Vehicle pneumatic tires

Abstract

The invention relates to a vehicle pneumatic tire comprising two sidewalls connected to each other via a tread, and a tire carcass with bead areas arranged in the sidewalls, wherein the first and / or second bead area is additionally connected to a relative inner helix area (6) which anchors the tire carcass (3) by wrapping around a bead core (4) arranged on the corresponding bead area (5) and has a free carcass end (7), wherein the helix area is guided around the associated bead core such that the carcass end (7) terminates radially outside the bead core, and wherein a separate reinforcing element (13) is provided with two reinforcing sections (13a, 13b) folded towards each other at a fold (8), wherein the reinforcing element (13) is arranged either on a side of the tire carcass (3) facing the bead core or facing away from it, and wherein the free ends (15,16) the reinforcement sections (13a, 13b) are arranged radially inside the bead core in a region (9) and the folding is arranged radially outside the bead core.

Description

[0001] The invention relates to a pneumatic tire for vehicles, comprising a tread, which is intended for subsequent contact with the road surface and typically has a profile, and two sidewalls, wherein the sidewalls are each connected to the tread via a tire shoulder. Each sidewall has a bead by means of which the pneumatic tire can be mounted on a wheel rim, hereinafter referred to as a rim.

[0002] The tread and sidewalls of pneumatic tires incorporate a tire carcass, which features bead areas in the sidewalls. Looking at the cross-section of the pneumatic tire, the carcass comprises several sections: a central section located radially within the tread, a transition or shoulder section at the tire shoulder, and a bead area in the sidewall. Circumferentially, the tire carcass is designed as a ring-shaped component that typically extends around the entire tire.

[0003] The bead areas of the tire carcass, together with the bead core, provide the necessary stability during the use of the pneumatic tire. The bead core is designed to secure the pneumatic tire to a correspondingly shaped seating surface on the rim. Each bead area can also be connected to a relatively externally located bead area, which anchors the tire carcass by wrapping around a bead core located on the corresponding bead area.

[0004] According to the current standard for the construction of radial tires for trucks and buses (TBR), the tire carcass, specifically the carcass ply, is a calendered steel reinforcement required to withstand the forces of the pneumatic tire's internal pressure and to define the tire's radial shape. Radial tires contain a carcass ply oriented at approximately 90°. The carcass ply connects the bead area to the crown area of ​​the tire and is anchored in the bead by the wrap-around section beneath the bead core. The wrap-around section is wound around the underside of the bead core.

[0005] The location and orientation of the bead's contact patch is a critical area where stresses and strains concentrate, and it is crucial for the bead's durability. A specific bead height is required to enable this type of construction. The bead area reduces the portion of the tire available for deflection.

[0006] JP 4510970 B2 describes a pneumatic tire for vehicles with a carcass ply made of steel cord. The carcass ply extends in a toroidal shape from the tread section to the bead section, across the sidewall section, and along the bead core embedded in each bead section, surrounding the adjacent rubber stiffener. The tire has a wrapping section that is wound around the bead core along its outer circumference. A rubber stiffener of the wrapping section is wound in the lateral direction of the tread section, radially from the inner to the outer circumference.

[0007] The object of the present invention is to provide an alternative pneumatic tire for vehicles with improved stiffness in the sidewalls, particularly in the beads. This object is achieved by the respective subject matter of claim 1. Preferred embodiments are the subject matter of the dependent claims.

[0008] A vehicle pneumatic tire according to the invention comprises two sidewalls connected to each other via a tread, and a tire carcass with bead areas arranged in the sidewalls, wherein the first and / or second bead area is additionally connected to a relative inner helix area, which anchors the tire carcass by wrapping around a bead core arranged on the corresponding bead area and has a freely extending carcass end, wherein the helix area is guided around the associated bead core in such a way that the carcass end ends radially outside the bead core, and wherein a separate reinforcement element with two reinforcement sections folded towards each other at a fold is provided, wherein the reinforcement element is arranged either on a side of the tire carcass facing the bead core or on a side facing away from the bead core.and wherein the free ends of the reinforcement sections are arranged in a region radially inside the bead core and the folding is arranged radially outside the bead core.

[0009] The tire carcass encloses the respective bead core with its associated bead area. In cross-sectional view of the tire, the bead area comprises a first sub-section extending substantially axially and located radially within the bead core with respect to the tire's axis of rotation, and a second sub-section extending substantially radially and located on the side of the bead core facing the inner liner of the tire. A further sub-section may be located on a side of the bead core opposite the first sub-section of the bead area, so that the bead core is surrounded by the tire carcass. The bead area is integrally connected to the bead area, with both the bead area and the bead area forming part of the tire carcass.

[0010] The folded reinforcement element runs either on the inside of the bead core, that is, on a side of the bead core facing the interior of the vehicle tire, or on the outside of the bead core, that is, on a side of the bead core facing the outside or the external atmosphere of the vehicle tire. The reinforcement element thus extends radially around the bead core, starting with its free ends inside the core and continuing to a region radially outside the bead core. The reinforcement section, or both reinforcement sections, are then...When the reinforcing element is positioned between the bead core and the tire carcass, it is guided laterally on the outside, i.e., on the side of the bead core facing the outside of the sidewall. When the tire carcass is positioned between the reinforcing element and the bead core, it is guided laterally on the inside, i.e., on the side of the bead core facing the inner liner of the vehicle tire. In the first case, the reinforcing element is thus guided in the opposite direction to the bead core's wrap-around area, while in the second case, it is guided in the same direction as the wrap-around area. The wrap-around area itself already has a reinforcing effect, which enhances the reinforcing effect of the two layers of reinforcing sections.If a fold of the reinforcing element is arranged in the area of ​​the carcass end, there is no free, especially sharp, end of the tire carcass due to the fold, which can cause damage to the rubber material in the bead area.

[0011] The tire carcass is a calendered steel reinforcement designed to withstand the forces of the internal pressure of the pneumatic vehicle tire and to define and maintain the tire's radial shape. The tire carcass may also incorporate other materials such as nylon, textile, aramid, or hybrid materials.

[0012] In contrast to conventional pneumatic vehicle tires with tire carcasses, the tire carcass according to the invention is guided around the bead core with the bead end in reverse ply rotation, wherein the ply end or the carcass end of the bead end is fixed to the bead core by a circumferential wrap. This creates a rigid bead contour formed by the deflected shape of the tire carcass and the reinforcing element.

[0013] Further advantages of the reversed ply twist of the tire carcass or the bead fold area and the folded reinforcement element include the fact that moving the carcass end away from the area of ​​critical stress / strain concentration allows for greater bead strength and load-bearing capacity. Furthermore, as FEM simulations have shown, lower temperatures are generated in the tire shoulder and on the sidewall, especially at the bead, thus enabling greater bead durability and load-bearing capacity of the pneumatic tire. The reduced plastic deformation at the bead tip also contributes to a more stable bead geometry. Additionally, reduced deformation occurs in the SW area of ​​the tire's contact patch (SW stands for "shoulder width" and refers to the cross-sectional width of the pneumatic tire).The overall reduction in deformation amplitudes of the tire components further contributes to improved rolling resistance of the pneumatic tire during operation. The overall reduction in material volume and the fewer components of the bead construction result in lower tire weight and reduced material costs. Folding the reinforcement element also eliminates its sharp end or relocates it to a location with lower stress. This prevents unwanted damage to the tire material under load.

[0014] The reinforcing element is designed to stiffen the bead in the respective sidewall of the vehicle tire. The extent of the reinforcing element is defined by the fold where the direction of its extension changes. The reinforcing sections are joined together seamlessly via the fold, with the first reinforcing section having the first free end and the second reinforcing section having the second free end. At the bead fold, the reinforcing element provides at least a double-layer stiffening of the bead fold, thereby increasing the overall stiffness of the bead in the respective sidewall. The reinforcing element can be made of steel or another material with similar strength properties. For example, the folded reinforcing element is a steel cord chafer (STC) encased in a protective sheath or layer.

[0015] The reinforcing element with its reinforcing sections is designed, folded, and shaped in relation to the bead core such that the respective free end extends radially within the bead core, while the fold is simultaneously located on the opposite side of the bead core, i.e., radially outside it. The reinforcing element is looped or folded around the bead core. The fold is understood as a layer overlay of the reinforcing element, where a first layer or the first reinforcing section is folded or folded relative to a second layer or the second reinforcing section. Thus, the reinforcing sections of the reinforcing element form at least two additional layers over a portion of the overlay area, providing at least partial reinforcement of the overlay area and stiffening the bead.

[0016] Preferably, the free ends of the reinforcement sections are arranged one above the other in a radial direction. The area radially within the bead core, where the reinforcement sections terminate at their free ends, is limited by the axial length of the bead core with respect to the axis of rotation of the vehicle tire. The "area radially within the bead core" thus extends along the axial length of the bead core with respect to the longitudinal or rotational axis of the vehicle tire. The loads and stresses occurring in the area radially within the bead core are comparatively low.

[0017] The two reinforcement sections can be arranged such that the first reinforcement section is pressed against the second reinforcement section, and vice versa. In this sense, the reinforcement sections run parallel to each other, at least partially. Likewise, two successive reinforcement sections can be in separate, meaning that, for example, the first and second reinforcement sections are spaced apart, allowing material from the tire and / or a protective casing to penetrate into the space between the two reinforcement sections.

[0018] Alternatively or additionally, the reinforcing element can be attached to a section of the handling area of ​​the plant with at least one reinforcing section, or can be positioned close to it or spaced apart from it.

[0019] The reinforcing sections of the reinforcing element can be exactly or approximately the same length, so that, in cross-sectional view of the tire, the reinforcing element appears to have at least two layers along its length. The reinforcing sections can also be of different lengths, particularly if the free ends are arranged exactly radially above one another.

[0020] The terms “radial”, “within”, “inside”, “below”, “under”, “above”, “outside”, “external”, “axial” and “lateral” each refer to the rotational or longitudinal axis of the vehicle tire or the rim on which the vehicle tire is arranged.

[0021] Preferably, the reinforcing element extends radially within the bead core to a height that is at most 0.7 times the radial height of the bead area. The fold is located at a height that is at most 0.7 times the radial height of the bead area. The height of the bead area can be defined by components integrated into the sidewall of the tire. For example, the radial height of the bead area can be defined by the radially outermost point or edge of the outermost core profile. A tire shoulder area can begin at this point, seamlessly connecting the bead area to the central part of the tire carcass. In one embodiment, the reinforcing element extends with its free ends radially within the bead core to a height that is 0.3 to 0.7 times the radial height of the bead area.Accordingly, the folding is arranged at a height that corresponds to a range between 30% and 70% of the radial height of the bead area of ​​the tire carcass.

[0022] The radial height is defined as the radial distance between the inner circumference of the sidewall or tire and a desired location on the tire, particularly the sidewall, such as the carcass tip and / or the bead fold. The optimal radial height for the bead fold can be determined through testing or simulations, ideally selecting a height that results in comparatively low stresses.

[0023] The invention includes the technical teaching that at least one core profile is arranged in the respective bead area of ​​the tire carcass and radially outside the bead core. It is conceivable that several core profiles are provided radially outside the bead core. In this sense, according to one embodiment, several core profiles are arranged in the respective bead area and radially outside the bead core. Core profiles serve to structurally reinforce the vehicle tire. They stabilize the sidewall of the vehicle tire and improve the integrity of the entire vehicle tire, especially under high loads and during fast driving maneuvers. Core profiles protect the bead core and help to distribute the stress evenly and prevent damage to the bead area.

[0024] If multiple core profiles are provided, all core profiles or at least one core profile can be arranged on the tire carcass, with one or more core profiles potentially in contact with the tire carcass. The number of core profiles provided in the respective sidewall can be adapted to the requirements and spatial conditions of the vehicle tire. The core profiles can be arranged with partial overlap in the radial and / or axial direction. The core profiles preferably have different stiffnesses. A stepwise reduction in stiffness towards the radial outwards is possible. In other words, the first core profile, arranged radially inwards, has a lower stiffness than the bead core, and the second core profile, arranged radially outwards, has a lower stiffness than the first core profile.Of course, further core profiles can be provided between the first and second core profiles, which can be designed according to the intended stiffness gradient.

[0025] At least one of the core profiles can be arranged on either side of the bead area facing the inner liner of the vehicle tire or on the side facing away from it. In other words, the respective core profile can be located on the inside or outside of the bead area with respect to the tire. According to one embodiment, several core profiles are provided, which are arranged on a side of the bead area facing away from the inner liner.

[0026] Preferably, the carcass end is arranged between the bead core and the first core profile. The carcass end preferably follows the outer geometry of the bead core.

[0027] Preferably, the folding of the reinforcing element is arranged spatially between the bead core and a first core profile. With a single core profile, the folding of the reinforcing element is therefore arranged spatially between the bead core and the single core profile. With multiple core profiles, the folding of the reinforcing element is arranged spatially between the bead core and the first core profile or the next core profile starting from the bead core.

[0028] In the case of multiple core profiles, a first core profile is spatially arranged between the bead core and the second core profile, wherein the folding of the reinforcing element is spatially arranged between the first core profile and the second core profile in a further embodiment.

[0029] The terms "laterally outside" and "laterally inside" refer to the interior or inner liner of the vehicle tire or the exterior of the vehicle tire, respectively. Accordingly, the bead area extends from the lateral outside on a side of the bead core facing away from the inner liner to the area radially inside the bead core, where the bead area transitions into the tack area. This tack area then extends from radially inside the bead core to the lateral inside on a side of the bead core facing the inner liner, preferably to an area radially outside the bead core. Thus, the bead area, with respect to the bead core, faces the outside atmosphere or the exterior of the vehicle tire (i.e., laterally outside), and the tack area faces partly the radially inside rim and partly the inner liner of the vehicle tire (i.e., partly laterally inside).The reinforcing element is partially oriented towards the radially inner rim and partially either towards the inner liner, i.e. laterally inside, or towards the outside atmosphere or the outside of the vehicle tire, i.e. laterally outside.

[0030] Preferably, the core profile has a polygonal, particularly triangular, cross-section. It is conceivable that the core profile has one or more straight flanks and / or one or more curved flanks in cross-section. The outer geometry of the core profile can be adapted to its position in the sidewall and to the shape of the tire, particularly the sidewall, especially to avoid stresses during tire deformation. The core profile consists of a rubber compound and / or reinforcing materials such as textile fibers or steel threads.

[0031] Furthermore, the bead core preferably has a polygonal cross-section when viewed in cross-section of the vehicle tire. The bead core is polygonal in cross-section, for example, four-, five-, or six-sided. The bead core can comprise one or more steel wires or cables, rubber, and optionally fillers and / or plasticizers, with the bead core being formed into a ring. It is conceivable that the bead core has one or more straight flanks and / or one or more curved flanks in cross-section.

[0032] Everything said above regarding the bead area, the tire carcass's tread area, and the reinforcement element also applies to a pneumatic tire whose carcass has a bead area, an associated tread area, and a reinforcement element provided at the tread area on both sidewalls. If both sidewalls of the pneumatic tire have a reinforcement element, the bead and tread areas, including the elements integrated therein, as well as the reinforcement elements, can be essentially mirror images of each other in order to achieve a symmetrical design of the pneumatic tire with good stiffness and uniform deformation behavior, especially in the radial direction.In this sense, in the first sidewall of the vehicle pneumatic tire, the first bead area of ​​the tire carcass is additionally connected with a first fold area, and in the second sidewall of the vehicle pneumatic tire, a second bead area of ​​the same tire carcass is additionally connected with a second fold area.

[0033] Further features, advantages, and details of the invention will now be described in more detail with reference to the drawings, which show preferred embodiments of the invention. Fig. 1 a highly schematic cross-sectional representation of a section of a sidewall of a vehicle pneumatic tire according to the invention in the bead area according to a first embodiment of the invention, Fig. 2 a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a second embodiment of the invention, and Fig. 3 a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a third embodiment of the invention.

[0034] The pneumatic tires 1 designed according to the invention are tires for motor vehicles (not shown here), in particular for multi-track motor vehicles, and preferably radial tires for passenger cars, vans, or light trucks (small vans with a permissible total mass ≤ 3.5 t, light trucks with a permissible total mass ≤ 7.5 t). The pneumatic tire 1 can also be used for trucks, agricultural machinery or vehicles, mining vehicles, port vehicles, or the like. Essentially, the pneumatic tire 1 is suitable for all tires whose application requires the use of tire carcasses. These tires can be either radial or non-radial.

[0035] The one in the Fig. 1, Fig. 2 to Fig. The three vehicle pneumatic tires 1 shown ideally each possess ideal rotational symmetry, such that they have essentially the same cross-section along their entire circumference. Therefore, the structure of the vehicle pneumatic tire 1 according to the invention can be described by presenting a highly simplified cross-sectional view, showing only a portion of the right sidewall 2 of the vehicle pneumatic tire 1, namely the bead for connecting the vehicle pneumatic tire 1 to a rim (not shown here). The opposite, second, or left sidewall of the vehicle pneumatic tire 1 can be essentially a mirror image of this. For the sake of simplicity and to avoid repetition, only the right sidewall 2 of the vehicle pneumatic tire 1 will be described in more detail below.

[0036] According to the Fig. 1, Fig. 2 to Fig. The vehicle pneumatic tire 1 comprises a tire carcass 3 with a bead area 5 arranged in the sidewall 2. The tire carcass 3, also called a radial carcass, is made of steel—in particular steel cables—or a material of similarly high strength. For special applications, it is conceivable to make the tire carcass 3 of the vehicle pneumatic tire 1 from textiles, nylon, or hybrid materials whose stiffness is not comparable to that of steel.

[0037] The bead section 5 is integrally connected to an associated wrap section 6, which anchors the tire carcass 3 by wrapping around a bead core 4 located on the corresponding bead section 5. In other words, the tire carcass 3 is guided in a loop around the bead core 4 in cross-sectional view and thereby anchored. The bead section 5 extends from the central or shoulder area of ​​the vehicle tire 1 essentially radially – here downwards – to the bead core 4, where the bead section 5 transitions into an integrally connected wrap section 6. This wrap section 6, in turn, extends radially from a section 9 inside, or here below, the bead core 4 to a carcass end 7 located radially outside the bead core 4. The wrap section 6 is designed such that the bead core 4 is almost completely surrounded by the wrap section 6.

[0038] A separate, folded reinforcement element 13 is provided, comprising two arm-shaped reinforcement sections 13a, 13b, which are connected to each other in one piece via a fold 8. The reinforcement sections 13a, 13b reinforce the bead of the side wall 2 in the area of ​​the bead core 4, in particular the overlap area 6.

[0039] According to the embodiments according to Fig. 1 and Fig. 2 The reinforcing element 13 is arranged on each side of the tire carcass 3 facing the bead core 4. In other words, the reinforcing element 13 is arranged between the bead core 4 and the tire carcass 3. In cross-sectional terms, the reinforcing element 13 extends radially inside the bead core 4, starting from the free ends 15, 16 of the reinforcing sections 13a, 13b in region 9, to the fold 8, which is arranged radially outside the bead core 4, specifically to a height that corresponds to 0.3 to 0.7 times the radial height of the bead area 5. The radial height of the bead area 5 corresponds to the distance between an inner circumference of the sidewall 2 and a Fig. 1 radial outer edge shown or the radially outermost point of the outermost core profile, for example the one shown in Fig. 2 shown second core profile 11.

[0040] The free ends 15, 16 of the reinforcement sections 13a, 13b are arranged substantially one above the other in a radial direction, wherein the reinforcement sections 13a, 13b run substantially parallel to each other at the free ends 15, 16, and wherein the distance between the reinforcement sections 13a, 13b increases up to the fold 8 before they are brought together again at the fold 8.

[0041] After Fig. 1 and Fig. 2 The reinforcing element 13, in the form of a sheathed steel cord, is partially oriented towards the rim (not shown) and partially laterally outside the bead core 4, or rather the outer surface 14 of the sidewall 2, and is guided around the bead core 4. The outer surface 14 of the sidewall 2 is the side of the vehicle tire 1 facing away from the inner liner 12, i.e., facing the outside atmosphere. With respect to the bead core 4, the inner liner 12 is located laterally inside and the outer surface 14 is located laterally outside. The outer surface 14 is to be understood as the laterally outer, spatial boundary of the sidewall 2.

[0042] The examples of implementation according to Fig. 1 and Fig. 2 differ in that after Fig. 2 at the respective bead area 5 and radially outside the bead core 4 two exemplary core profiles 10, 11 are arranged while in Fig. 1. A representation of the core profiles is omitted. The core profiles 10, 11 are subdivided into a radially inner first core profile 10 and a radially outer second core profile 11, with the core profiles 10, 11 being arranged partially overlapping in the radial direction. In this case, the first core profile 10 is spatially arranged between the bead core 4 and the second core profile 11, with the fold 8 of the reinforcing element 13 being spatially arranged between the first core profile 10 and the second core profile 11. The carcass end 7 is also arranged between the bead core 4 and the first core profile 10. The core profiles 10, 11 have a substantially triangular cross-section with curved side faces. The geometries of the core profiles 10, 11 are adapted to the geometry of the sidewall 2 and the contour of the tire carcass 3.

[0043] Alternatively, the fold 8 of the reinforcing element 13 can be spatially arranged between the bead core 4 and the carcass end 7 on the one hand, and the first core profile 10 on the other. The fold 8 would therefore be located between the carcass end 7 and the first core profile 10.

[0044] According to the embodiment according Fig. In Figure 3, the reinforcing element 13 is arranged on a side of the tire carcass 3 facing away from the bead core 4. In other words, the tire carcass 3, or the bead area 6, is spatially arranged between the reinforcing element 13 and the bead core 4, with the reinforcing element 13 extending laterally and internally past the bead core 4 and the bead area 6. The reinforcing element 13 is partially oriented towards the rim (not shown) and partially towards the inner liner 12 as it wraps around the bead core 4. Core profiles (not shown here) can also be provided in this case, with the fold 8 of the reinforcing element 13 being arranged between the carcass end 7 and at least one of the core profiles, or between any two core profiles. For further details, please refer to the above explanations.

[0045] It should be explicitly noted that the embodiments described here can be combined. For example, the position and shape of the core profiles 10, 11 can be adapted to the requirements and spatial conditions. In particular, one of the core profiles 10, 11, especially the second core profile 11, can be arranged on a side of the bead area 5 of the tire carcass 3 facing away from the inner liner 12, wherein the bead area 5 of the tire carcass 3 is designed accordingly and guided in the sidewall 2. The shape, especially the outer geometry, of the bead core 4 and / or the core profiles 10, 11 can be adapted to the requirements, the spatial conditions, and the shape of the pneumatic tire 1, especially the sidewall 2. For example, a flank of the bead core 4 and / or the core profile 10, 11 can be curved, especially having a semicircular contour.It is also conceivable to design the vehicle pneumatic tire 1 entirely without core profiles, analogous to the representations according to . Fig. 1 and Fig. 3. The number of core profiles can be adapted to the requirements of the vehicle pneumatic tire 1, whereby the radial height of the bead area 5 can in this case be defined on other parameters of the sidewall 2.

[0046] Naturally, the vehicle pneumatic tire 1 may comprise further components that are not shown or described herein, but which are nevertheless integrated into or arranged on the vehicle pneumatic tire 1, in particular in the sidewall 2, preferably in the bead of the sidewall 2. For example, rubber components or the like that have a smaller volume than the core profiles and / or the bead core 4 may be provided. Reference symbol list 1 vehicle pneumatic tire 2 side wall 3 tire carcass 4 bead core 5 bead area 6 Turnover area 7 Carcass ends 8 fold 9 Area radial within the bead core 10 First core profile 11 Second core profile 12 Innerliner 13 Reinforcing element 13a First reinforcement section 13b Second reinforcement section 14 Outside of the side wall 15 First free end of the reinforcement element 16 Second free end of the reinforcement element 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] JP 4510970 B2

[0006]

Claims

[1] Vehicle pneumatic tire (1) comprising two sidewalls (2) connected to each other via a tread, and a tire carcass (3) with bead areas (5) arranged in the sidewalls (2), wherein the first and / or second bead area (5) is additionally connected to a relative inner helix area (6) which anchors the tire carcass (3) by wrapping around a bead core (4) arranged on the corresponding bead area (5) and has a free carcass end (7), wherein the helix area (6) is guided around the associated bead core (4) such that the carcass end (7) terminates radially outside the bead core (4), and wherein a separate reinforcing element (13) is provided with two reinforcing sections (13a, 13b) folded towards each other at a fold (8), wherein the reinforcing element (13) is located either on a side facing the bead core (4) or on a side facing away from it. the tire carcass (3) is arrangedand wherein the free ends (15, 16) of the reinforcement sections (13a, 13b) are arranged radially inside the bead core (4) in a region (9) and the fold (8) is arranged radially outside the bead core (4). [2] Vehicle pneumatic tires according to claim 1, characterized by , that at least one core profile (10) is arranged at the respective bead area (5) and radially outside the bead core (4). [3] Vehicle pneumatic tires according to claim 2, characterized by , that several core profiles (10, 11) are arranged at the respective bead area (5) and radially outside the bead core (4). [4] Vehicle pneumatic tires according to claim 2 or 3, characterized by , that the folding (8) of the reinforcing element (13) is spatially arranged between the bead core (4) and a first core profile (10). [5] Vehicle pneumatic tires according to any one of the preceding claims, characterized by, that a first core profile (10) is spatially arranged between the bead core (4) and the second core profile (11), wherein the folding (8) of the reinforcing element (13) is spatially arranged between the first core profile (10) and the second core profile (11). [6] Vehicle pneumatic tires according to any one of claims 2 to 5, characterized by , that the carcass end (7) is arranged between the bead core (4) and the first core profile (10). [7] Vehicle pneumatic tires according to any one of the preceding claims, characterized by , that the free ends (15, 16) of the reinforcement sections (13a, 13b) are arranged one above the other in a radial direction. [8] Vehicle pneumatic tires according to any one of the preceding claims, characterized by , that the reinforcing element (13) extends radially within the bead core (4) to a height that is at most 0.7 times the radial height of the bead area (5). [9] Vehicle pneumatic tires according to any one of the preceding claims, characterized by , that the reinforcement sections (13a, 13b) run parallel to each other at least section by section. [10] Vehicle pneumatic tires according to any one of the preceding claims, characterized by , that a first reinforcement element (13) is arranged in the first side wall (2) at the first transfer area (6) and a second reinforcement element is arranged in the second side wall at the second transfer area.

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