Method for improving vibration characteristics of pneumatic tire

Abstract

A method of designing a pneumatic tire having improved vibration characteristics. Dynamic testing of the tire detects a) respective frequencies of a plurality of radial vibration modes of the tire, and b) respective frequencies of a plurality of torsional vibration modes of the tire. The testing may determine that a first separation between the frequencies of the even radial vibration modes and the frequencies of the even torsional vibration modes is less than a first threshold, and / or may determine that a second separation between the frequencies of the odd radial vibration modes and the frequencies of the odd torsional vibration modes is less than a second threshold. One or more design parameters of the tire are changed to increase at least one of the first separation and the second separation to the respective first or second threshold.

Description

Technical Field

[0001] The present invention relates to a pneumatic tire for a vehicle, and to a method for improving tire vibration characteristics to reduce noise, vibration and harshness (NVH) perceived by a vehicle occupant due to tire vibration. Background Art

[0002] Such pneumatic tires for vehicles are known in a large number of embodiments and generally have a structural unit comprising at least one tread band, which extends around the circumference of the tire, twisted over its width in the main plane of the tire, and which on both sides of the main plane of the tire turns into sidewalls, the ends of which are each formed by a circular / circumferential tire bead. The tread band establishes contact with the road surface during vehicle travel and transmits driving forces, braking forces and lateral guiding forces essentially via the sidewalls of the tire to the corresponding tire bead, which in turn has the task of ensuring stable fixing of the tire on the rim connected to the vehicle suspension. After assembly, the pneumatic tire and the rim form a tire-rim arrangement, as described by way of example in US 2009 / 0025848 A1 (also EP 1776248 B1), which discloses in particular a design of a tire bead for a pneumatic tire, which is particularly suitable for heavy trucks.

[0003] In recent vehicle developments, it is increasingly desired to reduce driving noise occurring during driving operation of the vehicle and felt by vehicle users within the vehicle interior as a quality feature and competitive advantage.

[0004] In the propagation of driving noise in the vehicle interior, in particular the propagation of structure-borne noise between the pneumatic tire, which induces vibrations during driving maneuvers, and the rim on which the pneumatic tire is mounted, plays an important role. The structure-borne noise is transmitted from the wheel rim via the wheel suspension (to which the rim is connected) to the vehicle structure, where the vehicle occupants can feel the structure-borne noise (vibrations) and / or the airborne noise radiated into the vehicle interior.

[0005] Relevant structure-borne noise is to be understood in this case to be vibrations that can be perceived by vehicle occupants in the vehicle interior during vehicle travel and that occur in a frequency range of approximately 60 Hz to approximately 300 Hz. This frequency range can be divided into three subranges, with frequencies between approximately 60 Hz and approximately 125 Hz being perceived by the occupants as low-frequency noise, frequencies between approximately 125 Hz and approximately 200 Hz being high-frequency noise, and frequencies between approximately 200 Hz and approximately 300 Hz being so-called cavity noise. The following description generally always relates to the generation and perception of vehicle noise of this type and, for the sake of simplicity, is referred to as driving noise, which is to be understood to include both structure-borne noise (vibrations) in the vehicle interior that is perceived by the vehicle occupants and the acoustic air noise radiated thereby into the vehicle interior.

[0006] It is further generally known that a pneumatic tire that is induced to vibrate during driving operation can form so-called vibration modes of specific vibration frequencies. A vibration mode is here essentially understood to be a static characteristic of the energy distribution of a standing wave in different directions. Different vibration modes can be characterized here, for example, based on their (which can be even or odd) number of vibration modes. Moreover, the vibration mode has a significant influence on the formation of the above-mentioned driving noise.

[0007] US 7073382 B2 (also DE 60022792 T2) describes a method for constructing a tire with reduced cavity sound or cavity noise and a tire in which the various components of the tire, such as the carcass structure, the tire beads, the sidewalls and the reinforced tire crown with reinforcing cords, are arranged so that the tire crown achieves a certain level of flexibility so that it can vibrate at a frequency corresponding to the cavity mode. To this end, the circumferential stiffness of the tire is reduced so that the frequency interval between the frequency of the tire mode and the frequency of the cavity mode is reduced.

[0008] However, a reduction in tire stiffness, especially in the radial and / or circumferential direction (radial or tangential stiffness), generally results in a deterioration in ride performance, such as a deterioration in steering response.

[0009] A tire with reduced noise generation is further known from US 2008 / 0110539 A1, in which blocks with randomly distributed circumferential effective lengths are arranged on the tire tread, thereby avoiding block-induced radial and tangential natural vibrations of the tire at a certain driving speed.

[0010] US 7213451 B2 describes a method for analyzing the concentric deformation of a tire, in particular analyzing the non-uniform forces acting on the wheel axle, such as radial and tangential force fluctuations. The obtained analysis results are used to improve the concentricity of the tire during tire manufacturing.

[0011] Furthermore, from US 9329103 B2 (also DE 102013222758 A1 and DE 102012201032 A1) a method and a test arrangement are known for analyzing the vibration behavior of a tire due to vibration excitation, wherein radial vibration modes of the tire can be determined, which can contribute to a specific driving response, which can be understood as, for example, the generation of structure-borne noise. In order to be able to meet certain upper limits on the formation of structure-borne noise, it is generally proposed to influence the stiffness and damping parameters of the tire by varying its geometry, as well as by the distribution, amount and type of reinforcing materials (e.g. rubber, steel and polyester).

[0012] US 6327904 B1 (also EP 0873886 A2) describes a method for determining the tread depth of a vehicle tire on a moving vehicle, the method being based on the sensor-guided determination of the tire natural frequency corresponding to the torsional vibration portion of the tire band around the rim on which the tire is mounted. Summary of the invention

[0013] In this context, the present disclosure provides a pneumatic tire for a vehicle, in particular a motor vehicle, wherein the structure-borne noise due to vibration excitation caused during driving of the vehicle is significantly reduced compared to a pneumatic tire of the prior art (hereinafter referred to as "the prior art pneumatic tire"), and thus the tire-induced vibrations and / or vehicle noise perceived by the vehicle occupants inside the vehicle are significantly reduced. In addition, the pneumatic tire can be realized using a structurally simple device and overcomes the above-mentioned disadvantages of the prior art. The present disclosure also aims to provide a method for manufacturing such a pneumatic tire.

[0014] It should be noted that the features listed individually in the following description can be combined with one another in any technically meaningful way and represent further embodiments of the invention. The description further characterizes and specifies the invention, in particular in conjunction with the drawings.

[0015] According to the disclosure, a pneumatic tire for a vehicle, in particular a motor vehicle, has a tire assembly comprising at least one tread band extending along the tire circumference and extending twistedly over its width relative to a main tire plane, the tread band turning into sidewalls on both sides of the main tire plane via the tire shoulders, the ends of the sidewalls being formed by tire beads, respectively. The main tire plane is understood here to correspond to the commonly used provisions according to the plane of symmetry of the tire extending perpendicularly to the tire axis of rotation through the tire center or tire center of gravity. The tread band comes into contact with the road surface during vehicle travel in a generally known manner and essentially transmits driving forces, braking forces and lateral guiding forces to the respective tire beads, which in turn ensure stable fixing of the pneumatic tire on a rim connected to the wheel suspension of the vehicle, on which rim the pneumatic tire is mounted.

[0016] Furthermore, at least part of the tire components of the pneumatic tire form, under a preset vibration excitation, a radial vibration mode with a specific radial vibration frequency of deformation parallel to the main plane of the tire and a torsional vibration mode with a specific torsional vibration frequency of deformation twisted relative to the main plane of the tire. Different radial vibration modes and different torsional vibration modes have different even numbers and / or different odd numbers of vibration modes, respectively. As already mentioned at the beginning, a vibration mode is basically understood to be a static feature of the energy distribution of a standing wave formed on the pneumatic tire due to the vibration excitation in different directions, especially in the radial direction and in the torsional direction.

[0017] It should be noted that the conjunction "and / or" between two features and connecting them to one another always means that in a first embodiment of the object according to the invention only the first feature can be present, in a second embodiment only the second feature can be present and in a third embodiment both the first feature and the second feature can be present.

[0018] It is further provided that, compared to prior art pneumatic tires having similar tire components, at least one tire component of the disclosed pneumatic tire is designed and / or arranged in such a way that, for radial vibration modes and torsional vibration modes having respective vibration frequencies (i.e. radial vibration frequencies or torsional vibration frequencies) of preferably less than 350 Hz, at least one specific frequency interval of the determinable frequency intervals is enlarged at least between a) the radial vibration mode frequencies and the torsional vibration mode frequencies having odd-numbered vibration modes, and / or b) the radial mode vibration frequencies and the torsional mode vibration frequencies having even-numbered vibration modes.

[0019] In other words, according to the present invention, it is considered that at least the frequency interval between the radial vibration frequency and the torsional vibration frequency of the corresponding vibration mode (i.e., radial vibration mode or torsional vibration mode) has an odd number of vibration modes, respectively, and / or the frequency interval between the radial vibration frequency and the torsional vibration frequency of the corresponding vibration mode (i.e., radial vibration mode or torsional vibration mode) has an even number of vibration modes, respectively. Thus, for example, it is considered that a) the frequency interval between the radial vibration frequency of the first (second, third, etc.) radial vibration mode having an odd number of vibration modes and the torsional vibration frequency of the first (second, third, etc.) torsional vibration mode having an odd number of vibration modes, or b) the frequency interval between the radial vibration frequency of the first (second, third, etc.) radial vibration mode having an even number of vibration modes and the torsional vibration frequency of the first (second, third, etc.) torsional vibration mode having an even number of vibration modes, or the first-mentioned frequency interval and the second-mentioned frequency interval are considered.

[0020] According to the above provisions, it is also conceivable that the frequency interval between the radial vibration frequency and the torsional vibration frequency of the corresponding vibration modes of odd-numbered vibration modes and even-numbered vibration modes (i.e. radial vibration modes or torsional vibration modes) is also included in the consideration, that is, for example, the frequency interval between the radial vibration frequency of the first (second, third, etc.) radial vibration mode with odd-numbered vibration modes and the torsional vibration frequency of the first (second, third, etc.) torsional vibration mode of even-numbered vibration modes is considered, or the frequency interval between the radial vibration frequency of the first (second, third, etc.) radial vibration mode with even-numbered vibration modes and the torsional vibration frequency of the first (second, third, etc.) torsional vibration mode of odd-numbered vibration modes is considered. However, this is not absolutely necessary for the present invention, because when considering the frequency interval between the radial and torsional vibration frequencies of the corresponding radial or torsional vibration modes of the respective odd-numbered vibration modes and / or considering the frequency interval between the radial and torsional vibration frequencies of the corresponding radial or torsional vibration modes of the respective even-numbered vibration modes, a significant improvement of the vibration behavior of the pneumatic tire is achieved within the meaning of the present invention, as explained in more detail below.

[0021] The statement used in the above provisions according to the invention that a pneumatic tire of the prior art has tire components, such as a tread band, tire shoulders, sidewalls and tire beads, is to be understood here as meaning that these tire components are present only in a similar manner on a pneumatic tire of the prior art, but do not necessarily have to have the same properties or arrangement (shape, structure, etc.) as the tire components of the pneumatic tire according to the invention. In particular, this applies to at least one tire component which, according to the provisions of the invention, is in any case designed differently and / or arranged differently than the corresponding tire components of the comparison pneumatic tire. The remaining tire components can be designed identically (with respect to their properties and their arrangement) both in the comparison pneumatic tire and in the pneumatic tire according to the invention. Furthermore, it is to be understood that the comparison pneumatic tire and the pneumatic tire according to the invention can also each have other tire components which are independent of those in the other pneumatic tire.

[0022] In particular, in this context, properties of a tire component are understood to be its material properties, such as elasticity, stiffness, mass (weight), its shape or geometry, etc. The "arrangement" of a tire component always refers to its relative position with respect to other existing tire components of the pneumatic tire.

[0023] According to general provisions, the elasticity of a tire component is understood in this context to be the property of it or of its material to change its shape under the action of a force and to restore its shape when the force ceases. Whereas the stiffness of a tire component describes the resistance to elastic deformation due to an applied force or moment (bending moment or torsional moment, depending on the load). Thus, there are various types of stiffness, such as tensile stiffness, bending stiffness and torsional stiffness.

[0024] In the sense of the above-mentioned invention, the relative terms used herein with respect to features, such as the relative term "larger" used above, and the relative terms used further herein such as "smaller", "wider", "narrower", "higher", "lower", "heavier", "lighter", "softer", "harder", etc., are always interpreted in such a way that the dimensional deviations of the features concerned, which are within the manufacturing tolerance range specified by the various production methods and which are caused by manufacturing, are not included in the corresponding technical relative terms. In other words, if two comparative dimensions differ from each other so much in value that this dimensional difference is no longer within the corresponding tolerance range caused by manufacturing, but this results in an act to achieve a purpose, then the dimension of the feature within the sense of the present invention is considered to be "larger", "smaller", "wider", "narrower", "higher", "lower", "heavier", "lighter", "softer", "harder", etc. compared to the dimension of the comparative feature, according to the provisions applicable to the above-mentioned text.

[0025] The inventors have recognized that by configuring the tire such that at least one frequency interval (or a plurality or even all frequency intervals) between the radial vibration frequencies and the torsional vibration frequencies of the individual vibration modes is increased in the above-mentioned case, the vibration behavior of the pneumatic tire achieves to a considerable extent a reduction in the structure-borne noise generated by the vibration excitation induced on the pneumatic tire during the travel of the vehicle and thus a significant reduction in the tire-generated vibrations and / or driving noise perceived by the vehicle occupants in the vehicle interior. As the inventors have further discovered, this applies in a decisive manner in particular to certain frequency intervals which are relatively small in comparative pneumatic tires, for example in the range of a few Hertz, for example in the frequency range between about 0 Hz and less than 10 Hz or between about 0 Hz and less than 5 Hz. This is due to the fact that radial vibration modes and torsional vibration modes, respectively having odd-numbered vibration modes, and / or radial vibration modes and torsional vibration modes, respectively having even-numbered vibration modes, increase each other through mutual energy transfer, with the corresponding radial vibration frequencies and torsional vibration frequencies having only a small spacing from each other.

[0026] According to the invention, by a further arrangement and / or a further structure, such as material properties and / or shape and / or geometry, of at least one tire component of a pneumatic tire according to the invention (of a tire component originally provided on the pneumatic tire), the vibration behavior in the sense of the invention is significantly improved, in other words only by a modification of the tire structure. Thus, advantageously, additional noise or vibration damping devices on the pneumatic tire are not necessary to achieve the same effect.

[0027] According to an advantageous embodiment of the invention, at least one specific frequency interval is less than 5 Hz on a comparative pneumatic tire and is increased to 5 Hz or more on a pneumatic tire according to the invention by matching at least one tire component. As a result, the mutual influence of the various radial vibration modes and torsional vibration modes has been reduced or inhibited to a significant extent, thereby achieving the advantageous pneumatic tire vibration characteristics described above and desired.

[0028] Another advantageous embodiment of the invention provides that the tire assembly comprises in more detail a carcass structure having at least one carcass ply, fixed to the tire beads on each side of a main plane of the tire, and a belt structure having at least one belt layer, which is embedded between the tread band and the carcass structure coaxially with the latter and surrounds it on all sides. At least one belt layer has belt cords, the extension direction of which forms a predeterminable extension angle with the main plane of the tire. Here, for example, an acute angle (i.e. less than 90°) between the belt cords and the main plane of the tire can be determined as the extension angle considered here. In an embodiment of a pneumatic tire according to the invention, this extension angle is selected to be smaller or larger than a comparative extension angle of a comparative belt cord of a comparative belt layer of a comparative belt structure of a comparative pneumatic tire.

[0029] The reduction of the extension angle compared to the comparative pneumatic tire allows a particularly favorable influencing of the radial vibration frequency of the corresponding radial vibration mode relative to the increase in the frequency interval between the radial vibration frequency and the torsional vibration frequency. The increase in the extension angle achieves a favorable influencing of the torsional vibration mode frequency, in particular relative to the radial vibration mode frequency (within the meaning of the present disclosure).

[0030] A further advantageous embodiment of the invention provides that the tire assembly comprises in more detail a bead core, which forms a tire bead and has a plurality of steel cords, and a bead wedge, which has a predeterminable bead wedge width and bead wedge height and surrounds the bead core rotationally symmetrically along its outer circumference. A particularly advantageous influence on the vibration behavior of the pneumatic tire in the sense of the invention occurs when either a smaller bead wedge width and a larger bead wedge height are selected, or when the bead wedge width and the bead wedge height are set larger, compared to a comparative bead wedge width and a comparative bead wedge height of a comparative tire bead of a comparative pneumatic tire. The width of the bead wedge (also called bead fill, core pattern or apex) corresponds to its widest (maximum) extent or extension in the axial direction of the pneumatic tire, that is, substantially perpendicular to the main plane of the tire, while the height of the bead wedge corresponds to its highest (maximum) extent or extension substantially parallel to the main plane of the tire, that is, in the radial direction of the pneumatic tire.

[0031] A further advantageous embodiment of the invention provides that the tire assembly comprises in more detail a carcass structure, a belt structure, fixed to the tire beads on each side of the main plane of the tire, having at least one carcass ply, a belt structure having at least one belt layer and being inserted between the tread band and the carcass structure, coaxially with the latter and surrounding it, and a belt covering layer structure having at least one belt covering layer and being inserted between the tread band and the belt structure, coaxially with the latter and surrounding it, wherein the belt covering layer extends torsionally over its width with respect to the main plane of the tire substantially between the shoulders of the tire. A particularly advantageous influence on the vibration behavior of the pneumatic tire in the sense of the invention occurs when the belt covering layer structure has a constant thickness over its entire width, compared to a comparative belt covering layer structure of a comparative pneumatic tire having a greater thickness in the area of ​​the shoulders of the tire than in the area of ​​the central part close to the main plane of the tire. Here, the thickness of the belt covering layer or the belt covering layer structure corresponds to its extent or extension in the radial direction of the pneumatic tire.

[0032] At this point it should be noted that the carcass structure and / or the belt structure mentioned for the pneumatic tire according to an embodiment of the present invention may be the same as the carcass structure and / or belt structure of other embodiments of the pneumatic tire with a changed belt cord extension angle described above according to the present invention.

[0033] The tire structure with a varying thickness of the belt covering layer structure is achieved in a generally known manner by its width extending substantially between the tire shoulders, for example by the belt covering layer structure having more belt covering layers in the tire shoulder region than in its central region adjacent to the tire main plane. When the belt covering layer structure has, for example, one belt covering layer in its central region, it therefore has at least two belt covering layers in its edge region adjacent to the tire shoulder. In this case, a 2-1-2 structure of the belt covering layer structure is generally discussed. Thus, the comparative pneumatic tire with a varying thickness of the belt covering layer structure has at least one belt covering layer in the tire shoulder region compared to its central portion.

[0034] According to another advantageous embodiment of the tire assembly according to the invention, the tire assembly comprises in more detail a carcass structure, the carcass structure being fixed to the tire beads on each side of the main plane of the tire and having at least one carcass ply, and a belt structure having at least one belt layer and being inserted between the tread band and the carcass structure, coaxially with the latter and surrounding it on all sides. The belt layer has a predetermined belt width extending torsionally relative to the main plane of the tire. A particularly advantageous influence on the vibration behavior of a pneumatic tire in the sense of the invention occurs when this belt width is selected to be smaller than the comparative belt width of a comparative belt layer of a comparative belt structure of a comparative pneumatic tire.

[0035] It should be noted here again that the carcass structure and / or belt structure mentioned in the pneumatic tire according to the present invention according to this embodiment can be the same as the carcass structure and / or belt structure mentioned in the above-mentioned other embodiments of the pneumatic tire according to the present invention having a changed belt cord extension angle and / or having a constant belt covering layer thickness.

[0036] According to a further advantageous embodiment of the invention, at least one sidewall has a smaller stiffness than a comparative sidewall of a comparative pneumatic tire, and / or the tread band has a smaller stiffness than a comparative tread band of a comparative pneumatic tire. Also by these two embodiments, either alone or in combination, the vibration behavior of the pneumatic tire in the sense of the invention can be particularly advantageously influenced.

[0037] It should be noted here again that the above-described different embodiments of the pneumatic tire according to the invention can also be combined with one another as desired, so that the vibration behavior of the pneumatic tire in the sense of the invention can be advantageously influenced as described herein. Since, with the help of some of the above-described embodiments, the increase in the frequency interval between the individual radial vibration frequencies and the torsional vibration frequencies is only achieved within a specific frequency range portion of the frequency range proposed according to the invention to be less than 350 Hz, preferably less than 300 Hz, by means of different combinations of the various aforementioned embodiments, an increase in the frequency interval in a plurality of frequency range portions can be achieved as required, for example in adjacent frequency range portions, so that in this way an advantageous vibration behavior of the pneumatic tire according to the invention can be provided over a larger frequency range than, for example, by adjusting only a single tire component of the pneumatic tire according to the invention according to one of the above-described embodiments.

[0038] According to another aspect of the invention, a method for manufacturing a pneumatic tire for a vehicle, in particular a motor vehicle, is provided. The pneumatic tire has a tire assembly, which includes at least one tread band, which extends along the tire circumference and extends torsionally relative to the tire main plane over its width, and which passes into sidewalls on both sides of the tire main plane via the tire shoulders, the ends of which are respectively formed by the tire beads. In the method according to the invention, a comparative pneumatic tire with a similar tire assembly is induced to vibrate by means of a preset vibration excitation, which vibrations lead to the formation of radial vibration modes with a specific radial vibration frequency of deformation parallel to the tire main plane and the formation of torsional vibration modes with a specific torsional vibration frequency of deformation torsion relative to the tire main plane in at least part of the tire assembly. Different radial vibration modes and different torsional vibration modes have different even and / or odd vibration modes, respectively. In more detail, the radial vibration frequencies of the respective radial vibration modes and the torsional vibration frequencies of the respective torsional vibration modes are measured. Then, for radial vibration modes and torsional vibration modes having respective vibration frequencies (i.e., radial vibration frequencies or torsional vibration frequencies) less than 350 Hz, at least a frequency interval between the radial vibration frequencies of the radial vibration modes and the torsional vibration frequencies of the torsional vibration modes having odd-numbered vibration modes, and / or a frequency interval between the radial vibration frequencies of the radial vibration modes and the torsional vibration frequencies of the torsional vibration modes having even-numbered vibration modes, is determined. Subsequently, based on at least one frequency interval specified by the determined frequency interval, at least one tire component is changed in design and / or arrangement so that the specific frequency interval is increased in the pneumatic tire to be manufactured.

[0039] The terminology provisions related to the method and the effects and advantages according to the features of the method are mentioned in the above description of similar provisions, effects and advantages of the pneumatic tire according to the present invention. The disclosure here about the pneumatic tire according to the present invention should be used in a similar manner to specify the manufacturing method according to the present invention, unless expressly excluded here. Similarly, the disclosure here about the manufacturing method according to the present invention should be used in a similar manner to specify the pneumatic tire according to the present invention, unless expressly excluded here. The repetition of such similar and identical explanations is omitted here to make the description more compact.

[0040] The vibration excitation for investigating the vibration behavior of the comparative pneumatic tire can be carried out by means of a test device or testing device known per se, wherein the force excitation of the pneumatic tire is preferably carried out by means of a vibration plate on which the tread band of the comparative pneumatic tire to be investigated is placed, preferably only in one spatial direction, preferably only in the radial direction of the pneumatic tire. The radial vibration frequencies of the radial vibration modes occurring here and the torsional vibration frequencies of the torsional vibration modes also occurring here as well as the number of vibration modes of the respective radial and torsional vibration modes can be determined in a conventional manner by means of corresponding measuring sensors.

[0041] After determining the frequency intervals, as described above, frequency intervals for determining changes in at least one tire component of the pneumatic tire according to the invention, such as material properties and / or arrangement, are particularly preferably specified, which have particularly low values, in particular less than 10 Hz, preferably less than 5 Hz, since particularly strong mutual energy influences in radial and torsional vibration modes are to be expected.

[0042] According to an advantageous embodiment of the invention, at least one specific frequency interval is less than 5 Hz in a comparative pneumatic tire and is increased to 5 Hz or more by the modification of at least one tire component.

[0043] Other features and advantages according to the invention emerge from the following description of a non-limiting embodiment of the invention, which is explained in more detail below with reference to the accompanying drawings, in which: BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 is a partial cross-sectional view of an embodiment of a pneumatic tire according to the present invention;

[0045] Figure 2 is a perspective view of a test device for vibration excitation of a pneumatic tire for carrying out an embodiment of the method according to the invention;

[0046] Figure 3 The first three possible radial vibration modes with odd-numbered vibration modes are shown in view (a), the first three possible radial vibration modes with even-numbered vibration modes are shown in view (b), the first three possible torsional vibration modes with odd-numbered vibration modes are shown in view (c), and the first three possible torsional vibration modes with even-numbered vibration modes are shown in view (d);

[0047] Figure 4 In view (a) a graph is shown which shows the performance of a comparative pneumatic tire according to the prior art due to Figure 2 , and in view (b) a graph showing the corresponding graph of the radial and torsional force response to the vibration excitation of an exemplary embodiment of a pneumatic tire according to the present invention. Figure 2 The corresponding curves of radial and torsional force responses to the vibration excitation shown in;

[0048] Figure 5 A comparative pneumatic tire with a tire component to be changed is shown in view (a), an embodiment of a pneumatic tire according to the present invention with a tire component changed relative to the comparative pneumatic tire of view (a) is shown in view (b), and two curves are shown in view (c) to represent the frequency shift of radial vibration frequency and torsional vibration frequency due to the changed tire component shown in view (b);

[0049] Figure 6 In view (a) a tire assembly is shown having a tire assembly to be changed. Figure 5 a, a comparative pneumatic tire in view (b), an embodiment of a pneumatic tire according to the present invention having a tire component modified relative to the comparative pneumatic tire in view (a), and two curves in view (c) showing the frequency shift of radial vibration frequency and torsional vibration frequency due to the modified tire component shown in view (b);

[0050] Figure 7 In view (a) a tire bead of a comparative pneumatic tire with a further tire component to be changed is shown (in a cross-sectional view), in view (b) a tire bead of an embodiment of a pneumatic tire according to the present invention with a tire component changed relative to the comparative pneumatic tire of view (a) is shown (in a cross-sectional view), and in view (c) two curves are shown to represent the frequency shifts of radial vibration frequency and torsional vibration frequency due to the changed tire component shown in view (b);

[0051] Figure 8 In view (a) a tire assembly is shown with further modifications. Figure 7 a, a tire bead of a comparative pneumatic tire in view (a), a tire bead of an embodiment of a pneumatic tire according to the present invention having a tire component modified relative to the comparative pneumatic tire of view (a) is shown in view (b) (in cross-sectional view), and two curves are shown in view (c) to represent the frequency shift of radial vibration frequency and torsional vibration frequency due to the modified tire component shown in view (b);

[0052] Fig. 9 A comparative pneumatic tire with a further modified tire component is shown in view (a), an embodiment of a pneumatic tire according to the present invention with a modified tire component relative to the comparative pneumatic tire of view (a) is shown in view (b), and two curves are shown in view (c) to indicate the frequency shift of radial vibration frequency and torsional vibration frequency due to the modified tire component shown in view (b);

[0053] Fig.10 A comparative pneumatic tire with a further modified tire component is shown in view (a), an embodiment of a pneumatic tire according to the present invention with a modified tire component relative to the comparative pneumatic tire of view (a) is shown in view (b), and two curves are shown in view (c) to indicate the frequency shift of radial vibration frequency and torsional vibration frequency due to the modified tire component shown in view (b);

[0054] Fig.11 are two curves showing frequency shifts of radial vibration frequency and torsional vibration frequency due to a further modified tire assembly according to yet another embodiment of the pneumatic tire of the present invention;

[0055] Fig.12 are two curves showing frequency shifts of radial vibration frequency and torsional vibration frequency due to a further modified tire assembly according to yet another embodiment of the pneumatic tire of the present invention;

[0056] Fig.13 are two curves representing a difference between a second rubber material that is softer than a first rubber material having a first hardness; and

[0057] Fig.14 View (a) shows a comparative pneumatic tire having a tire component to be further changed, view (b) shows an embodiment of a pneumatic tire according to the present invention having a tire component changed relative to the comparative pneumatic tire in view (a), and view (c) shows two curves representing the frequency shifts of radial vibration frequency and torsional vibration frequency due to the changed tire component shown in view (b). DETAILED DESCRIPTION

[0058] As required, detailed embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of the present invention, and the present invention may be implemented in varying and alternative forms. These drawings are not necessarily to scale; certain features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to use the present invention in various ways.

[0059] In the various figures, functionally equivalent components are always provided with the same reference symbols, so that these components are generally described only once.

[0060] Figure 1 A partial cross-sectional view of an embodiment of a pneumatic tire 1 according to the present invention is schematically shown to illustrate the general structure of the pneumatic tire 1. The cross section shown is parallel to the pneumatic tire 1 (at Figure 1 The axial axis or rotation axis (not visible in FIG. 1 ) extends along the Figure 1 Only the upper half of the cross-section of the pneumatic tire 1 is visible. The axial axis of the pneumatic tire 1 extends in the direction of Figure 1 The arrows in FIG. 1 are marked with A, and the radial direction of the pneumatic tire 1 is marked with R.

[0061] like Figure 1 As can be seen in the figure, the pneumatic tire 1 is mounted on a rim 2. The tire-rim arrangement 1, 2 formed in this way forms a wheel for a motor vehicle (not shown in detail), such as a passenger car, in a manner known per se. However, the pneumatic tire 1 according to the invention is generally not limited to use on passenger cars. Other single-track or multi-track vehicle types, such as motorcycles, trucks, etc. are conceivable. Figure 1 The rim 2 shown in FIG. 1 is of no significance to the present invention (since changes or modifications to the rim are not contemplated) and is only shown here for describing the complete tire-rim arrangement 1 , 2 .

[0062] like Figure 1 It can be seen that the pneumatic tire 1 has different tire components. In particular, Figure 1 The tire assembly in the pneumatic tire 1 shown in FIG. 1 has at least one tread band 4 extending along the tire circumference and across its width B transversely to a tire main plane 3. The tire main plane 3 is a tire symmetry plane passing through the tire center or tire center of gravity (not visible, below the tire portion shown) and perpendicular to an extended tire rotation axis (also not visible).

[0063] exist Figure 1 In the pneumatic tire 1 shown, the tread band 4 is formed or constructed radially on the outside. However, this is not mandatory for the present invention. Figure 1 As can be further seen in the figure, the tread band 4 passes through the tire shoulders 5 on both sides of the tire main plane 3 into the sidewalls 6. The radially inner ends of the sidewalls 6 are respectively formed by tire beads 7, which are respectively inserted airtightly into bead seats 10 of the rim 2, which are defined in the axial direction A by the rim flange 8 and the hump 9, so that after the pneumatic tire 1 is assembled on the rim 2, an air cavity 11 filled with compressed air is formed between the pneumatic tire 1 and the rim 2.

[0064] Figure 1 It is further shown that the tire assembly of the pneumatic tire 1 comprises in more detail a carcass structure which is fixed to the tire beads 7 on each side of the tire main plane 3 and has at least one carcass ply 12. On the side of the carcass ply 12 facing the air cavity 11 side is an airtight layer 13 (also called inner cover), which generally forms a rubber layer for sealing the pneumatic tire 1 or the air cavity 11.

[0065] Further in Figure 1As can be seen in the figure, the tire assembly of the pneumatic tire 1 further includes a bead core 15 and a bead wedge 16 (also called a bead filling part, a core pattern or a vertex), wherein the bead core is used to form the tire bead 7 and has a plurality of steel cords 14, and the bead wedge surrounds the bead core 15 rotationally symmetrically along its outer circumference.

[0066] Figure 2 A perspective view of a test device 17 for vibration excitation of a pneumatic tire 18 for carrying out an embodiment of the method according to the invention is schematically shown. Figure 2 The pneumatic tire 18 shown in FIG. 1 is not only a pneumatic tire according to the invention designed according to the above-mentioned invention (e.g., Figure 1 The pneumatic tire 1) shown in the figure is a comparative pneumatic tire according to the prior art, which, in addition to at least one tire component, may also have all other tire components of the pneumatic tire according to the present invention, but not necessarily.

[0067] like Figure 2 As can be seen, the test device 17 has a vibration plate 19, against which the tread band 4 of the pneumatic tire 18 rests. By means of the vibration plate 19, the pneumatic tire 18 is excited to vibrate. In particular, in the method according to the invention, the vibration excitation of the pneumatic tire 18 or at least parts of its tire components, such as the tread band 4 and / or the sidewalls 6, is generated by the vibration plate 19 performing a force excitation 20 of the pneumatic tire 18, preferably in only one spatial direction x, y, z. Figure 2 In the test device 17 shown, in order to cover the vibration excitation in the frequency band from preferably 25 Hz to 350 Hz, the vibration excitation or force excitation 20 with known white noise occurs only at Figure 2 In the z spatial direction shown, that is, in the radial direction R of the pneumatic tire 18. Such a force response caused by the vibration excitation, for example at a measuring point 21 on the tread band 4 remote from the vibration plate 19, can be determined in a conventional manner by corresponding measuring sensors, not shown here. The force response in the x or z direction is defined here as a radial force response with respect to the pneumatic tire 18, and the force response in the y direction as a torsional force response.

[0068] The vibration excitation of the pneumatic tire 18 or at least a part of its tire components (e.g. the tread band 4 and / or the sidewalls 6) results in vibrations in at least this part of the tire components parallel to the main plane 3 of the tire (see Figure 1 ) is a radial vibration frequency f determined by the radial vibration modes Rui, Rei (i = 1, 2, 3, ...; u = odd number; e = even number) of the deformation Rui or Rei The formation of the torsional vibration frequency f determined by the torsional vibration modes Tuj, Tej (j = 1, 2, 3, ...; u = odd number; e = even number) with deformation torsional relative to the tire main plane 3 Tujor Tej The formation of different radial vibration modes and different torsional vibration modes each have different even ("even") and / or different odd ("uneven") vibration modes.

[0069] exist Figure 3 The first three possible radial vibration modes Ru1, Ru2, Ru3, Re1, Re2, Re3 and torsional vibration modes Tu1, Tu2, Tu3, Te1, Te2, Te3 in the odd and even vibration modes are schematically shown in FIG. Figure 3 In the diagram, view a) shows the first three possible radial vibration modes Ru1 ( Figure 3 Middle column (1)), Ru2( Figure 3 Middle column (2)), Ru3( Figure 3 In the middle column (3), view b) shows the first three possible radial vibration modes Re1, Re2, Re3 with even-numbered vibration modes, view c) shows the first three possible torsional vibration modes Tu1, Tu2, Tu3 with odd-numbered vibration modes, and view d) shows the first three possible torsional vibration modes Te1, Te2, Te3 with even-numbered vibration modes.

[0070] exist Figure 3 In the views (a) and (b) of FIG. 1 , the main plane 3 of the tire corresponds to the plane of the drawing. It can thus be seen that the radial vibration modes Rui, Rei form deformations parallel to the main plane 3 of the tire (radial or z or x spatial direction) and the torsional vibration modes Tuj, Tej form deformations torsionally relative to the main plane 3 of the tire (torsion or y spatial direction). For the sake of clarity, only the radial vibration mode Ru1 and the torsional vibration mode Tu1 are explicitly stated. Figure 3 3, since the reference numerals of the other representations are directly apparent from them. Each representation of the radial vibration modes Ru1 ... 3 and Re1 ... 3 and the torsional vibration modes Tu1 ... 3 and Te1 ... 3 respectively shows two extreme vibration positions of a standing wave which is formed on the pneumatic tire 18 due to its vibration excitation.

[0071] The following table 1 provides the Figure 3 The number of vibration modes for each radial or torsional vibration mode is shown:

[0072]

[0073] Table 1

[0074] With the help of Figure 2The test apparatus 17 schematically shown in FIG. 1 is generally capable of determining the radial and torsional vibration frequencies f associated with the radial vibration modes Rui and Rei and the torsional vibration modes Tuj and Tej, respectively. Rui and f Rei and f Tuj 、f Tej The number of investigated radial and torsional vibration modes is of course not limited to only these three (i=1...3; j=1...3). Depending on the measurement resolution achievable by the test device 17, more than three vibration modes Rui, Rei, Tuj, Tej and the radial and / or torsional oscillation frequencies f associated therewith can also be determined. Rui 、f Rei 、f Tuj 、f Tej .

[0075] exist Figure 4 The two views (a) and (b) of FIG. 1 show two different pneumatic tires 18 ( Figure 2 ) in the z (radial) and y (torsion) directions. Figure 2 The radial force response 22 (z spatial direction) and the torsional force response 23 (y spatial direction) of the comparative pneumatic tire according to the prior art measured by the test device 17 are shown, and FIG. (b) indicates that the radial force response 22 (z spatial direction) and the torsional force response 23 (y spatial direction) of the comparative pneumatic tire according to the prior art are measured by the test device 17. Figure 2 The radial force response 24 (z spatial direction) and the torsional force response 25 (y spatial direction) of an embodiment of a pneumatic tire according to the present invention measured by the test device 17 are shown, wherein at least one tire component is designed differently with respect to a comparative pneumatic tire (which may have the same tire components as the pneumatic tire according to the present invention) and / or is arranged differently with respect to the other tire components.

[0076] exist Figure 4 , the abscissa of views (a) and (b) represents the vibration frequency in Hz, and the ordinate represents the force in N.

[0077] While it can be seen in the frame frequency range 26 of view (a) that the measured torsional force response 23 of the comparative pneumatic tire has a significant increase, this increase in torsional force response 25 cannot be identified in the same frequency range 27 of the force response 25 of the embodiment of the pneumatic tire according to the present invention, and even a significant reduction in the torsional force response 25 in this range 27 can be detected.

[0078] With the help of Figure 2The difference between the comparison pneumatic tire measured by means of the test device 17 and the pneumatic tire according to the invention measured by means of the same test device 17 consists in that, as described above, at least one tire component in the pneumatic tire according to the invention is designed differently with respect to the same tire component of the comparison pneumatic tire and / or is arranged differently with respect to the other tire components, thereby achieving, in the pneumatic tire according to the invention, for tires having a corresponding vibration frequency f of less than 350 Hz. Rui 、f Rei 、f Tuj 、f Tej The radial vibration modes Rui, Rei and torsional vibration modes Tuj, Tej have at least the radial vibration frequency f of the radial vibration mode Rui of the odd-numbered vibration mode. Rui and the torsional vibration frequency f of the torsional vibration mode Tuj Tuj The radial vibration frequency f of the radial vibration mode Rei between and / or having an even vibration mode Rei and the torsional vibration frequency f of the torsional vibration mode Tej Tej In between, at least one specific frequency interval Δfuab and / or Δfeab (wherein a: specific i; b: specific j; u: “odd number”; e: “even number”) is enlarged by the determinable frequency interval Δfuij, Δfeij relative to the comparison pneumatic tire.

[0079] It should be noted here again that consideration of the frequency intervals Δfuab and / or Δfeab is possible and is included in the invention, that is, consideration of the frequency intervals between Rui and Tej and / or between Rei and Tuj. However, the inventors have found that a clear improvement in the vibration behavior of a pneumatic tire having the desired effect in the sense of the invention can already be achieved with consideration of the frequency intervals Δfuab and / or Δfeab alone.

[0080] At least one specific frequency interval Δfuab and / or Δfeab is generally preferably selected from the determined frequency intervals Δfuij, Δfeij, which are only relatively small in comparative pneumatic tires, for example in the range of a few Hz, for example in the frequency range from about 0 Hz to less than about 10 Hz, in particular less than about 5 Hz. By means of a modified design and / or arrangement of at least one tire component of the pneumatic tire according to the invention, these specific frequency intervals Δfuab and / or Δfeab are particularly preferably extended to values ​​greater than 5 Hz. This is the case in Figure 4In this way, mutual energy transfer between radial vibration modes and torsional vibration modes, respectively, with odd-numbered vibration modes and / or between radial vibration modes and torsional vibration modes, respectively, with even-numbered vibration modes, is largely prevented, which surprisingly leads to the advantageous effects of the vibration behavior of the pneumatic tire according to the invention described herein.

[0081] Reference Figures 5 to 12 Specific changes to the tire components are proposed to achieve the effects according to the invention on the pneumatic tire according to the invention. Figures 5 to 12 The different embodiments of the invention shown and described in relation thereto can be combined with one another arbitrarily, and when the description of each subsequent embodiment of a pneumatic tire according to the invention below has only a change in a single tire component as the object, further embodiments of the pneumatic tire according to the invention included in the invention are shown.

[0082] Figure 5 Schematically, in view (a) a comparative pneumatic tire 28 with a tire component 29 to be changed is shown, in view (b) an embodiment of a pneumatic tire 30 according to the invention with a tire component 31 changed relative to the comparative pneumatic tire of view (a) is shown, and in view (c) two curves are shown representing the corresponding radial vibration frequencies f of the radial or torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej The frequency shift Δf due to the modified tire assembly 31 is shown in view (b).

[0083] It should be understood that not only the comparative pneumatic tire 28 but also the pneumatic tire 30 according to the present invention may have a combination of Figure 1 The tire components 4-7 and 12-16 described. In addition, Figure 5 In the figure, a comparative belt structure with at least one comparative belt layer 29 can be seen in the comparative pneumatic tire 28 and a belt structure with at least one belt layer 31 can be seen in the pneumatic tire 30 according to the invention. Both the comparative belt structure of the comparative pneumatic tire 28 and the belt structure of the pneumatic tire 30 according to the invention are embedded in the tread band 4 and the carcass structure (see Figure 1 ) are coaxial with the latter and surround it. Figure 52 shows a contrast belt cord 32 of at least one contrast belt layer 29 and a belt cord 33 of at least one belt layer 31. The contrast belt cord 32 of the contrast belt layer 29 has a first extension angle α1 to the main plane 3 of the tire, and the belt cord 33 of the belt layer 31 has a second extension angle α2 to the main plane 3 of the tire. The two extension angles α1 and α2 correspond to the acute angles formed by the belt cords 32 or 33 and the main plane 3 of the tire, respectively, as shown in Figure 5 The views (a) and (b) are shown respectively.

[0084] also, Figure 5 5(a) and 5(b) also show in both pneumatic tires 28 and 30 a belt overlay structure having at least one belt overlay 34, respectively embedded in the tread band 4 and a comparative belt structure or belt structure having at least one comparative belt layer 29 or belt layer 31, respectively, coaxially with the latter and surrounding it on all sides. The belt overlay 34 extends torsionally substantially over its width relative to the main tire plane 3 between the tire shoulders 5 of the comparative pneumatic tire 28 or pneumatic tire 30.

[0085] exist Figure 5 In the illustrated embodiment, the difference between the tire components 29 and 31 of the comparative pneumatic tire 28 and the pneumatic tire 30 according to the present invention is that the extension angle α2 of the belt cords 33 of the belt layer 31 of the pneumatic tire 30 is smaller than the extension angle α1 of the comparative belt cords 32 of the comparative belt layer 29 of the comparative pneumatic tire 28. In particular, Figure 5 The extension angle α1 of the comparative pneumatic tire 28 shown in (a) is about 27°, and Figure 5 In the pneumatic tire 30 according to the present invention shown in (b), the extension angle α2 is about 25°.

[0086] exist Figure 5 In view (c) of FIG. 1 , the frequency shift Δf caused by the changed belt layer 30 in the pneumatic tire 30 according to the present invention compared with the comparative pneumatic tire 28 is plotted not only for the radial vibration frequencies f of the radial vibration modes Rui, Rei, but also for the radial vibration frequencies f of the radial vibration modes Rui, Rei. Rui 、f Rei (Hz) and plot the torsional vibration frequency f of each torsional vibration mode Tuj, Tej Tuj 、f Tej(Hz). The radial vibration modes Rui, Rei are represented by circular dots in view (c), and the torsional vibration modes Tuj, Tej are represented by square dots. From left to right, i.e., from low frequency f to high frequency f, the first odd vibration mode Ru1, the first even vibration mode Re1, the second odd vibration mode Ru2, the second even vibration mode Re2, etc. are plotted in the radial vibration modes Rui, Rei in order. There is a similar sequence for the torsional vibration modes Tuj, Tej, i.e., from left to right, first Tu1, then Te1, Tu2, Te2, etc. For clarity, in Figure 5 In view (c), only the corresponding first two odd and even radial or torsional vibration modes are explicitly marked.

[0087] Incidentally, this arrangement and order of radial and torsional vibration modes Rui, Rei and Tuj, Tej, respectively, is similarly applied to the subsequent Figure 6-10 (c), and Fig.11 and 12 and Fig.14 , even though not fully or explicitly labeled in these Figures for the sake of clarity.

[0088] Figure 5 (c) It can be clearly seen that, only by changing the arrangement of the belt cords 33 in at least one belt layer 31 (α2<α1), especially in the frequency range between about 175 Hz and about 200 Hz, a torsional vibration frequency f Tuj 、f Tej Compared with the radial vibration frequency f Rui 、f Rei and thus achieves an increase in at least one specific frequency interval Δfuxy and / or Δfexy of the frequency intervals Δfuij and Δfeij in the manner described above with the beneficial effects disclosed herein, wherein at least one specific frequency interval Δfuxy and / or Δfexy is preferably less than 5 Hz in the comparison pneumatic tire 28 and is increased to at least 5 Hz in the pneumatic tire 30 according to the present invention.

[0089] Figure 6 In view (a) a tire assembly 29 to be changed is shown. Figure 5 FIG. 2 is a diagram showing a comparative pneumatic tire 28 in FIG. 2 , and FIG. 2 is a diagram showing an embodiment of a pneumatic tire 35 according to the present invention having a tire assembly 36 modified relative to the comparative pneumatic tire 28 in FIG. 2 , and FIG. 2 is a diagram showing two curves representing the corresponding radial vibration frequencies f of the radial or torsional vibration modes Rui, Rei, Tuj, Tej in FIG. Rui 、f Rei and torsional vibration frequency f Tuj 、fTej The frequency shift Δf is produced due to the modified tire component 36 shown in view (b), wherein the tire component 36 to be modified corresponds to the belt layer 36 of the belt structure of the pneumatic tire 35.

[0090] Figure 6 The belt layer 36 of the pneumatic tire 35 shown in (b) basically corresponds to Figure 5 The belt layer 31 of the pneumatic tire 30 shown in (b) has an exception that the extension angle α3 of the belt cords 37 of the belt layer 36 with respect to the tire main plane 3 is larger than the extension angle α1 of the comparative belt cords 32 of the comparative belt layer 29 of the comparative pneumatic tire 28 shown in view (a). In particular, the extension angle α1 in the comparative pneumatic tire 28 shown in view (a) is about 27°, and Figure 6 The pneumatic tire 35 according to the present invention shown in view (b) is about 29°.

[0091] like Figure 6 As can be seen from the view (c) of FIG. 1 , the extension angle α3 (α3>α1) changed in this way leads to a change in the frequency range from about 50 Hz to about 200 Hz relative to the radial vibration frequency f Rui 、f Rei Significantly lower torsional vibration frequency f Tuj 、f Tej And thus, in the manner described above with the beneficial effects disclosed herein, an increase in at least one specific frequency interval Δfuxy and / or Δfexy of the frequency intervals Δfuij and Δfeij occurs, wherein at least one specific frequency interval Δfuxy and / or Δfexy is preferably less than 5 Hz in the comparative pneumatic tire 28 and is increased to at least 5 Hz in the pneumatic tire 35 according to the present invention.

[0092] Figure 7 In view (a) a tire bead 38 of a not shown comparative pneumatic tire with a further modified tire component 39 is shown (in cross-section), in view (b) a tire bead 40 of an embodiment of a pneumatic tire according to the present invention, not shown in detail, with a modified tire component 41 of the tire component 39 of the comparative pneumatic tire of view (a) is shown (in cross-section), and in view (c) two curves are shown for the corresponding radial vibration frequencies f of the radial and torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej The frequency shift Δf due to the modified tire component 41 shown in view (b). The two tire components 39 and 41 correspond to bead wedges, such as Figure 1 The bead wedge 16 of the pneumatic tire 1 is shown.

[0093] like Figure 7 As can be seen from (a) and 7(b), the comparative bead wedge 39 of the comparative tire bead 38 of the comparative pneumatic tire has a width b1 (axial or y spatial direction) and a height h1 (radial or z spatial direction). The bead wedge 41 of the tire bead 40 of the pneumatic tire according to the present invention has a width b2 (axial or y spatial direction) and a height h2 (radial or z spatial direction).

[0094] exist Figure 7 As can be clearly seen in (a) and (b), in the illustrated embodiment of the pneumatic tire according to the present invention, its bead wedge 41 has a width b2 that is smaller than the width b1 of the comparison bead wedge 39 of the comparison tire bead 38, and has a width h2 that is larger than the height h1 of the comparison bead wedge 39 of the comparison tire bead 38.

[0095] like Figure 7 As can be clearly seen from the view (c) of FIG. 4 , the corresponding radial vibration frequencies f of the radial or torsional vibration modes Rui, Rei, Tuj, Tej can be achieved by such a change in the bead wedge 41. Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej A significant expansion, i.e. a larger frequency interval, in particular in the frequency range from about 50 Hz to about 180 Hz with the beneficial effects disclosed herein. If at least one specific frequency interval Δfuxy and / or Δfexy is preferably less than 5 Hz in the comparative pneumatic tire with the comparative tire bead 38, it can be increased, preferably increased to at least 5 Hz, in the pneumatic tire according to the invention with the tire bead 40.

[0096] Figure 8 In view (a) a tire bead 38 of a not shown comparative pneumatic tire with a further modified tire component 39 is shown (in cross-section), in view (b) a tire bead 42 of an embodiment of a pneumatic tire according to the invention, not shown in detail, is shown (in cross-section) with a modified tire component 43 of the comparative pneumatic tire of view (a), and in view (c) two curves are shown for the respective radial vibration frequencies f of the radial and torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej Frequency shift Δf due to the modified tire component 43 shown in view (b). The two tire components 39 and 43 each correspond to a bead wedge.

[0097] like Figure 8A comparison of views (a) and (b) shows that not only the width b3 but also the height h3 of the bead wedge 43 of the tire bead 42 of the pneumatic tire according to the present invention are selected to be larger than the width b1 and the height h1 of the comparison bead wedge 39 of the comparison tire bead 38 of the comparison pneumatic tire.

[0098] As in Figure 8 As shown in (c), by this change, the corresponding radial vibration frequencies f of the radial vibration modes Rui, Rei can be achieved in the frequency range from about 80 Hz to about 200 Hz with the beneficial effects disclosed herein. Rui 、f Rei The torsional vibration frequency f of the torsional vibration modes Tuj and Tej Tuj 、f Tej In contrast, the first radial vibration mode Ru1 with an odd vibration mode indicates that its vibration frequency f Rui Torsional vibration frequency f of relative torsional vibration modes Tuj and Tej Tuj 、f Tej A significant increase in the frequency range below about 75 Hz also results in a significantly increased radial vibration frequency f with the advantages described herein. Ru1 and torsional vibration frequency f Tu1 In this way, at least one specific frequency interval Δfuxy and / or Δfexy, which is preferably less than 5 Hz in the comparison pneumatic tire with the comparison tire bead 38, can be increased in the pneumatic tire according to the invention with the tire bead 42, preferably increased to at least 5 Hz.

[0099] Fig. 9 In view (a) a comparative pneumatic tire 44 with a further modified tire component 45 is shown, in view (b) an embodiment of a pneumatic tire 46 according to the invention with a modified tire component 47 relative to the comparative pneumatic tire 44 of view (a) is shown, and in view (c) two curves are shown representing the radial vibration frequencies f of the corresponding radial and torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f TejFrequency shift Δf due to the modified tire assembly 47 shown in view (b). The tire assemblies 45 and 47 correspond to belt covering layer structures (comparative belt covering layer structure of comparative pneumatic tire 44 and belt covering layer structure of pneumatic tire 46) having at least one belt covering layer (comparative belt covering layer 45 of comparative pneumatic tire 44 and belt covering layer 47 of pneumatic tire 46), which are respectively embedded between the tread band 4 and at least one belt layer 29 having a belt structure (having belt cords 32) not only in the comparative pneumatic tire 44 but also in the pneumatic tire 46 according to the present invention, coaxially with the latter and surrounding all around. Fig. 9 As can be seen from views (a) and (b), the comparison belt covering layer 45 and the belt covering layer 47 extend twistedly across their width relative to the tire main plane 3 between the tire shoulders 5 of the comparison pneumatic tire 44 or the pneumatic tire according to the invention 46, respectively.

[0100] Compared to the comparative belt covering structure with the comparative belt covering layer 45 of the comparative pneumatic tire, the belt covering layer structure with the belt covering layer 47 of the pneumatic tire 46 according to the invention has a constant thickness over its entire width, whereas the comparative belt covering layer structure of the comparative pneumatic tire 44, and here in particular the comparative belt covering layer 45, has a greater thickness in the area of ​​the tire shoulder 5 of the comparative pneumatic tire 44 than in the area of ​​its central part adjacent to the tire main plane 3, such as in Fig. 9 (a) is indicated by two additional belt overlays 48 of the comparative belt overlay structure of the comparative pneumatic tire 44 arranged in the region of the tire shoulder 5. Of course, the difference in thickness of the comparative belt overlay structure of the comparative pneumatic tire 44 can also be achieved by a corresponding thickness variation over the belt overlay width of only a single belt overlay 45. However, in Fig. 9 The comparative belt overlay structure shown in (a) has a 2-1-2 structure, ie, two belt overlays 45 , 48 in the tire shoulder regions and only one belt overlay 45 in the middle region of the comparative belt overlay structure of the comparative pneumatic tire 44 .

[0101] like Fig. 9 (c) It can be seen that this modification of the belt cover 47 can be used to, in particular, make the torsional vibration frequency f Tu2 、f Tu3 and f Tu4 Relative radial vibration frequency f Ru3 、f Ru4 or Ru5The frequency regions between about 140 Hz and about 200 Hz are significantly separated from each other, so that in this way at least one specific frequency interval Δfuxy and / or Δfexy, which is preferably less than 5 Hz in the comparative pneumatic tire 44, can be increased in the pneumatic tire 46 according to the present invention, preferably increased to at least 5 Hz, and has the beneficial effects disclosed herein.

[0102] Fig.10 In view (a) a comparative pneumatic tire 49 with a further modified tire component 50 is shown, in view (b) an embodiment of a pneumatic tire 51 according to the invention with a modified tire component 52 relative to the comparative pneumatic tire 49 of view (a) is shown, and in view (c) two curves are shown representing the radial vibration frequencies f of the corresponding radial or torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej The frequency shift Δf due to the modified tire assembly 52 shown in view (b). The tire assemblies 50 and 52 correspond to the belt layers of the belt structure (the comparative belt layer 50 of the comparative pneumatic tire 49 or the belt layer 52 of the pneumatic tire 51), which are embedded in the tread band 4 and in Fig.10 The carcass structure not shown in FIG. Figure 1 ) is coaxial with the latter and surrounds it on all sides.

[0103] like Fig.10 As can be seen from views (a) and (b) of the comparative belt layer 50, the belt width g1 is torsionally extended relative to the tire main plane 3 of the comparative pneumatic tire 40, and the belt layer 52 has a belt width g2 torsionally extended relative to the tire main plane 3 of the pneumatic tire 51. It can be seen that the belt width g2 of the belt layer 52 of the pneumatic tire 51 according to the present invention is selected to be smaller than the belt width g1 of the comparative belt layer 50 of the comparative pneumatic tire 49.

[0104] like Fig.10 (c) It can be seen that the change in the belt width g2 of the belt layer 52 relative to the belt width g1 of the comparative belt layer 50 can be used to make the torsional vibration frequency f of the corresponding torsional vibration modes Tuj, Tej Tuj 、f Tej In particular, in the frequency range between about 130 Hz and about 180 Hz, the radial vibration frequency f of the corresponding radial vibration mode Rui, Rei is significantly away from the radial vibration frequency f Rui 、f Rei, so that in this way, at least one specific frequency interval Δfuxy and / or Δfexy, which is preferably less than 5 Hz in the comparative pneumatic tire 49, can be increased in the pneumatic tire 46 according to the invention, preferably to at least 5 Hz, with the beneficial effects disclosed herein. Below a frequency of about 100 Hz, the radial vibration frequency f Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej The achievable separation is smaller.

[0105] Preferably, the belt width g2 is reduced by about 4 mm compared to the belt width g1.

[0106] Fig.11 Two curves are shown to represent the radial vibration frequency f of the corresponding radial or torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej The frequency shift is caused by a further modified tire assembly (not shown) of a pneumatic tire according to the present invention (not shown) relative to a comparative pneumatic tire (not shown) of the prior art. This modification involves at least one sidewall of such a pneumatic tire according to the present invention, such as Figure 1 The sidewall 6 in the comparative pneumatic tire has a lower stiffness, i.e. is designed to be softer, than the comparative sidewall of the comparative pneumatic tire. Fig.11 It is pointed out that in this way, in particular for frequencies greater than about 120 Hz, a torsional vibration frequency f corresponding to the corresponding radial or torsional vibration mode Rui, Rei, Tuj, Tej is achieved. Tuj 、f Tej Radial vibration frequency f Rui 、f Rei of the pneumatic tires, so that at least one specific frequency interval Δfuxy and / or Δfexy, which is preferably less than 5 Hz in the comparative pneumatic tire, can be increased in the pneumatic tire according to the present invention, preferably increased to at least 5 Hz, with the beneficial effects disclosed herein.

[0107] Fig.12 Two curves are shown to represent the radial vibration frequency f of the corresponding radial or torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej The frequency shift is caused by a further modified tire assembly (not shown) of the pneumatic tire according to the present invention (not shown) relative to a comparative pneumatic tire (not shown) of the prior art. This modification relates to the tread band of the pneumatic tire according to the present invention, for example Figure 1The tread band 4 in the comparative pneumatic tire has a lower stiffness, i.e. is designed to be softer, than the comparative tread band of the comparative pneumatic tire. Fig.12 It is pointed out that in this way, in particular for frequencies greater than about 100 Hz, a radial vibration frequency f corresponding to the corresponding radial or torsional vibration mode Rui, Rei, Tuj, Tej is achieved. Rui 、f Rei The torsional vibration frequency f Tuj 、f Tej of the pneumatic tires, so that at least one specific frequency interval Δfuxy and / or Δfexy, which is preferably less than 5 Hz in the comparative pneumatic tire, can be increased in the pneumatic tire according to the present invention, preferably increased to at least 5 Hz, with the beneficial effects disclosed herein.

[0108] Fig.13 Two curves are shown to represent the first rubber material 53 ( Fig.13 The second rubber material 54 ( Fig.13 The difference between the curve with a thinner line width in the figure and the curve with a thinner line width in the figure). The abscissa indicates the temperature T in ° C, the ordinate indicates the loss coefficient tan δ, which is specified in a generally known manner as the quotient of the loss modulus E″ and the storage modulus E′. In this case, the portion of energy that can be recovered again in the case of deformation of the viscoelastic material (elastic portion) can be determined by the size of the storage modulus E′, while the portion of energy consumed (dissipated) in the process is described by the size of the loss modulus E″. At the material-specific glass transition temperature of the viscoelastic material, the loss coefficient tan δ reaches its maximum value.

[0109] like Fig.13 It can be seen that the softer rubber material 54 (less stiffness) has a greater loss factor tan δ at its glass transition temperature than the harder rubber material 53 (higher stiffness). Fig.11 and 12 Description, that is, the pneumatic tire according to the present invention ( Fig.11 ) or at least one sidewall of an embodiment of a pneumatic tire according to the present invention ( Fig.12 ) have a lower stiffness than the corresponding comparative structural characteristics of the comparative pneumatic tire, which can be specified by the loss coefficient tan δ. Fig.11 At least one sidewall of the pneumatic tire according to the invention has a higher loss coefficient tan δ at its glass transition temperature than a corresponding comparative sidewall of a comparative pneumatic tire. Fig.12 The tread band of the pneumatic tyre according to the invention has, at its glass transition temperature, a higher loss coefficient tan δ than a corresponding comparative tread band of a comparative pneumatic tyre.

[0110] Fig.14 In view (a) a comparative pneumatic tire 55 of the prior art is shown with a tire assembly 56 to be further modified, in view (b) an embodiment of a pneumatic tire 57 according to the invention is shown with a modified tire assembly 58 relative to the comparative pneumatic tire 55 of view (a), and in view (c) two curves are shown representing the radial vibration frequencies f of the corresponding radial or torsional vibration modes Rui, Rei, Tuj, Tej Rui 、f Rei and torsional vibration frequency f Tuj 、f Tej The frequency shift Δf due to the modified tire component 58 shown in view (b). The tire components 56 and 58 correspond to the material below the respective tread band 4 (the comparative material 56 below the tread band 4 of the comparative pneumatic tire 55 or the material 58 below the tread band 4 of the pneumatic tire 57). Fig.14 As can be seen, each material 56 or 58 is embedded in the corresponding pneumatic tire 55 or 57 between the tread band 4 and the belt covering 34, coaxially therewith and surrounding the same.

[0111] like Fig.14 As can be seen in views (a) and (b) of the comparative pneumatic tire 55, the comparative material 56 has a thickness d1 shown in view (a), which is smaller than the thickness d2 of the material 58 of the pneumatic tire 57 according to the present invention shown in view (b). Therefore, when the composition of the materials 56 and 58 is the same, the comparative material 56 has a smaller mass than the material 58.

[0112] exist Fig.14 As can be seen from (c), the torsional vibration frequency f of the corresponding torsional vibration modes Tuj, Tej is increased due to the increase in mass of the material 58 of the pneumatic tire 57. Tuj 、f Tej The frequency shift Δf and the radial vibration frequency f of the corresponding radial vibration modes Rui and Rei Rui 、f Rei have approximately the same absolute value as in the case of Fig.14 Although the change of the tire assembly 58 in the pneumatic tire 57 according to the invention as compared to the comparative tire assembly 56 of the comparative pneumatic tire 55 only results in a small increase in the frequency interval Δfuij, Δfeij, for example, starting from a frequency f greater than about 100 Hz, this change of the tire assembly 58 can be used in particular to significantly reduce or avoid resonances between the pneumatic tire 57 according to the invention and the wheel suspension of the vehicle on which the pneumatic tire is mounted, because the torsional vibration frequencies f of all corresponding torsional or radial vibration modes Tuj, Tej, Rui, Rei are Tuj 、f Tej and radial vibration frequency f Rui、f Rei It decreases significantly with increasing frequency f, such as Fig.14 This can be seen directly in view (c).

[0113] Preferably, the increase in thickness of the material 58 relative to the comparative material 56 is about 0.9 mm, wherein the increase in thickness is preferably arranged in a central region extending around the main plane 3 of the tire below the tread band 4. It will be appreciated that the material 58 may not only be formed integrally (e.g. together with the tread band 4) but may also be separately and additionally embedded between the tread band 4 and, for example, the belt overlay 34.

[0114] The pneumatic tire according to the present invention for vehicles (especially motor vehicles) disclosed herein, and the manufacturing method according to the present invention disclosed herein are not limited to the embodiments disclosed in the present invention, but also include other embodiments with the same effect by other combinations of the above-mentioned technical features of the pneumatic tire and its manufacturing method proposed in a technically meaningful manner.

[0115] In a preferred embodiment, the pneumatic tyre according to the invention (mounted on a rim) is used for at least one wheel on a vehicle, in particular a single-track or multi-track motor vehicle.

[0116] Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the present invention. On the contrary, the words used in the specification are descriptions rather than limitations, and it should be understood that various changes may be made without departing from the spirit and scope of the present invention. In addition, the features of various implementation embodiments may be combined to form other embodiments of the present invention.

Claims

1. A method for improving the vibration characteristics of a pneumatic tire, comprising: performing dynamic testing on a tire to detect a) corresponding frequencies of a plurality of radial vibration modes of the tire, and b) corresponding frequencies of a plurality of torsional vibration modes of the tire; determining that a first separation between the detected frequencies of the even radial vibration modes and the detected frequencies of the even torsional vibration modes is less than a first threshold, and / or determining that a second separation between the detected frequencies of the odd radial vibration modes and the detected frequencies of the odd torsional vibration modes is less than a second threshold; and changing a design parameter of a tire component to increase at least one of the first interval and the second interval to the first threshold or the second threshold, respectively, wherein the tire component is a belt structure having at least one belt layer, the at least one belt layer having belt cords, and the design parameter is an extension angle of the belt cords relative to a main plane of the tire; and / or The tire component is a bead core having a bead wedge, and the design parameter is at least one of a width and a height of the bead wedge; and / or The tyre component is a belt structure having a belt overlay structure having at least one belt overlay extending across its width transversely to a main tyre plane, and the change in design parameters is to configure the belt overlay structure to have a constant thickness across its width; and / or The tire component is a belt structure having at least one belt layer, and the design parameter is the width of the at least one belt layer extending transversely to a main plane of the tire; and / or The tire component is a sidewall of the tire and the change in the design parameter is a reduction in the stiffness of the sidewall; and / or The tyre component is a tread band of the tyre and the change in the design parameter is a reduction in the stiffness of the tread band.

2. The method according to claim 1, wherein the first threshold value and / or the second threshold value is 5 Hz.

3. A method for manufacturing a pneumatic tire, comprising: identifying a first frequency of an even radial vibration mode of the tire; identifying a second frequency of an even torsional vibration mode of the tire; calculating a spacing between the first frequency and the second frequency; and changing the design parameters of the tire components to increase the separation above the threshold, wherein the tire component is a belt structure having at least one belt layer, the at least one belt layer having belt cords, and the design parameter is an extension angle of the belt cords relative to a main plane of the tire; and / or The tire component is a bead core having a bead wedge, and the design parameter is at least one of a width and a height of the bead wedge; and / or The tyre component is a belt structure having a belt overlay structure having at least one belt overlay extending across its width transversely to a main tyre plane, and the change in design parameters is to configure the belt overlay structure to have a constant thickness across its width; and / or The tire component is a belt structure having at least one belt layer, and the design parameter is the width of the at least one belt layer extending transversely to a main plane of the tire.

4. The method of claim 3, wherein the threshold is 5 Hz.

5. A method for manufacturing a pneumatic tire, comprising: identifying a first frequency of a radial vibration mode of the tire; identifying a second frequency of a torsional vibration mode of the tire; calculating a spacing between the first frequency and the second frequency; and changing the design parameters of the tire components to increase the separation above the threshold, wherein the tire component is a belt structure having at least one belt layer, the at least one belt layer having belt cords, and the design parameter is an extension angle of the belt cords relative to a main plane of the tire; and / or The tire component is a bead core having a bead wedge, and the design parameter is at least one of a width and a height of the bead wedge; and / or The tire component is a belt structure having a belt overlay structure having at least one belt overlay extending across its width transversely to the tire main plane, and the change in design parameters is to configure the belt overlay structure to have a constant thickness across its width.

6. The method of claim 5, wherein the threshold is 5 Hz.

7. The method of claim 5, wherein the radial vibration mode and the torsional vibration mode are both even or both odd.

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