, the latter with a high proportion of use on roads. Examples of such tires include the CONTACT Plus City tire shown on the Continental website, see https: / / www.continentalreifen.de / b2c / bicycle / tires / contact-plus-city / (accessed September 20, 2023), and the tire labeled RIDE Tour, see https: / / www.continentalreifen.de / b2c / bicycle / tires / ride-tour / (accessed September 20, 2023). Bicycle tires with pronounced lugs in the tread pattern ensure a positive traction on rough or off-road surfaces thanks to their edges, thus providing good grip. The more edges there are, the better the grip.It is therefore also known to form cuts on the lugs, which divide the lugs in the contact area with the ground or are bodies cut out of the lug surface. For more closed tread patterns, such as those for urban use, trekking tires, or gravel tires with a higher road portion, it is also advantageous to lower the tread towards the sidewalls in order to reduce the stiffness jumps between the tread and sidewall and achieve more even tread wear in the shoulder areas. This makes it more difficult for the edges of cuts to engage the ground. Furthermore, with thin treads, such as those found on racing tires or gravel tires, the ability to form conventional cuts is limited.In addition, stones easily get caught in cuts, for example, when cornering on such surfaces. Further stones penetrating the cuts can even clog the cuts. Complete blockage can also occur when driving on muddy surfaces. Cuts also have the disadvantage that they tend to close under lateral load, meaning their edges can then provide little grip.

[0003] The invention is based on the object of providing a particularly effective alternative to cuts in a vehicle tire of the type mentioned above, in particular in those with thinner treads, to ensure good grip properties.

[0004] The stated object is achieved according to the invention in that the tread has elongated block-like elevations in the circumferential direction, which include elevations at the tread center, at the side walls and in between, each elevation having a cover surface with two longitudinal edges running in the direction of the elongated design, one further on the outside of the tread and one further on the inside of the tread, which in all elevations are inclined in the same direction at an angle α of 10° to 30°, in particular 15° to 25°, to the circumferential direction,wherein the longitudinal edge further towards the inside of the tread is at a greater height than the longitudinal edge further towards the outside of the tread, and wherein the elevation closest to the centre of the tread is the lowest elevation(s) and the elevation closest to the sidewall is the highest elevation(s).

[0005] In vehicle tires with treads designed according to the invention, the block-like elevations eliminate the need for incisions, as the elevations provide a multitude of gripping edges in an optimal position with respect to the rolling direction during forward travel due to the aforementioned angle of inclination. By arranging the longitudinal edge further inside the tread at a greater height relative to a base surface of the elevation than the longitudinal edge further outside the tread, the latter can be designed particularly effectively as a gripping edge. The elevations at different heights allow for a particularly advantageous weight optimization of the tread.

[0006] In a preferred design, the elevations are taller the closer they are positioned to the sidewall. This measure is particularly advantageous for weight optimization by distributing the rubber volume of the elevations from the tread center to the sidewalls.

[0007] A design in which the elevation(s) arranged between the elevation(s) located at the center of the tread and at the sidewalls have(s) a height which is less than the height of the highest elevation(s) and greater than the height of the lowest elevation(s) is therefore also particularly advantageous.

[0008] A particularly advantageous arrangement of the grip edges provided by the elevations is provided in a design in which the elevations are arranged between the tread center and the side walls in rows, each comprising at least three elevations of different heights.

[0009] In the case of vehicle tires with a largely “smooth” tread, the elevations are advantageously formed directly on the base surface of the tread.

[0010] In other types of vehicle tires with lugs in the tread, each of which has a cover surface, the cover surfaces of the lugs are the base surfaces of the elevations.

[0011] The grip and braking properties of the tread, especially on rough surfaces, are particularly good in a design in which the elevations have square cover surfaces, the longitudinal edges being connected to one another by shorter side edges which run in the axial direction or at an angle of up to 30° to the axial direction.

[0012] A further measure which is particularly advantageous for the directional design of the tread is that the longitudinal edges of the cover surfaces of the elevations slope downwards, starting at their ends further outside the tread, in the direction of their ends further inside the tread, whereby at its end on the tread side, the longitudinal edge further inside the tread has a height determined perpendicular to the base surface which is 0.10 mm to 0.30 mm greater than the height of the longitudinal edge further inside the tread at its end on the outside of the tread.

[0013] Grip edges on the raised portions closer to the sidewall are particularly effective when cornering. The raised portions further toward the inside of the tread, or those closer to or near the center of the tread, can also have top surfaces with at least one longitudinal edge that slopes down toward the base surface so that its end on the inside of the tread is level with the base surface.

[0014] For the effects achievable with the elevations, it is also advantageous if the ends of the longitudinal edges of the elevations located further inside the tread have a height difference of 0.05 mm to 1.00 mm, in particular 0.10 mm to 0.40 mm, with the end of the longitudinal edge located further inside the tread being at the greater height. This measure is also beneficial for optimizing the noise and weight of the tread.

[0015] It is therefore also advantageous if the elevations have low heights; in particular, the edges of the elevations act as braking and gripping edges even at a low height. In this case, the heights of the ends located on the inside of the tread of the longitudinal edges of the elevations extending further on the inside of the tread, as determined perpendicularly to the base surface, are preferably 0.10 mm to 1.50 mm, in particular 0.20 mm to 0.60 mm. The heights of the ends located on the outside of the tread of the longitudinal edges extending further on the inside of the tread, as determined perpendicularly to the base surface, are preferably 0.00 mm to 1.00 mm, in particular up to 0.50 mm.

[0016] An advantageous embodiment is provided in that the vehicle tire is a pneumatic vehicle tire.

[0017] An advantageous embodiment is provided in that the vehicle tire is a vehicle tire for a light vehicle, preferably for a bicycle and / or motorcycle and / or a wheelchair, particularly preferably for a bicycle.

[0018] Accordingly, it may be a light vehicle tire, preferably a bicycle tire and / or a motorcycle tire and / or a wheelchair tire, particularly preferably a bicycle tire.

[0019] For the purposes of the registration, the term “light vehicle” refers to vehicles with an unladen mass of no more than 425 kg (without batteries in the case of electric vehicles), preferably bicycles and / or wheelchairs and / or motorcycles and / or vehicles of vehicle class L within the meaning of EU Regulation 168 / 2013, each of which meets the requirements of an unladen mass of no more than 425 kg.

[0020] The light vehicle, preferably a bicycle, can be powered purely by muscle power and thus not have a drive motor. The light vehicle, preferably a bicycle, can also have a drive motor, preferably an electric motor, to drive the light vehicle. The drive motor, preferably an electric motor, can be designed as an auxiliary motor for pedal assistance or as the sole drive. The light vehicle, preferably a bicycle, can be designed as a cargo vehicle. The light vehicle, preferably a bicycle, can have two, three, four, or more wheels.

[0021] Motor vehicles of vehicle category L within the meaning of EU Regulation 168 / 2013 include in particular vehicles according to categories L1e and / or L2e and / or L3e and / or L4e and / or L5e and / or L6e.

[0022] Further features, advantages and details of the invention will now be described in more detail with reference to the schematic drawing, which illustrates exemplary embodiments. Fig. 1 a view of a circumferential section of a bicycle tire, Fig. 2 a circumferential section of the tread of the bicycle tire projected into the plane and Fig. 3 a schematic enlarged oblique view of an embodiment of a block-like elevation of the tread.

[0023] Fig. 1 shows a circumferential section of an embodiment of a bicycle tire 1 suitable for urban use and also for the areas of cargo, trekking, racing or gravel, with a tread 2, sidewalls 3 and bead areas 4. The other components usually provided inside the bicycle tire 1, such as a carcass provided with a reinforcement layer, are not shown.

[0024] The bicycle tire 1 has a profile in the tread 2, which in the embodiment shown has V-shaped profiles running towards each other, just in front of the profile defined by the line AA ( Fig. 2) marked central circumferential line of the tread 2, in each tread half, parallel to each other arranged diagonal grooves 5 and formed between the diagonal grooves 5 and extending analogously to the diagonal grooves 5. Due to the overall V-shaped diagonal grooves 5 and the rows of elevations 6, the tread 2 is designed to be directional, so that when fitting the bicycle tire 1, attention must be paid to a specific rolling direction when driving forward, namely such that the ends of the diagonal grooves 5 located on the inside of the tread first enter the ground when driving forward. This rolling direction is indicated in the Fig. 1 and Fig. 2 with the arrow R a marked.

[0025] The tread areas outside the oblique grooves 5 form a base surface 2a which, in the exemplary embodiment shown, has no further profile structures apart from the block-like elevations 6 already mentioned. In the exemplary embodiment shown, the block-like elevations 6 provided in each tread half for the most part between the oblique grooves 5 following one another in the circumferential direction are elongated rectangular and arranged in pairs in each row. In each pair of block-like elevations 6, the two elevations 6 are flush with one another, with their mutual spacing a1 being on the order of 1.00 mm to 5.00 mm, in particular 1.50 mm to 3.00 mm. In each row, the pairs of elevations 6 run parallel to one another, and their mutual spacing a2 is also on the order of 1.00 mm to 5.00 mm, in particular 1.50 mm to 3.00 mm.Since the rows of protrusions 6 run diagonally across the respective tread half, the pairs of protrusions 6 are offset from each other accordingly. In an alternative design (not shown), each row consists of consecutive individual protrusions 6.

[0026] In the illustrated embodiment, the elevations 6 each have an elongated rectangular, flat cover surface 6a with two narrow side edges 6b1 and 6b2, which have, for example, a width b of 1.50 mm to 2.00 mm and two long side edges 6c1 and 6c2, which have, for example, a length l of 2.50 mm to 3.50 mm. In particular, all elevations 6 have cover surfaces 6a of the same size or cover surfaces 6a whose sizes differ only insignificantly from one another. With respect to the circumferential direction (central circumferential line AA) of the tread 2, the long side edges 6c1, 6c2 of the elevations 6 in each tread half run at an angle α of 10° to 30°, in particular 15° to 25°, and are inclined in the same direction to the oblique grooves 5.

[0027] At the Fig. 1 and Fig. 2, eight pairs of elevations 6 are provided between each two circumferentially adjacent oblique grooves 5, wherein in alternative embodiments at least three individual elevations 6 or three pairs of elevations 6 are provided between the tread center and the sidewall, which are arranged in a specific manner, as will be explained below, in particular, with reference to the Fig. 3, differ from each other.

[0028] Fig. 3 shows a greatly enlarged schematic view of an elevation 6 from the Fig. 1 and Fig.2 left tread half. Of the two long side edges 6c1 and 6c2, the side edge 6c2 is the side edge facing the tread center (center circumferential line AA) and the "active" grip edge, while the side edge 6c1 facing away from the tread center (center circumferential line AA) is a passive edge. At each elevation 6, the "active" grip edge 6c2 extends at a greater height relative to the base surface 2a than the passive edge 6c1. In addition, the heights of both edges 6c1 and 6c2 become smaller, starting at their ends E1, E2 located further outside the tread, in the direction of their ends E1', E2' located further inside the tread, wherein at its end E2 located outside the tread, the edge 6c2 has a height determined perpendicular to the base surface 2a, which is 0.10 mm to 0.30 mm greater than the height of the edge 6c1 at the end E1.Towards the ends E1', E2' located on the inside of the tread, both edges 6c1 and 6c2 can drop down to the level of the base surface 2a or have a height difference of 0.05 mm to 1.00 mm, in particular of 0.10 mm to 0.40 mm, with the edge 6c2 ending higher than the edge 6c1.

[0029] The outlines of edges 6b1 and 6b2 correspond to the outlines of edges 6c1 and 6c2 described above. Edge 6b1 is the edge with which each protrusion 6 first enters the ground when the tire rolls forward. The opposite edge 6b2 is an "active" edge, which is beneficial for braking performance.

[0030] With regard to the design of the elevations 6, which follow one another in the area between the central circumferential line AA and the side wall 3, it is particularly true that the gripping edges 6c2 are higher the closer an elevation 6 is to the side wall 2. Two or three elevations 6 of the same design can also follow one another directly, with at least three elevations 6 being present between the central circumferential line AA and the side wall, the height of their gripping edges 6c2 being greater the closer they are to the side wall 3. The heights of the ends E2 of the gripping edges 6c2 located on the inside of the tread, determined perpendicularly relative to the base surface 2a, are preferably 0.10 mm to 1.50 mm, in particular 0.20 mm to 0.60 mm, and the heights of the ends E2' of the gripping edges 6c2 located on the outside of the tread, determined perpendicularly relative to the base surface 2a, are 0.00 mm to 1.00 mm, in particular up to 0.50 mm.

[0031] In one tread variant (not shown), the protrusions are located on the tread lugs, so that the top surfaces of the lugs each form reference base surfaces. In another tread variant (not shown), the protrusions are not arranged in rows, but are offset from each other in each tread half, with protrusions located at the tread center, at the sidewalls, and in between.

[0032] Tires designed according to the invention can also be vehicle tires of other types. Tires designed according to the invention can be pneumatic vehicle tires, preferably light vehicle tires, particularly preferably motorcycle tires and / or bicycle tires and / or wheelchair tires. List of reference symbols 1 bicycle tire 2 treads 2a Base area 3 side wall 4 Bead area 5 diagonal groove 6 block-like elevation 6a Cover area 6b1, 6b2 narrow side edge 6c1, 6c2 long side edge α angle AA central circumference line a1 Distance (survey pairs) a2 Distance (from pair to pair) b Width (6b1, 6b2) E1, E2 outside tread ends E1, E 2' inside tread ends l Length (6c1, 6c2) R aA Roll direction when driving forward QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] EP 168 / 2013

[0019]

Claims

[1] Vehicle tyre, preferably for a light vehicle, particularly preferably for a motorcycle and / or a bicycle and / or a wheelchair, with a directional, profiled tread (2), sidewalls (3) and bead areas (4) having a defined rolling direction when driving forward characterized bythat the tread (2) has elongated block-like elevations (6) in the circumferential direction, which include elevations at the tread center, at the side walls (3) and in between, wherein each elevation (6) has a cover surface (6a) with two longitudinal edges (6c1, 6c2) running in the direction of the elongated design - one longitudinal edge located further outside the tread and one further inside the tread - which in all elevations (6) run in the same direction inclined at an angle (α) of 10° to 30°, in particular 15° to 25°, to the circumferential direction,wherein the longitudinal edge (6c2) located further towards the inside of the tread is at a greater height than the longitudinal edge (6c1) located further towards the outside of the tread, and wherein the elevation (6) located closest to the center of the tread is one of the lowest elevations and the elevation (6) located closest to the sidewall (3) is one of the highest elevations. [2] Vehicle tyre according to claim 1, characterized by that the elevations (6) have a greater height the closer they are positioned to the side wall (3). [3] Vehicle tyre according to claim 1 or 2, characterized bythat the elevation(s) (6) which is / are arranged between the elevation(s) (6) located at the tread center and at the side walls (3) have / have a height which is less than the height of the highest elevation(s) (6) and greater than the height of the lowest elevation(s) (6). [4] Vehicle tyre according to one of claims 1 to 3, characterized by that the elevations (6) between the tread center (AA) and the side walls (3) are arranged in rows, each comprising at least three elevations (6) of different heights. [5] Vehicle tyre according to one of claims 1 to 4, characterized by that the elevations (6) are formed directly on a base surface (2a) of the tread (2). [6] Vehicle tyre according to one of claims 1 to 4 with a tread with lugs each having a cover surface, characterized bythat the cover surfaces of tunnels are the base surfaces of the elevations (6). [7] Vehicle tyre according to one of claims 1 to 6, characterized by that the elevations (6) have quadrangular, in particular parallelogram-shaped, cover surfaces (6a), the longitudinal edges (6c1, 6c2) of which are connected by shorter side edges (6b1, 6b2) which run in the axial direction or at an angle of up to 30° to the axial direction. [8] Vehicle tyre according to one of claims 1 to 7, characterized bythat the longitudinal edges (6c1, 6c2) of the cover surfaces (6a) of the elevations (6) slope downwards, starting at their ends (E1, E2) located further outside the tread, in the direction of their ends (E1', E2') located further inside the tread, wherein at its end (E2) located outside the tread, the longitudinal edge (6c2) located further inside the tread has a height determined perpendicular to the base surface (2a) which is 0.10 mm to 0.30 mm greater than the height of the longitudinal edge (6c1) running further inside the tread at its end (E1) located outside the tread. [9] Vehicle tyre according to one of claims 1 to 8, characterized by that elevations (6) located closer to or at the center of the tread (AA) have cover surfaces (6a) with at least one longitudinal edge (6c1, 6c2) which slopes down towards the base surface (2a) in such a way that their end (E1', E2') located on the inside of the tread is at the level of the base surface (2a). [10] Vehicle tyre according to one of claims 1 to 9, characterized by that the ends (E1', E2') of the longitudinal edges (6c1, 6c2) of the elevations (6) located further towards the inside of the tread have a height difference of 0.05 mm to 1.00 mm, in particular of 0.10 mm to 0.40 mm, the end (E2') of the longitudinal edge (6c2) located further towards the inside of the tread being at the greater height. [11] Vehicle tyre according to one of claims 1 to 10, characterized by that the heights of the ends (E2) of the longitudinal edges (6c2) of the elevations (6) located on the inside of the tread, which extend further on the inside of the tread, are determined perpendicularly relative to the base surface (2a) to be 0.10 mm to 1.50 mm, in particular 0.20 mm to 0.60 mm, and the heights of the ends (E2') of the longitudinal edges (6c2) located on the outside of the tread, which extend further on the inside of the tread, are determined perpendicularly relative to the base surface (2a) to be 0.00 mm to 1.00 mm, in particular up to 0.50 mm. [12] Vehicle tyre according to one of claims 1 to 11, characterized by that it is a bicycle tire.

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