Vehicle tires

Abstract

The invention relates to a vehicle tire (2) with an axis of rotation (A) and an annular carcass (8), wherein the carcass (8) is bounded by sidewalls (3) ending radially on the inside in beads (7) and a carcass section (4) connecting the sidewalls (3) and, when the beads are inserted into a vehicle rim (1), encloses a cavity that can be filled with compressed air in conjunction with the vehicle rim (1), and a tread component (6) arranged radially on the outside of the carcass (8), wherein the tread component (6) has a tread and reinforcing elements, and wherein the tread component (6) is connected to the radially inner carcass (8) by means of an annular structural component (5) that cannot be filled with compressed air.

Description

[0001] The invention relates to a vehicle tire with an axis of rotation and an annular carcass, wherein the carcass is bounded by sidewalls terminating radially inwards in beads and a carcass section connecting the sidewalls, wherein, when the beads are inserted into a vehicle rim, the carcass, in conjunction with the vehicle rim, encloses a cavity that can be filled with compressed air. The vehicle tire has a tread component arranged radially outwards from the carcass, wherein the tread component comprises a tread strip and reinforcing elements, and wherein the tread component is connected to the radially inwards carcass by means of an annular structural component that cannot be filled with compressed air.

[0002] Furthermore, the invention relates to a system comprising a vehicle rim with a vehicle tire and a method for manufacturing a vehicle tire.

[0003] A vehicle tire of the type mentioned is known from KR 2021 003 4736 A. When mounted on a vehicle rim, this tire, together with its carcass, forms a compressed air-fillable cavity. The fillable cavity expands axially with increasing radial distance to the rim. A structural component is attached radially to the outside of the carcass, the axial extent of which is no greater with increasing radial distance to the rim than with decreasing radial distance. This structural component includes force transmission elements that connect the carcass to the tread. These individual force transmission elements extend across the width of the vehicle tire. The tread has a width no greater than the width of the carcass section that is in direct contact with the structural component.

[0004] It has been shown that known vehicle tires with a structural component between the tread and the carcass have a reduced probability of experiencing air loss due to damage. However, known vehicle tires with a structural component are still susceptible to damage, particularly when driving over a bump in the road surface, causing the sidewall of the tire to be pinched between the tread and the rim and thus damaged.

[0005] Against this background, the invention is based on the objective of designing a vehicle tire and a system comprising a vehicle rim and a vehicle tire and a method for manufacturing a vehicle tire in such a way that a particularly durable and especially robust vehicle tire against damage is provided.

[0006] This problem is solved by a vehicle tire according to the features of claim 1, as well as a system and a method according to the dependent claims. The subclaims relate to particularly advantageous embodiments of the invention.

[0007] According to the invention, a vehicle tire is provided with an axis of rotation and an annular carcass, wherein the carcass is bounded by sidewalls ending radially inwards in beads and a carcass section connecting the sidewalls. When the beads are inserted into a vehicle rim, the annular carcass, in conjunction with the vehicle rim, encloses a cavity that can be filled with compressed air. The vehicle tire has a tread component arranged radially outwards from the carcass, the tread component comprising a tread strip and reinforcing elements. The tread component is connected to the radially inwards carcass by means of an annular structural component that cannot be filled with compressed air, wherein the axial extent of the carcass at the beads inserted in a vehicle rim is at least 1% greater than the axial extent of the carcass section connecting the sidewalls.The axial dimension of the tread is at least 1% greater than the dimension of the carcass section connecting the sidewalls.

[0008] Vehicle tires exhibit rotational symmetry. This rotational symmetry has a line of symmetry that corresponds to the tire's axis of rotation.

[0009] The axial extension of the carcass at the beads corresponds to the maximum axial extension of the carcass when the tire is mounted on a vehicle rim at the prevailing operating pressure in the inflated cavity. The carcass section connects the sidewalls, which extend not only radially but also, for example, with increasing distance from the vehicle rim, have a smaller distance between them. The carcass section extends predominantly in the axial direction in cross-section and transitions into the sidewalls, for example, via radii. The axial extension of the carcass section corresponds at least to the area extending predominantly in the axial direction.If the carcass section transitions into the side walls by means of radii, the extent of the carcass section in the axial direction corresponds to the area extending predominantly in the axial direction and additionally half the axial extent of the radii located on the carcass section that form the transition to the side walls.

[0010] A tire that is particularly robust against damage is achieved by having the sidewalls in the carcass section closer together than in the bead area, and by ensuring that the tread has an axial extent or width that is greater than the distance between the sidewalls in the carcass section. This provides the sidewall area with particularly good protection against damage by the tread. For example, contact between the sidewall and surrounding objects is prevented. Furthermore, the risk of sidewall sections becoming pinched between the tread and the vehicle rim is avoided.

[0011] A preferred embodiment provides that the vehicle tire can be used on standardized vehicle rims for pneumatic tires, in particular those standardized by the European Tyre and Rim Technical Organisation or the International Organization for Standardization. This enables the use of standardized and already widely used vehicle rims, thus ensuring the long-term usability of the vehicle rim due to compatibility.

[0012] The vehicle tire is preferably designed in such a way that it can be mounted and dismounted using known and widely used tire mounting machines, especially tire mounting machines that comply with the standards of the European Tyre and Rim Technical Organisation or the International Organization for Standardization. This allows the continued use of existing tire mounting machines.

[0013] Another preferred embodiment provides that the axial extent of the carcass at the beads inserted in a vehicle rim is at least 2%, preferably at least 4%, more preferably at least 6%, more preferably at least 10%, more preferably at least 15%, more preferably at least 25%, more preferably at least 50%, and more preferably at least 100% greater than the axial extent of the carcass section connecting the sidewalls, and / or the axial extent of the tread is at least 2%, preferably at least 4%, more preferably at least 6%, more preferably at least 10%, more preferably at least 15%, more preferably at least 25%, more preferably at least 50%, and more preferably at least 100% greater than the axial extent of the carcass section connecting the sidewalls.

[0014] The greater axial extent of the carcass in the bead area, compared to the axial extent of the carcass section, protects the sidewalls from damage. It has been found that the greater the ratio between the axial extents, the better the sidewalls are protected. Furthermore, it has been shown that a tread width greater than the axial extent or width of the carcass section protects the sidewalls from damage. The greater the width ratio of the tread to the carcass section, the greater the sidewall protection.

[0015] Another preferred embodiment provides that the tread component can be mounted and dismounted from the structural component without damaging it. This ability to mount and dismount the tread component without damaging the structural component allows the structural component to be used for multiple tread components. If a tread component becomes worn or damaged, it can be removed from the structural component and another tread component mounted, thus reducing material consumption.

[0016] Another preferred embodiment provides that the tread component can be mounted to the structural component without damage and, preferably, can be removed from the structural component without damage. Mounting and dismounting the tread component on the structural component without damaging either the tread component or the structural component allows a single tread to be mounted multiple times, thus enabling, for example, the alternating use of two treads on one structural component. Seasonal changes, for example, as well as the storage of temporarily unused treads, simplify transport and storage compared to conventional tire changes. The vehicle tire is particularly sustainable because a second set of casings and structural components does not need to be manufactured.

[0017] Another preferred embodiment provides that the structural component can be mounted on the carcass without damaging it and, preferably, can be removed from the carcass without damaging it. This makes it possible to replace a worn or damaged structural component and to reuse the carcass for another structural component, thus enabling a particularly sustainable vehicle tire.

[0018] Another preferred embodiment provides that the structural component can be mounted to the carcass without causing damage and, preferably, can be removed from the carcass without causing damage. A structural component that can be mounted and removed from the carcass without causing damage allows the use of a structural component on a different carcass. This enables the development of a particularly durable vehicle tire.

[0019] Another preferred embodiment provides that the structural component includes force transmission elements for transferring forces between the tread component and the carcass, the main axes of extension of which run at least predominantly in the circumferential direction. Force transmission elements with a predominantly circumferential orientation or extension allow the gas located between the force transmission elements, such as air, to circulate around the entire circumference of the vehicle tire. Openings between the force transmission elements and the environment are unnecessary. Such openings are required for axially arranged force transmission elements to allow air to escape from the structural component when the force transmission elements are compressed.It has been shown that such openings, as well as the airflow into and out of the structural component, lead to increased noise emissions during driving. Furthermore, it has been shown that openings in the structural component to the environment lead to contamination, thereby impairing the function and durability of the structural component.

[0020] A power transmission element runs predominantly in the circumferential direction if, during driving, a gas flow develops along the power transmission elements, flowing around the entire circumference of the vehicle tire. In particular, the power transmission elements run exactly in the circumferential direction of the vehicle tire.

[0021] Another preferred embodiment provides that the force transmission elements have an axial extension component, at least in partial regions of their main extension, which is predominantly circumferential. It has been shown that an axial extension component of the force transmission elements, i.e., a force transmission element that does not extend exclusively circumferentially and radially, leads to advantageous elastic deformation behavior and high durability of the structural component.

[0022] Another preferred embodiment provides that the force transmission elements have partial sections, in particular stiffeners, which connect the sections of the force transmission elements extending at least predominantly in the circumferential direction to one another and / or connect the force transmission elements to the tread component and / or the carcass. It has been shown that stiffening the force transmission elements by means of stiffeners results in a sufficiently rigid and durable structural element with particularly low material usage.

[0023] Another preferred embodiment provides that the force transmission elements and the carcass are kinematically designed such that contact between the tread component and the beads or a vehicle rim occurs directly, and in particular not indirectly via a further carcass area. Damage to the vehicle rim can be avoided by ensuring that the tread component rests on the vehicle rim when the tire is compressed. Furthermore, damage to the carcass caused by the force flow between the tread and the vehicle rim can be prevented.

[0024] Another preferred embodiment provides that the power transmission elements have rubberized reinforcing elements. It has been shown that the power transmission elements can be designed in a particularly durable and cost-effective manner using rubberized reinforcing elements.

[0025] Another preferred embodiment provides that two to one hundred, preferably two to sixty, more preferably two to forty, and more preferably three to thirty, more preferably three to twenty, more preferably four to sixteen, more preferably four to twelve, and more preferably six to eight force transmission elements are arranged side by side in the axial direction. It has been shown that a certain number of force transmission elements arranged side by side in the axial direction is optimal with regard to low material usage combined with high durability.

[0026] Another preferred embodiment provides that the reinforcing layers of the tread component comprise belt layers. Belt layers have proven to be particularly suitable reinforcing layers for tread components, exhibiting high reliability and durability with minimal material usage.

[0027] Another preferred embodiment provides that the structural component has a closed surface facing the environment. A closed surface, i.e., the absence of openings between the force transmission elements and the environment, has proven advantageous because airflow through openings into and out of the structural component leads to increased noise emissions during driving. Furthermore, it has been shown that openings to the environment in the structural component lead to contamination and thereby impair the function and durability of the structural component.

[0028] Another preferred embodiment provides that a sidewall is arranged axially on the outer side, preferably on both sides, of the vehicle tire, covering at least a partial area in the radial direction, with the partial area being located between the beads and the tread component. It has been shown that sidewalls, which preferably cover the entire radial area between the bead areas and the tread component around the entire circumference, lead to improved aerodynamics and thus reduce noise emissions and energy consumption. Preferably, the sidewall is made of or consists of rubber. Furthermore, it has proven advantageous to manufacture the sidewall as a single piece, i.e., not separable without damage, together with the structural component and / or the carcass.

[0029] Another preferred embodiment provides that, when the vehicle tire is compressed radially, the side panel assumes a geometry that approximates the axially outer geometry of the structural component and / or a side wall, preferably with the side panel being mechanically connected to the structural component and / or a side wall. Such behavior of the side panel, preferably achieved by a mechanical connection to the structural component or the side wall, protects the side panel from damage when the vehicle tire is compressed.

[0030] According to the invention, a system is provided comprising a vehicle rim having a geometry that meets the requirements of the European Tyre and Rim Technical Organisation and / or the International Organization for Standardization, as well as a vehicle tire according to the invention.

[0031] A particularly robust system against damage is achieved by having the sidewalls of the vehicle tire closer together in the carcass section than in the bead area, and by ensuring that the tread has an axial extent or width that is greater than the distance between the sidewalls in the carcass section. This provides the sidewall area with particularly good protection against damage by the tread. For example, contact between the sidewall and surrounding objects is prevented. Furthermore, the pinching of sidewall sections between the tread and the vehicle rim is avoided.

[0032] According to the invention, a method for manufacturing a vehicle tire according to the invention is provided.

[0033] A vehicle tire that is particularly robust against damage can be manufactured by having the sidewalls in the area of ​​the carcass section have a smaller distance between them than in the bead area, and furthermore by having the tread have an axial extent or width that is greater than the distance between the sidewalls in the area of ​​the carcass section.

[0034] The invention allows for numerous embodiments. To further illustrate its basic principle, three of these are shown in the drawings and described below. These show in Fig. 1 a vehicle rim and a first embodiment of a vehicle tire with sidewalls connected to each other by a carcass section and a non-air-fillable structural component and a tread component; Fig. 2 a vehicle rim and a second embodiment of a vehicle tire with sidewalls connected to each other by a carcass section and a non-air-fillable structural component and a tread component; Fig. 3 a vehicle rim and a third embodiment of a vehicle tire with sidewalls connected to each other by a carcass section and a non-air-fillable structural component and a tread component.

[0035] Fig. Figure 1 shows a vehicle rim 1 and a first embodiment of a vehicle tire 2 with an axis of rotation A. The vehicle tire 2 has sidewalls 3, the sidewalls 3 being connected to each other by a carcass section 4. The vehicle tire 2 further has a non-air-fillable structural component 5 and a tread component 6 radially outside the carcass section 4. The features of this embodiment and of the further embodiments are each exemplary; the features of different embodiments can be combined.

[0036] The sidewalls 3 each have a radially inwardly arranged bead 7, which, in the assembled state, is in contact with the rim flanges of the vehicle wheel 1. The sidewalls 3 extend in a straight line from the beads 7 radially outwards and towards each other along their main axis of extension. In the section shown, the sidewalls 3 run at an angle that deviates by 40° from a purely radial orientation. Radially outwards, the sidewalls 3 terminate in the carcass section 4 and together with it form the carcass 8. The carcass 8 comprises reinforcing elements and vulcanized rubber compounds and is designed to maintain a constant overpressure relative to the environment in conjunction with the vehicle wheel 1.

[0037] Radially on the outer side of the carcass section 4, the structural component 5 is positioned. This component has four force transmission elements 9 that extend radially outwards at an angle of 40°, deviating from a purely radial orientation. The force transmission elements 9 originate in pairs at the transition area of ​​the sidewalls 3 to the carcass section 4, with an angle of 80° between the paired force transmission elements 9. The axially outwardly arranged force transmission elements 9 project axially beyond the carcass section 4. The force transmission elements 9 extend over the entire circumference of the vehicle tire 2 and have recesses that allow pressure equalization between them. The structural component 5 comprises reinforcing elements, in particular tensile-resistant reinforcing elements, as well as a vulcanized rubber compound.The upper structural part 5 is manufactured as a single piece with the carcass 8 and cannot be separated from it without damage.

[0038] The structural component 5 is designed to transfer the forces in the radial, axial and circumferential directions from the tread component 6 to the carcass 8.

[0039] The tread component 6 is arranged radially on the outer edge of the structural component 5 and transmits the forces from the roadway to the structural component 5. The tread component 6 comprises reinforcing elements and a vulcanized rubber compound.

[0040] A side skirt 10 is attached axially to the outer circumference of the tread component 6, extending from the tread component 6 to the beads 7 without any recesses. The side skirt 10 is made of a rubber compound and improves the aerodynamics of the vehicle tire 2. Under strong compression of the structural component 5 and the carcass 8, the carcass 8 moves axially inwards, and the side skirt 10 is moved towards the carcass 8 by means of a connecting element 11.

[0041] Maximum compression of the carcass 8 and the structural component 5, as is the case, for example, in Fig. As shown in Figure 2, the geometric and structural design of the carcass 8 and the structural component 5 results in the tread component 6 coming into contact with the rim flange or one of the beads 7. Damage to the carcass 8 or the side panel 10 is avoided.

[0042] In Fig. Figure 2 shows a vehicle rim 1 and a second embodiment of a vehicle tire 2. The second embodiment of the vehicle tire 2 has essentially the same components as the first embodiment of the vehicle tire 2. The second embodiment of the vehicle tire 2 also has sidewalls 3 that run radially outwards towards each other and are connected to each other by a carcass section 4, forming the carcass 8 together with the carcass section 4. The carcass 8 is connected to the vehicle rim 1 by beads 7 and forms a cavity that can be filled with compressed air.

[0043] Radially extending outwards from the carcass section 4 is the structural component 5, which connects the carcass section 4 to the tread component 6. The structural component 5 has force transmission elements 9, with a first force transmission element 9 originating from an axially outer end of the tread component 6 and extending at an angle of 20° to the transition area of ​​the sidewalls 3 to the carcass section 4 in the section shown. The force transmission element 9 and the other force transmission elements 9 run along the circumference of the vehicle tire. A further force transmission element 9 originates at the circumferential line on the carcass section 4, where the carcass section 4 and the first force transmission element 9 are in contact, and extends towards the tread component 6. In section, the force transmission elements 9 together form a zigzag structure.The side panel 10 extends between the tread component 6 and the beads 7 and is connected to the side wall 3 by means of fasteners 11.

[0044] The vehicle tire 2 is in a maximally compressed state in the area shown on the left, so that the tread component 6 is in contact with a bead 7.

[0045] In Fig.Figure 3 shows a vehicle rim 1 and a third embodiment of a vehicle tire 2. The third embodiment of the vehicle tire 2 has essentially the same components as the first and second embodiments of the vehicle tire 2. A carcass 8, formed by sidewalls 3 and a carcass section 4, is in contact with a vehicle rim 1 via beads 7 of the sidewalls 3, forming a cavity that can be filled with compressed air. The carcass 8 has a rubber material accumulation in the area of ​​the beads 7, which is designed to come into contact with the tread 6 or a bonding layer 12 of the structural component 5. The sidewalls 3 transition into the carcass section 4 via larger radii of 3 cm.

[0046] The carcass 8 is in radial outward contact with a structural component 5. The structural component 5 connects the carcass 8 to the tread component 6. For this purpose, the structural component 5 has force transmission elements 9 that extend around its circumference. In the section shown, the force transmission elements 9 extend predominantly in a radial direction, but they have a curved shape. The force transmission elements 9 are each connected to one another at their two ends by one of the bonding layers 12.

[0047] The tread component 6 is mounted and dismountable on the structural component 5. For this purpose, the tread component 6 has circumferential recesses into which the axially inner force transmission elements 9 project, thus enabling the transmission of high axial and circumferential forces. The axially outer force transmission elements 9 project into further circumferential recesses of the tread component 6 and thereby transmit, in particular, a portion of the axial forces. Reference symbol list 1 vehicle rim 2 vehicle tires 3 side wall 4 Carcass section 5 Structural component 6 tread component 7 bulge 8 Carcass 9 Power transmission element 10 Side panels 11 connecting devices 12. Compound layer A axis of rotation QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] KR 2021 003 4736 A

[0003]

Claims

[1] Vehicle tire (2) with an axis of rotation (A) and an annular carcass (8), wherein the carcass (8) is delimited by side walls (3) ending in beads (7) on the radial inside and a carcass section (4) connecting the side walls (3) and, when the beads are inserted into a vehicle rim (1), encloses a cavity that can be filled with compressed air in cooperation with the vehicle rim (1), and a tread component (6) arranged radially outside the carcass (8), wherein the tread component (6) has a tread and reinforcement members, wherein the tread component (6) is connected to the radially inside carcass (8) by means of an annular structural component (5) that cannot be filled with compressed air, characterized bythat the extension of the carcass (8) in the axial direction on the beads (7) inserted in a vehicle rim (1) is at least 1% greater than the extension of the carcass section (4) connecting the side walls (3) in the axial direction, wherein the extension of the tread in the axial direction is at least 1% greater than the extension of the carcass section (4) connecting the side walls (3). [2] Vehicle tyre (2) according to claim 1, characterized by that the vehicle tyre (2) can be used on standardised vehicle rims (1) for pneumatic tyres, in particular vehicle rims (1) standardised by the European Tyre and Rim Technical Organisation or the International Organisation for Standardisation. [3] Vehicle tyres (2) according to claims 1 or 2, characterized bythat the extension of the carcass (8) in the axial direction on the beads (7) inserted in a vehicle rim (1) is at least 2%, preferably at least 4%, further preferably at least 6%, further preferably at least 10%, further preferably at least 15%, further preferably at least 25%, further preferably at least 50% and further preferably at least 100% greater than the extension of the carcass section (4) connecting the side walls (3) in the axial direction, and / or the extension of the tread in the axial direction is at least 2%, preferably at least 4%, further preferably at least 6%, further preferably at least 10%, further preferably at least 15%, further preferably at least 25%, further preferably at least 50% and further preferably at least 100% greater than the extension of the carcass section (4) connecting the side walls (3). [4] Vehicle tyre (2) according to one of the preceding claims, characterized bythat the tread component (6) can be mounted and removed on the structural component (5) without damaging the structural component (5). [5] Vehicle tyre (2) according to one of the preceding claims, characterized by that the tread component (6) can be mounted on the structural component (5) without damage and preferably can be removed from the structural component (5) without damage. [6] Vehicle tyre (2) according to one of the preceding claims, characterized by that the structural component (5) can be mounted on the carcass (8) without damaging the carcass (8) and preferably can be removed from the carcass (8) without damaging the carcass (8). [7] Vehicle tyre (2) according to one of the preceding claims, characterized by that the structural component (5) can be mounted on the carcass (8) without damage and preferably can be removed from the carcass (8) without damage. [8] Vehicle tyre (2) according to one of the preceding claims, characterized bythat the structural component (5) has force transmission elements (9) for transmitting the forces between the tread component (6) and the carcass (8), the main extension axes of which run at least predominantly in the circumferential direction. [9] Vehicle tyre (2) according to one of the preceding claims, characterized by that the force transmission elements (9) have an axial extension component at least in partial areas of their main extension, which extends predominantly in the circumferential direction. [10] Vehicle tyre (2) according to one of the preceding claims, characterized by that the force transmission elements (9) have partial regions, in particular stiffeners, which connect the regions of the force transmission elements (9) extending at least predominantly in the circumferential direction to one another and / or connect the force transmission elements (9) to the tread component (6) and / or the carcass (8). [11] Vehicle tyre (2) according to one of the preceding claims, characterized by that the force transmission elements (9) and the carcass (8) are kinematically designed in such a way that contact of the tread component (6) with the beads (7) or a vehicle rim (1) occurs directly, in particular not indirectly via a further carcass area. [12] Vehicle tyre (2) according to one of the preceding claims, characterized by that the force transmission elements (9) have rubberized strength supports. [13] Vehicle tyre (2) according to one of the preceding claims, characterized by that two to one hundred, preferably two to sixty, more preferably two to forty and more preferably three to thirty, more preferably three to twenty, more preferably four to sixteen, more preferably four to twelve and more preferably six to eight force transmission elements (9) are arranged next to one another in the axial direction. [14] Vehicle tyre (2) according to one of the preceding claims, characterized by that the reinforcements of the tread component (6) have belt layers. [15] Vehicle tyre (2) according to one of the preceding claims, characterized by that the structural component (5) has a surface closed to the environment. [16] Vehicle tyre (2) according to one of the preceding claims, characterized by that a side panel (10) is arranged axially on the outside, preferably on both sides, of the vehicle tire (2), which panel covers at least a partial area in the radial direction, wherein the partial area is arranged between the beads (7) and the tread component (6). [17] Vehicle tyre (2) according to one of the preceding claims, characterized bythat the side panel (10) assumes a geometry which approximates the axially outer geometry of the structural component (5) and / or a side wall (3) when the vehicle tire (2) is compressed in the radial direction, wherein the side panel (10) is preferably mechanically connected to the structural component (5) and / or a side wall (3). [18] System comprising a vehicle rim (1) having a geometry which satisfies the requirements of the European Tyre and Rim Technical Organisation and / or the International Organisation for Standardization and a vehicle tyre (2) according to one of the preceding claims. [19] Method for producing a vehicle tire (2) according to one of claims 1 to 17.

Images