Tires for a light vehicle

Abstract

The invention relates to a tire for a wheel arrangement with a tread (5) which has a tread center (5M) covering the tire zenith and tread shoulders (5S) adjoining it on both sides in the axial direction (aR), wherein aero elements (8) are arranged on a surface of the tire within surface bands, each having a turbulence flank (FV) for turbulence of air flowing against the forward direction (LV), and each having a counter flank (FG) opposite this, wherein at least one indicator unit (17) is arranged on the tire to indicate wear of the aero elements (8). According to the invention, the at least one indicator unit (17) is arranged within at least one circumferentially extending (uR) surface band in which aero elements (8) are also arranged, and the at least one indicator unit (17) is not arranged in the center (5M) of the tread (5).

Description

[0001] The invention relates to a tire for a light vehicle, for example a bicycle, in particular a racing bicycle, according to the preamble of claim 1.

[0002] Tires for light vehicles, especially bicycles, including e-bikes, particularly racing bikes, cargo bikes, gravel bikes, or similar, may feature so-called aerodynamic elements embedded in the tire's surface to optimize its aerodynamics. Aerodynamic drag becomes particularly relevant at high speeds, necessitating measures to optimize handling characteristics.

[0003] In DE 10 2020 113 270 A1 and DE 10 2021 112 635 A1, for example, planar aerodynamic elements are arranged on the sidewalls or tread shoulders of the tire, extending laterally to the central tread area or the center of the tread. The central tread area extends over the tire's zenith at an angle of more than 20° and less than 70° perpendicular to the circumferential direction of the tread. The aerodynamic elements define circumferential angular bands, each beginning at an angle of more than 10° and less than 35° from the central longitudinal section plane or the tire's zenith and extending to both sides of the tire's zenith. Furthermore, the area fraction of the aerodynamic elements in relation to the area of ​​each angular band is greater than 5% and less than 25%. The aerodynamic elements are designed as raised areas or depressions with various structures, such as pocket-like, pot-shaped, or trough-like structures.This tire design incorporates very few aerodynamic elements intended to optimize laminar flow. Furthermore, these elements are only located on the tread shoulder, meaning that only a limited area of ​​the tire is actually used to optimize aerodynamics. Therefore, the aerodynamic effect is limited.

[0004] Additionally, in DE 10 2020 113 270 A1 and DE 10 2021 112 635 A1, at least one indicator unit is provided on the circumference of the tread or at the tire's zenith. This unit indicates a measure of the ratio of a radial semi-axis to an axial semi-axis that changes with tire use and thus reflects a change in the tire's aerodynamic quality. The indicator unit therefore indicates the wear of the tread center, which has the disadvantage that no precise conclusions can be drawn about the wear of the aerodynamic elements in the tread shoulder, since the tread shoulder wears differently than the tread center during operation.

[0005] The following invention is therefore based on the objective of providing a tire for a light vehicle with which aerodynamically optimized operation can be monitored in a simple and reliable manner.

[0006] This problem is solved by a tire according to independent claim 1. The dependent claims specify preferred embodiments.

[0007] According to the invention, a tire for a wheel arrangement is provided, with a defined forward direction of travel and with a circumferentially extending tread that extends axially on both sides of a tire zenith (on each side) over a total tread arc length and a total angular range, wherein the tread has a tread center covering the tire zenith and tread shoulders adjoining it axially on both sides, wherein sidewalls adjoin the tread shoulders axially, each extending to the bead areas of the tire. wherein aerodynamic elements spaced at least circumferentially apart from one another are arranged on a surface of the tire within surface bands that are symmetrically located on both sides of the tire zenith (on each side) and that each extend in the circumferential direction, wherein the aerodynamic elements each have a turbulence flank for turbulence of air flowing against the forward direction of travel along the surface of the tire during operation of the tire, and each have a counter-flank that is opposite the turbulence flank in the circumferential direction, and wherein at least one indicator unit is arranged on the tire to indicate wear of the aerodynamic elements, wherein the at least one indicator unit is arranged within at least one circumferentially extending surface band in which aero elements are also arranged, wherein the at least one indicator unit does not run in the center of the tread, i.e. in the tread shoulder and / or in the sidewalls and / or in the bead areas.

[0008] Aerodynamic elements are defined as components on the tire that, due to their arrangement and the shape of their sidewalls, are capable of effectively creating turbulence in the air flowing over the tire's surface during operation. Furthermore, these aerodynamic elements are distributed so uniformly (repeatingly) or periodically around the tire's circumference that, at sufficiently high tire rotation speeds of, for example, 35 km / h and above, the uniformly or periodically occurring surface turbulence generates a laminar flow around the tire. This laminar flow significantly improves the tire's aerodynamic properties.

[0009] Therefore, such aerodynamic elements differ from conventional tread patterns primarily in the arrangement of the sidewalls. For example, in aerodynamic optimization, the vortex-generating sidewall is positioned outside the center of the tread at a second sidewall angle to the tire's circumference of between 30° and 85°, preferably between 30° and 60°, and particularly between 40° and 50°. In conventional tread patterns, angles of the tread edges of between 10° and 20° to the circumference are chosen outside the center of the tread to optimize grip during cornering. Larger angles, preferably angles of 45° ± 10°, offer only an aerodynamic benefit outside the center of the tread.

[0010] Secondly, the vortex flank and the opposing counter-flank of the aerodynamic elements preferably do not have identical flank angles that are perpendicular or nearly perpendicular to the surface, as is the case with conventional tread blocks. Rather, the vortex flank, where the oncoming air falls and becomes swirled, is preferably steeper than the counter-flank within the aforementioned area for the first flank angle, which therefore has a shallower slope, i.e., α3 > α1. This allows the resulting laminar flow and thus the aerodynamics to be optimized. Furthermore, it is preferred that all aerodynamic elements on the tire are arranged on both sides of the tire zenith within a maximum of two surface bands per tire side, preferably only within one surface band per tire side, i.e., with few or no interruptions, so that continuous or...A uniform laminar flow without disturbances can be generated over a large area.

[0011] The arrangement of the at least one indicator unit according to the invention allows the wear of the aerodynamic elements to be directly displayed and monitored. Advantageously, the indicator unit in the tread shoulder and / or the sidewalls and / or the bead areas does not wear down as much as the tire in the center of the tread, the wear of which is generally monitored by a tread wear indicator located at the tire's apex. Such a tread wear indicator is therefore unsuitable for aerodynamic monitoring, as it does not provide any information about the condition of the aerodynamic elements in the tread shoulder, the sidewall, or the bead areas.

[0012] Preferably, it is further provided that at least one indicator unit is arranged in each tread band with aerodynamic elements on at least one side of the tire's zenith, and preferably on both sides, and / or at least one indicator unit is arranged in the tread shoulder and in the sidewall on at least one side of the tire's zenith, and preferably on both sides. In this way, the wear of the aerodynamic elements in different tread bands or different areas of the tire can be specifically monitored, whereby these tread bands or areas may wear to varying degrees depending on the application, for example, when cornering and / or on stony surfaces.

[0013] Preferably, the at least one indicator unit is formed from at least two indicator areas, for example, three or four indicator areas, which lie next to each other in the circumferential direction and / or perpendicular to the circumferential direction (also diagonally or at an angle), wherein at least two of the indicator areas each have a different indicator height, preferably each indicator area has a different indicator height. In this way, the wear of the aero elements can be detected in several stages, whereby a monitoring resolution can be selected depending on the number of indicator areas.

[0014] Preferably, it is further provided that, within a surface band on the tire, only raised areas, only depressions, or a combination of raised areas and depressions are arranged as aerodynamic elements, with these alternating uniformly or periodically within the surface band around the circumference of the tire. Within a surface band, raised areas and / or depressions of varying shapes and / or sizes can also be combined. Furthermore, at least one raised area and at least one depression can alternate uniformly and repeatedly within a surface band, at least in the circumferential direction. Thus, a flexible design is possible.

[0015] By designing aerodynamic elements as raised sections and / or recesses, not only can the aerodynamic properties be improved, but grip-enhancing measures can also be implemented, depending on the tire's design. In particular, with a raised section, the vortex flank of the respective aerodynamic element can be countered circumferentially by a counter-flank. Depending on the cross-sectional shape of the raised section, this counter-flank is connected to the vortex flank via at least one side flank, with the raised section then being covered by a surface shaped according to its cross-sectional form. The height of the counter-flank, its orientation relative to the circumferential direction, as well as the height and orientation of the at least one side flank, can then be selected so that the aerodynamic elements simultaneously improve the tire's grip.However, as described, flatter flanks (in relation to the vortex flank) must be chosen for aerodynamic design or optimization.

[0016] The counter-side and sidewall(s) tend to improve grip when they are taller and / or steeper, particularly when designed as a braking edge and / or a steering edge, i.e., with the respective sidewall running approximately vertically from the tire surface. Conversely, a counter-side that is shorter than the turbulence-prone sidewall tends to improve aerodynamic properties, as the laminar flow can spread more freely around the circumference of the tire or along the surface of the raised sections, which then preferably slopes down in the direction of the flow. Therefore, the shape of the raised section can be specifically chosen depending on the desired optimization (grip-optimized, aerodynamically optimized).In the case of a depression, the vortex flank is also opposite a corresponding counter-flank, which, depending on the design, can also be connected via at least one side flank, so that a similar optimization as in a elevation can take place.

[0017] Preferably, it is further provided that the at least one indicator unit - is arranged within an aerodynamic element designed as a recess, for example, is arranged on a base surface of the recess and projects radially outwards from the base surface, and / or - is part of a raised area and protrudes radially from the surface of the tire; and / or - is formed in the circumferential direction adjacent to a protrusion on the surface of the tire and projects radially from the surface of the tire; and / or - forms a raised area on the surface of the tire within the same surface band and protrudes from the surface of the tire in a radial direction.

[0018] Therefore, various positions are possible to ensure that the respective indicator unit wears down as identically as possible to the respective aero element in the respective surface band, in order to monitor the wear as accurately as possible.

[0019] Preferably, it is further provided that the at least one indicator unit - when arranged in an aerodynamic element designed as a recess, it does not protrude beyond the surface of the tire, or - when arranged on or adjacent to a raised area, it does not project beyond the surface of the raised area. The respective indicator unit is therefore preferably identical in height to the respective aero-element, but can also be positioned lower, so that wear is only indicated from a certain degree of wear, for example, from half the wear of the respective aero-element.

[0020] Preferably, it is also intended that - the vortex flank in an embodiment of the respective aero element as a protrusion at a first flank angle relative to a normal which runs perpendicular to the surface of the tire adjacent to the vortex flank, protrudes from the surface of the tire and, viewed in the forward direction, is preferably a trailing flank of the respective aero element, and - In one embodiment of the respective aero-element, the vortex flank projects into the tire as a depression at the first flank angle relative to the normal running perpendicular to the surface, starting from the surface of the tire, and preferably forms a leading flank of the respective aero-element when viewed in the forward direction, wherein the first flank angle is preferably between 0° and 45°, particularly between 5° and 20°. In this way, effective vortex generation for the formation of laminar flow can be achieved.

[0021] Preferably, it is further provided that the aerodynamic elements within the respective surface band extend at least in the tread shoulder of the tread and / or in the sidewalls and / or in the bead areas, wherein the turbulence flank of the respective aerodynamic element extends at a second flank angle to the circumferential direction of the tire, wherein the second flank angle within the tread shoulder and / or within the sidewalls and / or within the bead areas is between 30° and 85°, preferably between 30° and 60°, in particular between 40° and 50°.

[0022] Aerodynamic elements designed in this way significantly improve the tire's properties, with the vortex flank being specifically angled relative to the circumferential direction in such a way that the vortex flanks not only generate a laminar flow. Simultaneously, the angling of the vortex flanks and the aerodynamic elements as a whole allows for the targeted axial outward channeling of air.

[0023] If the aerodynamic elements are not only located on the tread shoulder, the entire usable surface of the tire, especially in the sidewall and / or bead areas, can be used to generate laminar flow, thus further improving the overall aerodynamic properties. The indicator units also allow for targeted monitoring of the aerodynamic elements' condition at these locations.

[0024] In particular, it may be provided that - at least one aerodynamic element within the respective tread bands on the tire runs both within the tread shoulder and within the sidewall and / or within the tread center; and / or - at least one aerodynamic element runs within the respective surface bands on the tire both within the sidewall and within the bead area.

[0025] The position of the aerodynamic elements is therefore not limited to the tread shoulder, allowing a larger area of ​​the tire's surface to be utilized to achieve laminar flow. This results in a further aerodynamic improvement overall.

[0026] Preferably, it is further provided that the tread center extends axially from the tire zenith on both sides over a first tread arc length, and the two tread shoulders adjoining it axially each extend over a second tread arc length, wherein the first tread arc length and the second tread arc length together constitute the total tread arc length of the tread, wherein - the first tread arc length is between 20% and 45% of a nominal tire radius; and / or - the second tread arc length is between 60% and 85% of a nominal tire radius.

[0027] The center of the tread is generally the area of ​​the tire where it makes contact with the road surface and rolls, and which experiences the most wear during use. This area can be clearly defined by the corresponding tread arc length. The tread shoulder then forms the transition between the center of the tread and the tire's sidewall. The tread shoulder typically experiences little to no wear (during straight-line driving) or less wear (when cornering), making it a good location for aerodynamic elements.

[0028] Preferably, this demarcation of the different areas of the tread can also be defined by the fact that the tread center extends axially on both sides from the tire zenith within a first angular range, and the two tread shoulders adjoining it axially each extend within a second angular range, wherein the first angular range and the second angular range together constitute the total angular range, wherein - the first angle range between 10° and 35° is covered; and / or; - the second angle range between 10° and 50° is covered.

[0029] Accordingly, it is preferably provided that the total tread arc length is between 105% and 130% of a nominal tire radius; and / or that the total angular range covers between 20° and 85°, preferably between 30° and 75°, and most preferably between 50° and 60°. In this way, the extent of the entire tread can be selectively defined either by the arc length or the angular range.

[0030] Preferably, it is also intended that - in the event that all aerodynamic elements within the respective surface bands on the tire run exclusively in the tread shoulder, the area share of all aerodynamic elements on the tire is between 9% and 25% of a visible total area of ​​the tire, and / or the area share of all aerodynamic elements within a surface band is greater than 25% of the total area of ​​the respective surface band, and - in the event that the aerodynamic elements within the respective surface bands on the tire are not located, or not exclusively located, in the tread shoulder, for example in the center of the tread and / or in the sidewalls and / or in the bead areas, the area share of all aerodynamic elements on the tire is between 0.1% and 100% of the total visible area of ​​the tire and / or the area share of all aerodynamic elements within a surface band is greater than 5% of the total area of ​​the respective surface band.

[0031] In cases where the available surface area on the tire is smaller (only on the tread shoulder), a larger number of aerodynamic elements are specifically provided to increase the effectiveness or robustness of the laminar flow. If a larger surface area is available (including the sidewalls, bead areas, and center of the tread), the number of aerodynamic elements can be reduced depending on the tire's intended use. In such cases, laminar flow can be generated over a greater arc length on the tire, thus also increasing effectiveness. For example, the surface area of ​​all aerodynamic elements on the tire can be designed to be... - for tires designed for smooth surfaces, e.g. asphalt, a maximum of 25% of the total visible area of ​​the tire, - for tires designed for surfaces that are partly smooth and partly gravelly, a maximum of 40% of the total visible area of ​​the tire, and - for tires with a focus on off-road, greater than 35% of the total visible area of ​​the tire.

[0032] It is particularly intended that the aerodynamic elements designed as protrusions have an aerodynamic element height of between 0.1 mm and 8 mm, preferably between 1 mm and 6.5 mm, and / or The aerodynamic elements designed as recesses have an aerodynamic element depth of between 0.1 mm and 8 mm, preferably between 0.5 mm and 3.5 mm. wherein the aero element height and / or the aero element depth are preferably selected depending on a nominal tire width.

[0033] Depending on the tire design, and particularly the construction of the opposite sidewall, the height of the aerodynamic element may vary across the respective protrusion. For example, the top surface may be angled relative to the tire surface, especially sloping downwards in the forward direction of travel, to achieve optimized airflow. Additionally, the height of the aerodynamic element may decrease from protrusions located in the center of the tread towards the center of the tread. This ensures that sufficient rubber material is available in the center of the tread, which typically experiences greater wear.

[0034] Preferably, the depth of the aerodynamic element can also be varied across the respective recess, being at its maximum in the tire shoulder and decreasing towards the center of the tread and / or the sidewall. This allows for optimal utilization of the available material thickness in the respective areas of the tire, while still achieving sufficient aerodynamic optimization over a large area of ​​the tire.

[0035] Preferably, it is further provided that within a surface band, at least two aero-elements designed as protrusions and / or at least three aero-elements designed as depressions are arranged uniformly and repeatedly or periodically adjacent to each other in the circumferential direction and / or transversely to the circumferential direction. Adjacent elevations have different aeroelement heights, and adjacent depressions have different aeroelement depths, so that pockets form within the at least two elevations or within the at least three depressions. This pocket-like structure allows for the simple, localized generation of additional turbulence at periodic intervals to improve aerodynamic properties.

[0036] Preferably, the second flank angle of the vortex flank varies across the extent of the respective aerodynamic element, decreasing in particular with increasing distance from the tire zenith, resulting in a substantially curved profile of the respective aerodynamic element. Outside the tread center, the second flank angle remains between 30° and 85°, preferably between 30° and 60°, and particularly between 40° and 50°. Thus, a fixed second flank angle is not provided, but rather an angle that varies depending on the tire position. This allows, for example, compensation for different diameters from the tire zenith to the sidewall or core area, and ensures a horizontally "straight" vortex flank (at a protrusion or depression) in dynamic conditions, which offers further aerodynamic advantages.

[0037] Preferably, the aerodynamic elements are further provided to have a cross-sectional shape selected from the group consisting of: diamond shape, scale shape, square shape, rectangular shape, teardrop shape, elliptical shape, circular shape, wherein the cross-sectional shape of the respective aerodynamic element is preferably rotated relative to the circumferential direction in order to align the vortex flank at the second flank angle to the circumferential direction. Thus, a number of different shapes of the protrusions or indentations are possible in order to achieve different aerodynamic advantages depending on the design and application of the tire and also to take into account the other desired tire properties.

[0038] Preferably, the surface bands, which are axially symmetrical to each other on both sides of the tire zenith, are arranged circumferentially offset or rotated relative to each other on the tire. In this way, further tire properties can be taken into account in the design of the aerodynamic elements, while maintaining the symmetry of the surface bands themselves with respect to the tire zenith, in order to implement the aerodynamic effects identically on both sides of the tire zenith. The division of the respective uniformly and repeatingly arranged aerodynamic elements within the surface bands is thus retained in such a variant.

[0039] The drawings show: Fig. 1 a sectional view of a wheel arrangement; Fig. 2 a top view of a tire of the wheel arrangement according to Fig. 1 with aerodynamic elements distributed around the circumference, designed as elevations and depressions according to one embodiment; Fig. 2A, Fig. 2B Sectional views of an aerodynamic element designed as a recess; Fig. 2C a sectional view of aerodynamic elements designed as elevations; Fig. 3A a top view of a tire with aerodynamic elements designed only as a recess; Fig. 3B a schematic view of an aero element designed as a recess; Fig. 4A a top view of a tire with aerodynamic elements designed only as diamond-shaped protrusions; Fig. 4B a sectional view through pocket-shaped raised areas; Fig. 4C a top view of a tire with aerodynamic elements distributed around the circumference, designed as protrusions and depressions, according to a further embodiment Fig. 5A, Fig. 5B a top view and a sectional view of aero elements as elevations with a square shape; Fig. 5C a top view of aerodynamic elements as elevations with a triangular shape; Fig. 5D sectional views as well as a partial top view of aerodynamic elements as elevations with a scale-like shape; Fig. 5E Sectional views and a partial top view of aerodynamic elements as protrusions with a teardrop shape; Fig. 5F Sectional views and a partial top view of aerodynamic elements as elevations with an elliptical segment shape; Fig. 6A a sectional view through an indicator unit made of Fig. 3A; and Fig. 6B another embodiment of an indicator unit adjacent to or on an aeroelement designed as a protrusion.

[0040] Fig. Figure 1 shows a sectional view of a wheel assembly 1, in particular a wheel of a bicycle 2, preferably a racing bicycle, comprising a rim 3 and a tire 4 mounted thereon. The tire 4 has a circumferential tread 5, which is arranged radially rR above a circumferential carcass layer K with reinforcing elements (not shown). The carcass layer K extends radially below the tread 5 axially aR to both sides of a tire zenith Z over sidewalls 6 and radially rR to bead areas 7 of the tire 4, which are reinforced by circumferential bead cores, the carcass layer K generally enclosing the bead cores. The tire 4 is clamped and held on rim flanges 3a of the rim 3 via the bead areas 7. On average, such a tire 4 with the described tire components usually has a roughly round or oval shape.

[0041] The tread 5 is divided into a center 5M and, axially aR, into two tread shoulders 5S arranged symmetrically on the right and left sides. The center 5M is the annular area of ​​the tread 5 through which the tire zenith Z passes centrally and with which the inflated tire 4 rests on any surface (road, gravel, etc.) during operation and rolls circumferentially uR. The center 5M covers a first angular range 5a on both sides of the tire zenith Z, typically between 10° and 35° depending on the design and application. The adjoining tread shoulders 5S each cover a second angular range 5b between 10° and 50°.The tread 5 thus covers in cross-section to the right and left of the tire zenith Z a total angle range 5c (=5a+5b) of between 20 and 85°, preferably between 30 and 75°, particularly preferably between 50 and 60°.

[0042] The extent of the tread 5, with its center 5M and two shoulders 5S on each side of the tire zenith Z, can also be described by an outer total tread arc length B5c. The outer total tread arc length B5c represents the cross-sectional length of an outer surface 5d of the tread 5 on each side of the tire zenith Z. This total tread arc length B5c is subdivided into a first tread arc length B5a, which represents the cross-sectional length of the outer surface 5d in the region of the center 5M on each side of the tire zenith Z, and a second tread arc length B5b, which represents the cross-sectional length of the outer surface 5d in the region of the tire shoulder 5S on each side of the tire zenith Z, where B5c = B5a + B5b.

[0043] The tread 5 has a total tread arc length B5c on each side of the tire zenith Z, which preferably corresponds to between 105% and 130% of a nominal tire radius 4R measured at a tire equator 4E, or corresponds to twice this total tread arc length B5c specified for the respective side of the tire zenith Z, preferably between 105% and 130% of a nominal tire width 4B at the tire equator 4E. This allows the tread 5 to be separated from the adjoining sidewall 6 of the tire 4, with the outer surface 5d of the tread 5 transitioning into an outer surface 6a of the sidewall 6 via a sloping flank at between 105% and 130% of the nominal tire radius 4R or the nominal tire width 4B.

[0044] According to Fig. 1 and the top view in Fig. 2 It is provided that several aerodynamic elements 8 are arranged evenly distributed around the circumference both in the area of ​​the tread center 5M and in the area of ​​the tread shoulders 5S, which can be designed as protrusions E or as depressions V. According to the invention, aerodynamic elements 8 are elements or areas in the tire 4, each of which has a turbulence flank FV that is angled to a surface 4a of the tire 4, in Fig. 2 the outer side 5d of the tread 5, as well as angled to the circumferential direction uR. This means that the vortex flank FV, as in Fig. 2A, as exemplified, runs at a first flank angle α1 of between 0° and 45°, in particular between 5° and 20°, to a normal N that is adjacent to the turbulence flank FV and projects perpendicularly from the surface 4a of the tire 4 (outer side 5d of the tread 5). If the respective aero element 8 extends in addition to the tread 5 or instead of in the tread 5 in the sidewall 6 of the tire 4, as in Fig. As indicated in 1, the turbulence flank FV runs in a corresponding manner under the first flank angle α1 to a normal N on the outside 6a of the sidewall 6, which forms the surface 4a of the tire 4 in the area of ​​the sidewall 6.

[0045] Furthermore, the vortex flank FV runs at a second flank angle α2 (see Fig. 2) to the circumferential direction uR or to the tire zenith Z, wherein the second flank angle α2 is between 30° and 90°, preferably between 30° and 60°, and particularly between 40° and 50°. As explained later, the second flank angle α2 can also vary within an aero element 8, i.e., the respective aero element 8 does not run in a straight line.

[0046] Air flowing along the surface 4a of the tire 4 (against the forward direction LV) during rotation of the tire 4, or during forward travel (against the forward direction LV), is deflected near the surface by such a steeply angled vortex flank FV. The oncoming air then abruptly descends or drops over the steep vortex flank FV of the aerodynamic element 8, simultaneously creating near-surface vortices. Since the aerodynamic elements 8 are evenly distributed around the circumference of the tire 4, a laminar flow around the tire 4 can be generated by the near-surface vortices occurring around the circumference at sufficiently high rotational speeds of the tire 4, for example, 35 km / h and above. This laminar flow can improve the aerodynamic properties of the tire 4.

[0047] To generate such a steep vortex flank FV in the tire 4, the respective aero element 8 can be - formed by a depression V, i.e. the turbulence flank FV runs with the first flank angle α1 relative to the normal N from the surface 4a of the tire 4 into the tire 4 (e.g. Fig. 2A, Fig. 2B, Fig. 3A, Fig. 3B), or - formed by a protrusion E, i.e. the turbulence flank FV is set at the first flank angle α1 relative to the normal N from the surface 4a of the tire 4 (szB Fig. 2C). A raised area E and a depression V, or raised areas E of different heights, can also merge into one another or border each other, as explained in more detail below.

[0048] In order to create turbulence in the oncoming air when the tire 4 rotates in the forward direction LV or when driving forward, both at a raised area E and at a depression V, the turbulence flank FV - in the formation of the respective aeroelement 8 as a depression V a leading flank Ff of the respective aeroelement 8, and - in the formation of the respective aeroelement 8 as a protrusion E, a trailing flank Fn of the respective aeroelement 8.

[0049] "Leading" and "trailing" refer to the circumferential direction uR of the tire 4 in the forward direction LV and therefore indicate which of the flanks Ff, Fn of the aero element 8, which are angled to the circumferential direction uR, moves ahead (the leading flank Ff) and which moves behind (the trailing flank Fn). In addition to the turbulence flank FV, the respective aero element 8 can have different design configurations: If the aerodynamic element 8 is a depression V, the vortex flank FV can initially transition in the circumferential direction uR (opposite the forward direction LV) into a base surface 9, which forms a base of the depression V, with the base surface 9 running approximately parallel to the surface 4a of the tire 4. This is exemplified in Fig. 2A in a sectional view for one of the groove-like depressions V (section BB) from Fig. Figure 2 illustrates this. The base surface 9 then transitions in the circumferential direction uR (opposite the forward direction LV) into a counter-flank FG, which extends to the surface 4a of the tire 4. Thus, the counter-flank FG, the base surface 9, and the turbulence flank FV define a first gap 10a, which extends in the circumferential direction uR, i.e., between the counter-flank FG and the turbulence flank FV, over a specific recess circumference LUV. This recess circumference LUV can be, for example, between 5 mm and 15 mm, preferably 10 mm.

[0050] In preferred embodiments, the counter-flank FG is flatter than the turbulence flank FV and has a third flank angle α3 relative to the normal N, which projects perpendicularly from the surface 4a of the tire 4 adjacent to the counter-flank FG, preferably between 10° and 75°, and more particularly between 40° and 70°, where preferably α3 > α1. Such a counter-flank FG, which is not too steeply angled, can, for example, ensure that the already turbulent air is gently guided to the surface 4a during forward travel. Furthermore, stones trapped in the aero-element 8 can be more easily dislodged. In principle, at least in some aero-elements 8, depending on the application focus, a third flank angle α3 of up to 0° can also be provided, so that the counter-flank FG is oriented perpendicular to the surface 4a.

[0051] According to the sectional view in Fig. 2B (Cut AA from Fig. 2) Alternatively, for an aeroelement 8 designed as a recess V, a design may be provided in which the vortex flank FV in the circumferential direction uR (opposite the forward direction LV) transitions directly into the opposite flank FG, whose third flank angle α3 relative to the normal N is then even larger than in a variant with an existing base area 9 (see Fig. 2A), i.e. α3>>α1. Since the base area 9 is omitted, the opposite flank FG can be the same with the same depression perimeter length LUV as in the design according to Fig. 2A will have a correspondingly shallower slope.

[0052] This depression V, forming a second space 10b, is defined in this area of ​​the aeroelement 8 solely by the opposing flank FG and the vortex flank FV. The second space 10b is essentially triangular in cross-section (possibly with rounded edges), while the first space 10a is as shown in Fig. 2A shows a trapezoidal shape in section (possibly with rounded edges). A triangular shape of the depression V can, for example, be found in the center 5M of the tread 5, while a trapezoidal or similar shape is preferably found at least in the tread shoulders 4S and / or also in the side wall 6.

[0053] As in Fig. As shown in 3A, the respective aeroelement 8, which is designed as a groove-like depression V, runs without interruption between a first end Va and a second end Vb with at least one of these cross-sectional paths. Fig. 2A or Fig. 2B, where the vortex flank FV is angled at the second flank angle α2 to the circumferential direction uR, and the counter flank FG at a fourth flank angle α4. Accordingly, at least the counter flank FG and the vortex flank FV, and possibly also the base surface 9, extend continuously between the first end Va and the second end Vb of the depression V, so that a groove-like or channel-like depression V is formed. The depression arc length BV (extent of the depression V perpendicular to the circumferential direction uR) between the two ends Va, Vb of the depression V can vary as follows, depending on the design and construction of the tire 4: Thus, the first end Va of the depression V can, for example, be in the center of the tread 5M of the tread 5, as in Fig. 2 and Fig. 3A, shown at the tire zenith Z, the first end Va of the depression V lies at the center of the tread 5M, while the second end Vb of the depression V lies in the tread shoulder 5S of the tread 5. In embodiments not shown, the second end Vb of the depression V can also lie in the sidewall 6 or in the bead area 7. According to further embodiments not shown, the first end Va of the depression V can lie in the center of the tread 5M but at a distance from the tire zenith Z, and the second end Vb of the depression V can lie in the tread shoulder 5S, on the sidewall 6, or in the bead area 7. Furthermore, the first end Va of the depression V can lie in the tread shoulder 5S, and the second end Vb of the depression V can also lie in the tread shoulder 5S, on the sidewall 6, or in the bead area 7. Finally, the first end Va of the depression V can lie on the sidewall 6, and the second end Vb of the depression V can also lie on the sidewall 6 or in the bead area 7.

[0054] The recess arc length BV is then determined in the respective embodiments by the longitudinal extent of the respective recess V (in its direction of expansion) and the second and fourth flank angles α2, α4. The groove-like or channel-like recess V then preferably extends without interruption over this recess arc length BV between the two ends Va, Vb. These described embodiments are preferably provided for all types of recesses V, and this can also be applied to the position and course of aerodynamic elements 8 as elevations E, as will be explained later.

[0055] Accordingly, a variable course of the aero elements 8, designed as channel-like depressions V, is possible overall, with the aero elements 8 as in Fig. Figure 1 shows an example of how the aerodynamic elements extend on both sides of the tire zenith Z within defined surface bands 8.i, i = 1, 2,..., wherein the respective surface bands 8.i completely encircle the tire 4 in the circumferential direction uR. A first surface band 8.1, as shown by way of example, is located axially aR to the right of the tire zenith Z, and a second surface band 8.2, as shown by way of example, is located axially aR to the left of the tire zenith Z, and run symmetrically to the tire zenith Z. In a further third surface band 8.3 and a fourth surface band 8.4 opposite in the axial direction aR, aerodynamic elements 8, designed as protrusions E, also extend on the sidewalls 6.

[0056] Accordingly, two surface bands 8.i with the same type of aerodynamic elements 8 (protrusions E and / or depressions V) are always arranged symmetrically to the tire zenith Z, wherein the aerodynamic elements 8.i within the symmetrically arranged surface bands 8.i can run with the same spacing but offset from each other in the circumferential direction uR. Furthermore, it is provided that preferably only one surface band 8.i with the same type and arrangement of aerodynamic elements 8, but at most two surface bands 8.i adjacent to each other perpendicular to the circumferential direction, each with the same type and arrangement of aerodynamic elements 8, run along each tire side.

[0057] Each surface band 8.i has a surface band arc length B8.i, which is determined by the longitudinal extent of the channel-like depressions V within the respective surface band 8.i or by the longitudinal extent of the respective elevations E within the respective surface band 8.i on the respective side of the tire zenith Z. Accordingly, the surface bands 8.i with the respective aerodynamic elements 8 (V; E) can, depending on the design, run continuously in the tread 5 and / or in the sidewalls 6 and / or in the bead areas 7 of the tire 4. Depending on the design, this results in a surface band arc length B8.i of between 100% and 0.1% of a tire arc length B4, which is measured in the cross-section of the tire 4 along its surface 4a between the tire zenith Z and the respective bead area 7.

[0058] If the depressions V on the respective side of the tire zenith Z within a surface band 8.i are offset from each other perpendicular to the circumferential direction uR, the outermost and innermost ends Va and Vb, respectively, define the respective surface band 8.i and therefore its arc length B8.i. However, if the depressions V are uniformly distributed in the circumferential direction uR and arranged without offset within such a surface band 8.i, as for example in Fig. 3A, so the surface band arc length B8.i is identical to the depression arc length BV.

[0059] As already described, the vortex flank FV runs at the second flank angle α2 to the circumferential direction uR (cf. Fig. 2 and Fig. 3A). The turbulence flank FV can, for example, run in a straight line, as shown, i.e., the second flank angle α2 remains constant within the respective depression V over the entire depression arc length BV, or it can be curved, i.e., the second flank angle α2 varies over the depression arc length BV. For example, the second flank angle α2 can decrease with increasing distance from the tire zenith Z, starting, for example, from between 90° and 60°, in particular 75°, at or adjacent to the tire zenith Z at the first end Va of the depression V, up to a second flank angle α2 of, for example, 30°, preferably 45°, in the tread shoulder 5S or in the sidewall 6 or in the bead area 7 or at the second end Vb of the depression V, as schematically shown in Fig. 3B is shown.

[0060] This allows, for example, the different diameters of the tire 4 between the first end Va and the second end Vb to be compensated for via the groove arc length BV, resulting in a horizontally approximately "straight" groove V in the dynamic state, which can yield further aerodynamic advantages. Furthermore, it is provided that the second flank angle α2 outside the tread center 5M lies between 30° and 85°, preferably between 30° and 60°, and particularly between 40° and 50°. This arrangement of the aero elements 8 differs from the arrangement of a conventional tread pattern, which typically has tread edge angles of between 10° and 20° to the circumferential direction uR outside the tread center 5M to optimize grip during cornering.In contrast, the larger angles used in the present invention have a particular aerodynamic benefit outside the center of the tread 5M and are therefore used for aerodynamic optimization.

[0061] The respective aerodynamic element 8, when designed as a recess V, can have an aerodynamic element depth T8 (starting from the surface 4a of the tire 4) that varies not only in the circumferential direction uR over the recess circumference length LUV (cf. angled flanks FG, FV), but also between the two ends Va, Vb over the recess arc length BV. This variation of the aerodynamic element depth T8 over the recess arc length BV can be achieved, for example, by changing the aerodynamic element depth T8 above the base surface 9 over the recess arc length BV, i.e., the opposing flank FG and / or the vortex flank FV also change their height (or depth) over the recess arc length BV.

[0062] Such a depth variation across the recess arc length BV can, for example, be designed such that the aero-element 8, formed as a recess V, extends to the tire zenith Z or at least into the tread 5, and has a greater (deeper) aero-element depth T8 at its first end Va, which is closer to the tire zenith Z, than at its second end Vb, which is further away from the tire zenith Z. This is particularly advantageous when the recess V extends into the sidewall 6 and possibly to the bead areas 7, since there is generally more material available for a recess V in the tread 5 than in the sidewall 6 and the bead areas 7, as is also the case in Fig. 1 is evident.

[0063] Preferably, the aerodynamic element depth T8 can be configured to have a maximum value T8Max of 8 mm, preferably 3.5 mm, and particularly 2 mm, depending on the tire construction, especially the nominal tire width 4B, and depending on the application, for example in the tread center 5M or in the tread shoulder 5S. Starting from this maximum value T8Max, the aerodynamic element depth T8 can then decrease, as described, at least over a portion of the groove arc length BV to a minimum value T8Min of, for example, 0.1 mm, and particularly 0.5 mm in the respective sidewall 6 or bead area 7. If the tread 5 has more material in the tread shoulder 5S than in the tread center 5M, as also described in Fig. As shown in Figure 1, the aeroelement depth T8 can instead also assume the maximum value T8Max in the tread shoulder 5S and from there decrease towards the tread center 5M and, if running towards that point, towards the side wall 6.

[0064] According to a further embodiment, the recess V in the area of ​​the tread center 5M, insofar as it extends to that point, has a reduced aero-element depth T8red, for example by selectively forming the second gap 10b as shown in the sectional view in Fig. 2B. The two different cutting paths are shown in the Fig. 2A and Fig. 2B combined within the same channel-like depression V, as also in Fig. Figure 2 illustrates this. To compensate for the height difference between the two spaces 10a and 10b, a transition flank 11 is provided. Starting from the base 9, this flank runs upwards or outwards between the opposite flank FG and the vortex flank FV of the first space 10a, approximately perpendicular or slightly angled to the base 9. The transition flank 11 merges into, or terminates at, an upper edge 11a of the opposite flank FG of the second space 10b.

[0065] This reduced aerodynamic element depth T8red in the area of ​​the tire zenith Z or the tread center 5M provides more rubber material in this area, thus optimizing abrasion resistance, service life, and noise reduction. Extending axially from the transition edge 11 aR outwards, the aerodynamic element depth T8 can remain constant or change as described above. However, a constant aerodynamic element depth T8 is also possible over the entire arc length BV of the recess V, or at least over a portion of the arc length BV.

[0066] Is the aeroelement 8 a protrusion E, as in Fig. 2C in a section view (section CC from Fig. 2) As shown, the vortex flank FV, which projects from the surface 4a at the first flank angle α1 in the circumferential direction uR (in the forward direction LV if there is a protrusion E), first transitions into a cover surface 13 that covers the protrusion E upwards at a specific aero-element height H8. The cover surface 13 preferably extends at a slight angle β to the surface 4a of the tire 4 in order to improve the aerodynamic properties of the tire 4. The surface angle β is, for example, between 70° and 90° to the normal N on the surface 4a of the tire 4.

[0067] As in Fig. 2 and Fig. As shown in a top view in Figure 4A, such a protrusion E can, for example, have a diamond-shaped cover surface 13, so that a cleat-like protrusion E is formed with the vortex flank FV as the trailing flank Fn and a counter flank FG opposite in the circumferential direction uR as the leading flank Ff. The vortex flank FV and the counter flank FG have an identical first edge length LK1, which can be, for example, between 0.5 mm and 6 mm, preferably between 1 mm and 3 mm.

[0068] The opposite flank FG runs at the third flank angle α3 relative to the normal N on the surface 4a of the tire 4 at least up to the surface 4a of the tire 4, as shown in Fig. Figure 2C illustrates this. The third flank angle α3 can, for example, be between 10° and 75°, particularly between 40° and 70°, when aerodynamically optimizing the tire 4, whereby α3 preferably also > α1 applies to the projections E. If the tire 4 is also to be optimized for grip, a third flank angle α3 of, for example, between 0° and 45°, particularly between 0° and 20°, can be selected for at least some of the aerodynamic elements 8 designed as projections E, so that this counter-flank FG, which also acts as an active braking edge and possibly a steering edge, can contribute to a braking effect or to improved grip during braking and, if applicable, steering.

[0069] For at least some of the aerodynamic elements 8 designed as diamond-shaped elevations E, especially for those in the center of the tread 5M, it is also possible that the elevation E does not have a cover surface 13, but that the vortex flank FV transitions directly into the then very flat counter-flank FG (comparable to the design of the approximately triangular cross-section depression V according to Fig. 2B). In this case, the grip provided by this aero element 8 is reduced, but there is an additional improvement in the aerodynamic properties of the tire 4.

[0070] In this embodiment of the protrusion E with a diamond-shaped top surface 13, the aero element height H8 is preferably between 0.1 mm and 8 mm, preferably between 1 mm and 6.5 mm, wherein the aero element height H8 at the higher turbulence flank FV is, for example, between 1 mm and 8 mm, preferably between 2.5 mm and 6.5 mm, and at the lower opposite flank FG between 0.1 mm and 4 mm, preferably between 1 mm and 3.5 mm. The aero element height H8 can also vary depending on the tire construction, in particular a nominal tire width 4B, and the application.

[0071] The turbulence flank FV runs at the second flank angle α2 relative to the circumferential direction uR, and the opposing flank FG at a fourth flank angle α4 relative to the circumferential direction uR, wherein the two flank angles α2 and α4 are identical in this embodiment as a rhombus and preferably between 30° and 90°, more preferably between 30° and 60°, and particularly between 40° and 50°. In this embodiment with aerodynamic elements 8 designed as protrusions E, it is also preferably provided that the second flank angle α2 lies outside the center of the tread 5M between 30° and 85°, more preferably between 30° and 60°, and particularly between 40° and 50°. This means that the arrangement of the aero elements 8 differs from the arrangement of a conventional tread pattern, which outside the center of the tread 5M usually has angles of the profile edges of between 10° and 20° to the circumferential direction uR in order to optimize grip when cornering.In contrast, the larger angles used in the present invention have a particular aerodynamic benefit outside the center of the tread 5M and are therefore also used for aerodynamic optimization at the elevations E.

[0072] Between the vortex flank FV and the counter-flank FG, a first side flank 14a, pointing towards the tire zenith Z, and a second side flank 14b, pointing away from the tire zenith Z, run parallel to each other. The first and second side flanks 14a, 14b each have an identical second edge length LK2, which is, for example, between 1 mm and 10 mm, preferably between 2 mm and 6 mm. Both side flanks 14a, 14b run at a fifth flank angle α5 of preferably a maximum of 30° relative to the circumferential direction uR. This angle allows the oncoming air to be at least partially deflected laterally along these side flanks 14a, 14b, thus improving the aerodynamics.

[0073] Furthermore, depending on the size of this fifth flank angle α5, the first and second side flanks 14a, 14b form an active or a passive steering and braking edge on the respective elevation E, which absorb the longitudinal or lateral forces during steering or braking (active) or support the respective elevation E (passive), so that the grip of the tire 4 is also increased during cornering.

[0074] In preferred embodiments, it is provided that several such rhombic protrusions E, arranged at least perpendicular to the circumferential direction uR and optionally also in the circumferential direction uR (then in several rows R; R1, R2) adjacent to one another on the tire 4, form an aero-element arrangement 80 with an arrangement circumference length LU80 (in the circumferential direction uR) and an arrangement arc length B80 (perpendicular to the circumferential direction uR), as shown in Fig. Figure 4A shows the aero-elements 8 or rhombus-shaped protrusions E. Within the aero-element arrangement 80, the aero-elements are arranged at least perpendicular to the circumferential direction uR and, if necessary, also in the circumferential direction uR, at a distance A8 from each other, which may vary in the respective directions. They may also be arranged shifted or offset from each other in the circumferential direction uR such that the aero-element arrangement 80 runs at a specific arrangement angle γ to the circumferential direction uR, for example, at an arrangement angle γ of between 30° and 50°, preferably 45°. According to this embodiment, this arrangement angle γ corresponds to the second or fourth flank angle α2, α4, so that the aerodynamic optimization described above can also be achieved by the arrangement of the aero-element arrangements 80 on the tire 4.

[0075] Within such an aeroelement arrangement 80, the first and second side flanks 14a, 14b of adjacent rhombic protrusions E preferably run approximately parallel to each other to enable optimized airflow between them. The turbulence flank FV and the counter-flank FG of adjacent rhombic protrusions E also run parallel to each other. The aeroelement spacing A8 perpendicular to the circumferential direction uR can, for example, be between 0.4 mm and three times the first edge length LK1, and the aeroelement spacing A8 in the circumferential direction uR can, for example, be between 0.4 mm and three times the second edge length LK2.

[0076] Within such an aero-element arrangement 80, the fifth flank angle α5 of the two side flanks 14a, 14b can increase with increasing distance of the respective projection E from the tire zenith Z, and the second and fourth flank angles α2, α4 of the respective projection E can decrease with increasing distance from the tire zenith Z. For aerodynamic optimization, it is then preferably the case that the second flank angle α2 outside the tread center 5M lies between 30° and 85°, preferably between 30° and 60°, and in particular between 40° and 50°. The diamond-shaped projections E thus rotate counterclockwise around their center point in the top surface 13 with increasing distance from the tire zenith Z in the orientation shown.This additionally leads to the arrangement angle γ of the aeroelement arrangement 80 varying with increasing distance to the tire zenith Z, and in particular also decreasing, so that a curved profile is present, comparable to the curved profile of the recess V in . Fig. 3B. At the same time, with this design of the elevation E in diamond shape, the aeroelement height H8 can also decrease with increasing distance of the respective elevation E from the tire zenith Z.

[0077] Such diamond-shaped elevations E can be distributed individually or in the aforementioned aero-element arrangements 80 evenly around the entire circumference of the tire 4 within a single surface band 8.i or preferably within a maximum of two surface bands 8.i per tire side, whereby they can be positioned on the tread 5 in the tread shoulders 5S and / or also in the tread center 5M up to the tire zenith Z, and / or on the sidewalls 6 up to the bead areas 7. Thus, a variable orientation of the diamond-shaped elevations E is possible, wherein the elevations E (individually or in the aforementioned aero-element arrangements 80) are also arranged on both sides of the tire zenith Z within the surface bands 8.i that extend symmetrically to the tire zenith Z in the circumferential direction uR and which extend over a specific surface band arc length B8.i. The surface band arc length B8.i of the respective surface band 8.The angle of the surface band 8.i, perpendicular to the circumferential direction uR, is determined by the arrangement of the sidewalls 14a, 14b, the counter-sidewall FG, and the turbulence sidewall FV of the rhomboid-shaped projections E located axially outside or inside the respective surface band 8.i on the respective side of the tire zenith Z. Accordingly, the surface bands 8.i with the projections E can, depending on the design, run in the tread 5 and / or in the sidewalls 6 and / or in the bead areas 7 of the tire 4. Depending on the design, the arc length B8.i of the surface bands 8.i is thus between 100% and 0.1% of the tire arc length B4, which is measured in the cross-section of the tire 4 between the tire zenith Z and the respective bead area 7.

[0078] Within the respective aeroelement arrangement 80, aeroelements 8, which are designed as rhombus-shaped elevations E, can also be combined with aeroelements 8, which are designed as channel-like depressions V, as in Fig. 2 and on average in Fig. 2C is shown. According to the illustrated embodiment, a channel-like depression V can run directly between rhomboid-shaped elevations E adjacent in the circumferential direction uR, i.e., the opposite flank FG of the rhomboid-shaped elevation E transitions directly into the opposite flank FG of the depression V in the circumferential direction uR, and the turbulence flank FV of the depression V, which follows directly or via the base surface 9 in the circumferential direction uR, transitions into the turbulence flank FV of the rhomboid-shaped elevation E.

[0079] Within the aeroelement arrangement 80, diamond-shaped protrusions E (first row R1 and third row R3) and at least one channel-like depression V (second row R2) alternate in the circumferential direction uR in three rows R. Several such aeroelement arrangements 80 are in turn evenly distributed in the circumferential direction uR within a surface band 8.i. Since the protrusions E within a row R run perpendicular to the circumferential direction uR at a specific aeroelement spacing A8 from each other, the depression V of the row R adjacent in the circumferential direction uR of the aeroelement arrangement 80, which runs continuously in the opposite direction, is in intermediate regions Vz (see figure 8). Fig. 2) not surrounded by protrusions E in the circumferential direction uR. The intermediate areas Vz therefore correspond to the length of the aero-element spacing A8 perpendicular to the circumferential direction uR. This allows the (turbulent) air to be guided continuously between the first and second side flanks 14a, 14b of adjacent protrusions E along the surface 4a in the circumferential direction uR around the tire 4, without the rotation of the tire 4 having too great an influence on it.

[0080] Alternatively, it can also be provided that within the respective aeroelement arrangement 80, aeroelements 8, each designed as rhombus-shaped elevations E, with different aeroelement heights H8 are arranged in several rows R, as shown in the sectional view according to Fig. Figure 4B shows three elevations E in cross-section. In a first row R1, elevations E with a first aeroelement height H81 of the surface 13 are arranged, and adjacent to these in the circumferential direction uR, in a second row R2, elevations E with a second aeroelement height H82 of the surface 13, which is less than the first aeroelement height H81, are arranged. Adjoining these in the circumferential direction uR, in a third row R3, elevations E with a third aeroelement height H83 of the surface 13, which corresponds, for example, to the first aeroelement height H81, but is at least greater than the second aeroelement height H82. In this way, the middle, second row R2 forms a kind of pocket 20 between the vortex flank FV of the elevation E in the third row R3 and the opposite flank FG of the elevation E in the first row R1.In this pocket 20, the air can be effectively swirled after it has flowed over the swirl flank FV of the elevation E in the third row R3.

[0081] According to Fig. Figure 4C shows an alternative embodiment in which two aeroelement arrangements 80 are arranged side by side in the circumferential direction uR within a surface band 8.i, wherein one of the aeroelement arrangements 80 is formed only by a recess V (as shown, only single-row) and the adjacent aeroelement arrangement 80 has only protrusions E (single-row (as shown) or multi-row) which are rhombus-shaped and have a larger second edge length LK2 than in Fig. 4A. These aero-element arrangements 80 alternate continuously and uniformly within a surface band 8.i in the circumferential direction uR over the entire tire circumference. Fig. 2 represents an alternative to this, with a combination of overlapping elevations E and depressions V in several rows R within one of the aeroelement arrangements 80.

[0082] In the depicted versions ( Fig. 2, Fig. 4A, Fig. 4B, Fig. 4C) are the first and second flank angles α1, α2 of the respective turbulence flanks FV, ​​the third and fourth flank angles α3, α4 of the counter flank FG and the fifth flank angle α5 of the respective side flanks 14a, 14b and consequently also the arrangement angles γ of the adjacent aero element arrangements 80 are adjusted to each other accordingly in order to achieve uniform and adapted turbulence and optimized airflow over the entire aerodynamically optimized area of ​​the tire 4.

[0083] According to Fig. 5A (top view) and Fig. In section 5B (cut view), the raised section E can have a square shape instead of a diamond shape, in which the vortex flank FV, the counter-flank FG, and the two side flanks 14a, 14b are perpendicular to each other and each has an identical edge length LK, which is, for example, between 0.5 mm and 6 mm, preferably between 1 mm and 3 mm. The top surface 13 is therefore also square and, depending on the design, can be inclined at the surface angle β. In this design as well, the vortex flank FV ensures that the oncoming air is swirled in the forward direction LV to minimize drag and thus optimize the aerodynamic properties of the tire 4. The second side flank 14b, which points away from the tire zenith Z, can also provide additional vortex generation depending on its angle relative to the surface 4a of the tire 1.

[0084] In this square embodiment, for example, the first and second side flanks 14a, 14b of the respective projection E can be arranged at a fifth flank angle α5 to the circumferential direction uR, which is preferably between 30° and 60°, preferably 45°, in order to at least partially divert the air laterally. The turbulence flank FV and the counter-flank FG run perpendicular to this at the second and fourth flank angles α2, α4 to the circumferential direction uR, respectively, which are also preferably between 30° and 60°, preferably 45°.

[0085] In this embodiment, the first flank angle α1 of the turbulence flank FV and the third flank angle α3 of the opposing flank FG of the respective square protrusion E, located circumferentially uR, are preferably between 0° and 45°, more preferably between 5° and 20°, relative to the normal N, when the tire 4 is oriented for grip optimization. This allows the opposing flank FG to act as an active steering and braking edge, contributing to improved steering and braking performance, as well as improved grip. Depending on whether the tire 4 is optimized primarily for grip or aerodynamics, the third flank angle α3 can also be shallower. For example, in an aerodynamically optimized tire 4, the third flank angle α3 may be between 10° and 75°, particularly between 40° and 70°, where α3 preferably > α1.

[0086] Several such square elevations E can be arranged in an aeroelement arrangement 80 alone or in combination with a depression V (cf. Fig. 2, Fig. 2C and Fig. 4C (with a diamond shape), 5A) or a protrusion E of another shape (not shown) are spaced apart from each other in one or more rows R in the circumferential direction uR or perpendicular to the circumferential direction uR, e.g. with an arrangement angle γ of, for example, between 90° and 45°. Several of these aero-element arrangements 80 are also evenly distributed in the circumferential direction uR within a surface band 8.i over the entire tire circumference.

[0087] In this embodiment, it can also be provided that at least three square protrusions E spaced apart from each other in the circumferential direction uR, with different aeroelement heights H81, H82, form a kind of pocket 20 (see cross-section from Fig. 5B) is designed to ensure optimized turbulence. The variation of the respective flank angles and the aero element height H8, which is preferably between 0.5 mm and 6 mm, preferably between 1 mm and 3 mm, can also vary with increasing distance of the respective elevation E from the tire zenith Z, as with the diamond-shaped elevation E. Preferably, however, the second flank angle α2 outside the tread center 5M is always between 30° and 60°, particularly between 40° and 50°, to achieve aerodynamic optimization.

[0088] Such square-shaped elevations E can also be distributed individually or in the aforementioned aero-element arrangements 80 evenly around the entire circumference of the tire 4 within a single surface band 8.i or preferably within a maximum of two surface bands 8.i per tire side, whereby positioning on the tread 5 in the tread shoulders 5S and / or also in the tread center 5M up to the tire zenith Z, and / or on the sidewalls 6 up to the bead areas 7 is possible. Thus, a variable arrangement of the square-shaped elevations E is possible, wherein the elevations E (individually or in the aforementioned aero-element arrangements 80) are also arranged on both sides of the tire zenith Z within the surface bands 8.i which extend symmetrically to the tire zenith Z in the circumferential direction uR and which extend over a specific surface band arc length B8.i. The surface band arc length B8.The arc length of the respective surface band 8.i, perpendicular to the circumferential direction uR, is determined by the arrangement of the side flanks 14a, 14b, the counter flank FG, and the turbulence flank FV of the square projections E located axially outside or inside the respective surface band 8.i on the respective side of the tire zenith Z. Accordingly, the surface bands 8.i with the projections E can, depending on the design, run in the tread 5 and / or in the sidewalls 6 and / or in the bead areas 7 of the tire 4. Depending on the design, this results in a surface band arc length B8.i of between 100% and 0.1% of the tire arc length B4, which is measured in cross-section between the tire zenith Z and the respective bead area 7.

[0089] Furthermore, other quadrilateral shapes can also be provided for the elevation E, for example, a rectangular shape, i.e., with different edge lengths LK compared to a square version of the elevations E. A channel-like elevation E in the form of a rectangle can also be provided, which is then inverted in the direction perpendicular to the surface 4a compared to the described channel-like depression V (cf. Fig. 3A) and may also exhibit correspondingly comparable height profiles, flank profiles and orientations relative to the circumferential direction uR.

[0090] According to Fig. 5C, the elevation E can also have a triangular shape, preferably as an isosceles triangle, wherein this triangular elevation E has an aeroelement height H8 of between 0.5 mm and 6 mm, preferably between 1 mm and 3 mm, wherein the aeroelement height H8 can vary with increasing distance from the tire zenith Z, and in particular can decrease. Such a triangular elevation E has the vortex flank FV and the first and second side flanks 14a, 14b, which both act as counter-flanks FG, wherein the vortex flank FV and the two side flanks 14a, 14b, which define a triangular top surface 13 (optionally at the surface angle β), each have an identical edge length LK. The edge length LK can, for example, be between 0.5 mm and 6 mm, preferably between 1 mm and 3 mm.

[0091] Several such triangular elevations E can be arranged in an aeroelement arrangement 80 alone or in combination with a depression V (cf. Fig. 2, Fig. 2C and Fig. 4C (with a diamond shape), 5A (with a square shape), or a differently shaped protrusion E in one or more rows R spaced apart from each other in the circumferential direction uR or perpendicular to the circumferential direction uR. The aeroelement arrangement 80 can run at a specific arrangement angle γ to the circumferential direction uR, for example between 90° and 45°, and can also vary with increasing distance from the tire zenith Z, in particular becoming smaller. Several of these aeroelement arrangements 80 are evenly distributed in the circumferential direction uR within a surface band 8.i over the entire tire circumference.

[0092] Within a series R of the aeroelement arrangement 80, as in the embodiment according to Fig. As shown in Figure 5C, adjacent triangular protrusions E are rotated 180° relative to each other, with only every second protrusion E then having a turbulence flank FV that can effectively contribute to turbulence in the oncoming airflow. Depending on its angle relative to the surface 4a of the tire 4, the third side flank 14c of each intervening triangular protrusion E then serves, for example, as an additional braking edge to achieve a grip-enhancing effect.

[0093] The turbulence flank FV of the respective triangular projection E runs at the first flank angle α1 of preferably between 0° and 45°, preferably between 5° and 20°, relative to the normal N on the surface 4a of the tire 4, in order to provide sufficient steepness for turbulence of the air. The first and second side flanks 14a, 14b (and optionally also the third side flank 14c of the projection E rotated by 180°), acting as counter flanks FG, can, in a grip-optimized design of the tire 4, run at the third flank angle α3 of also between 0° and 45°, preferably between 5° and 20°, in order to contribute optimally to handling, for example, as active steering and braking flanks.To achieve a more aerodynamic optimization, the third flank angles α3 of the flanks not designed as vortex flanks FV can also be shallower, with the third flank angle α3 in an aerodynamic optimization of the tire 4 being, for example, between 10° and 75°, particularly between 40° and 70°, where α3 preferably > α1. Furthermore, the pocket-shaped design (cf. . Fig. 4B, Fig. 5B) with triangular protrusions E of different aeroelement height H8 are transferred to this triangular design.

[0094] Such triangular protrusions E can also be distributed individually or in the aforementioned aero-element arrangements 80 evenly around the entire circumference of the tire 4 within a single surface band 8.i or preferably within a maximum of two surface bands 8.i per tire side, whereby positioning on the tread 5 in the tread shoulders 5S and / or also in the tread center 5M up to the tire zenith Z, and / or on the sidewalls 6 up to the bead areas 7 is possible. Thus, a variable arrangement of the triangular protrusions E is possible, wherein the protrusions E (individually or in the aforementioned aero-element arrangements 80) are also arranged on both sides of the tire zenith Z within the surface bands 8.i which extend symmetrically to the tire zenith Z in the circumferential direction uR and which extend over a specific surface band arc length B8.i. The surface band arc length B8.i of the respective surface band 8.The arc length i perpendicular to the circumferential direction uR is determined by the arrangement of the side flanks 14a, 14b or counter flanks FG and the turbulence flank FV of the triangular projections E located axially outside or inside the respective surface band 8.i on the respective side of the tire zenith Z. Accordingly, the surface bands 8.i with the projections E can, depending on the design, run in the tread 5 and / or in the sidewalls 6 and / or in the bead areas 7 of the tire 4. Depending on the design, this results in a surface band arc length B8.i of between 100% and 0.1% of the tire arc length B4, which is measured in cross-section between the tire zenith Z and the respective bead area 7.

[0095] In the Fig. 5D, Fig. 5E and Fig. 5F shows further possible designs of the elevations E, to which the above statements on the rhomboid, square, rectangular and triangular elevations E are analogously applicable, in particular the angle relative to the normal N on the surface 4a, if the respective flanks are designed as steering and / or braking edges in a grip-optimized design or are flatter in an aerodynamic optimization (preferably with α3>α1).

[0096] According to this, Fig. 5D a raised area E in a scale-like shape, according to Fig. 5E a protrusion E with a teardrop shape and in Fig. Fig. 5F a protrusion E in the form of an ellipsoid segment or a sphere segment is provided, which, according to the preceding descriptions, can be distributed individually or in an aero-element arrangement 80 in one or more rows R evenly over the entire circumference of the tire 4, wherein positioning on the tread 5 in the tread shoulders 5S and / or also in the tread center 5M up to the tire zenith Z, and / or on the sidewalls 6 up to the bead areas 7 can take place.

[0097] A variable orientation of the respective aerodynamic elements 8, designed as protrusions E, is therefore possible. In this design, the protrusions E are also arranged on both sides of the tire zenith Z within the surface bands 8.i (one or two per tire side) that run symmetrically to the tire zenith Z in the circumferential direction uR and extend over a specific surface band arc length B8.i. The surface band arc length B8.i of the respective surface band 8.i, perpendicular to the circumferential direction uR, is determined by the extent of the respective protrusions E on the respective side of the tire zenith Z. Accordingly, depending on the design, the surface bands 8.i with the protrusions E can run in the tread 5 and / or in the sidewalls 6 and / or in the bead areas 7 of the tire 4. Depending on the design, the surface band arc length B8.i of the surface bands 8.i thus ranges from 100% to 0.1% of the tire arc length B4, which is measured in cross-section between the tire zenith Z and the respective bead area 7.

[0098] According to Fig. In section 5D, the opposite flank FG of the scale-like projection E, which points in the forward direction LV, has a rounded shape in plan view with a radius 25 of between 1 mm and 10 mm. The opposite flank FG transitions on its upper side into the scale-like cover surface 13, which may optionally be inclined or rounded at the surface angle β. Subsequently, in the circumferential direction uR, follows the vortex flank FV, which is preferably straight and has an edge length LK that preferably corresponds to 1.5 to 2 times the radius 25 of the opposite flank FV.

[0099] In a grip-optimized design, the rounded counter-side FG also acts as a steering or braking edge and can be angled accordingly relative to the normal N on the surface 4a, in this case with a correspondingly rounded profile that transitions directly into the top surface 13. In a grip-optimized design, the counter-side FG projects, for example, at a third sidewall angle α3 of preferably between 0° and 45°, more preferably between 5° and 20°, relative to the normal N on the surface 4a of the tire 4. The rounded shape simultaneously enables effective airflow around the rounded counter-side FG, further improving aerodynamics. In an aerodynamically optimized design, the third sidewall angle α3 is, for example, between 10° and 75°, particularly between 40° and 70°, where α3 preferably > α1.

[0100] The straight vortex flank FV runs at the second flank angle α2 of preferably between 30° and 90°, preferably between 30° and 60°, to the circumferential direction uR. This means the scale can also be rotated relative to the circumferential direction uR to achieve the aforementioned aerodynamic optimization, particularly with a second flank angle α2 of between 30° and 60°, especially between 40° and 50°, outside the tread center 5M. The vortex flank FV also projects at the first flank angle α1 of preferably between 0° and 45°, preferably between 5° and 20°, to the normal N from the surface 4a of the tire 4. To create turbulence in the oncoming air during forward travel, this vortex flank FV is oriented opposite to the forward direction of travel LV.

[0101] If several such scale-like projections E are located within an aeroelement arrangement 80, which in this configuration can also run at a specific arrangement angle γ to the circumferential direction uR, the projections E can either be spaced apart from each other by a specific aeroelement distance A8 (in and / or perpendicular to the circumferential direction uR) or the projections E overlap at least partially, as in the scale skin of a fish and as in Fig. 5D indicated. Several of these aero-element arrangements 80 are then evenly distributed around the tire circumference within just one surface band 8.i or preferably within a maximum of two surface bands 8.i per tire side.

[0102] According to Fig. In 5E, it is provided that the opposite flank FG of the teardrop-shaped elevation E, which points in the forward direction LV, has a rounded shape with a radius 25 of between 1 mm and 10 mm, as is the case with the scale-like shape in the top view. The opposite flank FG then transitions on its upper side into the teardrop-shaped top surface 13, which may optionally be inclined or rounded at the surface angle β. Subsequently, in the circumferential direction uR, a first and a second side flank 14a, 14b follow, which preferably have the same edge length LK and are either straight or slightly curved, meeting at an endpoint to form a teardrop shape. The first side flank 14a and the second side flank 14b run at a seventh flank angle α7 to each other, which is preferably between 5° and 45° and thus defines the length of the elevation E. Depending on the angle of the first side flank 14a or the second side flank 14b, the following applies:The teardrop-shaped elevation E on the second side flank 14b can also be rotated relative to the circumferential direction uR, as in . Fig. 5E is shown. Depending on their angle relative to the circumferential direction uR, the two side flanks 14a, 14b form the vortex flank FV at this teardrop-shaped elevation E, where the air can fall almost vertically.

[0103] In a grip-optimized design, the rounded counter-side FG also acts as a steering or braking edge and can be angled accordingly relative to the normal N on the surface 4a, in this case with a correspondingly rounded profile that transitions directly into the top surface 13. In a grip-optimized design, the counter-side FG projects, for example, at a third sidewall angle α3 of preferably between 0° and 45°, more preferably between 5° and 20°, relative to the normal N on the surface 4a of the tire 4. The rounded shape simultaneously enables effective airflow around the rounded counter-side FG on both sides, further improving aerodynamics. In an aerodynamically optimized design, the third sidewall angle α3 is, for example, between 10° and 75°, particularly between 40° and 70°, where α3 preferably > α1.

[0104] The turbulence flank(s) FV, or the two side flanks 14a, 14b, are angled at the first flank angle α1, preferably between 0° and 45°, preferably between 5° and 20°, to the normal N from the surface 4a of the tire 4. In order to create turbulence in the oncoming air during forward travel, this turbulence flank FV is oriented opposite to the forward direction of travel LV.

[0105] If several such teardrop-shaped protrusions E are located within an aero-element arrangement 80, which in this embodiment can also extend at a specific arrangement angle γ to the circumferential direction uR, the protrusions E can either be spaced apart from each other by a specific aero-element spacing A8 (in and / or transversely to the circumferential direction uR) or the protrusions E can overlap, at least partially. Several of these aero-element arrangements 80 are then evenly distributed around the tire circumference within just one surface band 8.i or preferably within a maximum of two surface bands 8.i per tire side.

[0106] According to Fig. 5F stipulates that the elevations E, in the form of an ellipsoidal segment or a spherical segment, have a rounded vortex flank FV oriented against the forward direction LV and a rounded counter-flank FG oriented in the forward direction LV. Both rounded flanks FV and FG have a radius 25 of between 1 mm and 10 mm.

[0107] In this embodiment, the vortex flank FV is oriented opposite to the forward direction of travel LV, so that the oncoming air can be swirled. The rounded shape not only enables swirling but also simultaneously guides the air effectively around the rounded vortex flank FV on both sides, further improving the aerodynamics. At its points of contact with the surface 4a of the tire 4, this vortex flank FV runs at approximately the first flank angle α1 of preferably between 0° and 45°, preferably between 5° and 20°, to the normal N. Due to the rounded surface of the sphere or ellipsoid, the first flank angle α1 increases continuously with increasing distance from the surface 4a of the tire 4 until the vortex flank FV transitions into the curved top surface 13. Similarly, this pattern applies to the opposite flank FG, which thus corresponds to the rounded shape of the opposite flank FG of the scale-like ( Fig. 5D) or teardrop-shaped ( Fig. 5E) Survey E corresponds and therefore has the same aerodynamic properties.

[0108] If several such protrusions E in the form of an ellipsoidal segment or a spherical segment are located within an aeroelement arrangement 80, which in this embodiment can also extend at a specific arrangement angle γ to the circumferential direction uR, the protrusions E can either be spaced apart from each other by a specific aeroelement spacing A8 (in and / or transversely to the circumferential direction uR) or the protrusions E can overlap, at least partially. Several of these aeroelement arrangements 80 are then evenly distributed around the tire circumference within just one surface band 8.i or preferably within a maximum of two surface bands 8.i per tire side.

[0109] In all the described elevations E and depressions V, it has been assumed so far that the top surface 13 and the base surface 9 are planar, dome-shaped, or cup-shaped (scale, teardrop, sphere, ellipsoid). However, it is also possible for these surfaces 13 and 9 to have multiple recesses, which may be spherical, hemispherical, cuboidal, or similar, creating additional surface roughness on the elevations E and in the depressions V, where additional turbulence can occur. This can improve aerodynamic, rolling resistance-related, and optical properties.

[0110] Any described elevations E can also be designed as depressions V, meaning that the respective aerodynamic element 8 is then designed in its respective form inverted relative to the elevation E, thus extending in inverted form over the respective flanks from the surface 4a into the tire 4. The shape of the base 9 of this depression V then corresponds to the shape of the respective top surface 13. The aerodynamic element 8 designed as a depression V is furthermore rotated by 180° compared to the variant as an elevation E, since the oncoming air in a depression V, in the forward direction LV, falls at the vortex flank FV on the side opposite in the circumferential direction uR.

[0111] In all versions of the aero elements 8 as recess V and / or as elevation E, it is also provided that - in the event that none of the aero elements 8 project into the center of the tread 5M (within the first angular area 5a or within the first tread arc length B5a) and / or the aero elements 8 do not extend into the sidewalls 6 or the bead areas 7, i.e., are arranged exclusively in the tread shoulder 5S, the area S8 of all aero elements 8 on the tire 4 is at least 9% of the total area S4 of the tire 4, i.e., between 9% and 25%, and - In the event that the respective aerodynamic elements 8 also extend into the center of the tread 5M (within the first angular area 5a or within the first tread arc length B5a), in particular also up to the tire zenith Z, and / or the aerodynamic elements 8 also extend into the sidewalls 6 and / or the bead areas 7, the area S8 of all aerodynamic elements 8 on the tire 4 may also be less than 9% of the total area S4 of the tire 4, i.e., the area S8 in this case lies between approximately 0.1% and 100%. The area S8 of the respective aerodynamic element 8 is measured between the turbulence flank FV, the counter-flank FG (if present) and the existing sidewalls 14a, 14b (14c) over the base surface 9 (in the case of a depression V) or the top surface 13 (in the case of a raised area E). The total area S4 of the tire 4 refers to the visible surface 4a of the tire 4, i.e. the surface 4a between the two bead areas 7.Furthermore, it may be provided that the area fraction S8 of the aero elements 8 within an area band 8.i is greater than 25% of the total area of ​​the respective area band 8.i, in order to provide as many aero elements 8 as possible within an area band 8.i.

[0112] Furthermore, in all embodiments of the aero elements 8, as recess V and / or as protrusion E, it can also be provided that the aero element height H8 or the aero element depth T8 is selected depending on the nominal tire width 4B, wherein, for a nominal tire width 4B of between 20 mm and 45 mm, an aero element height H8 or an aero element depth T8 of between 0.1 mm and 4.0 mm, preferably between 1.0 mm and 3.5 mm, is selected, and for a nominal tire width 4B of between 45 mm and 70 mm, an aero element height H8 or an aero element depth T8 of between 1.0 mm and 8.0 mm, preferably between 2.5 mm and 6.5 mm, is selected.

[0113] In order to determine during the operation of the tire 4 or the wheel arrangement 1 whether and to what extent the respective aero element 8 has worn down, at least one indicator unit 17 (see figure) is / are additionally attached to the tire 4. Fig. 3A, Fig. 6A (Cut CC from Fig. 3A), Fig. 6B) provided, which is / are arranged within the surface bands 8.i extending symmetrically to the tire zenith Z in the circumferential direction uR. The respective indicator unit 17 can be used for this purpose. - in one embodiment of the aero element 8 as a recess V, it may be arranged within the recess V itself, i.e., for example, on the base 9 of the recess V, as shown in Fig. 3A and Fig. 6A shown, or - in one embodiment of the aero element 8 as a protrusion E, be part of this protrusion E or be formed adjacent to it on the surface 4a of the tire 4 or are located on the surface 4a of the tire 4 in the same surface band 8.i of the respective protrusion E or on the same diameter as the respective protrusion E, as in Fig. 6B is shown as an example.

[0114] An indicator unit 17 is provided which, during normal operation of the tire 4, wears down to the same extent as the respective aerodynamic element 8. This distinguishes the indicator unit 17 from a tread wear indicator, which shows the degree of wear on the tread 5. Such a tread wear indicator is typically located at the tire's apex Z or at least in the center of the tread 5M, i.e., at a point where the tread 5 usually wears down the most. However, such a positioning is not desired in this case, as the aerodynamic elements 8 are preferably located next to the tire's apex Z, particularly outside the center of the tread 5M. Accordingly, the indicator unit 17 is also preferably located outside the center of the tread 5M.

[0115] Since the aerodynamic elements 8 are arranged on different diameters of the tire 4 depending on the design, several indicator units 17 can be evenly distributed within the respective surface band 8.i. The respective indicator unit 17 is as shown in the sectional view in Fig. 6A is represented by at least two, as shown, three indicator areas 18i, with i = 1, 2, 3, wherein each indicator area 18i has a different indicator height H18i above the surface 4a. At the indicator height H18i, the respective indicator area 18i terminates with an indicator end face 19i. In an unused tire 4, the indicator area 18i with the greatest indicator height H18i is preferably flush with the surface 4a of the tire 4 at a depression V and preferably flush with the top surface 13 of a protrusion E.

[0116] In Fig. 6B is an indicator unit 17 for a protrusion E, which in the respective indicator areas 18i protrudes from the surface 4a of the tire 4 with the respective indicator height H18i. When arranged within a depression V, the surface 4a is made of Fig. 6B is instead formed by the base 9 of the depression V, i.e., the respective indicator areas 18i stand out from the base 9 of the depression V with the respective indicator height H18i, as in Fig. 6A is shown.

[0117] The indicator areas 18i and / or the indicator face 19i can be of different colors, so that it is clearly recognizable to an observer which indicator area 18i is already worn. In this way, the degree of wear of the respective aeroelements 8 can be inferred from their arrangement relative to the aeroelements 8, especially if there is a uniformly decreasing distribution of the indicator height H18i between the respective indicator areas 18i, for example, by the indicator face 19i sloping along a monotonically decreasing indicator flank 19 (dashed line in Fig. 6A).

[0118] The indicator areas 18i can be arranged adjacent to each other in and / or perpendicular to the circumferential direction uR and, as shown, transition into each other in a stepped manner or run spaced apart from each other. In both cases, the indicator areas 18i also wear down from a certain degree of wear of the tire 4, which can be perceived by a change in color. Reference symbol list 1 Wheel arrangement 2 bicycles 3 rim 3a Rim horn 4 tires 4a Tire surface 4 4B nominal tire width 4E Tire Equator 4R nominal tire radius 5 treads 5a first angle area of ​​the tread center 5M 5b second angle range of the tread shoulder 5S 5c Total angular range of the tread 5 5d Outer surface of the tread 5 5M tread center 5S treadmill shoulder 6 side wall 6a Outside of the side wall 7. Bead area 8 Aeroelement 8.i i. Surface band 9 Base area 10a first space 10b second space 11 Transition flank 11a Top edge of the transition slope 11 13 Cover area 14a first side flank 14b second side flank 14c third side flank 17 indicator units 18i i. Indicator range 19 Indicator edge 19i i. Indicator front 20 bags 25 radius 80 Aeroelement arrangement α1 first flank angle (FV to normal N) α2 second flank angle (FV to circumferential direction uR) α3 third flank angle (FG to normal N) α4 fourth flank angle (FG to the circumferential direction uR) α5 fifth flank angle (14a, 14b to the circumferential direction uR) α7 seventh flank angle (between 14a and 14b) β Surface angle γ Arrangement angle A8 Aeroelement spacing aR axial direction B4 tire arc length B5a first tread arc length of the (half) tread center 5M B5b second tread arc length of the tread shoulder 5S B5c Total tread arc length B8.i i. Area band arc length B80 arrangement arc length BV Deepening Arc Length E survey Ff leading flank Fn trailing flank FV vortex flank FG counter-flank H8 Aeroelement height K Carcass layer LK edge length LK1 first edge length LK2 second edge length LU80 Arrangement Circumference Length LUV depression circumference length LV forward direction N Normal on the surface 4a R series Ri i. Reihe S4 Total area of ​​the tire 4 S8 Area fraction of the aero elements 8 T8 Aeroelement depth T8min Minimum value of the aeroelement depth T8 T8max Maximum value of the aero element depth T8 T8red reduced aero element depth uR circumferential direction V In-depth study Va first end of the depression V Vb second end of the depression V Vz Intermediate area of ​​the deepening V Z Tire zenith 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] DE 10 2020 113 270 A1 [0003, 0004] DE 10 2021 112 635 A1 [0003, 0004]

Claims

[1] Tire (4) for a wheel arrangement (1), having a defined forward direction of travel (LV) and having a circumferentially extending tread (5) (uR) extending axially (aR) on both sides of a tire zenith (Z) over a total tread arc length (B5c) and a total angular range (5c), wherein the tread (5) has a center (5M) ... wherein aerodynamic elements (8) spaced apart from each other at least in the circumferential direction (uR) are arranged on a surface (4a) of the tire (4) within surface bands (8.i) which are symmetrically located on both sides of the tire zenith (Z) and which each extend in the circumferential direction (uR), wherein the aero elements (8) each have a turbulence flank (FV) for turbulence of air flowing against the forward direction (LV) along the surface (4a) of the tire (4), and each have a counter flank (FG) opposite the turbulence flank (FV) in the circumferential direction (uR), wherein at least one indicator unit (17) is arranged on the tire (4) for indicating wear of the aero elements (8), characterized by , that the at least one indicator unit (17) is arranged within at least one circumferentially extending (uR) surface band (8.i) in which aero elements (8) are also arranged, and the at least one indicator unit (17) is not arranged in the center (5M) of the running track (5). [2] Tires (4) according to claim 1, characterized by , that the at least one indicator unit (17) is formed from at least two indicator areas (18i) which are located next to each other in the circumferential direction (uR) and / or perpendicular to the circumferential direction (uR), wherein at least two of the indicator areas (18.i) each have a different indicator height (H18i), preferably each indicator area (18.i) has a different indicator height (H18i). [3] Tires (4) according to any one of the preceding claims, characterized by , that at least one indicator unit (17) is arranged on each surface band (8.i) with aero elements (8) on at least one side of the tire zenith (Z), preferably on both sides of the tire zenith (Z), and / or at least one indicator unit (17) is arranged on at least one side of the tire zenith (Z), preferably on both sides of the tire zenith (Z), in the tread shoulder (5S) and in the sidewall (8). [4] Tires (4) according to any one of the preceding claims, characterized by , that within a surface band (8.i) on the tire (4) only protrusions (E) or only depressions (V) or a combination of protrusions (E) and depressions (V) are arranged as aerodynamic elements (8), which preferably alternate within a surface band (8.i) at least in the circumferential direction (uR). [5] Tires (4) according to claim 4, characterized by , that at least one indicator unit (17) - is arranged within an aero-element (8) designed as a recess (V), for example on a base surface (9) of the recess (V) and projects outwards from the base surface (9) in a radial direction (rR), and / or - is part of a protrusion (E) and extends radially (rR) from the surface (4a) of the tire (4); and / or - is formed in the circumferential direction (uR) adjacent to a protrusion (E) on the surface (4a) of the tire (4) and projects from the surface (4a) of the tire (4) in the radial direction (rR); and / or - is formed on the surface (4a) of the tire (4) within the same surface band (8.i) as a protrusion (E) and extends from the surface (4a) of the tire (4) in a radial direction (rR). [6] Tires (4) according to claim 4 or 5 characterized by , that at least one indicator unit (17) - in an arrangement in an aeroelement (8) designed as a recess (V) does not project beyond the surface (4a) of the tire (4), or - when arranged on or adjacent to a rise (E), does not extend beyond a surface (13) of the rise (E). [7] Tires (4) according to any one of claims 4 to 6, characterized by , that - the vortex flank (FV) in an embodiment of the respective aeroelement (8) as a protrusion (E) at a first flank angle (α1) relative to the normal (N) from the surface (4a) of the tire (4) and, viewed in the forward direction (LV), is preferably a trailing flank (Fn) of the respective aeroelement (8), and - the turbulence flank (FV) in an embodiment of the respective aeroelement (8) projects into the tire (4) as a recess (V) below the first flank angle (α1) relative to the normal (N) from the surface (4a) of the tire (4) and, viewed in the forward direction (LV), is preferably a leading flank (Fn) of the respective aeroelement (8), wherein the first flank angle (α1) is preferably between 0° and 45°, in particular between 5° and 20°. [8] Tires (4) according to claim 7, characterized by , that the opposite flank (GF) of the respective aero element (8) runs at a third flank angle (α3) to a normal (N) on the surface (4a) of the tire (4), wherein the third flank angle (α3) is greater than 10°, and wherein the third flank angle (α3) is preferably greater than or equal to the first flank angle (α1). [9] Tires (4) according to any one of claims 4 to 8, characterized by , that the aeroelements (8) designed as elevations (E) have an aeroelement height (H8) that is between 0.1 mm and 8 mm, preferably between 1 mm and 6.5 mm, and / or the aeroelements (8) designed as recesses (V) have an aeroelement depth (T8) which is between 0.1 mm and 8 mm, preferably between 0.5 mm and 3.5 mm, wherein the aero element height (H8) and / or the aero element depth (T8) are preferably selected depending on a nominal tire width (4B). [10] Tires (4) according to claim 9, characterized by , that the aero element height (H8) varies over the respective elevation (E), for example a cover surface (13) with a surface angle (β) runs at an angle to the surface (4a) of the tire (4), wherein the aeroelement height (H8) in particular decreases from elevations (E) arranged in the center of the tread (5M) towards the center of the tread (5M). [11] Tires (4) according to any one of the preceding claims, characterized by , that the aero elements (8) within the respective surface band (8.i) extend at least in the tread shoulder (5S) of the tread (5) and / or in the sidewalls (6) and / or in the bead areas (7). [12] Tires (4) according to any one of the preceding claims, characterized by , that the turbulence flank (FV) of the respective aero element (8) runs at a second flank angle (α2) to the circumferential direction (uR) of the tire (4) and the second flank angle (α2) outside the tread center (5M) is between 30° and 85°, preferably between 30° and 60°, in particular between 40° and 50°. [13] Tires (4) according to any one of the preceding claims, characterized by , that - at least one aerodynamic element (8) within the respective surface bands (8.i) on the tire (4) extends both within the tread shoulder (5S) and within the sidewall (6) and / or within the tread center (5M); and / or - at least one aero element (8) runs within the respective surface bands (8.i) on the tire (4) both within the respective sidewall (6) and within the respective bead area (7). [14] Tires (4) according to any one of the preceding claims, characterized by, that the tread center (5M) extends axially (aR) from the tire zenith (Z) on both sides over a first tread arc length (B5a) and the two adjoining tread shoulders (5S) each extend over a second tread arc length (B5b), wherein the first tread arc length (B5a) and the second tread arc length (B5b) together give the total tread arc length (B5c), wherein - the first tread arc length (B5a) is between 20% and 45% of a nominal tire radius (4R); and / or - the second tread arc length (B5b) is between 60% and 85% of a nominal tire radius (4R), wherein the total tread arc length (B5c) is preferably between 105% and 130% of a nominal tire radius (4R). [15] Tires (4) according to any one of the preceding claims, characterized by , that the center of the tread (5M) extends axially (aR) on both sides from the tire zenith (Z) within a first angular range (5a), and the two adjoining tread shoulders (5S) each extend within a second angular range (5b), wherein the first angular range (5a) and the second angular range (5b) together constitute the total angular range (5c), wherein - the first angle range (5a) between 10° and 35° covered; and / or; -the second angle range (5b) between 10° and 50° is covered, wherein the total angular range (5c) preferably covers between 20° and 85°, preferably between 30° and 75°, particularly preferably between 50° and 60°.

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