Pneumatic vehicle tire with reinforcing layer

Abstract

A pneumatic vehicle tire in which the strength member of the strap layer comprises a multifilament yarn made of PA 6.6 having a linear density of 100 dtex to 1500 dtex, the base yarn of the multifilament yarn having an ultimate tensile strength based on the linear density of greater than 87 cN / tex, and a thermal shrinkage of greater than 6%, wherein the strength member of the carcass layer comprises a multifilament yarn made of PET having a linear density of 50 dtex to 2500 dtex, the base yarn of the multifilament yarn having an ultimate tensile strength based on the linear density of > = 70 cN / tex and a thermal shrinkage of less than 8%, and wherein the strength member of the belt layer comprises steel filaments having a tensile strength of from 3000 N / mm < 2 > to 4100 N / mm < 2 > and a carbon content of from 0.79% by weight to 1.10% by weight. Such a vehicle pneumatic tire maintains sufficient robustness to specific stresses (e.g., misuse) while exhibiting further improved rolling resistance.

Description

Technical Field

[0001] This invention relates to a vehicle pneumatic tire, the vehicle pneumatic tire comprising: a carcass having a carcass layer; a belt radially disposed outside the carcass and having a belt layer; and a belt clamp radially disposed outside the belt and having a clamp layer, wherein the carcass layer, the belt layer, and the clamp layer each have a strength member embedded in a rubber material in a manner arranged parallel to and spaced apart from each other within the respective layers, wherein the strength member of the clamp layer is a fabric strength member, each formed of at least one multifilament yarn made of polyamide 6.6 (PA 6.6), wherein the strength member of the carcass layer is a fabric strength member, each formed of at least one multifilament yarn made of polyethylene terephthalate (PET), and wherein the strength member of the belt layer is each formed of at least one steel wire. Background Technology

[0002] The reinforcing layers (such as carcass layers, belt layers, and / or ferrule layers) used in pneumatic tires for vehicles are extremely important and are generally known to those skilled in the art. These reinforcing layers have multiple reinforcing linear elements, which are referred to as strength members. The strength members are, for example, fully embedded in an elastomeric material by calendering. The strength members of these reinforcing layers have the form of continuously coiled strength members, such as fabric or calendered material.

[0003] A vehicle pneumatic tire is formed by combining a rubber-treated reinforcing layer of appropriate size and design with other components. In a vehicle pneumatic tire, the reinforcing layer strengthens the corresponding components of the tire. Simultaneously, vehicle pneumatic tires are designed to improve upon other boundary conditions, such as low rolling resistance. This can be achieved by using a relatively thin and high-strength reinforcing layer.

[0004] However, the reinforcing layers must still meet the stringent requirements dependent on the function of the corresponding components of the vehicle's pneumatic tire. Particularly in high-stress areas, the interaction of the reinforcing layers of different tire components should be considered to ensure sufficient technical characteristics of the tire as a whole. For example, in the crown region of a vehicle's pneumatic tire, where the reinforcing layers of the carcass, belts, and belt loops are arranged in a manner that at least partially overlaps each other, it is necessary not only to consider the required technical characteristics of the respective individual components but also to ensure the strength and robustness of the crown region as a whole.

[0005] To ensure the strength and robustness of vehicle pneumatic tires, it is known and conventional to provide sufficient thickness to the tread area of ​​the tire to ensure strength and robustness relative to abnormal loads (such as driving over obstacles). However, this, in turn, has a negative impact on other characteristics, such as low rolling resistance.

[0006] Vehicle pneumatic tires, particularly radially designed vehicle pneumatic tires, typically have a carcass comprising at least one carcass layer, wherein the carcass extends from the apex region of the tire through the sidewalls to the bead region and is typically anchored in the bead region by winding a tensile bead core; a shaped tread located radially outward of the carcass; a belt disposed between the tread and the carcass and typically having at least two belt layers; and a belt loop located radially outwardly on the belt, at least covering the edge of the belt and having at least one loop layer. In radially designed tires, the carcass is in the form of a radial carcass, wherein all or some of the strength members of the radial carcass extend generally in the radial direction in the region of the sidewalls.

[0007] In this application, "generally in" a certain direction means an angle of 0° to 8° relative to a specific direction.

[0008] The strength components of the tire carcass, especially those of radial tires, need to exhibit sufficient strength to adequately withstand the forces generated during tire operation and to ensure durability. In particular, the carcass resists internal tire pressures. Driving behavior, especially at high speeds, is further positively influenced by the high modulus of elasticity of the carcass' strength components, which can reach approximately 2% to 4% elongation. Furthermore, during tire production, the reinforcing layers of the carcass are designed to allow sufficient expansion during tire construction and in the vulcanizing mold so that the tire can be precisely molded. Additionally, the strength components of the carcass are designed to have high ultimate tensile strength and high elongation at break to increase the tire's long-term durability and improve durability against forced elongation, such as that that may occur when driving over potholes.

[0009] Belt bands are used to limit tire expansion caused by centrifugal forces that occur during driving operations, particularly at high speeds. The strength members of at least one band layer of the belt band extend generally in the circumferential direction. During tire production, at least one band layer of the belt band is applied in the form of a ply, strip, or individual strength member having strength members embedded in an uncured rubber compound and wound or rolled onto the belt. During tire production, the strength members of the belt band are designed to allow sufficient expansion during molding and also in the vulcanizing mold so that the tire can be precisely shaped, and once the tire is complete, they are designed to ensure good high-speed performance during driving. To meet these requirements, the strength members should have an elongation at break sufficient for tire production and be able to extend to an elongation of up to about 3% to 4% under moderate force, and require very large forces to extend to even greater elongations.

[0010] The belt generally has at least two belt layers, which are arranged such that they cross at an angle. The belt improves the stiffness of the tread in both the longitudinal and lateral directions. During driving, this helps with power transmission, improves lateral control, and reduces tire wear.

[0011] In the case of belt harnesses, efforts are also being made to further improve the properties of the components. Therefore, EP 3254870A1 and EP3254871A1 each disclose a reinforcing layer for belt harnesses, the strength member of which comprises at least one multifilament yarn made of polyamide 6.6, wherein the original yarn made of polyamide 6.6 has a toughness in the range of 1.35 cN / dtex to 1.60 cN / dtex at 4% elongation, and wherein the strength member has a toughness within a favorable range at 4% elongation. The reinforcing layer, which can be implemented in a relatively thin manner, has an elastic modulus advantageous for use in belt harnesses and is more resistant to compressive and flexural fatigue stresses.

[0012] An attempt to make one or more carcass layers as thin as possible by using strength members made of high-strength PET is known from EP 3493999 A1. This document discloses a carcass layer having a cord made of two twisted multifilament yarns made of PET as strength members, wherein the PET yarns have an ultimate tensile strength based on linear density greater than 70 cN / tex sufficient for use in a carcass and a heat shrinkage rate of less than 4%.

[0013] EP 3544826 A1 discloses belt layers, which include those with a strength of 3080 N / mm². 2 Up to 4190 N / mm 2 The tensile strength of the steel wire is used as a strength member. DE 10 2019 218723A1 discloses a belt layer having a 1+2 structure of steel cords, which are made of steel wires of the same diameter with a tensile strength of 3000 N / mm². 2 Up to 4000 N / mm 2 It is made of three thin steel wires with high tensile strength.

[0014] The trend is to further improve the environmental friendliness of rubber products, particularly rolling resistance, by optimizing one or more reinforcing layers of the components. Reduced energy consumption during tire component deformation during tire operation is achievable due to the intentional reduction in the linear density or diameter of the reinforcing layer's strength members, and consequently, the reduction in the reinforcing layer's thickness. However, this optimization of the reinforcing layer is detrimental to other properties, such as component robustness. If several components of the tire are intended to contribute to optimization, the interaction of the individual optimized components in particularly stress-prone areas of the tire should also be considered. This involves, for example, the crown region, where the reinforcing layers of different components (particularly the carcass, belts, and belt loops) interact. Furthermore, the tire as a whole is designed to be robust relative to specific stresses, such as those that may occur due to improper use (e.g., driving under reduced tire pressure or overload). Summary of the Invention

[0015] Therefore, the main objective of this invention is to provide a vehicle pneumatic tire that exhibits further improved rolling resistance while maintaining sufficient robustness against certain stresses (e.g., improper use).

[0016] This objective is achieved by a vehicle pneumatic tire with the features described in claim 1.

[0017] The pneumatic tire for vehicles according to the invention is characterized in that the multifilament yarn made of PA6.6 has a linear density of 100 dtex to 1500 dtex, and is characterized in that the original yarn made of PA6.6 of the multifilament yarn has an ultimate tensile strength based on linear density of greater than 87 cN / tex as determined according to ASTM D885, and a heat shrinkage rate of greater than 6% as determined by exposure time of two minutes at 180°C under a prestress of 0.05 cN / dtex.

[0018] The vehicle pneumatic tire according to the invention is further characterized in that the multifilament yarn made of PET has a linear density of 50 dtex to 2500 dtex, and is characterized in that the PET-made virgin yarn of the multifilament yarn has an ultimate tensile strength based on linear density of ≥70 cN / tex as determined according to ASTM D885, and a heat shrinkage rate of less than 8% as determined by exposure time of two minutes at 180°C under a prestress of 0.01 cN / dtex.

[0019] The vehicle pneumatic tire according to the invention is further characterized in that the steel filament has a tensile strength of 3000 N / mm² to 4100 N / mm² as determined according to ASTM D2969, and a carbon content of 0.79% to 1.10% by weight.

[0020] "Raw yarn" refers to multifilament yarn that has been spun without any twisting and therefore has not been heat-stretched or impregnated.

[0021] "Fabric strength member" refers to a strength member made of one, two or more multifilament yarns made of a fabric material (e.g., PA6.6 or PET), wherein each of the multifilament yarns has undergone a hot stretching process including impregnation and twisting. In the case of a fabric strength member made of two or more multifilament yarns, the two or more multifilament yarns may be twisted together at the ends to form a cord.

[0022] Physical measurements can be determined before the corresponding strength member is embedded in the corresponding strength member layer of the vehicle's pneumatic tire, particularly the physical measurements of the fabric strength member and / or the multifilament yarn of the fabric strength member and / or the original yarn of the multifilament yarn and / or the steel strength member and / or the steel filament of the steel strength member.

[0023] The force / elongation data for determining the ultimate tensile strength based on linear density and the toughness of the original yarn or fabric strength member at 4% elongation are respectively determined according to ASTM D885.

[0024] The heat shrinkage rate of the original yarn or fabric strength component was determined in each case after exposure to 180°C under prestress for two minutes. In the case of PET, the prestress was 0.01 cN / dtex. In the case of PA6.6, the prestress was 0.05 cN / dtex.

[0025] The tensile strength of the steel wire was determined according to ASTM D2969.

[0026] Surprisingly, it has been found, specifically, that a tire has been provided that maintains sufficient robustness against specific stresses (e.g., misuse) while having a relatively thin reinforcing layer with different components (carcass, belt loops, and belts) due to the intentional combination of the aforementioned reinforcing layers and high-strength members. Crucially, the strength members of at least one belt loop layer, at least one carcass layer, and at least one belt layer, even when the individual strength members have relatively low linear density, enable the tire to maintain sufficient robustness against specific stresses (e.g., misuse) due to the high-strength design of the yarns and steel filaments, the shrinkage behavior of the yarns made of PA6.6 cord adapted to the requirements of the loop layer, and the shrinkage behavior of the yarns made of PET cord adapted to the requirements of the carcass layer. This is especially true in the particularly stressed crown region, where the aforementioned components are arranged to overlap each other in the radial direction. In particular, the aforementioned reinforcing layers can be arranged to overlap each other in the radial direction.

[0027] The high-strength design of the strength components of the hoop layer, carcass layer, and belt layer allows for a relatively thin combination of reinforcing layers (with improved rolling resistance) while maintaining sufficient robustness.

[0028] Therefore, the reinforcing layer of the component can be implemented in a relatively thin manner, resulting in a further reduction in the rolling resistance of the vehicle's pneumatic tire. The reinforcing layer simultaneously still meets the specific requirements of the respective components (i.e., the tire carcass, belts, and belt loops of the vehicle's pneumatic tire) and, in their combination, allows the tire to have sufficient robustness against specific stresses (such as improper use of the vehicle's pneumatic tire).

[0029] It has been found that the vehicle pneumatic tires according to the invention exhibit further improved rolling resistance while maintaining sufficient robustness against certain stresses (e.g., improper use).

[0030] In an advantageous embodiment, the raw yarn made of PA6.6 has a toughness in the range of 13.5 cN / tex to 16.0 cN / tex at 4% elongation.

[0031] Therefore, the fabric strength member of the belt layer has a relatively high modulus of elasticity for PA6.6 at 4% elongation, and also exhibits favorable fatigue resistance with respect to both compressive and flexural fatigue stresses. This maintains the elongation of up to approximately 3% required for tire production, while at even greater elongation, higher forces must be applied, which is advantageous for high-speed tire operation.

[0032] In an advantageous embodiment, the fabric strength member of the hoop layer is in the form of a first hoop strength member, wherein each of the first hoop strength members is formed from exactly one multifilament yarn made of PA6.6. The first hoop strength member has a toughness in the range of 20.5 cN / tex to 28.0 cN / tex at 4% elongation, and a twist coefficient α' of 30 to 40 for the multifilament yarn made of PA6.6.

[0033] Although the belt layer can therefore be implemented in a particularly thin manner, the durability and robustness of the tire are fully ensured. Vehicle pneumatic tires implemented in this way have low weight and favorable rolling resistance.

[0034] The twist coefficient α' of multifilament yarn is defined as (twist of multifilament yarn [t / m])·(linear density of multifilament yarn [tex] / 1000). 1 / 2 The twist coefficient α' is a measure of the twist per meter of multifilament yarn relative to the overall linear density of the multifilament yarn.

[0035] It is advantageous when the twist coefficient α' of the multifilament yarn made of PA6.6 in the first hoop strength member is in the range of 25 to 40. This twist coefficient α' represents a favorable trade-off between fatigue resistance and strength. A lower twist coefficient α' will be detrimental to fatigue resistance, while a higher twist coefficient will mean lower strength of the fabric strength member.

[0036] The first hoop strength member is formed from exactly one multifilament yarn made of PA6.6 and therefore has a PA6.6x1 construction. It is advantageous when the multifilament yarn made of PA 6.6 has a linear density of 700 dtex.

[0037] In an advantageous embodiment, the fabric strength member of the hoop layer takes the form of a second hoop strength member, wherein each of the second hoop strength members is in the form of a cord having a PA 6.6 x 2 construction. The second hoop strength member has an ultimate tensile strength based on linear density greater than 74 cN / tex, a toughness in the range of 12 cN / tex to 20 cN / tex at 4% elongation, a heat shrinkage rate of 4.0% to 7.0% determined by exposure for two minutes at 180°C under a prestress of 0.05 cN / dtex, and a twist coefficient α at the end twist of 100 to 250 cords.

[0038] The use of such high-strength components allows for relatively thin reinforcing layers. This type of tire is characterized by its light weight and therefore advantageous rolling resistance, while also possessing sufficient durability and robustness.

[0039] The twist coefficient α of the end twist of the cord is defined as (twist degree of end twist [t / m]) · (linear density of the cord [tex] / 1000). 1 / 2 The twist coefficient α is a measure of the twist per meter of cord relative to the overall linear density of the cord.

[0040] It is advantageous when the twist coefficient α of the end twist of this cord, constructed with a PA 6.6x2 second hoop strength member, is in the range of 100 to 250. This twist coefficient represents a favorable trade-off between fatigue resistance and strength. A lower twist coefficient is disadvantageous in terms of fatigue resistance, while a higher twist coefficient will mean lower cord strength.

[0041] The second hoop strength member is in the form of a cord constructed of PA 6.6 x 2, and is therefore formed by exactly two multifilament yarns made of PA 6.6, which have been twisted together at the ends to form the cord. It is advantageous when the two multifilament yarns made of PA 6.6 each have a linear density of 470 dtex or 700 dtex.

[0042] In an advantageous embodiment, the virgin yarn made of PET has a toughness in the range of 25 cN / tex to 37 cN / tex at 4% elongation.

[0043] Using this high-strength material in the tire's structural components allows for tires with favorable rolling resistance while maintaining sufficient robustness.

[0044] In an advantageous embodiment, the fabric strength member of the carcass layer takes the form of a first carcass strength member, wherein each of the first carcass strength members is in the form of a cord having a PET x 2 construction. The first carcass strength member has an ultimate tensile strength based on linear density greater than 68 cN / tex, a toughness in the range of 15 cN / tex to 25 cN / tex at 4% elongation according to ASTM D885, a heat shrinkage rate of less than 2.8%, preferably less than 2.5%, determined after exposure for 2 minutes at 180°C under a prestress of 0.01 cN / dtex, and a twist coefficient α at the end twist of 150 to 250 cords.

[0045] The primary strength components of the tire are characterized by their high strength properties, while also exhibiting favorable shrinkage behavior. This type of tire is characterized by its light weight and therefore favorable rolling resistance, while also possessing sufficient durability and robustness.

[0046] The first carcass strength member is in the form of a PET x 2 cord, and is therefore formed by exactly two multifilament yarns made of PET, which have been twisted together at the ends to form the cord. It is advantageous when the two multifilament yarns made of PET each have a linear density of 1100 dtex.

[0047] It is advantageous when the twist coefficient α at the end of the PET x2 cord is in the range of 150 to 250. This twist coefficient represents a favorable trade-off between fatigue resistance and strength. A lower twist coefficient is disadvantageous in terms of fatigue resistance, while a higher twist coefficient will mean lower cord strength.

[0048] It is advantageous when the fabric strength member of the hoop layer is in the form of a first hoop strength member with a PA 6.6x 1 construction and the fabric strength member of the carcass layer is in the form of a first carcass strength member with a PET x 2 construction.

[0049] However, it is also advantageous when the fabric strength member of the band layer is in the form of a second band strength member with a PA 6.6x 2 construction and the fabric strength member of the carcass layer is in the form of a first carcass strength member with a PET x 2 construction.

[0050] In an advantageous embodiment, the multifilament yarn made of PA 6.6 has a linear density of 450 dtex to 750 dtex, preferably 470 dtex to 700 dtex. This linear density of the multifilament yarn made of PA 6.6 has proven to be particularly effective for use in tires according to the invention.

[0051] In an advantageous embodiment, the multifilament yarn made of PET has a linear density of 1000 dtex to 1200 dtex, preferably 1100 dtex. This linear density of the multifilament yarn made of PET has proven particularly effective for use in tires according to the invention.

[0052] In an advantageous embodiment, the steel filaments of the strength members of the belt layer have a diameter of 0.20 mm to 0.42 mm, preferably 0.20 mm to 0.32 mm or 0.33 mm to 0.40 mm. The diameter of 0.20 mm to 0.42 mm has proven particularly effective for use in tires according to the invention.

[0053] For strength members consisting of a belt layer formed from exactly one steel wire, a diameter of 0.33 mm to 0.42 mm, preferably 0.35 mm to 0.40 mm, has been found to be particularly suitable.

[0054] For strength members consisting of a belt layer formed by two or more steel wires, a diameter of 0.20 mm to 0.35 mm, preferably 0.20 mm to 0.32 mm, and particularly preferably 0.20 mm to 0.30 mm has been found to be particularly suitable.

[0055] In an advantageous embodiment, the strength members of the belt layer are in the form of first belt strength members, each formed from exactly one steel filament. Each steel filament has a tensile strength of 3400 N / mm² to 4100 N / mm², and the belt layer has a linear density, particularly 30 kN / dm to 50 kN / dm.

[0056] This type of tire is characterized by its light weight, which gives it favorable rolling resistance, while also providing sufficient durability and robustness.

[0057] Preferably, the steel wire has a diameter of 0.33 mm to 0.42 mm, particularly preferably 0.33 mm, 0.35 mm or 0.40 mm.

[0058] In another advantageous embodiment, the strength member of the belt layer takes the form of a second belt strength member. The second belt strength member is formed from two, three, or more steel filaments. The second belt strength member preferably has an x2, 1+2, or 1+3 configuration, particularly preferably an x2 or 1+2 configuration. Each steel filament has a tensile strength of 3000 N / mm² to 4000 N / mm². Preferably, the belt layer has a strength of 30 kN / dm to 75 kN / dm.

[0059] This type of tire is characterized by its light weight, which gives it favorable rolling resistance, while also providing sufficient durability and robustness.

[0060] Preferably, the diameter of the steel wire in the second belt strength member is 0.20 mm to 0.35 mm, particularly preferably 0.20 mm to 0.32 mm, and even more preferably 0.20 mm to 0.30 mm. It is advantageous when the strength member of the 1+2 configuration has a steel wire diameter of 0.29 mm.

[0061] In advantageous embodiments, PET and / or PA 6.6 are formed wholly or partially from the respective bio-based polymers.

[0062] It is advantageous when PET is formed entirely or partially from bio-based PET.

[0063] It is advantageous when PA 6.6 is formed entirely or partially from bio-based PA 6.6.

[0064] In the context of this invention, the term "bio-based polymer" means a polymer that is physically formed entirely or at least partially from monomers, the starting monomers of which are obtained directly from biomass in physical form.

[0065] The polymer can be produced entirely from monomers derived from biomass; that is, in the context of this invention, 100% by weight of the starting monomers are obtained directly from biomass in physical form. As a result, the pneumatic tires for vehicles according to the invention are particularly optimized for sustainability while also possessing very good properties.

[0066] The polymer can alternatively be produced only partially from monomers derived from biomass, especially when some of the polymer's parent monomers are not available from biomass. In the context of this invention, the expression "at least partially produced from biomass" means that more than 0% by weight of the starting monomers are obtained directly from biomass in physical form. As a result, the pneumatic tires for vehicles according to the invention are optimized for desired flexibility and sustainability, depending on the availability of the starting materials, while exhibiting very good properties.

[0067] As is known to those skilled in the art, the proportion of bio-based materials in a polymer, i.e., the proportion derived from renewable raw materials, can be determined according to ASTM D 6866 (method C-14).

[0068] However, PA 6.6 and / or PET can also be formed from non-bio-based PA 6.6 and / or non-bio-based PET, i.e., in the context of this invention, none of the starting monomers of the respective polymers are obtained directly from biomass in physical form. PA 6.6 and / or PET can be conventional, particularly mineral oil-based PA 6.6 and / or conventional, particularly mineral oil-based PET.

[0069] In advantageous embodiments, PET and / or PA 6.6 are formed wholly or partially from the corresponding recycled polymer.

[0070] It is advantageous when PET is formed entirely or partially from recycled PET.

[0071] It is advantageous when PA 6.6 is formed entirely or partially from recycled PA 6.6.

[0072] In the context of this invention, the term "recycled polymer" means a polymer obtained via at least one recycling method. The recycling method can be any of those known to those skilled in the art, particularly chemical and / or mechanical recycling.

[0073] The starting materials used for recycling are particularly bottle, garment and yarn waste.

[0074] In the context of this invention, the mechanical recycling method also includes heat treatment, particularly remelting.

[0075] In the context of this invention, chemical recycling refers to any kind of chemical processing of waste and subsequently recovering products or precursor materials from it. This can also mean complete chemical degradation to molecules, whereby the physical source, i.e., the chemical properties of the waste, is no longer directly apparent, and these molecules are subsequently synthesized into polymers to such an extent that these polymers are then used as recycled polymers in the corresponding multifilament yarns.

[0076] Furthermore, industrial yarn waste can be recycled and used as materials for fabric strength components, particularly in the case of PET and PA 6.6. In this case, chemical and / or mechanical recycling can be feasible, depending on the properties of the yarn waste and its similarity to the desired material.

[0077] In particular, recycled PET produced from bottles through mechanical recycling differs from virgin PET in the content of additives, especially isophthalic acid (IPA). These additives (especially IPA) are present, for example, and specifically, in PET bottles. Compared to unrecycled reference yarn, recycled PET obtained from yarn waste through mechanical recycling has an additionally higher polydispersity index.

[0078] PA 6.6 and / or PET may be formed wholly or partially from virgin PA 6.6 and / or virgin PET.

[0079] To ensure reliable adhesion between the fabric strength member and the rubber, it is advantageous to provide an adhesive impregnation system for the fabric strength member, for example, by using impregnation in a 1-bath or 2-bath process. Impregnation can be from RFL (resorcinol-formaldehyde latex) known in the art or from environmentally friendly and health-free RFL-free alternatives, such as those described, for example, in DE102014211362A1, WO 2019015792 A1, EP 3702521 A1, EP 3702522A1 or EP 3702523 A1.

[0080] The carcass of a vehicle pneumatic tire has one or more carcass layers according to the invention. A particularly simple carcass exists when all reinforcing layers of the carcass are implemented as carcass layers according to the invention. Preferably, the carcass is single-layered and formed by exactly one carcass layer according to the invention.

[0081] The belt band of a vehicle's pneumatic tire has one or more belt layers according to the invention. A particularly simple belt band exists when all reinforcing layers of the belt band are implemented as belt layers according to the invention. Preferably, the belt band is a single layer and is formed from exactly one belt layer according to the invention.

[0082] The belt of a vehicle pneumatic tire has one, two, or more belt layers according to the invention. Preferably, the belt has two belt layers according to the invention, whose strength members are arranged at an angle and have an inclination opposite to the circumferential direction. A particularly simple belt exists when all the reinforcing layers of the belt are implemented as belt layers according to the invention.

[0083] Vehicle pneumatic tires are specifically manufactured in a manner known to those skilled in the art using equipment known to those skilled in the art.

[0084] In this case, in particular, an unvulcanized blank of an unvulcanized vehicle tire having a reinforcing layer according to the invention (including all the embodiments described) is first provided by laying the respective components containing the unvulcanized rubber mixture one on top of the other. Subsequently, the blank is vulcanized.

[0085] The pneumatic tire according to the invention is preferably a tire for passenger cars, vans, or light trucks. The tire is preferably a tire with a radial design.

[0086] This invention covers all advantageous configurations, particularly those reflected in the claims. It also covers configurations resulting from combinations of different features, wherein these features have different levels of preference, and therefore the invention also covers combinations of a first feature described as “preferred” with another feature described, for example, as “particularly preferred.” Detailed Implementation

[0087] The invention will be explained in more detail below by way of two exemplary embodiments, but is not limited thereto.

[0088] The present invention, particularly a radially designed two-vehicle pneumatic tire, comprises a carcass formed of carcass layers, a belt radially arranged outside the carcass and formed of two belt layers, and a belt hoop radially located on the belt from the outside, the belt hoop being formed of at least one hoop layer and at least covering the edge of the belt. Each of the carcass layers, belt layers, and hoop layers has a strength member embedded in a rubber material in a manner arranged parallel and spaced apart from each other within the respective layers. The strength members of the hoop layer are fabric strength members, each formed of at least one multifilament yarn made of polyamide 6.6 (PA6.6), and the strength members of the carcass layer are fabric strength members, each formed of at least one multifilament yarn made of polyethylene terephthalate (PET).

[0089] Each of the strength members in the belt layer is formed by at least one thin steel wire. The strength members of the two belt layers are arranged to cross at a certain angle and have an inclination opposite to the circumferential direction.

[0090] The two pneumatic tires of the present invention have the following strength members in their reinforcing layers (in the order of rim layer, carcass layer, and belt layer):

[0091] The first vehicle's pneumatic tires: PA6.6 700x1, PET 1100x2, steel 1x0.35

[0092] Second vehicle pneumatic tires: PA6.6 470x2, PET 1100x2, steel 1+2x0.29

[0093] The fabric strength member of the belt layer of two vehicle pneumatic tires is characterized in that the multifilament yarn made of PA 6.6 has a linear density of 100 dtex to 1500 dtex, and is characterized in that the original yarn of the multifilament yarn made of PA 6.6 has an ultimate tensile strength based on linear density of greater than 87 cN / tex as determined according to ASTM D885, and a heat shrinkage rate of greater than 6% as determined by exposure time of two minutes at 180°C under a prestress of 0.05 cN / dtex.

[0094] In addition, the raw yarn made of PA 6.6 has a toughness in the range of 13.5 cN / tex to 16.0 cN / tex at 4% elongation.

[0095] The fabric strength member of the carcass pavement for two vehicle pneumatic tires is characterized by a multifilament yarn made of PET having a linear density of 1100 dtex. The PET-based raw yarn of the multifilament yarn is characterized by an ultimate tensile strength based on linear density of 83.5 cN / tex as determined according to ASTM D885, and a heat shrinkage rate of 7.2% as determined by exposure time of two minutes at 180°C under a prestress of 0.01 cN / dtex. Furthermore, the PET-based raw yarn has a toughness of 32.1 cN / tex at 4% elongation.

[0096] Furthermore, according to the present invention, the fabric strength members of the carcass pavement of the two vehicle pneumatic tires are each in the form of a first carcass strength member, wherein the first carcass strength member is in the form of a cord having a PET x 2 construction, wherein the multifilament yarn made of PET has a linear density of 1100 dtex. The first carcass strength member has an ultimate tensile strength based on linear density of 70.9 cN / tex, a toughness of 20.1 cN / tex at 4% elongation according to ASTM D885, a heat shrinkage rate of 2.2% determined by exposure time of 2 min at 180°C under a prestress of 0.01 cN / dtex, and a twist coefficient α of 195 cord end twist.

[0097] The strength members of the belt layer of two vehicle pneumatic tires are characterized in that the steel filaments have a tensile strength of 3000 N / mm² to 4100 N / mm² as determined according to ASTM D2969, and a carbon content of 0.79% to 1.10% by weight.

[0098] Regarding the hoop layer, a first vehicle pneumatic tire according to the invention, particularly one with a radial design, is characterized in that the fabric strength member of the hoop layer according to the invention is in the form of a first hoop strength member, wherein each of the first hoop strength members is formed from exactly one multifilament yarn made of PA 6.6. The multifilament yarn made of PA 6.6 has a linear density of 700 dtex. Furthermore, the first hoop strength member has a toughness in the range of 20.5 cN / tex to 28.0 cN / tex at 4% elongation, and a twist coefficient α' of 25 to 40 for the multifilament yarn made of PA 6.6.

[0099] Regarding the belt layer, the first vehicle pneumatic tire according to the invention is characterized in that each strength member of the belt layer is formed by exactly one steel filament, and is characterized in that the steel filament has a diameter of 0.35 mm and a tensile strength of 3742 N / mm², and is characterized in that the belt layer has a strength of 34 kN / dm.

[0100] Regarding the hoop layer, the second pneumatic tire according to the invention is characterized in that the strength members of the hoop layer according to the invention are in the form of second hoop strength members. These have a PA 6.6x2 construction, wherein the multifilament yarn made of PA 6.6 has a linear density of 470 dtex. The second hoop strength member has an ultimate tensile strength based on linear density greater than 74 cN / tex, a toughness between 12 cN / tex and 20 cN / tex at 4% elongation, a heat shrinkage rate of 4.0% to 7.0% determined by exposure time of two minutes at 180°C under a prestress of 0.05 cN / dtex, and a twist coefficient α of 100 to 250 at the end twist of the cord.

[0101] Regarding the belt layer, the second pneumatic tire for vehicles according to the invention is characterized in that the strength members of the belt layer are each formed by three steel filaments and have a 1+2 configuration. The steel filaments have a diameter of 0.29 mm and a tensile strength of 3593 N / mm². The belt layer has a strength of 64 kN / dm.

[0102] It has been found that, due to the combination of high-strength materials in the carcass, belt loops, and belt reinforcement layers, the two vehicle pneumatic tires implemented according to the present invention maintain sufficient robustness to specific stresses despite relatively low material usage. Simultaneously, rolling resistance is further improved due to the relatively low material usage.

Claims

1. A vehicle pneumatic tire, the vehicle pneumatic tire comprising: a carcass having a carcass layer; a belt belt radially disposed outside the carcass and having a belt belt layer; and a belt belt clamp radially located on the belt belt from the outside and having a clamp belt layer. Each of the carcass layer, the belt layer, and the hoop layer has a strength member, which is embedded in the rubber material in a manner that is parallel to and spaced apart from each other within the respective layer. ●The strength components of the band layer are fabric strength components, each formed by at least one multifilament yarn made of polyamide 6.6 (PA6.6). ●The reinforcing components of this matrix layer are fabric reinforcing components, each formed by at least one multifilament yarn made of polyethylene terephthalate (PET), and ●The strength components of each belt layer are formed by at least one thin steel wire. Its features are, The multifilament yarn made of PA6.6 has a linear density of 100 dtex to 1500 dtex. Its characteristic is that the multifilament yarn made of PA6.6 has the following properties: ●Ultimate tensile strength based on linear density greater than 87 cN / tex, as determined by ASTM D885, and ● A heat shrinkage rate greater than 6% was determined after two minutes of exposure at 180°C under a prestress of 0.05 cN / dtex. The characteristic feature is that the multifilament yarn made of PET has a linear density of 50 dtex to 2500 dtex. Its characteristic is that the multifilament yarn made of PET has the following properties: ●Ultimate tensile strength based on linear density, measured according to ASTM D885, ≥70 cN / tex. ● The heat shrinkage rate is less than 8%, determined after two minutes of exposure at 180°C under a prestress of 0.01 cN / dtex. Its characteristic is that the steel wire has ● Tensile strengths ranging from 3000 N / mm² to 4100 N / mm² as determined by ASTM D2969, and ● Carbon content of 0.79% to 1.10% by weight.

2. The vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, The raw yarn made of PA6.6 has a toughness in the range of 13.5 cN / tex to 16.0 cN / tex at 4% elongation.

3. The vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, The fabric strength member of the hoop layer is in the form of a first hoop strength member, wherein each of these first hoop strength members is formed from exactly one of the at least one multifilament yarn made of PA 6.6, and is characterized in that these first hoop strength members have ● Toughness in the range of 20.5 cN / tex to 28.0 cN / tex at 4% elongation, and ● The twist coefficient α' of the multifilament yarn made of PA6.6 with a twist of 25 to 40.

4. The vehicle pneumatic tire as described in at least one of claims 1 to 2, characterized in that, The fabric strength members of the hoop layer are in the form of second hoop strength members, each of which is in the form of a cord with a PA6.6x2 construction and has ● Ultimate tensile strength based on linear density greater than 74 cN / tex ● Toughness in the range of 12 cN / tex to 20 cN / tex at 4% elongation; ● Heat shrinkage of 4.0% to 7.0% determined by exposure time of two minutes at 180°C under a prestress of 0.05 cN / dtex; and ● The twist coefficient α of the end twist of the cord is between 100 and 250.

5. A vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, The PET yarn has a toughness ranging from 25 cN / tex to 37 cN / tex at 4% elongation.

6. A vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, The fabric strength members of the carcass layer are in the form of first carcass strength members, wherein each of these first carcass strength members is in the form of a cord with a PET x 2 structure, and has ● Ultimate tensile strength based on linear density greater than 68 cN / tex ● Toughness in the range of 15 cN / tex to 25 cN / tex at 4% elongation, according to ASTM D885. ● A heat shrinkage rate of less than 2.8%, preferably less than 2.5%, determined after 2 minutes of exposure at 180°C under a prestress of 0.01 cN / dtex. ● The twist coefficient α of the end twist of the cord with a twist of 150 to 250.

7. A vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, ● The multifilament yarn made of PA6.6 has a linear density of 450 dtex to 750 dtex, preferably 470 dtex to 700 dtex, and / or ● The multifilament yarn made of PET has a linear density of 1000 dtex to 1200 dtex, preferably 1100 dtex.

8. A vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, The steel wire has a diameter of 0.20 mm to 0.42 mm, preferably 0.20 mm to 0.32 mm, or 0.33 mm to 0.42 mm.

9. A pneumatic tire for a vehicle as described in at least one of the preceding claims, characterized in that, The strength members of the belt layer are in the form of first belt strength members, characterized in that each of these first belt strength members is formed from exactly one of these steel filaments, characterized in that each of these steel filaments has a tensile strength of 3400 N / mm² to 4100 N / mm², and characterized in that the belt layer has a strength of, in particular, 30 kN / dm to 50 kN / dm.

10. The vehicle pneumatic tire as described in at least one of claims 1 to 8, characterized in that, The strength members of the belt layer are in the form of second belt strength members, characterized in that each of these second belt strength members is formed from two or three or more steel filaments, preferably forming an x2 or 1+2 or 1+3 configuration, particularly preferably forming an x2 or 1+2 configuration, characterized in that these steel filaments have a tensile strength of 3000 N / mm^2 to 4000 N / mm^2, and characterized in that the belt layer has a strength of, in particular, 30 kN / dm to 75 kN / dm.

11. A vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, The PET and / or PA6.6 are formed wholly or partially from the corresponding bio-based polymers.

12. A vehicle pneumatic tire as described in at least one of the preceding claims, characterized in that, The PET and / or PA6.6 are formed wholly or partially from the corresponding recycled polymer.