Vehicle pneumatic tires

Abstract

The invention relates to a 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 outer 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-running carcass end (7), wherein the helix area (6) is guided around the associated bead core (4) in such a way that the carcass end (7) ends radially outside the bead core (4), and wherein a single fabric reinforcement element (8) is arranged on the carcass end (7), which, in cross-sectional view of the sidewall (2), is arranged overlapping the carcass end (7) and partially projects in extension of the carcass end (7).

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 tire carcass is integrated into the tread and sidewalls, with bead areas in the sidewalls. Looking at the cross-section of the tire, the carcass has 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 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] Drum tests of pneumatic tires present challenges in meeting the test requirements, particularly the dwell time under overload and negative pressure, for bead durability. The drum test of pneumatic tires is a testing procedure in which a tire is mounted on a rotating drum to test its performance under predetermined, controlled conditions. Aspects such as wear, rolling resistance, and traction are evaluated. This test simulates real-world driving conditions and allows for the assessment of the tire's durability and behavior over its lifespan. During the drum test, it has been observed that the temperature inside the bead, especially near the carcass end, reaches a point where the tire material, particularly the rubber, burns out and loses its mechanical properties.

[0005] The object of the present invention, starting from the prior art, is to propose a vehicle pneumatic tire that achieves improved drum test results. This object is achieved by the respective subject matter of claim 1. Preferred embodiments are the subject matter of the dependent claims.

[0006] 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 outer fold area which anchors the tire carcass by wrapping around a bead core arranged on the corresponding bead area and has a free-running carcass end, wherein the fold 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 single fabric reinforcement element is arranged at the carcass end, which, in cross-sectional view of the sidewall, is arranged overlapping the carcass end and partially projects outwards in extension of the carcass end.In other words, a first section of the fabric reinforcement element covers the overlap area in the region of the carcass end, and a second section of the fabric reinforcement element protrudes beyond the carcass end in an imaginary extension.

[0007] The carcass end of the tire carcass is reinforced with a fabric reinforcement element in the form of a fabric belt or textile belt. This fabric reinforcement element is a flat band that runs circumferentially on the outer side of the tire, i.e., on the side of the bead core facing away from the inner liner. In cross-section, the fabric reinforcement element has a radially inner free end and a radially outer free end. The carcass end is positioned between these two free ends, so that the fabric reinforcement element partially covers the bead end and also protrudes radially outwards, or in the imaginary extension of the carcass end. The distance between the two ends represents the width of the circumferential fabric reinforcement element.The fabric reinforcement element has a substantially constant width in the circumferential direction.

[0008] Preferably, the fabric reinforcement element is arranged on the side of the carcass end facing the outside of the vehicle tire. In this sense, the carcass end is spatially positioned between the fabric reinforcement element and the bead area of ​​the tire carcass. Consequently, the carcass end is covered from the outside. The fabric belt or fabric reinforcement element is thus arranged on the outside of the bead, covering the carcass end. The fabric reinforcement element is an element, in particular a belt or strip, for reinforcing, especially increasing the stiffness, of the carcass end.

[0009] The tire carcass encloses the respective bead core with its associated tread area. The tread area, viewed in cross-section of the respective sidewall and with respect to an axis of rotation of the tire, comprises a first section extending substantially axially and located radially within the bead core, and a second section extending substantially radially and located on the opposite side of the bead core with respect to the bead core, encompassing the carcass end. The tread area is integrally connected to the bead area, with both the bead area and the tread area forming part of the tire carcass. The tire carcass may have two tread areas, each with a carcass end, one in each of the sidewalls.

[0010] The fabric reinforcement element or belt prevents sharp edges on the tire carcass, particularly in those areas of the bead where stress concentrations occur during operation, especially during drum testing. Even a single fabric reinforcement element improves the service life of the vehicle tire. The fabric reinforcement element preferably comprises nylon and / or polyester and can consist of a multitude of individual threads.

[0011] The term "a single fabric reinforcement element" means that only a single, separately manageable fabric reinforcement element is and must be arranged in the area of ​​the carcass end in order to realize the advantages mentioned within the scope of this invention. Conversely, it explicitly does not mean that multiple fabric reinforcement elements or other reinforcement elements are arranged in the area of ​​the carcass end.

[0012] Preferably, the bead fold area is spatially arranged between the bead core and a reinforcing element. In the area of ​​the bead core, the reinforcing element follows the contour of the tire carcass and wraps around the bead core as well as a part of the bead area and the bead fold area such that, in cross-sectional view of the sidewall, the two free ends of the reinforcing element end radially outside the bead core, wherein a first arm of the reinforcing element with the laterally located, first free end is guided laterally inside the bead core and a second arm of the reinforcing element with the laterally located, second free end is guided laterally outside the bead core.According to one embodiment, the reinforcing element is a steel chord bead reinforcement and consists of a multitude of steel wires extending circumferentially around the tire and embedded, for example, in a rubber material. The reinforcing element increases the bending stiffness of the bead, particularly around the bead core. This improves the handling characteristics of the tire.

[0013] 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 or sidewall, respectively. Accordingly, the reinforcing element's first arm extends radially inside the bead core and laterally inside on a side of the bead core facing the inner liner. Furthermore, the reinforcing element's second arm extends radially inside the bead core and laterally outside on a side opposite or away from the inner liner, or on a side of the bead core facing the outer skin of the sidewall. Therefore, with respect to the bead core, the bead area faces the inner liner (laterally inside), and the bead area is partially facing the radially inside rim and partially facing the outside atmosphere or the outer sidewall (laterally outside).

[0014] Preferably, the reinforcing element is arranged around the associated bead core such that, in cross-sectional view of the sidewall, the fabric reinforcing element overlaps a free end of the reinforcing element, i.e., the aforementioned second free end of the reinforcing element. This free end is located on a side of the bead core facing away from the inner liner. Because the fabric reinforcing element also partially covers the reinforcing element, the risk of the reinforcing element detaching from the rubber material of the sidewall, particularly within the bead, can be at least reduced.

[0015] A protective layer, such as a rubber layer or the like, can be arranged spatially between the reinforcing element and the tire carcass. Furthermore, if the bead has a reinforcing element, another fabric reinforcing element or several further fabric reinforcing elements can be arranged in the bead area of ​​the tire carcass, with each further fabric reinforcing element overlapping the first free end of the first arm of the reinforcing element and following the contour of the bead area.

[0016] Preferably, the bead fold extends radially from the carcass end within the bead core to a height that is at most 0.7 times the radial height of the bead area. In other words, the carcass end is extended to a height that is at most 0.7 times the height of the bead area of ​​the tire carcass. The height of the bead area can be defined by components integrated into the sidewall of the tire.

[0017] For example, the radial height of the bead area can be defined by the outermost radial point or edge of the outermost core profile. From this point, a tire shoulder area can begin, seamlessly connecting the bead area to the central part of the tire carcass. In one embodiment, the shoulder area extends radially within the bead core to a height corresponding to 0.3 to 0.7 times the radial height of the bead area. Thus, the carcass end is positioned at a radial height that corresponds to between 30% and 70% of the radial height of the bead area of ​​the tire carcass.

[0018] The optimal radial height for the carcass end in relation to the bead area can be determined by tests or simulations, whereby in particular a height is chosen at which comparatively low stresses occur.

[0019] Preferably, the carcass end is at least partially encased by a protective element. This protective element can be cushion-like, particularly in the form of a protective cushion, preferably a rubber cushion. The protective element or rubber cushion encasing the carcass end reduces shear forces in the bead and prevents the carcass end from separating from the sidewall material and / or optional core profiles. Preferably, the material of the protective element is positioned spatially between the carcass end and the fabric reinforcement element. This prevents the carcass end from separating from the fabric reinforcement element, and / or vice versa.

[0020] 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. 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 tension evenly and prevent damage to the bead area.

[0021] If multiple core profiles are provided, all or a number of the core profiles 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.

[0022] At least one of the core profiles can be arranged on a side of the bead area facing either the inner liner or the outer side of the tire. In other words, the respective core profile can be located on the inside or outside of the bead area. According to one embodiment, several core profiles are provided, arranged on a side of the bead area facing away from the inner liner, preferably spatially between the pivot area and the bead area. Furthermore, preferably, the core profile in question, or at least one of several core profiles, extends radially outwards beyond the radial height of the tire casing end.

[0023] Preferably, the core profile is spatially arranged between the carcass end of the pivot area and the bead area of ​​the tire carcass. With multiple core profiles, the core profiles are arranged between the pivot area, particularly the carcass end, and the bead area of ​​the tire carcass. At least one of the core profiles can extend radially outwards beyond the carcass end.

[0024] In this sense, a radially inner first core profile and a radially outer second core profile are preferably provided, wherein, in cross-sectional view of the side wall, the fabric reinforcement element is arranged radially within a radial outer edge of the second core profile. In cross-sectional view of the side wall, an outer free end of the fabric reinforcement element terminates radially within the radial outer edge of the second core profile, preferably spaced apart from it, preferably with a radial distance of at least 5 mm, particularly preferably with a radial distance of at least 10 mm. The core profiles can be arranged to partially 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 radially inner first core profile has a lower stiffness than the bead core, and the radially outer second core profile 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] 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.

[0026] 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.

[0027] Everything said above regarding the bead area and the tread area of ​​the tire carcass also applies to a pneumatic tire whose carcass has a bead area and an associated tread area on both sidewalls. If both sidewalls of the pneumatic tire have a bead area with a corresponding tread area, the bead and tread areas, including the elements integrated therein, 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.

[0028] 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.

[0029] 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, and 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.

[0030] 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.

[0031] The one in the Fig. 1 and Fig. The two pneumatic tires 1 shown in the figure ideally each possess ideal rotational symmetry, such that they have essentially the same cross-section along their entire circumference. Therefore, the structure of the 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 pneumatic tire 1, namely the bead for connecting the pneumatic tire 1 to a rim (not shown here). The opposite, second, or left sidewall of the 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 pneumatic tire 1 will be described in more detail below.

[0032] According to the Fig. 1 and Fig. 2. 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 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.

[0033] The bead area 5 is additionally connected in one piece to an associated beading area 6, which anchors the tire carcass 3 by wrapping around a bead core 4 located on the corresponding bead area 5. In other words, the tire carcass 3 is guided in a loop-like fashion around the bead core 4 in cross-sectional view and thereby anchored. The bead area 5 extends from the central or shoulder area of ​​the vehicle tire 1 essentially radially – here downwards – to the bead core 4, whereby the bead area 5 transitions into a beading area 6 integrally connected to it, which in turn extends radially from a region 9 inside, or here below, the bead core 4 to a carcass end 7 that is located radially outside the bead core 4.In this specific case, the fold area 6 extends radially within the bead core 4 up to a radial height that corresponds approximately to 0.3 to 0.7 times the radial height of the bead area 5. The radial height is measured radially outwards, here upwards, from a radial end of the side wall 2 or inner circumference 14 (shown below).

[0034] In this case, a single fabric reinforcement element 8 in the form of a fabric or textile band or belt is arranged on one side of the carcass end 7 facing the outer surface 13 of the vehicle pneumatic tire 1. The fabric reinforcement element 8 is made of nylon and / or polyester and has a width of approximately 35 mm. The fabric reinforcement element 8 overlaps the hem area 6 at the carcass end 7 by a width of approximately 15 mm to 20 mm, with the remaining width of the fabric reinforcement element 8, at least 15 mm, projecting radially outwards in line with the imaginary extension of the carcass end 7. The fabric reinforcement element 8 runs essentially parallel to the outer wall or outside 13 of the side wall 2. The outside 13 of the side wall 2 is the side of the vehicle tire 1 facing away from the inner liner 12 or towards the outside atmosphere.With respect to the bead core 4, the inner liner 12 is located laterally on the inside and the outer liner 13 on the outside. The outer liner 13 is to be understood as the laterally outer, spatial boundary of the side wall 2.

[0035] It has been shown that in a drum test of the vehicle pneumatic tire 1, the provision of such a fabric reinforcement element 8 at the carcass end 7 reduces the overall stress on the bead, particularly in the area of ​​the carcass end 7, by approximately 20% and lowers the maximum temperature in the bead. In particular, the resulting stiffening of the carcass end 7 significantly increases the time until significant damage to the bead, especially at the carcass end 7, occurs.

[0036] In this case, the overlap area 6 is spatially arranged between the bead core 4 and a reinforcing element 15. The reinforcing element 15 surrounds the overlap area 6 and a portion of the bead area 5 radially inwards, such that a laterally inward-facing first free end 18 of the reinforcing element 15 terminates or is positioned at a radial height approximately corresponding to the radial height of the carcass end 7, and that a laterally outward-facing second free end 16 of the reinforcing element 15 is arranged or terminates radially inside the carcass end 7. The radial distance between the second free end 16 and the carcass end 7 is at least 10 mm.

[0037] The reinforcing element 15 is guided around the associated bead core 4 in such a way that the fabric reinforcing element 8 is further arranged overlapping the second free end 16 of the reinforcing element 15, the second free end 16 of the reinforcing element 15 being spatially arranged between the carcass end 7 or the hem area 6 and the fabric reinforcing element 8. Furthermore, a first rubber sheathing 19 is arranged between the second free end 16 of the reinforcing element 15 and the hem area 6. In addition, a rubber protective cushion 9 is provided at the carcass end 7, which encases the carcass end 7, the protective cushion 9 reducing shear forces in the area of ​​the carcass end 7 and preventing unintentional premature damage to the bead.

[0038] While in Fig. 1. The rubber casing 19 and the protective cushion 9 are two separate casings, goes into Fig. 2 the rubber coating 19 is integrated in one piece into the protective cushion 9, wherein the material of the protective cushion 9 or the rubber coating 19 is spatially arranged between the carcass end 7 and the fabric reinforcement element 8. In Fig. 1 The rubber sheathing 19 spatially separates the end face 6 from the second free end 16 of the reinforcement element 15 to avoid stress peaks.

[0039] At the first end 18 of the reinforcement element 15 a rubber protective cushion 20 is also provided, which reduces stress peaks, especially from shear forces.

[0040] In the example according to Fig. 2 On a side of the first end 18 of the reinforcement element 15 facing the inner liner 12, a further fabric reinforcement element 21 is arranged, which in cross-sectional view of the side wall 2 is arranged overlapping to the first end 18 of the reinforcement element 15 and projects in an imaginary extension of the first end 18 and follows the contour of the bead area 5 of the tire carcass 3.

[0041] Radially outside the bead core 4, two core profiles 10 and 11 are provided: a radially inner first core profile 10 and a radially outer second core profile 11. The core profiles 10 and 11 are each located at the bead area 5 and radially outside the bead core 4, respectively. The first core profile 10 is spatially positioned between the bead core 4 and the second core profile 11. The first core profile 10 and a portion of the second core profile 11 are spatially positioned between the carcass end 7 of the tread area 6 and the bead area 5 of the tire carcass 3. The carcass end 7 is further spatially positioned between the fabric reinforcement element 8 and the second core profile 11, with the second core profile 11 consequently being positioned sectionally between the bead area 5 of the tire carcass 3 and the carcass end 7.

[0042] The core profiles 10, 11 have a substantially triangular cross-section with curved side surfaces. The geometries of the core profiles 10, 11 are adapted to the geometry of the side wall 2. The radial height of the bead area 5 corresponds to the distance between an inner circumference 14 of the side wall 2 and a Fig. The radial outer edge 17 shown in Figure 1, or the radially outermost point of the outermost core profile, here the second core profile 11, is shown. In cross-sectional view of the sidewall 2, the fabric reinforcement element 8 is arranged radially inside the radial outer edge 17 of the second core profile 11. To prevent damage to the vehicle tire 1, in particular to the bead of the sidewall 2, the distance between the radial outer edge 17 of the outermost core profile 11 (here the second one) and the fabric reinforcement element 8 must be at least 5 mm, preferably at least 10 mm.

[0043] The sidewall 2 can consist of several sections and areas with varying stiffness and / or composition. These sections and areas of the sidewall 2 are shown subdivided below, but are not labeled. The areas and sections of the sidewall 2 are not described in detail here. Furthermore, additional rubber and / or other protective layers may be provided, which are generally known and therefore are also not labeled here.

[0044] It should be explicitly noted that the embodiments described here can be meaningfully combined. Furthermore, an additional core profile can be arranged on the side of the bead area 5 of the tire carcass 3 facing the inner liner 12 or on the side of the bead area 5 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, in particular 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 vehicle tire 1, in particular the sidewall 2. For example, a flank of the bead core 4 and / or the core profile 10, 11 can be curved, in particular having a semicircular contour. It is also conceivable to design the vehicle tire 1 entirely without core profiles.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.

[0045] 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 that have a smaller volume than the core profiles 10, 11, the bead core 4, or the like 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 Fabric reinforcement element 9 protective cushions 10 First core profile 11 Second core profile 12 Innerliner 13 Outside 14 Inner circumference 15 Reinforcing element 16 Second free end of the reinforcement element 17 Outer edge 18 First free end of the reinforcement element 19 Sheathing 20 protective cushions 21 Fabric reinforcement element

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 outer 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) ends radially outside the bead core (4), and wherein a single fabric reinforcement element (8) is arranged on the carcass end (7), which, in cross-sectional view of the sidewall (2), is arranged overlapping the carcass end (7) and partially projects in extension of the carcass end (7). [2] Vehicle pneumatic tires (1) according to claim 1, characterized by, that the carcass end (7) is spatially arranged between the fabric reinforcement element (8) and the bead area (5). [3] Vehicle pneumatic tires (1) according to claim 1 or claim 2, characterized by , that the carcass end (7) is at least partially enclosed by a protective cushion (9). [4] Vehicle pneumatic tires (1) according to claim 3, characterized by , that the material of the protective cushion (9) is spatially arranged between the carcass end (7) and the fabric reinforcement element (8). [5] Vehicle pneumatic tires (1) according to any one of the preceding claims, characterized by , that the transposition area (6) is spatially arranged between the bead core (4) and a reinforcing element (15). [6] Vehicle pneumatic tires (1) according to claim 5, characterized by, that the reinforcing element (15) is guided around the associated bead core (4) in such a way that the fabric reinforcing element (8) is arranged overlapping to a free end (16) of the reinforcing element (15) in cross-sectional consideration of the side wall (2). [7] Vehicle pneumatic tires (1) according to any one of the preceding claims, characterized by , that at least one core profile (10) is arranged at the respective bead area (5) and radially outside the bead core (4). [8] Vehicle pneumatic tires (1) according to claim 7, characterized by , that the core profile (10) is spatially arranged between the carcass end (7) of the tread area (6) and the bead area (5) of the tire carcass (3). [9] Vehicle pneumatic tires (1) according to claim 7 or claim 8, characterized by, that a radially inner first core profile (10) and a radially outer second core profile (11) are provided, wherein, in cross-sectional consideration of the side wall (2), the fabric reinforcement element (8) is arranged radially within a radial outer edge (17) of the second core profile (11). [10] Vehicle pneumatic tires (1) according to any one of the preceding claims, characterized by , that the fabric reinforcement element (8) comprises nylon and / or polyester.

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