Vehicle tires

Abstract

The invention relates to vehicle tires with a tread (1), wherein the tread (1) or a radially outer tread layer (1c) forming the outer surface (1a) of the tread is formed in the axial direction from a main tread part (11) and a shoulder-side tread part (12) or from the main tread part (11) and each shoulder-side tread part (12) in each tread shoulder, wherein the shoulder-side tread part (12) or each shoulder-side tread part (12) The loss factor tan δ at 70°C of the rubber material (G2) of the shoulder-side tread section (12) is smaller than the loss factor tan δ at 70°C of the rubber material (G1) of the tread main section (12).

Description

[0001] The invention relates to a vehicle tire with a tread having a ground contact area with a footprint width and two footprint edges, wherein the tread or a radially outer tread layer forming the tread outer surface is formed in the axial direction from a tread main part and a shoulder-side tread part or from the tread main part and a shoulder-side tread part in each tread shoulder, wherein the or each shoulder-side tread part a) connects to the respective footprint edge on the outside of the tread, b) the respective footprint edge - determined on the outer surface of the tread - projects in the direction of the tyre equatorial plane by up to 4.0 mm in the axial direction or c) has a distance to the respective footprint edge - determined on the outer surface of the tread - in the direction of the tyre equatorial plane in the axial direction, whereby the main tread part and the or each shoulder-side tread part are made of rubber material each with a loss factor tan δ at 70°C, determined in accordance with DIN 53 513, whereby the loss factor tan δ at 70° of the rubber material of the main tread part differs from the loss factor tan δ at 70° of the rubber material of the or each shoulder-side tread part.

[0002] Such a vehicle tire is known, for example, from DE 10 2016 218 940 A1. This vehicle tire has a tread with a central tread section (main tread section) and two shoulder tread sections. The rubber material of the central tread section has a loss factor tan δ at 70°C, determined according to DIN 53 512, which is lower than the loss factor tan δ at 70°C of the rubber material of the shoulder tread sections. The vehicle tire is intended to exhibit good braking and handling characteristics as well as low rolling resistance.

[0003] It is known that there is a conflict of objectives when designing rubber materials with regard to rolling resistance and braking performance, i.e. an improvement (reduction) in rolling resistance is usually accompanied by a deterioration in braking performance.

[0004] The invention is therefore based on the object of designing a vehicle tire of the type mentioned at the outset in a more favorable manner than before with regard to the conflict of objectives between rolling resistance and braking performance.

[0005] The object is achieved according to the invention in that the loss factor tan δ at 70°C of the rubber material of the shoulder-side tread parts is smaller than the loss factor tan δ at 70°C of the rubber material of the central tread part.

[0006] The rubber material of the shoulder tread sections is temporarily significantly deformed ("flattened") as the tire rolls. The lower loss factor ensures low damping, so that energy losses due to hysteresis in the temporarily significantly deformed rubber material of the shoulder tread sections are kept to a minimum, resulting in low rolling resistance.

[0007] The rubber material of the central tread section deforms less during rolling than the rubber material of the shoulder tread sections. The rubber material of the central tread section, which temporarily deforms significantly, especially under braking load, improves braking performance due to the inhibition of forward momentum associated with hysteresis under braking load.

[0008] According to a preferred embodiment, the loss factor tan δ at 70°C of the rubber material of the or each shoulder-side tread part is 10% to 90%, in particular 30% to 60%, preferably 40% to 50%, of the loss factor tan δ at 70°C of the rubber material of the main tread part. This contributes to a particularly advantageous solution to the aforementioned conflict of objectives.

[0009] Furthermore, it is preferred if the loss factor tan δ at 70°C of the rubber material of the tread main part is 0.05 to 0.16.

[0010] A further advantageous embodiment is characterized in that the radially outer tread layer contains the complete tread profile.

[0011] A further preferred embodiment consists in that in variant b) the or each shoulder-side tread part projects beyond the respective footprint edge - determined on the outer surface of the tread - in the direction of the tire equatorial plane in the axial direction by at least 2.0 mm.

[0012] Further features, advantages and details of the invention will now be explained with reference to the single figure, Fig. 1, which schematically shows a partial cross-section through a pneumatic vehicle tire with an embodiment variant of the invention, is described in more detail.

[0013] Vehicle tires designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, preferably for passenger cars (PCs), vans (transporters) or SUVs, and preferably pneumatic vehicle tires, particularly preferably pneumatic vehicle tires of radial design for rims with an integer rim diameter of 13 inches to 24 inches, in particular of 18 inches to 23 inches.

[0014] The “axial direction” is understood to mean the direction perpendicular to the tire equatorial plane. Fig. 1 shows a partial cross-section of a pneumatic vehicle tire, which is a passenger car tire, with a profiled tread 1, a two-ply belt assembly 2, a belt bandage 3 covering the latter radially on the outside, sidewall regions 4 and sections of a carcass ply 5 and an inner layer 6. The tire equatorial plane is indicated by a line AA.

[0015] The bead areas not shown, the carcass insert 5 and the inner layer 6 can be designed in a known manner.

[0016] The sidewall regions 4 each comprise a sidewall 7, of which only a radially outer section is shown, and a wing rubber 8 formed in the shoulder region of the vehicle tire axially laterally of the tread 1 and extending to the sidewall 7, wherein the wing rubber 8 covers a tapered end section of the sidewall 7.

[0017] The belt assembly 2 consists of a radially inner belt layer 2a and a radially outer belt layer 2b, wherein the belt layers 2a, 2b each consist of strength members embedded in a belt rubber coating and running parallel to one another in each belt layer 2a, 2b, for example of textile cords of known construction, wherein the strength members of the radially inner belt layer 2a cross those of the radially outer belt layer 2b in a particularly known manner.

[0018] The belt bandage 3 covers the belt layers 2a, 2b radially outward and consists of reinforcements embedded in a bandage rubber coating, generally textile, preferably made of nylon or polyester.

[0019] The tread 1 has an outer surface 1a located in the tread periphery and a ground contact patch with axially outer footprint edges k running in the circumferential direction and a footprint width B determined between the footprint edges k in the axial direction. The ground contact patch corresponds, as is known, to the statically determined footprint (determined with a tire mounted on a standard rim, loaded at 70% of the maximum load capacity, internal pressure 85% of the standard pressure, according to ETRTO standards). In the embodiment shown, the tread 1 has a two-layer structure in the radial direction and is composed of a radially inner tread layer 1b extending as far as the wing rubbers 8, which is usually referred to as the tread base, and a radially outer tread layer 1c extending as far as the wing rubbers 8 and containing the tread pattern, which is usually referred to as the tread cap.In the exemplary embodiment, the profiling includes four circumferential grooves 9 formed in the radially outer tread layer 1c, which provide the radially outer tread layer 1c and thus the tread 1 with two shoulder-side tread ribs 10 and two central tread ribs 11. The tread ribs 10, 11 are structured in a known manner with grooves and / or incisions, which are also part of the profiling.

[0020] The radially outer tread layer 1c is divided into three parts in the axial direction and consists of a central tread part 11 and two shoulder-side tread parts 12 adjoining the axially outer footprint edges k. The shoulder-side tread parts 12 can alternatively protrude into the ground contact patch, whereby - as measured on the outer surface 1a - they protrude beyond the respective footprint edge k in the axial direction by up to 4.0 mm and in particular by at least 2.0 mm in the direction of the tire equatorial plane. Furthermore, the shoulder-side tread parts 12 can lie completely outside the ground contact patch and - as measured on the outer surface 1a - can have a distance of up to 4.0 mm from the respective footprint edge k in the axial direction in the direction of the tire equatorial plane.

[0021] The central tread part 11 consists of a rubber material G1, and the shoulder-side tread parts 12 consist of a rubber material G2 that is identical for both shoulder-side tread parts 12. The central tread part 11 and the two shoulder-side tread parts 12 are therefore made of different rubber compounds.

[0022] The rubber material G2 from which the shoulder-side tread parts 12 are made has a loss factor tan δ at 70°C, determined according to DIN 53 513 (Testing of rubber and elastomers; Determination of the viscoelastic properties of elastomers during forced vibrations outside of resonance, edition 1990-03), of 10% to 90%, in particular of 30% to 60%, preferably of 40% to 50%, of the loss factor tan δ at 70°C, determined according to DIN 53 513, of the rubber material G1 from which the central tread part 11 is made.

[0023] The rubber material G1 is selected with regard to its loss factor tan δ at 70°C, particularly depending on the respective tire type and is preferably 0.05 to 0.16 for passenger car, van and light truck tires.

[0024] As is known to those skilled in the art, the loss factors tan δ at 70°C can be adjusted or influenced, in particular, by the amount of filler, the filler types used, the ratio of carbon black to silica fillers, and the rubber types used. With regard to rubbers, their glass transition temperatures are particularly crucial. The loss factor tan δ at 70°C is used as an indicator of the rolling resistance and braking performance of the rubber material.

[0025] The lower the loss factor tan δ at 70°C, the lower (better) the rolling resistance. Hysteresis is known to be an important factor in reducing rolling resistance. This process occurs when the vehicle tire deforms during rolling, resulting in energy loss that inhibits forward momentum. The rubber material G2 of the shoulder-side tread portions 12 is temporarily significantly deformed ("flattened") as the tire rolls. The lower loss factor of the rubber material G2 ensures low damping, so that energy losses due to hysteresis in the temporarily significantly deformed rubber material G2 of the shoulder-side tread portions 12 are kept to a minimum.

[0026] The higher the loss factor tan δ at 70°C, the better the braking performance. The rubber material G1 of the central tread section 11 undergoes less deformation during rolling (e.g., when driving straight ahead) than the rubber material G2 of the shoulder-side tread sections 12. The rubber material G1 of the central tread section 11, which temporarily deforms significantly, especially under braking load, improves braking performance due to the inhibition of forward momentum associated with hysteresis under braking load.

[0027] The invention is not limited to the described embodiment.

[0028] In a further embodiment, the tread 1 is constructed in a single layer in the radial direction, so that in this variant the entire tread 1 consists of the two shoulder-side tread parts 12 and the central tread part 11.

[0029] Furthermore, the tread 1 can have more than two, in particular three or four layers in the radial direction, wherein at least the radially outermost layer consists of the two shoulder-side tread parts 12 and the central tread part 11.

[0030] The wing rubbers are optional, so the tread can extend to the sidewalls.

[0031] In all designs, the tread has a shoulder-side tread part in at least one tire shoulder. List of reference symbols 1 tread 11 central tread part 12 sculter-side tread part 1a exterior surface 1b radial inner tread layer 1c radial outer tread layer 2 belt bandage 2a radial inner belt layer 2b radial outer belt layer 3 belt bandage 4 Side wall area 5 Carcass insert 6 inner layer 7 Side wall 8 wing rubber 9 circumferential groove 10 shoulder-side profile ribs 11 middle profile rib AA line (tyre equatorial plane) B Footprint width B1 width G1, G2 rubber material k axial outer footprint edge QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] DE 10 2016 218 940 A1

[0002] Cited non-patent literature

[0000] Testing of rubber and elastomers; Determination of the viscoelastic properties of elastomers during forced vibrations outside resonance, Edition 1990-03

[0022]

Claims

[1] Vehicle tyre with a tread (1) with a ground contact area with a footprint width (B) and two footprint edges (k), wherein the tread (1) or a radially outer tread layer (1c) forming the tread outer surface (1a) is formed in the axial direction from a tread main part (11) and a shoulder-side tread part (12) or from the tread main part (11) and a shoulder-side tread part (12) in each tread shoulder, wherein the or each shoulder-side tread part (12) a) connects to the respective footprint edge (k) on the outside of the tread, b) the respective footprint edge (k) - determined on the outer surface (1a) of the tread (1) - projects in the direction of the tyre equatorial plane (line AA) by up to 4.0 mm in the axial direction or c) has a distance to the respective footprint edge (k) - determined on the outer surface (1a) of the tread (1) - in the direction of the tyre equatorial plane (line AA) in the axial direction, wherein the tread main part (11) and the or each shoulder-side tread part (12) consist of rubber material (G1, G2) each having a loss factor tan δ at 70°C, determined according to DIN 53 513, wherein the loss factor tan δ at 70° of the rubber material (G1) of the tread main part (11) differs from the loss factor tan δ at 70° of the rubber material (G2) of the or each shoulder-side tread part (12), characterized by , that the loss factor tan δ at 70°C of the rubber material (G2) of the or each shoulder-side tread part (12) is smaller than the loss factor tan δ at 70°C of the rubber material (G1) of the main tread part (12). [2] Vehicle tyre according to claim 1, characterized bythat the loss factor tan δ at 70°C of the rubber material (G2) of the or each shoulder-side tread part (12) is 10% to 90%, in particular 30% to 60%, preferably 40% to 50%, of the loss factor tan δ at 70°C of the rubber material (G1) of the tread main part (11). [3] Vehicle tyre according to claim 1 or 2, characterized by that the loss factor tan δ at 70°C of the rubber material (G1) of the tread main part (11) is 0.05 to 0.

16. [4] Vehicle tyre according to one of claims 1 to 3, characterized by that the radially outer tread layer (11) contains the complete profiling of the tread (1). [5] Vehicle tyre according to one of claims 1 to 4, characterized by that in variant b) the or each shoulder-side tread part (12) projects beyond the respective footprint edge (k) - determined on the outer surface (1a) of the tread (1) - in the direction of the tire equatorial plane (line AA) in the axial direction by at least 2.0 mm.

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