Pneumatic tires with improved belt layer durability

Abstract

The present invention relates to pneumatic vehicle tires comprising a carcass layer, a belt layer arranged on the outer side of the carcass layer, and a tread rubber arranged on the outer side of the belt layer in the tire radial direction. The belt layer comprises a pair of cross belts having a belt angle, as an absolute value, of not less than 10° and not more than 45° and each having a belt angle with opposite signs, and a circumferential reinforcing layer formed by steel cords having a belt angle within a range of ± 5° with respect to the tire circumferential direction. The pneumatic vehicle tires additionally have shoulder stiffeners formed from nylon or nylon hybrid materials with aramid or steel in the region of the edges of the circumferential reinforcing layer, and the shoulder stiffeners are formed from parallel strands or a woven fabric.The shoulder strips provide the tires with improved durability of the belt plies, particularly in the edge area. The present invention further relates to the use of such shoulder strips in such pneumatic tires, as well as to vehicles equipped with such pneumatic tires.

Description

The present invention relates to pneumatic vehicle tires having a carcass layer, a belt layer disposed on the outer side of the carcass layer, and a tread rubber disposed on the outer side in the tire radial direction of the belt layer, the belt layer comprising a pair of cross belts having a belt angle, as an absolute value, of not less than 10° and not more than 45° and a belt angle having opposite signs, respectively, and a circumferential reinforcing layer formed by steel cords and having a belt angle within a range ±5° with respect to the tire circumferential direction. The pneumatic vehicle tires additionally have shoulder reinforcements formed from nylon or hybrid nylon materials with aramid or steel in the region of the edges of the circumferential reinforcing layer, and the shoulder reinforcements are formed from parallel-arranged strands having an angle within a range ±5° with respect to the tire circumferential direction or from a woven fabric. The present invention further relates to the use of such shoulder strips in such pneumatic tires, and to vehicles equipped with such pneumatic tires.Prior ArtA tire construction with a belt ply in which the cords are arranged at an angle of 0° to ±5° with respect to the tire equator (which here denotes the line of intersection of a plane arranged orthogonally to the tire axis through the center of the tread of the tire) and in which this belt ply is arranged between two cross belts provides improved durability of correspondingly equipped tires, wherein in addition non-uniform wear over the tire profile is reduced. The concept of providing tires with such belt plies in the belt layer is described, for example, in EP 2 191 983 B1.However, a disadvantage of such a construction is that the "0" belt ply cannot be formed with a width which is greater than the width of the cross belts between which the belt ply is attached, since in this case the susceptibility of the belt ply to cord or filament breaks, in particular in the edge region, is significantly increased. However, such a higher width would be advantageous in terms of the edge durability of the belt layer of the tire and the rolling resistance.US 2010282392 A1 discloses a tire having fibers with a flattened cross section which are embedded as a layer in the tire body. The fibers are joined together and oriented with respect to the center plane through the tire to form an angle of 0 to 90°. The fibers may be arranged in a layer in which fibers at the outer edge of the layer may be formed of a flexible material such as aramid while the fibers are steel towards the center.US 2010252163 A1 discloses a motorcycle tyre having a tyre carcass above which a layer of strands aligned at an angle of 0 to 5° is arranged. The strands are formed from steel cords in the region close to the tyre equator and from organic fibres towards the tyre edge.DE 10 2022 200359 A1 discloses a pneumatic tire having a maximum number of a belt, reinforcing members for the belt ply being provided in the region of the edges of the belt. These strengthening members may be formed from various materials including steel, nylon, and aramid.In view of this, there is a need for a tire construction that can realize the advantages of improved edge durability of the belt layer of the tire and improved rolling resistance without sacrificing increased susceptibility to cord and filament breaks in the "0°" belt ply. The present invention addresses this need.DETAILED DESCRIPTION OF THE INVENTIONIn the studies underlying this invention, it has surprisingly been found that by modifying a pneumatic tire having a pair of cross belts and a circumferential reinforcing layer with further reinforcements in the region of the tire edge, which are formed from parallel arranged cords or a fabric of nylon or nylon hybrid materials with aramid or steel, improved edge durability and improved durability of the circumferential reinforcing layer can be realized without simultaneously increasing susceptibility to edge fractures in the circumferential reinforcing layer. The reinforcements are light in weight because they are at least partially formed from organic material, while at the same time they are not subject to any relevant limitations with regard to their durability on account of their survivability ("compression ratio") in comparison with steel.In a first aspect, the present invention accordingly relates to a pneumatic tire having a carcass layer, a belt layer disposed on the outer side of the carcass layer, and a tread rubber disposed on the outer side in the tire radial layer of the belt layer, the belt layer comprising a pair of cross belts having a belt angle, as an absolute value, of not less than 10° and not more than 45° and a belt angle of opposite signs, respectively, and a circumferential reinforcing layer formed by steel cords having a belt angle within a range ±5° with respect to the tire circumferential direction, characterized in that shoulder reinforcements formed of nylon or nylon hybrid materials with aramid or steel are formed in the region of the edges of the circumferential reinforcing layer, and wherein the shoulder braces are formed from parallel arranged strands or a fabric.In other words, in the specified tires, the belt layer has at least three belts, namely two belts formed as cross belts (whose belt cords cross when the belt layer is viewed from above) and one belt formed as a circumferential reinforcing layer. In addition to this belting, the tire contains "shoulder strips", which are additional reinforcements arranged in the region of the shoulder of the tire, which reinforcements are formed only partially or not at all from steel, but from the organic material nylon, and in which the material is formed in the form of strands arranged parallel or as a fabric. The shoulder strips generally have a significantly smaller width than the belt layers and are formed from strands having smaller dimensions than the strands or cords from which the belt layers themselves are formed. In this way, the overall dimension (width, height) is less than that of the belt layers.The "edge" of the circumferential reinforcing layer in the context of the invention specified here denotes those points of the circumferential reinforcing layer which are at the greatest distance from the tyre equator. When "edges" of other belt layers are mentioned below, this is likewise intended to denote the points in the respective layer which are at the greatest distance from the tyre equator.In a preferred embodiment, the shoulder strips are formed from cords and have in particular a number of the ends of the cords constituting the shoulder strips of 40 to 140 ends / 100 mm, preferably 80 to 110 ends / 100 mm and more preferably 85 to 100 ends / 100 mm (compared to a maximum number of ends in the belt layers of about 64 ends / 100 mm, wherein the number of ends however usually moves in the range of 38 to 50 ends / 100 mm).The cords forming the shoulder strips and the fabric are, as mentioned above, not formed of steel but of nylon or hybrid nylon materials with aramid or steel, unlike the cords otherwise used in the tire. Nylon cords may be formed, for example, from a plurality of nylon filaments which are first twisted into individual strands and subsequently twisted into cords a plurality of the strands (e.g., two or three strands). A nylon fabric is formed of, for example, nylon threads which are oriented not only in the length direction but also in the width direction of the fabric unlike cords, and the threads are connected into a fabric.Nylon, in the context of the invention herein and as will be understood by those of ordinary skill in the art, refers to aliphatic polyamides which are the condensation product of a mixture of diacid and diamides or an organic compound having an amine and a carboxylic acid function. Technically important "nylon" polyamides are, for example, the polyamides known as PA6, PA 6.6, PA 6.10, PA 6.12, PA 11 or PA 12.Hybrid nylon materials as may be used herein are, in particular, cords and fabrics made from a mixture of nylon filaments or strands and filaments or strands of the material with which the nylon filaments or strands are combined. It is also possible to use a mixture of nylon filaments and filaments of the material with which the nylon filaments are combined to produce "hybrid" filaments or strands, and then to produce a fabric from these hydride filaments or cords from the hydride strands.The shoulder strips are usually formed on the one hand from the specified cord or the fabric and on the other hand from rubber material into which the cords or the fabric are embedded or sheathed.The shoulder strips are preferably introduced into the tire with a width in the range of 20 to 80 mm and preferably 30 to 60 mm. The introduction can be effected, for example, in such a way that rubberized strips having a width of approximately 10 mm are wound (or wound) onto the tire body in order to produce one or more shoulder strip plies in this way. The thickness of a shoulder strip layer is usually more than 0.6 mm, preferably more than 0.8 mm, in a particularly preferred embodiment, it is in the range from 0.65 to 1.1 mm.For dimensioning the width of the strips in relation to the pneumatic tire in which the strips are incorporated, it is furthermore advantageous if the width of the shoulder strips BS are matched to the width of the circumferential reinforcing layer BU in such a way that a ratio in the range of 0.07≤BS / BU≤0.5 results. Alternatively or additionally, it is preferred if the width of the shoulder strips BS is matched to the total tire width SW such that a ratio in the range of 0.05≤BS / SW≤0.25 results.As for the position of the shoulder strips, it is preferable that they are disposed above the belts, i.e., closer to the tire surface, in the pneumatic tire. In other words, the shoulder strips in this case have a distance from the tire axis which is greater than the distance of all belt plies present in the tire. In particular, it is preferred if the shoulder strips are arranged above the cross belts and the circumferential reinforcing layer in the tire circumferential direction and below the tire tread, wherein the circumferential reinforcing layer is preferably arranged between the two cross belts.With regard to the position of the shoulder strips, it is furthermore preferred if these are arranged at a distance from the tread of 3 mm to 8 mm. If the shoulder strips are not arranged parallel to the tread, this distance denotes the location of the shoulder strips which is closest to the tread.The shoulder strips may be arranged at both shoulders in a same position with respect to the tire (i.e. distance from the tire equator and distance from the tread), or it is possible for the shoulder braces to be arranged in different positions.When the pneumatic tire has circumferential main grooves, it is preferable that the shoulder strips are attached in a portion in the tire extending from the circumferential main groove Y closest to the tire edge X in the tire to the tire edge X. It is particularly preferred that the shoulder strip closest in the portion of the circumferential main groove has a distance from the circumferential main groove Y of the tire of 3 to 20 mm, and preferably 5 to 15 mm.A "circumferential main groove" in the context of the invention herein refers to a groove on the tread of the tire that extends over the entire circumference of the tire. A circumferential main groove is characterized in that it has a greater width and / or depth than other circumferential grooves present in the tyre tread compared to other circumferential grooves.For the pneumatic tire according to the invention, it is furthermore expedient if the shoulder strips are attached in the cross section of the tire in such a way that the region filled by shoulder strips extends (in the width direction of the tire) over the edges of the upper cross belt (i.e. oriented closer to the tire tread) and preferably over the edges of the upper and lower cross belt (i.e. oriented closer to the tire inner side). In other words, the region filled by the shoulder strips begins closer to the tyre equator than the edges of all the belt plies present in the tyre and expands further in the direction of the tyre edge than all the edges of the belt plies. It is particularly preferred here if the region filled by the shoulder strips extends at least 10 mm, more preferably at least 20 mm and even more preferably 22 to 30 mm beyond the edge of the circumferential reinforcing layer in the direction of the tyre equator.The shoulder strips can be formed in one layer or in multiple layers, for example two layers, in the pneumatic tire according to the invention. Multilayer means here that at least two shoulder strips are arranged one above the other in such a way that the shoulder strips overlap at least over a part of their surface. In a preferred embodiment, the shoulder strips are designed to be two-ply.In a further preferred embodiment, the shoulder strips are formed in multiple layers, wherein the strips are formed in a - arrangement (as shown in FIG. 1, here the shoulder strips are formed from a plurality of narrower strips, wherein the strips are arranged in a Z shape such that one part of one strip comes to lie above the preceding strip and the other part comes to lie below the next strip). For this purpose, it is preferred if the strips from which the shoulder strips are formed have a width of 5 to 20 mm, and an overlap of 30 to 70% results from one strip to the next strip. An overlap of 40 to 50% is preferred. For such an arrangement it is immaterial whether the upper strip portions (i.e. the portions positioned closer towards the tread) extend towards the tyre equator (as in Fig. 1) or towards the tyre edge.In general, an embodiment of the pneumatic tire according to the invention is further preferred in which the shoulder strips are arranged at an angle of 30 to 60° with respect to the tread, and a plurality of shoulder strips are arranged offset from one another to form a reinforced portion.In one embodiment, the shoulder strips are arranged in a region of the tire which extends partially parallel to the contact surface of the tire on the roadway and projects into the shoulder region of the tire (in this region the tire no longer lies on the roadway). In this way, a particularly favorable consolidation of the tyre shoulder is achieved. In an alternative embodiment, the region in which the shoulder strips are arranged extends only in the region of the pneumatic tire which is determined by the contact surface of the tire on the roadway.The circumferential reinforcing layer in the context of the invention indicated here is a layer with the above-indicated orientation of the cords, in which the individual cords are arranged with substantially the same distance from one another. It is preferred that the distances from one cord to the next vary by not more than 20% over the entire width of the layer. Furthermore, for the circumferential reinforcing layer, the cords are oriented in one plane and not, for example, two cord plies in the layer may be sufficient one above the other.The circumferential reinforcing layer is not subject to any relevant restrictions in the context of the invention given here, the layer being formed from steel cords as stated above. However, it is preferable that the circumferential reinforcing layer has a number of ends of the belt cords constituting the circumferential reinforcing layer of 34 to 60 ends / 100 mm, and more preferably 38 to 50 ends / 100 mm.The width of the circumferential reinforcing layer is preferably matched to the width of the cross belts, or, if the two cross belts have a different width, to the width of the narrower cross belt, in such a way that a ratio of width of the circumferential reinforcing layer / width of the narrower cross belt is set in the range from 0.7 to 0.9.The width Ws of the circumferential reinforcing layer is preferably set so that a ratio of the pneumatic tire according to any one of claims 1 to 3 relative to the tread width TW, wherein a width Ws of the circumferential reinforcing layer relative to the tread width TW is within a range of 0.60 ≤ Ws / TW ≤ 0.90 in the range of 0.60 ≤ Ws / TW ≤ 0.90. In this way, on the one hand, by setting Ws / TW equal to or greater than 0.60, the ground contact pressure distribution is made uniform and the rolling resistance of the tire is reduced, and on the other hand, by setting Ws / TW less than or equal to 0.90, fatigue-induced fractures of the belt cords at the edge portions of the circumferential reinforcing layer are suppressed.It is further preferable that the circumferential reinforcing layer is disposed on the inner side in the tire width direction from the left and right edges of a narrower cross belt of the pair of cross belts, and a width Wb of the narrower cross belt and a distance S from an edge of the circumferential reinforcing layer to an edge of the narrower cross belt are within such ranges that 0.03≤S / Wb. In this way, the distance between the end portion of the width Wb of the cross belt and the end portion of the circumferential reinforcing layer is properly secured, and separation between rubbers at the end portion of the circumferential reinforcing layer is suppressed.The steel cords constituting the circumferential reinforcing layer further preferably have an elongation at break of less than 4.5%, and further preferably less than 4%. It is very particularly preferred if the elongation at break is at least 1%, and in particular at least 2%. In one embodiment, the elongation at break is between 2 and 5. In another embodiment, the elongation at break is greater than 3% and less than 4.5%. The elongation at break here denotes the property of the cords as contained in the tire and as can be determined, for example, by preparing the cords from the tire and subsequently measuring them. According to the invention, the elongation at break is to be determined by measurement according to ASTM D 4975.Another property relevant to the steel cords of the belt cords of which the circumferential reinforcing layer is configured is elongation. It should preferably be from not less than 1.0% and not more than 2.5% according to the present invention when the belt cords of which the circumferential reinforcing layer is configured are subjected to a tensile load of 100 N to 300 N. Such steel cords have a good elongation rate when a low load is applied as compared with normal steel wire, so that they are resistant to the loads applied to the circumferential reinforcing layer during the time from the manufacture to the use of the tire. In this way, damage to the circumferential reinforcing layer can be suppressed for a long use time.From the foregoing it will be seen that the cords of the circumferential reinforcing layer are preferably formed from a unitary material, i.e. steel having substantially the same mechanical properties (minor deviations of ±10% can be tolerated, preferably the mechanical properties have less than 5% deviations over the entire cords in the circumferential reinforcing layer).The circumferential reinforcing layer can be produced by winding the cords from which the circumferential reinforcing layer is formed, it being expedient for 1 to 3 cords to be "wound" (i.e. positioned with the aid of a winding head) simultaneously for this purpose onto a belt layer positioned under the circumferential reinforcing layer to be produced. It is very particularly preferred if one or two winding heads are used for the formation of the circumferential reinforcing layer.Another belt ply that may be included in the pneumatic tire according to the present invention is a belt ply having a large belt angle relative to the other belt plies included in the pneumatic tire (i.e., a belt angle greater than the belt angles of the other belt plies included in the pneumatic tire). Preferably, this belt ply has a belt angle of not less than 45° and not more than 70°. Further, it is preferable for such a belt ply to be laminated on the outer side in the tire radial direction of the carcass layer (i.e., this belt ply constitutes the first belt ply subsequent to the carcass layer). The circumferential reinforcing layer is then applied either directly or with one or more intermediate belt plies over this belt ply.The pneumatic tires according to the invention preferably have an aspect ratio (=ratio of the tire height to the tire width in %) of 80% or less, wherein in certain cases an aspect ratio of 70% or less than preferred, an aspect ratio of 60% or less than more preferred and an aspect ratio of 55% or less than even more preferred can be given.It will be understood that the belt layers and shoulder strips in the tire are embedded in a rubber matrix, the layers being surrounded by rubber forming the body of the tire. In this case, in addition to the tread, larger regions or "cushions" are formed in the tire in addition to the shoulder region, in which only rubber material is present.In another aspect, the present invention relates to the use of shoulder reinforcements in the region of the edges of the circumferential reinforcing layer of a pneumatic tire, which are formed from nylon or nylon hybrid materials with aramid or steel, for increasing the tire durability and / or for improving the rolling resistance and / or for improving the durability of the circumferential reinforcing layer, wherein the circumferential reinforcing layer has a belt angle within a range ±5° with respect to the circumferential direction of the circumferential reinforcing layer.In yet another aspect, the present invention features a vehicle, and more particularly a truck or bus equipped with at least one pneumatic tire as described above.Referring to FIG. 1, an example of a tire structure according to the present invention is shown by a tire cross section: FIG. 1 shows a pneumatic tire 10 according to the present invention including a carcass layer 11, a first belt layer 12 (having a large belt angle), two cross belts 13 and 15, and a circumferential reinforcing layer 14 positioned between these belts. In the region of the edges of the belt layers 12 to 15, two plies of shoulder braces 16 are attached in a - arrangement in the tire body, in which a part is attached. The region in which the shoulder braces are attached is spaced from the circumferential main groove Y and the tire edge X. The width of the shoulder-stiff modified region 16A is determined by the number of plies of the strips used and the distance at which the strips are disposed to each other. the region is disposed at a distance 16B from the circumferential main groove furthest from the tire equator.FIG. 2 shows the various belt plies in plan view.Figure 3 shows two different ways of arranging the shoulder braces in a tyre having two cross belt plies 13 and 15 and a circumferential reinforcing layer 14. In the first configuration, a shoulder strip layer is formed by a plurality of strips lying next to one another and a further second layer of analogous construction is arranged offset over the first layer, so that intermediate spaces in the first layer are covered by stiffening the second layer. When the strips are applied with opposite feed, the gap between two strips in the same layer is not completely covered. In the first configuration, the strip most remote from the belt layers is placed parallel to the belt layers and further strips are placed so as to cover a part of the underlying strip. In this way, the strips are arranged at an angle to the belt layers.FIG. 4 shows a schematic cross section through a tire having a carcass layer 11 and four belt layers ( 12 to 15) analogous to the previously described figures. Also shown in FIG. 4A is the structure of the tire sidewall 22 including the bead core 18, flipper 17, apex 1 and 2 (19,21), ripstrim 20, shoulder post 23 and belt post 24 of the tire. FIG. 4A shows the tire without the development according to the invention with side strips. In Figure 4B, two plies of side strips 16 are applied above the belt cushion above the last belt ply 15.For the above disclosure, it should be noted that embodiments described as preferred or expedient for one aspect are likewise considered preferred or expedient for other aspects as long as no obvious contradictions arise due to the combination of the features. Likewise, even if this is not explicitly described for reasons of the provided shortage, all combinations of embodiments of the aspects are deemed to be able to be combined and to be comprised and described in their combination by the disclosure, unless it is explicitly stated that a combinability is not given, or this results from the context.The present invention and the effects brought about thereby are illustrated in more detail below with reference to some exemplary embodiments, which, however, are not to be understood in any way as limiting the scope of protection of the application.ExamplesExample 1:Test tires of size 385 / 55 R22.5 having the structure indicated in FIG. 4 and a sequence of carcass layer, belt ply with belt angle 70° and a width of 290 mm, belt ply with belt angle 18° and a width of 310 mm (=1stcross belt), belt ply with belt angle 0° and a width of 240 mm, and belt ply with belt angle -18° and a width of 290 mm (=2ndcross belt) were simulated with software developed for this purpose. The belt plies had the following numbers of cords in the respective layer: 1. cross belt: 38 EPDM (= "ends per decimeter"), 0° belt ply: 40 EPDM; 2. cross belt: 38 EPDM. The tires were simulated either without shoulder strips or with shoulder strips having a width of 55 mm (in two plies one above the other), a distance of the inner end from the side shoulder of 10 mm and a distance between the 0° belt and lower shoulder strips of 7 mm.The simulations were based on nylon on the one hand and a hydride material of nylon and aramid on the other hand as the base. For the tires, rolling resistance, belt durability, bead durability, and abrasion were respectively determined. The results obtained are shown in Table 1 below. As a reference, a tire with the same structure but without shoulder strips was simulated (Ref.). Table 1: Table 1:Rolling resistance is rolling resistance100104,9108,4Belt durability100155,6257,9Bead Durability100102,4105,6AbrasionReference grade 020%40%For the values given in Table 1, the reference denotes the comparative value. Values of more than 100 indicate an improvement over the comparison value, values of less than 100 indicate a deterioration (not observed in the present case). The abrasion is evaluated against a reference value, where the percentage indicates the percent improvement (in terms of reduced abrasion).As is apparent from Table 1, the tire with shoulder reinforcements of hybrid material has the best values in the properties tested. Moreover, severe improvements are observed in belt durability. A relevant improvement over nylon as a comparative material is also observed.List of reference characters10 Pneumatic tire 11 Carcass layer 12 Belt layer (large belt angle) 13 First cross belt 14 Circumferential reinforcing layer 15 Second cross belt 16 Shoulder strip 16A of shoulder strip filled region 16B Distance to circumferential main groove 17 Protective layer 18 Flipper 19 Bead core 20 Apex 1 21 Rim strip 22 Apex 2 23 Sidewall 24 Shoulder pad 25 Belt pad X Tire edge Y Circumferential main grooveReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedEP 2 191 983 B1

[0002] US 2010282392 A1

[0004] US 2010252163 A1

[0005] DE 10 2022 200359 A1

[0006]

Claims

A pneumatic tire having a carcass layer, a belt layer disposed on the outer side of the carcass layer, and a tread rubber disposed on the outer side in tire radial layer of the belt layer, wherein the belt layer comprises a pair of cross belts having a belt angle, as an absolute value, of not less than 10° and not more than 45° and having a belt angle with opposite signs, respectively, and a circumferential reinforcing layer formed by steel cords and having a belt angle within a range ± 5° with respect to the tire circumferential direction, characterized in that shoulder reinforcements formed of nylon or hybrid nylon materials with aramid or steel are formed in the region of the edges of the circumferential reinforcing layer, and wherein the shoulder reinforcements are formed of parallel arranged strands, having an angle within a range ±5° with respect to the tire circumferential direction, or a fabric.Tyre according to Claim 1, in which the shoulder strips have a number of ends of the cords constituting the shoulder strips of from 40 to 140 ends / 100 mm and preferably from 80 to 110 ends / 100 mm.The pneumatic tire according to claim 1 or 2, wherein the shoulder strips are disposed above the cross belts and the circumferential reinforcing layer in the tire circumferential direction and below the tire tread, preferably wherein the circumferential reinforcing layer is disposed between the two cross belts.The pneumatic tire according to at least one of claims 1 to 3, wherein the shoulder strips have a width BS such that a ratio of BS to the width of the circumferential reinforcing layer BU is in the range of 0.07 ≤ BS / BU ≤ 0.5.Pneumatic tyre according to at least one of the preceding claims, wherein the shoulder strips have a width BS, such that a ratio of BS to the total tyre width SW in the range of 0.05 ≤ BS / SW ≤ 0.25 results.A pneumatic tyre according to at least one of the preceding claims, wherein the shoulder strips are mounted in a portion in the tyre which extends from the circumferential main groove Y closest to the tyre edge X in the tyre to the tyre edge X, the shoulder strip closest to the circumferential main groove portion having a distance to the circumferential main groove Y of the tyre of 3 to 20 mm, and preferably 5 to 15 mm.Pneumatic tire according to at least one of the preceding claims, wherein the shoulder strips are designed to be multilayer and preferably two-layered.Pneumatic tyre according to at least one of the preceding claims, wherein the shoulder strips are formed in a - arrangement, wherein preferably an overlap from one strip to the next strip in the range from 30 to 70%, and more preferably from 40 to 50%, results.A pneumatic tyre according to any one of the preceding claims, wherein the shoulder strips have a distance from the tyre axis which is greater than the distance of all belt plies present in the tyre.A pneumatic tyre according to any one of the preceding claims, wherein the shoulder strips are arranged in the cross section of the tyre such that the region filled by shoulder strips extends over all edges of belt plies contained in the tyre, and preferably extends at least 10 mm, preferably at least 20 m and more preferably 22 to 30 mm over the edge of the circumferential reinforcing layer in the direction of the tyre equator.A pneumatic tire according to any preceding claim, wherein the shoulder strips are spaced from the tread by a distance of from 3 mm to 8 mm.The pneumatic tire according to at least one of the preceding claims, wherein the circumferential reinforcing layer has a number of ends of the belt cords constituting the circumferential reinforcing layer of 34 to 60 ends / 100 mm, and preferably 38 to 50 ends / 100 mm.A pneumatic tire according to at least one of the preceding claims, wherein the steel cords constituting the circumferential reinforcing layer have an elongation at break of less than 4.5%, preferably less than 4.0% and more preferably in the range of 1 to 3%.A pneumatic tyre according to any one of the preceding claims, wherein the steel cord for forming the circumferential reinforcing layer is produced by simultaneously winding from 1 to 3 cords, preferably using one or two winding heads.The pneumatic tire according to at least one of the preceding claims, wherein the pneumatic tire further comprises a belt having a belt angle, as an absolute value, of not less than 45° and not more than 70°, preferably laminated on the outer side in the tire radial direction of the carcass layer.The pneumatic tire according to at least one of the preceding claims, which has an aspect ratio of 80% or less, preferably 70% or less, and more preferably 60% or less.Use of shoulder braces in the region of the edges of the circumferential reinforcing layer of a pneumatic tire, which are formed from nylon or nylon hybrid materials with aramid or steel, for increasing the Cantan durability and / or for improving the rolling resistance and / or for improving the durability of the circumferential reinforcing layer, wherein the circumferential reinforcing layer has a belt angle within a range ±5° with respect to the circumferential direction of the circumferential reinforcing layer.Vehicle, in particular in the form of a truck or bus, equipped with at least one tyre according to one of Claims 1 to 16.

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