Method for manufacturing a vehicle pneumatic tire

Abstract

The invention relates to a method for manufacturing a vehicle pneumatic tire, comprising the steps: - Providing a construction drum (20) with an outer surface contoured in the axial direction; - Positioning and fixing a tire package above the construction drum (20), wherein the tire package comprises an inner layer (1), a carcass (2) with at least one carcass reinforcement made of a metallic material, and bead areas; - Expanding the construction drum (20) so that the tire package fits against the contoured outer surface of the construction drum (20); - Providing a coil bandage reinforcement carrier (8b) with an elongation at break of between 2% and 6% and forming a coil bandage (8) above the contoured tire package by coiling the coil bandage reinforcement carrier (8b) in at least one coil bandage layer, so that the coil bandage (8) assumes a contoured shape at least in some areas; - Applying a tread strip above the formed coil bandage (8) and completing a tire blank; - Molding the tire blank into a vulcanization mold and vulcanizing the tire blank; - Removing the vehicle tire from the vulcanization mold after completion of vulcanization.

Description

[0001] The invention relates to a method for manufacturing a pneumatic tire for passenger cars and / or light commercial vehicles.

[0002] Due to the large number of vehicle tires used worldwide, the amount of used tires accumulating over time is a growing environmental problem. Burning, burying, or dumping them are rightly not sustainable disposal methods, especially since used tires themselves are now considered a valuable resource.

[0003] Recycling used tires is not unknown, but it is a complex and costly process that currently achieves little to no complete recovery. One well-known method is thermal decomposition, also called pyrolysis, used to recover materials such as pyrolysis carbon black and pyrolysis oils, which can then be reused in the tire manufacturing process. However, even these methods typically do not achieve a fully circular economy.

[0004] A typical tire construction poses drastic challenges to such a desirable circular economy. For example, it is known that noise absorbers, adhesives used for noise absorbers, and sealants pose a major problem due to their residual stickiness in almost every separation process. But even used tires that do not contain such noise absorbers, adhesives, and / or sealants, or that have already been stripped of them, present a significant challenge for efficient separation and recycling processes.

[0005] For example, a used tire, especially for passenger cars and light commercial vehicles, contains, in addition to steel cords as belt reinforcement and in the bead, carcass reinforcement in the carcass and belt reinforcement in the wound band, if one is used, made of a textile material. Typically, all reinforcements are embedded in an encasing rubber compound (often also called a rubber compound), frequently with the aid of adhesion promoters. This ensures that a strong bond between the reinforcement and the rubber compound is often maintained throughout the tire's lifespan. The bond between the textile reinforcements and the encasing rubber compound is usually significantly stronger than that between the steel cords and their rubber compound.This means that subsequently separating textile reinforcements from the surrounding rubber compound is very difficult (if not impossible). In contrast, steel cords, i.e., reinforcements made of a metallic material, can be separated from a rubber compound much more easily.

[0006] Furthermore, pneumatic tires with coiled casings containing textile reinforcements have a limited lifespan, as retreading is typically not an option. Removing the worn tread and applying a new one often fails because the coiled casing or its textile reinforcements are damaged during the mechanical removal of the worn tread. This usually renders the tire unusable, or at least unsuitable, for retreading.

[0007] Furthermore, in the conventional manufacturing of, for example, radial tires for passenger cars or light commercial vehicles, the contouring of the belt and the coil band, if a coil band is used, generally only takes place during the vulcanization of the tire. This is achieved by forming the tire blank, which is built up on cylindrical build-up drums, using a bellows inflated inside the tire blank placed in the tire heating mold. A disadvantage of this method is that material displacement and uneven expansion in the axial direction can occur during vulcanization. To counteract this, DE 10 2004 058 522 A1 provides for the use of a contoured build-up drum. In the method described therein, a steel belt is used, and the contoured build-up drum enables uniform expansion in the axial direction and distortion-free forming.Furthermore, it allows the coil bandage to be applied "near the contour" and thus easily ensure the desired bandage tension, using a coil bandage with highly elastic nylon threads as the bandage's strength carrier. A disadvantage is that, depending on the construction of the vehicle's pneumatic tire, the highly elastic nylon threads can cause undesirable radial expansion of the underlying material.

[0008] WO 2023 / 090022 A1 further specifies carcass reinforcement bars made of an organic material in radial construction, coil bandage reinforcement bars made of a highly elongated organic material with an elongation at break of >10%, and belt reinforcement bars made of steel within two belt layers. The coil bandage covers the belt edges of the belt.

[0009] JP 2023 544389 A describes a single carcass ply with textile carcass reinforcing elements, a belt with two belt plies, each with steel reinforcing elements, onto which a coiled bandage is wound radially outwards. This bandage consists of coiled bandage reinforcing elements made of an organic material, running at an angle of less than 10° to the circumferential direction. The coiled bandage covers the belt edges.

[0010] KR 102352893 B1 further describes that radially above two carcass plies lie two belt plies with steel belt reinforcements, the angles of which to the circumferential direction vary along the longitudinal extent of the belt reinforcements, with a larger angle to the circumferential direction at the tire's apex than in the shoulder areas. Furthermore, the belt reinforcements of different belt plies are arranged in such a way that they intersect in a cross pattern with opposite angles. The tread is directly adjacent to the radially above the belt plies.

[0011] KR 20050094681 A describes winding a coil bandage onto a belt, which consists of coil bandage reinforcement carriers made of a microfiber steel cord having a tensile strength of between 25kgf and 29kgf.

[0012] EP 1900549 A1 further describes that a coiled bandage made of curved coiled bandage reinforcement bars or coiled bandage reinforcement bars with a wave shape, each made of steel and having a tensile strength of between 2000 MPa and 5000 MPa, is arranged between the tread and a belt ply. This is intended to compensate for the circumferential growth in the coiled bandage during vulcanization. No metallic material is provided for the carcass or the belt. Furthermore, the coiled bandage covers the belt edges of the belt plies.

[0013] US Patent 11179970 B2 describes a belt with steel reinforcing bars arranged in a cross pattern, the angle of which varies longitudinally and is a maximum of 35° to the circumferential direction. A coil bandage covers the belt, the reinforcing bars of which are made of a highly elastic organic material. The coil bandage does not cover the belt edges of the radially underlying belt.

[0014] JP 6798273 B2 describes a carcass with carcass reinforcement bars made of an organic material, angled between 75° and 90° to the circumferential direction. Radially above this, a belt with high-tensile-strength belt reinforcement bars, particularly made of steel, is provided. These bars intersect, and their angles vary along the longitudinal axis, with smaller angles at the tire's zenith than at the tire shoulders. A coiled bandage is not provided.

[0015] KR 101467464 B1 describes a belt with layers whose reinforcing belts are arranged in a cross pattern and have an angle of less than 25° to the circumferential direction. A coil bandage is not included.

[0016] US Patent 5365988 A describes a belt with steel reinforcing elements, wherein a radially overlying coil bandage with non-metallic coil bandage reinforcing elements covers the belt edges. The belt reinforcing elements are arranged in a cross pattern. Radially beneath this is a carcass with carcass reinforcing elements made of a rubberized fabric.

[0017] In JP 6538520 B2, a belt made of belt reinforcements of a metallic material is provided, with the coil bandage covering the belt edges. The coil bandage consists of organic coil bandage reinforcements running at an angle of between 0° and 5° to the circumferential direction. The carcass has carcass reinforcements made of an organic material.

[0018] CN 211663006 U describes a coil bandage that covers the belt edges of the radially underlying belt. Additional coil bandage strips run in the shoulder area, and at the tire's zenith, adjacent coil bandage strips may be wound with a gap.

[0019] US patent 2019160874 A1 describes a coil bandage made of organic coil bandage reinforcement carriers, wherein the coil bandage also extends over belt edges of the belt.

[0020] JP 2010095057 A describes a belt that is not covered by the circumferentially running coil bandage, wherein the belt reinforcement members are coiled in a wavy manner in the circumferential direction. The coil bandage, made of metallic or organic reinforcement members, is placed only on the sides and next to the belt, wherein the coil bandage reinforcement members have a lower modulus of elasticity than the circumferentially running belt reinforcement members.

[0021] EP 1094956 B1 describes a run-flat tire which has a non-metallic, circumferentially extending reinforcing layer between the carcass and the belt, or alternatively, above the belt. The reinforcing materials of the layer are wound spirally around the circumference of the carcass or belt.

[0022] DE 4208705 A1 describes a steel belt whose belt edges are covered by a textile-reinforced strip.

[0023] KR 100976580 B1 describes a pneumatic tire for heavy vehicles, such as trucks or buses, with a corrugated, coiled belt reinforcement. This type of tire does not have a coiled band.

[0024] In GB 770673 A, CN 114056007 A and WO 2018 / 125181 A1, a carcass is provided which is designed as an angle carcass, i.e. the carcass reinforcement bars run at an angle of between 70° and 90° to the circumferential direction.

[0025] In US 5058649 A, KR 100187594 B1, US 5524688 A and WO 2019105620 A1, it is stipulated that there is no apex radially above the bead cores in the bead area between these and the carcass plies with carcass reinforcement made of a non-metallic material.

[0026] The following invention is based on the objective of providing a method by which the manufacture of a vehicle pneumatic tire is made possible that allows a high load, is stable and resistant and achieves an increased service life.

[0027] This problem is solved by a method according to the independent claim. The dependent claims specify preferred embodiments.

[0028] Accordingly, a method for manufacturing a vehicle pneumatic tire for passenger cars and / or light commercial vehicles, in particular with a load index in the range of 71 to 126, is provided, which includes at least the following steps: - Providing a construction drum that can be rotated about a drum axis, wherein the construction drum has an outer surface extending radially outwards on which a tire package can be fully accommodated, wherein the outer surface has a radial axial distance to the drum axis, the radial axial distance being at its maximum at a zenith of the construction drum and decreasing axially from the zenith towards shoulder areas of the construction drum, so that a construction drum with an axially contoured outer surface, preferably a rounded outer surface, in particular a convexly curved outer surface, is provided; - Positioning and fixing a ring-shaped tire package in a radial direction above the provided construction drum, wherein the tire package has at least the following features: --- a ring-shaped, circumferential inner layer, --- a radially superimposed, ring-shaped carcass consisting of at least one carcass ply with at least one carcass reinforcement made of a metallic material, and --- Bead areas with bead cores; - Expanding the provided construction drum in a radial direction, so that the provided and fixed tire package at least partially adheres to the axially contoured outer surface of the construction drum, so that the tire package at least partially assumes an axially contoured shape; - Providing at least one coil bandage reinforcement carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, and forming a coil bandage in a radial direction above the axially contoured tire package by coiling or laying the at least one provided coil bandage reinforcement carrier in at least one coil bandage layer over an axial coil bandage extension, so that the coil bandage assumes an axially contoured shape at least in some areas; - Applying a tread strip in a radial direction above the formed coil bandage and completing a tire blank; - Molding the finished tire blank into a vulcanization mold and vulcanizing the tire blank; - Removing the vehicle tire from the vulcanization mold after completion of vulcanization.

[0029] The inventors recognized that the inventive method also allows the use of a reinforcing element for the coiled tire that exhibits high tensile strength or the specified elongation at break. Typically, such high-tensile-strength reinforcing elements in the coiled tire can only withstand limited tensile force during molding into the vulcanization mold due to their significantly reduced circumferential flexibility. Therefore, such high-tensile-strength reinforcing elements are not normally used in pneumatic tires for passenger cars and / or light commercial vehicles.The use of the inventive method makes it possible to construct a pneumatic tire specifically for passenger cars and / or light commercial vehicles using such a high-tensile-strength coiled bandage and the metallic reinforcing elements in the carcass layer. This tire exhibits increased stability, stiffness, and resistance, and also allows for a targeted reduction in compression on the carcass with the metallic reinforcing elements. This is because the high-tensile-strength coiled bandage reinforcing elements effectively suppress radial expansion of the underlying material, particularly the carcass layer, and thus circumferential growth of the pneumatic tire.

[0030] This is also advantageous when reduced longitudinal stiffness or reduced tensile strength of the radially underlying layers needs to be compensated for, for example, in the case of a carcass design as an angled carcass or a diagonal carcass, or in the case of a belt (if present) with a cross-stitch pattern. Furthermore, a correspondingly equipped pneumatic tire exhibits a higher load limit, for example, in the form of a higher load index (also called load capacity index or load rating), compared to pneumatic tires of the same design and size but with conventionally used textile reinforcements. Such a construction is only made possible by the method according to the invention.

[0031] Because of the contoured drum, a high-tensile-strength material can be used in the coil casing, as this material is adapted to or approximated to the shape of the finished vehicle tire even before vulcanization, especially before being molded into the vulcanization mold. This results in a smaller residual ridge between the tread and the mold, leading to lower tensile forces on the coil casing and its reinforcing elements during the molding process. These forces can be absorbed without damage by the high-tensile-strength material.

[0032] Within the scope of the present invention, the elongation at break with the aforementioned percentage values ​​is understood to mean that the respective spool bandage reinforcement, which is neither rubberized nor installed in the vehicle pneumatic tire, can be stretched by a maximum of 6%, preferably by a maximum of 5.5%, and particularly by a maximum of 5%, before it breaks. Such an elongation at break can be achieved by a suitable design (stranding, twisting) of the respective reinforcement and / or by a suitable material selection for the respective reinforcement. The elongation at break is defined in accordance with ASTM D2969-04 from 2010 (for steel filaments / cords) or ASTM D885 from 2023 (for textile filaments / cords and for hybrid filaments / cords (steel and textile)).

[0033] Furthermore, the feature "made of a metallic material" in the context of the present invention means that a corresponding metallic reinforcement consists essentially of the respective metallic material, for example, steel. The feature "made of steel" also means that a small proportion of a metal / metal alloy not typically referred to as steel is not excluded. For example, steel provided with a brass coating is included in this feature. Preferably, a metallic reinforcement made of steel comprises 90 percent or more by weight of steel, based on the total mass of the metallic reinforcement, preferably 92 percent or more by weight, particularly preferably 95 percent or more by weight, most preferably 97 percent or more by weight, and most preferably 99 percent or more by weight.

[0034] In the context of the present invention, the term "light commercial vehicles" refers to vehicles typically described as vans. Vehicle tires are typically assigned to a vehicle class by their dimensions, a load index (corresponding to a load capacity in kg per tire), and a speed rating. The load index of the vehicle tire produced according to the invention is generally in the range of 71 to 126, covering both passenger cars and light commercial vehicles. This typically corresponds to a load capacity of 345 kg to 1700 kg. The vehicle tire produced according to the invention is therefore either a passenger car tire or a light commercial vehicle tire. In the context of the present invention, the load index is referenced to a tire pressure of 2.5 bar for single tires.

[0035] Particularly preferred is the manufacture of a vehicle tire with a load index in the range of 74 (375 kg) to 114 (1180 kg), preferably from 77 (412 kg) to 109 (1030 kg), more preferably from 80 (450 kg) to 107 (975 kg), and most preferably from 83 (487 kg) to 104 (900 kg). This applies preferably to vehicle tires for passenger cars. Also particularly preferred is the manufacture of a vehicle tire with a load index in the range of 105 (925 kg) to 126 (1700 kg), preferably from 110 (1060 kg) to 124 (1600 kg), more preferably from 115 (1215 kg) to 122 (1500 kg), and most preferably from 116 (1250 kg) to 120 (1400 kg). This applies particularly to pneumatic tires for light commercial vehicles.

[0036] Preferably, the method according to the invention comprises the manufacture of vehicle pneumatic tires of category C1 and / or C2 according to the classification of tires based on Regulation (EC) No. 661 / 2009 of the European Parliament and of the Council of 13 July 2009. Accordingly, the vehicle pneumatic tire manufactured according to the invention is preferably not a tire of category C3. The vehicle pneumatic tire manufactured according to the invention is also not a bicycle tire and not a motorcycle tire, preferably not a two-wheeler tire, and not a truck tire and not a heavy-duty tire.

[0037] According to a preferred embodiment, a belt with at least one belt layer, preferably a maximum of three belt layers, each consisting of at least one belt reinforcement carrier, is provided and positioned radially above the positioned and fixed annularly circumferential tire package before the construction drum is expanded in the radial direction, so that the provided belt, during or after the expansion of the construction drum in the radial direction, applies a flat surface to the axially contoured tire package from the radial outside, and the belt assumes an axially contoured shape at least in some areas, wherein in particular a belt is provided which has at least one belt reinforcement carrier, preferably exclusively belt reinforcement carriers, made of a metallic material, in particular steel.

[0038] A belt can also be incorporated into the manufacture of the vehicle tire, if desired for the tire's design. In this case, it is preferably provided that the spool bandage is formed radially above the axially contoured tire package by winding or laying the at least one provided spool bandage reinforcement carrier, with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, onto the axially contoured belt, so that the belt lies radially between the tire package and the spool bandage, in particular between the tire package carcass and the spool bandage. The spool bandage thus covers the belt radially outwards and is designed as a belt bandage, which then also serves to limit circumferential growth of the belt as well as the carcass.

[0039] The belt or individual belt layers can also be omitted if, for example, the carcass and the casing are designed to compensate for the absence of the belt. This can occur, for instance, with a cross-bonded carcass with reinforcing elements angled relative to the circumferential direction within two carcass layers in a diagonal construction, or with an angled carcass with reinforcing elements angled relative to the circumferential direction within only one carcass layer. Without such a belt or with a reduced number of belt layers, material and weight can be saved, and depending on the material selection in the other layers of the tire, the recyclability of the tire can also be improved.

[0040] Recyclability can also be improved by making at least one belt reinforcement, preferably all belt reinforcements, from a metallic material, particularly steel. During its service life, such a pneumatic tire with metallic belt reinforcements offers further significant advantages. For example, the stability, stiffness, and resistance of a pneumatic tire with metallic reinforcements are typically increased not only in the carcass but also in the belt. Furthermore, a correspondingly equipped pneumatic tire has a higher load capacity, for example, in the form of a higher load index (also called load-carrying capacity index or load rating), compared to pneumatic tires of the same design and size but with textile belt reinforcements.This would be advantageous in the future with regard to increasingly heavy electric vehicles, as the tire dimensions would not necessarily have to be increased.

[0041] It is particularly preferred that a belt with one or two layers is provided and positioned. This is preferably intended for pneumatic tires for passenger cars. It is also particularly preferred to provide and position a belt with two or three layers. This is preferably intended for pneumatic tires for light commercial vehicles.

[0042] Preferably, in the presence of a belt, it is further provided that a coil bandage is formed by winding up the provided at least one coil bandage strength carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, which has an axial coil bandage extension. - which is greater than an axial belt extension of the belt, or - which is less than or equal to a first axial belt extension of a first belt layer of the belt, and / or - which is larger than a second axial belt extension of a second belt layer of the belt, or - which is less than or equal to the second axial belt extension of the second belt layer of the belt, with the coil bandage covering a tire zenith of the vehicle pneumatic tire.

[0043] A variable construction is therefore possible, in which all belt edges, or at least some belt edges, are covered by the coil bandage to protect them or the belt reinforcement elements from unwanted movement within the tire, which could otherwise lead to internal damage or material weakening. However, depending on the tire design, it is also preferable to avoid excessive compression in the shoulder sections of the tire by the coil bandage reinforcement elements, which typically cover the belt edges in this area. To achieve this, the coil bandage reinforcement elements can be wound or laid onto the belt in such a way that the coil bandage does not extend axially beyond the belt edges. This also results in a reduction in mass and less heat generation at the belt edges.Moreover, such a design is particularly preferred if the belt reinforcement beams run at a second angle of between 35° and 55°, preferably between 40° and 45°, to the circumferential direction, i.e., a lower longitudinal tensile strength is formed.

[0044] Preferably, it is further provided that the at least one provided coil bandage strength carrier of the coil bandage with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, is wound individually in the radial direction above the axially contoured tire package to form the coil bandage, or the at least one provided coil bandage strength carrier of the coil bandage with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, is embedded in a rubber strip, and the rubber strip with the embedded coil bandage strength carrier is wound in the radial direction above the axially contoured tire package.

[0045] Several options are therefore possible for winding the high-tensile-strength material. The at least one high-tensile-strength reinforcement layer in the wound bandage is preferably incorporated within an encasing rubber compound (a single sheath or the rubber strip), whereby this rubber compound can in turn form a strong bond with other rubber compounds in the vehicle tire (e.g., in the underlying belt (if present), the underlying carcass, or the tread above it). However, it is also possible for the at least one high-tensile-strength reinforcement layer to be incorporated into the wound bandage without rubber or only partially rubberized.Preferably, the radially underlying belt (if present) or the radially underlying carcass and / or the radially above it tread strip may have an adhesive compound to create a sufficient bond strength to the respective coil bandage reinforcement carrier in the coil bandage.

[0046] The winding bandage layer, in which the winding bandage reinforcement carrier is wound, can preferably form an uninterrupted (i.e., continuous) layer in the axial direction by controlling the winding head with a constant feed such that axially adjacent winding bandage reinforcement carriers lie against or touch each other. However, it can also be provided that the at least one provided winding bandage reinforcement carrier, with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, is wound radially above the tire package in such a way that gaps with a specific gap width are formed between at least some axially adjacent windings of the at least one winding bandage reinforcement carrier.wherein the gap widths of the formed gaps are identical or the gap widths change with increasing axial distance of the respective gap to a tire zenith of the vehicle pneumatic tire, wherein the gap widths are, for example, between 0.5 times and 2 times a spool bandage reinforcement carrier diameter when the at least one provided spool bandage reinforcement carrier is wound individually in the radial direction above the axially contoured tire package, or the gap widths are, for example, between 0.5 times and 1.5 times a rubber strip width, but preferably between 3 mm and 10 mm, when the at least one provided spool bandage reinforcement carrier is embedded in the rubber strip and wound in the radial direction above the axially contoured tire package.

[0047] It is therefore also possible to create an "interrupted" coil bandage, for example by so-called "gap spooling," meaning that in certain areas the individual coil bandage reinforcement carriers or the rubber strips with the embedded coil bandage reinforcement carriers do not touch. Rather, they are coiled with interruptions. It may be preferably provided that - the gap widths increase with increasing axial distance of the respective gap to the tire zenith when the gaps are arranged in side sections of the coil bandage, and / or - the gap widths, when the gaps are arranged in the area of ​​the tire zenith, preferably over an axial extent of between 10% and 70% of the coil bandage extent around the tire zenith, become smaller with increasing axial distance to the tire zenith.

[0048] This can be used as an alternative or supplement to a shortened version of the spool bandage above the belt edges or in the sidewalls. This prevents excessive compression in the shoulder sections of the tire by the respective spool bandage reinforcement carrier, for example, by "thinning" the bandage by creating gaps in the belt edge or sidewall area. Alternatively or additionally, such "thinning" in the area around the tire's zenith can also reduce compression on the radially underlying layers in this area below the spool bandage. Furthermore, this "gap spooling" saves material and weight.

[0049] Preferably, it is further provided that only coiled bandage reinforcement carriers with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, are provided, so that by coiling the provided coiled bandage reinforcement carriers a coiled bandage is formed which is composed exclusively of coiled bandage reinforcement carriers with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%; and / or a tire package with a carcass is provided which in the at least one carcass layer has exclusively carcass reinforcement carriers made of a metallic material, preferably steel.

[0050] With this design, a uniformly high-tensile strength structure with identical reinforcing elements can be achieved in the coiled tire, since the at least one high-tensile-strength reinforcing element is the only reinforcing element in the coiled tire. Furthermore, the carcass is preferably free of, or does not contain, for example, textile reinforcing elements, or the at least one metallic carcass reinforcing element is the only reinforcing element in the carcass. This ensures the improved recyclability already mentioned for the belt and also reduces the effort required for retreading. The use of metallic carcass reinforcing elements reduces the susceptibility to damage when removing, for example, a worn tread.This allows for the complete retreading of a suitable vehicle tire by applying a new tread, thus significantly increasing its overall lifespan. This can be seen as a significant first step towards at least a rudimentary circular economy. Furthermore, stability, stiffness, and durability are increased, resulting in a higher load-bearing capacity.

[0051] It is clear to those skilled in the art whether a particular element is considered a structural element in a given position or not. For example, in the context of the present invention, threads or filaments that typically serve for the classical distribution and / or conduction of electrical voltages are not structural elements within the meaning of the present invention. This applies equally to conventional threads or filaments for air drainage and other auxiliary components. This is particularly advantageous whenever such auxiliary components are not explicitly described as having a function designated as structural elements.

[0052] Preferably, the at least one provided reinforcing element of the coiled bandage is made of a textile material, particularly aramid, and / or a metallic material, particularly steel, with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and most preferably between 3% and 5%. Thus, different materials are possible as reinforcing elements in the coiled bandage, with which these elongations at break can be achieved through appropriate stranding.When the coiled bandage reinforcement carriers are made of a metallic material, especially exclusively of a metallic material, the improved recyclability already mentioned for the belt, as well as a reduced effort for retreading, can be guaranteed even better, especially if the reinforcement carriers are made exclusively of a metallic material both in the carcass (for improved recyclability and reduced effort in retreading) and in the belt (if present, for improved recyclability).

[0053] Furthermore, it may be provided that the at least one high-tensile-strength coil bandage reinforcement layer exhibits an elongation behavior that differs from the elongation behavior of the at least one metallic carcass reinforcement layer. Thus, different implementations in the respective layers are possible.

[0054] Preferably, it is further provided that the at least one provided coil bandage reinforcement carrier is wound up in such a way that a coil bandage is formed in which the at least one wound coil bandage reinforcement carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, runs at a first angle to the circumferential direction, which in the vulcanized state of the vehicle pneumatic tire is between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, most preferably between 0° and 2°.

[0055] This prevents undesirable circumferential growth of the vehicle tire at high speeds, as the highly tensile-strength construction of the wound bandage is then less compliant. This is particularly advantageous when the carcass reinforcement layers (in a diagonal or angled carcass) and / or the belt reinforcement layers (if a belt is present) are angled relative to the circumferential direction. In this case, circumferential growth is less effectively prevented by these layers, but this is compensated for by the less compliant wound bandage.

[0056] Preferably, the at least one provided coil bandage reinforcement carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, is formed by a single filament or monofilament, or by a cord or multifilament made of several or a composite of (mono)filaments 10, preferably twisted together. Thus, there are different ways to form a coil bandage reinforcement carrier with the respective elongation at break property. The twisting can be configured in different ways, with the only restriction regarding the cord configuration being that it results in the aforementioned elongation at break of the entire coil bandage reinforcement carrier. It is clear to those skilled in the art how the filaments within such a cord are to be twisted to achieve a specific elongation at break.

[0057] Preferably, it is further provided that the at least one provided coil bandage reinforcement carrier has a wave shape in the circumferential direction with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, wherein the at least one coil bandage reinforcement carrier with the wave shape is wound in such a way in the radial direction above the axially contoured tire package in order to form the coil bandage that it retains its wave shape until the finished tire blank is formed into the vulcanization mold and the wave shape preferably changes during the forming of the tire blank into the vulcanization mold.

[0058] In addition to a contoured construction drum, a wave shape can also be provided for the high-tensile-strength coil bandage reinforcement elements. This wave shape, forming the remaining residual elevation, can absorb or reduce tensile forces that develop during the molding process. During molding into the vulcanization mold, the wave shape approximates a straight line, thus optimizing the tensile forces on the at least one high-tensile-strength coil bandage reinforcement element.

[0059] Preferably, the expansion of the provided construction drum is carried out radially, and the outer surface of the provided construction drum is designed axially such that, before the finished tire blank is inserted into the vulcanization mold, the residual protrusion of the tire blank is less than or equal to 4%, preferably less than or equal to 2%, and particularly less than or equal to 1%, wherein the tire blank expands radially by this residual protrusion during insertion. The design of the tire blank is thus optimized such that only a minimal residual protrusion remains, which can be compensated for without damage by the high-tensile-strength material of the winding drum and the corresponding structure.

[0060] In particular, it is provided that the circumferential shape of the at least one coiled bandage reinforcement carrier is selected depending on the residual elevation, in particular such that the wavelength of the wave-shaped coiled bandage reinforcement carrier increases during the molding into the vulcanization mold and the wave amplitude decreases, and that the at least one coiled bandage reinforcement carrier thereby approaches or assumes a straight shape during vulcanization, in particular during the molding.

[0061] The drawings show: Fig. 1 a sectional view of a vehicle tire; Fig. 2A-2E Detailed views of a coil bandage of the vehicle pneumatic tire according to Fig. 1; Fig. 3A, Fig. 3B Detailed views of the belt of the vehicle pneumatic tire according to Fig. 1; Fig. 3C-3F further embodiments of the coil bandage of the vehicle pneumatic tire according to Fig. 1; Fig. 4A, Fig. 4B Detailed views of a carcass of a vehicle pneumatic tire according to Fig. 1; Fig. 4C a detailed view of a bead area of ​​the vehicle pneumatic tire in a further embodiment; Fig. 5 a flowchart of a process for manufacturing the vehicle pneumatic tire according to Fig. 1; Fig. 6A-6E a tire assembly plant for carrying out the procedure according to Fig. 5.

[0062] Fig. Figure 1 schematically shows a vehicle pneumatic tire 50 in a radial cross-section, intended for passenger cars or light commercial vehicles and accordingly having a load index (corresponding to a load capacity in kg per tire) in the range of 71 to 126. The vehicle pneumatic tire 50 has at least the following features: - a largely airtight inner layer 1; - a carcass 2, which, for example, extends in a conventional manner from a tire zenith Z of the vehicle pneumatic tire 50 over sidewalls 3 to bead areas 4 and is anchored there by wrapping around tensile-resistant bead cores 5; - a profiled tread strip 6 located radially outside the carcass 2, which is preferably formed by a cap and a base and has a profile with an application-specific tread depth; - a belt 7 arranged in the radial direction rR between the tread 6 and the carcass 2, comprising at least one belt layer 7a, preferably two belt layers 7a (as shown, a first belt layer 7a1 and a second belt layer 7a2) or also three belt layers 7a (not shown); and - a coil bandage 8 covering the belt 7 radially outwards, which has at least one coil bandage layer 8a.

[0063] The coil bandage 8 covers, according to the embodiment in Fig. The coil bandage 8 extends axially beyond these belt edges 9, 9a, 9b on both sides in the axial direction aR, i.e., the axial coil bandage extension A8 of the coil bandage 8 is greater than the axial belt extension A7 of the belt 7. In the illustrated embodiment, the axial belt extension A7 is defined by a first axial belt extension A71 of the axially wider first belt layer 7a1. This allows the belt edges 9, 9a, 9b to be held down and protected for high-speed resistance and durability.

[0064] The coil bandage 8 includes, according to the excerpt in Fig. 2A within the respective coil bandage layer 8a furthermore one or more coil bandage reinforcement carriers 8b in the form of individual wires or filaments 10 or in the form of cords C made of several twisted or intertwined filaments 10 (see Fig. 2B), wherein the one or more coil bandage reinforcement carriers 8b run parallel to each other and substantially along a circumferential direction U of the vehicle pneumatic tire 50. The one or more coil bandage reinforcement carriers 8b are applied annularly over the entire axial coil bandage extension A8 of the coil bandage 8 on the outer circumference of the belt 7, preferably wound spirally thereon, wherein this in Fig. 2A is only partially shown. Furthermore, the one or more coil bandage reinforcement carriers 8b are coated with rubber or embedded in a rubber layer. As explained later, either a single rubberized coil bandage reinforcement carrier 8b can be wound in a ring around the outer circumference of the belt 7, or several coil bandage reinforcement carriers 8b can be wound side by side within a rubber strip G wound in a ring around the outer circumference of the belt 7.

[0065] As in Fig. As shown in a schematic top view in Figure 2C, the one or more coil bandage reinforcement carriers 8b within the respective coil bandage layer 8a extend at a first angle α1 to the circumferential direction U, wherein this first angle α1 in the vulcanized state of the vehicle pneumatic tire 50 is preferably between 0° and 5°, more preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably between 0° and 2°. In this embodiment, this small first angle α1 relative to the circumferential direction U is intended to prevent undesirable circumferential growth of the vehicle pneumatic tire 50 at high speeds.

[0066] To achieve this, in addition to selecting a small first angle α1 for one or more coil bandage reinforcement elements 8b, the coil bandage 8 as a whole is designed to have high tensile stiffness or high tensile strength in order to effectively suppress radial expansion of the radially underlying material. For this purpose, the respective coil bandage reinforcement element 8b is designed and / or manufactured from a material such that the elongation at break D of the respective coil bandage reinforcement element 8b is between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. The elongation at break D is determined in accordance with ASTM D2969-04 from 2010 (for steel cords) or ASTM D885 from 2023 (for textile cords and hybrid cords (steel and textile)), i.e.,The respective coil bandage reinforcement carrier 8b, which is neither rubberized nor installed in the vehicle pneumatic tire 50, can be stretched by a maximum of 6%, preferably by a maximum of 5.5%, and in particular by a maximum of 5%, before it breaks. In this way, a highly tensile-strength coil bandage reinforcement carrier 8b, and thus also a highly tensile-strength coil bandage 8, is provided.

[0067] For example, a metallic material mM can be selected as the material for the respective coil bandage reinforcement carrier 8b, preferably steel. The metallic material mM is in the form of individual filaments 10 or preferably in the form of cords C made of intertwined filaments 10, as shown in Fig. Figure 2B illustrates this by way of example. Accordingly, at least two, preferably three (as shown), metallic filaments 10 are individually twisted together to form several strands 11, the individual strands 11 being in turn also twisted together to form a single cord-like coil bandage reinforcement carrier 8b. For example, a single coil bandage reinforcement carrier 8b can be constructed in a 3 x 3 structure (three twisted strands 11, each with three twisted filaments 10). However, a cord C can also consist of only one strand 11 with the corresponding number of twisted filaments 10.

[0068] In the case of such a cord C, the filament diameter D10 of the individual twisted or stranded metallic filaments 10 is, for example, between 0.1 mm and 0.3 mm, preferably between 0.14 mm and 0.25 mm. Depending on the type of twisting or stranding, this results in a cord diameter DC of, for example, between 0.3 mm and 1.2 mm, preferably between 0.5 mm and 1 mm. A single metallic filament 10 already exhibits an elongation at break D of, for example, approximately 2%. However, if the individual filaments 10 are twisted, the elongation at break D of the respective coil bandage reinforcement carrier 8b, designed as a cord C, increases to, for example, between 3.5% and 6%, depending on the type of twisting or stranding. The elongation at break D is therefore not only determined by the material, but also by the structural design of the respective coil bandage reinforcement carrier 8b.

[0069] However, a textile material tM can also be used as the material, for example aramid, from which the respective coil bandage reinforcement carrier 8b is preferably formed in the form of a multifilament yarn or a cord C made of several intertwined filaments 10, for example aramid fibers, as in Fig. The diagram is shown in 2D cross-section. Accordingly, a plurality, for example more than 100, preferably more than 200, of intertwined textile filaments 10 are combined to form a cord C. The cord diameter DC of the respective textile cord C is, as with the metallic filaments 10, for example between 0.3 mm and 1.2 mm, preferably between 0.5 mm and 1.2 mm. In such a form as a textile multifilament yarn or as a textile cord C, such a coil bandage reinforcement carrier 8b exhibits, depending on the type of twisting or stranding, i.e., whether as an x1 cord, as in Fig. The design is represented in 2D, or as an x2 cord (with two such twisted textile cords C), or, depending on the twist level, exhibits an elongation at break D of, for example, between 2% and 6%. For a textile material tM, x2 cords are preferred because they offer better fatigue resistance.

[0070] Hybrid variants are also possible. For example, textile filaments 10 can be combined with metallic filaments 10 within a coil bandage reinforcement carrier 8b. In such hybrid variants, the material and / or the structural design of the respective coil bandage reinforcement carrier 8b must be selected such that an elongation at break D of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, is achieved.

[0071] In a preferred embodiment, however, it is provided that mainly, preferably exclusively, coil bandage strength carriers 8b made of a metallic material mM are used in order to enable, in addition to the high tensile strength, an improved recyclability of the vehicle pneumatic tire 50 or also a retreading of the vehicle pneumatic tire 50 without increased effort.

[0072] The targeted selection of the material and / or the design of the respective coil bandage reinforcement carrier 8b to achieve the required elongation at break D (or high tensile strength) as well as the targeted selection of the small first angle α1 is particularly advantageous when a reduced longitudinal stiffness or a reduced tensile strength of the radially underlying belt 7 needs to be compensated for. In some embodiments of the vehicle pneumatic tire 50, it may be provided that the in Fig. 3A schematically represented belt reinforcement beam 7b in the one or more belt layers 7a; 7a1, 7a2 of the belt 7 do not run as conventionally at a shallow second angle α2 of less than 35° to the circumferential direction U, but as in a schematic top view in Fig. 3B shows the belt running at a second angle α2 to the circumferential direction U, which lies between 35° and 55°, preferably between 40° and 45°. In such a design, the tensile strength or longitudinal stiffness of the entire belt 7 is limited, so that the belt 7 itself can only partially prevent the circumferential growth of the vehicle tire 50 at higher speeds. This is compensated for in the above design by the construction of the coil bandage 8, in particular by a suitable selection of D and α1.

[0073] With two belt layers 7a; 7a1, 7a2, as in Fig. 1, Fig. 3A and Fig. As shown in Figure 3B as an example, the belt reinforcement bars 7b run within the respective belt layer 7a; 7a1, 7a2 at the specified second angle α2 to the circumferential direction U, whereby the belt reinforcement bars 7b have a different slope direction in each belt layer 7a; 7a1, 7a2, so that the radially superimposed belt reinforcement bars 7b cross each other or form a so-called cross bond.

[0074] The belt reinforcement elements 7b, like the respective coil bandage reinforcement element 8b, can be made of a metallic material mM, preferably steel. Metallic belt reinforcement elements 7b can also be combined with belt reinforcement elements 7b made of a textile material tM, for example, polyester, nylon, rayon, aramid, or the like. However, it is preferred to use only belt reinforcement elements 7b made of a metallic material mM in order to enable improved recyclability of the vehicle pneumatic tire 50. The belt reinforcement elements 7b are also available in the form of individual wires or filaments 10 and / or in the form of cords C made of several twisted or intertwined filaments 10. Furthermore, the belt reinforcement elements 7b are also preferably coated with rubber or embedded in a rubber layer.

[0075] The second angle α2 of the belt reinforcement elements 7b of between 35° and 55°, preferably between 40° and 45°, can be selected, for example, when the radially underlying carcass 2 has carcass reinforcement elements 2b in the individual carcass layers 2a in the form of wires or filaments 10 embedded or sheathed in rubber, or cords C consisting of several filaments 10, which, according to the invention, are at least partially, preferably exclusively, made of a metallic material mM, particularly preferably steel. This allows not only the provision of a robust pneumatic tire 50, but also improved recyclability.

[0076] In the case of a carcass 2 made of metallic carcass reinforcement members 2b, it is also necessary to ensure that the carcass reinforcement members 2b are compressed less during operation of the vehicle pneumatic tire 50, particularly to achieve good durability of the carcass reinforcement members 2b under dynamic loads. This is achieved precisely by having the belt reinforcement members 7b run, as described, at the largest possible second angle α2 of between 35° and 55°, preferably between 40° and 45°, to the circumferential direction U. In this case, the belt reinforcement members 7b can yield more easily under dynamic load, and less compression acts on the radially underlying carcass 2.

[0077] In summary, a pneumatic tire 50 for passenger cars and / or light commercial vehicles utilizes a carcass 2 with metallic carcass reinforcement elements 2b, and the resulting properties are addressed by a corresponding design of the belt 7 and the wound band 8 as described. Depending on the design and application of such a pneumatic tire 50 for passenger cars and / or light commercial vehicles, when using a carcass 2 with metallic carcass reinforcement elements 2b, it may also be possible to construct the belt 7 and / or the wound band 8 differently from the designs described above, as illustrated below:

[0078] According to one embodiment, for example, it may be provided that the axial coil bandage extension A8 is also less than or equal to the axial belt extension A7 or the first axial belt extension A71 of the axially wider or radially lower first belt layer 7a1, as in Fig. 3C indicates different variants with dashed lines. Accordingly, the axial coil bandage extension A8 of the coil bandage 8 - be equal to the first axial belt extension A71, or - smaller than the first axial belt extension A71 but larger than a second axial belt extension A72 of the radially upper second belt layer 7a2, or - be less than or equal to the second axial belt extension A72.

[0079] The belt 7, which runs axially aR between shoulder sections 12 of the vehicle tire 50, is then no longer completely covered by the coil bandage 8 at the first belt edge 9a of the first belt layer 7a1 and possibly also at the second belt edge 9b of the second belt layer 7a2. Compared to the design in Fig. 1. Thus, side sections 8c of the coil bandage 8 are omitted, or the respective coil bandage reinforcement carrier 8b wound onto the belt 7 extends, if at all, only to a small extent into the shoulder sections 12 of the vehicle pneumatic tire 50.

[0080] This, in combination with the selected larger second angle α2 of the belt reinforcement 7b (lower longitudinal tensile strength) and in conjunction with the metallic material mM of the carcass reinforcement 2b, prevents excessive compression in the shoulder sections 12 of the vehicle tire 50 by the respective coil band reinforcement 8b. Furthermore, the lower mass and reduced heat generation at the belt edges 9a, 9b have a positive effect on the high-speed performance of the vehicle tire 50.

[0081] This embodiment can also be used for certain applications of the vehicle pneumatic tire 50 with a coiled bandage 8, where the respective coiled bandage reinforcement carrier 8b does not exhibit an elongation at break D of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. In this case as well, excessive compression by the respective coiled bandage reinforcement carrier 8b in the shoulder sections 12 of the vehicle pneumatic tire 50 can be prevented. However, this compression occurs more frequently with highly tensile-strength coiled bandage reinforcement carriers 8b, so that the reduced axial extension offers an even greater advantage.

[0082] Instead of or in addition to this shortened version of the coil bandage 8, it can be provided that the respective coil bandage reinforcement carrier 8b is wound onto the radially underlying belt 7 in such a way that at least in the side sections 8c of the coil bandage 8 a gap L with a gap width BL is formed between axially adjacent windings of the coil bandage reinforcement carriers 8b. The gap width BL can be constant or it can increase with increasing axial distance from the tire zenith Z. In the side sections 8c of the coil bandage 8, a gap width BL of, for example, between 0.5 times and 2 times a coil bandage reinforcement carrier diameter D8b, i.e., the cord diameter DC of the coil bandage reinforcement carriers 8b designed as cords C or the filament diameter D10 of the coil bandage reinforcement carriers 8b designed as individual filaments 10, can be selected.

[0083] In the radial direction rR above the first belt edge 9a of the first belt layer 7a1 and, if applicable, also the second belt edge 9b of the second belt layer 7a2, the windings of the respective coiled bandage reinforcement carrier 8b are thus "thinned out." This also prevents excessive compression by the respective coiled bandage reinforcement carrier 8b in the shoulder sections 12 of the vehicle tire 50, in combination with the selected larger second angle α2 of the belt reinforcement carrier 7b (lower longitudinal tensile strength) and in conjunction with the metallic material mM of the carcass reinforcement carrier 2b. Furthermore, material can be saved and the weight of the vehicle tire 50 reduced.

[0084] According to a further embodiment, it is provided that the carcass reinforcement elements 2b running between the two bead areas 4 of the carcass 2 enclose a third angle α3 to the circumferential direction U, which - in the case of a radial construction of the vehicle pneumatic tire 50 (in the vulcanized state of the vehicle pneumatic tire 50) is between 70° and 90°, or - in a diagonal construction of the vehicle pneumatic tire 50 (in the vulcanized state of the vehicle pneumatic tire 50) between 40° and 50°, preferably 45°.

[0085] The design as a 50-series pneumatic tire with a diagonal construction offers the advantage that drive and braking forces in the form of tension can be absorbed by the carcass reinforcement elements 2b with only minimal energy losses. This is because, due to their angle relative to the circumferential direction U, these elements are displaced less during acceleration and braking, resulting in less energy loss as heat. This is particularly relevant for electric vehicles, as it not only achieves higher efficiency during acceleration but also allows a larger portion of the braking energy to be recuperated and fed back into the energy storage system, since less energy is dissipated in the 50-series pneumatic tire. Overall, this results in increased efficiency during operation.

[0086] According to a preferred embodiment, which is also in Fig. As shown in Figure 4A, two carcass layers 2a are provided within the carcass 2, each carcass layer 2a having carcass reinforcement carriers 2b extending at the third angle α3 to the circumferential direction U. The carcass layer 2a is as shown in Fig. Figure 1 shows the tensile-resistant bead cores 5 folded over or folded upwards, i.e., a carcass fold 2f forms on the axially outer side of the respective bead area 5. In each carcass layer 2a, however, the carcass reinforcement elements 2b have a different slope direction, so that the radially overlapping carcass reinforcement elements 2b cross over each other or form a so-called cross-lamination. As a result, the carcass reinforcement elements 2b made of the metallic material remain relatively flexible overall, so that lower rolling resistance results at high speeds.

[0087] The carcass high-roll 2f proceeds according to the in Fig. 1. In the standard construction shown, the carcass fold 2f does not extend to the side walls 3. In a different so-called C-construction (not shown), the carcass fold 2f can, however, extend to below the belt 7 or below the coil bandage 8.

[0088] In an optional version, in such a design of the carcass 2, two carcass layers 2a with metallic carcass reinforcement bars 2b in a cross bond can be joined by the radially overlying belt 7, for example with metallic belt reinforcement bars 7b and in a cross bond (see. Fig. 3B), are omitted. This saves material and therefore also improves the recyclability of the vehicle pneumatic tire 50.

[0089] To optimize compression on the carcass 2, the coil bandage 8, which continues to lie radially above it, can be shortened in its side sections 8c and / or have coil bandage reinforcement carriers 8b, which, as above, are based on Fig. 3D described a correspondingly enlarged gap L, so that the coil bandage reinforcement carriers 8b in the side sections 8c of the coil bandage 8 are “thinned”.

[0090] Furthermore, in a design as a vehicle pneumatic tire 50 in radial or diagonal construction, it may be provided that a reinforcement spacing A2b is left between adjacent carcass reinforcement elements 2b in edge regions 2c of carcass strips 2S, from which the respective carcass ply 2a is composed in the circumferential direction U, which corresponds to between 1 and 1.5 times a carcass reinforcement element diameter D2b of the carcass reinforcement elements 2b, as shown in Fig. 4B is shown. This can be achieved, for example, by omitting every second carcass reinforcement bar 2b in the two edge regions 2c of a calendered material web, within which the parallel carcass reinforcement bars 2b are embedded in rubber. This creates a correspondingly large gap 13 between the carcass reinforcement bars 2b with the reinforcement bar spacing A2b. The carcass strips 2S are then cut from this calendered material web to the appropriate length and with the corresponding angle of the carcass reinforcement bars 2b, and joined at their edge regions 2c by overlap splicing with further carcass strips 2S. Several such joined carcass strips 2S then form the carcass layer 2a, which extends in the circumferential direction U.

[0091] The edge regions 2c extend over an edge length L2c of, for example, between 3 mm and 10 mm, preferably over 5 mm, starting from an edge edge 2d of the respective carcass strip 2S. With edge regions 2c of the respective carcass strip 2S designed in this way, it can be achieved that during overlap splicing during the preparation of the respective carcass layer 2a, i.e., during the surface overlapping of the two edge regions 2c of adjacent carcass strips 2S in an overlap area 2e, the carcass reinforcement carriers 2b in the radially overlapping edge regions 2c are offset from each other in the circumferential direction U. In particular, these are arranged such that a carcass reinforcement carrier 2b is arranged within a carcass strip 2S in the radial direction rR adjacent to a space 13 within the respective radially adjacent carcass strip 2S.

[0092] In this way, unlike conventional overlap splicing, the overlap area 2e between two carcass strips 2S does not contain twice as many carcass reinforcement elements 2b as outside the overlap area 2e within the respective carcass strip 2S, but rather a similar number of carcass reinforcement elements 2b as outside the overlap area 2e within the respective carcass strip 2S. This results in the additional advantage, particularly with the carcass reinforcement elements 2b made of a metallic material mM used here, that the modulus and the flexural strength (and thus the restoring moments) within the multiple overlap areas 2e on the circumference of the carcass layer 2a largely correspond to the modulus and the flexural strength outside the overlap areas 2e within the respective carcass strip 2S or the carcass layer 2a formed from it.This also prevents the unintentional opening of the carcass flap 2f of the carcass 2.

[0093] In a radial design for a vehicle tire 50 with only one carcass ply 2a, it can also be provided that the carcass reinforcement members 2b run at a third angle α3 to the circumferential direction U of greater than 70° but less than 90°, thus forming a so-called angled carcass. Such a slight angulation of the carcass reinforcement members 2b relative to the circumferential direction U can increase the efficiency of the vehicle tire 50 and, due to the metallic carcass reinforcement members 2b, also improve rolling resistance. For example, a standard carcass high-profile design 2f, as in Fig. 1 shown, or preferably a C-construction of the carcass high-fold 2f, which extends at least to below the belt 7 or to below the winding band 8, may be provided. In the case of such an angled carcass, a belt layer 7a can be omitted in the radially above belt 7, the technical effect of which can be compensated for by a slight angulation of the carcass reinforcement members 2b.

[0094] Furthermore, as in Fig. As shown in Figure 4C, the carcass reinforcement members 2b, made of a metallic material mM, are designed so that in a standard construction, the carcass rim 2f does not extend into the sidewall 3, but is merely located within a bead strip 4a (rim strip) that protects the bead area 4 from the rim. In the bead area 4, the inflated pneumatic tire 50 is typically pressed against the rim by the more robust bead strip 4a, thus protecting the tire 50 from damage in this area. At a transition edge F, the bead strip 4a extends radially rR into the sidewall 3, with a radially upper end 2g of the carcass rim 2f lying radially below this transition edge F.

[0095] In particular, the radially upper end 2g of the carcass high-profile section 2f also lies radially below a radially lower end 3a of the sidewall 3, which in cross-section represents the radially lowest point of the sidewall 3 on the respective tire side. This results in a length between a bead core top surface 5a of the bead core 5, formed by the radially uppermost layer of the bead core 5, and the radially upper end 2g of the carcass high-profile section 2f of, for example, between 10 mm and 30 mm.

[0096] In this design, the carcass high-profile section 2f is additionally protected, since this area radially below the transition edge F is already less compressed, especially in the tire contact patch when the vehicle tire 50 rolls on a surface. Furthermore, the material of the bead 4a is more robust than, for example, the sidewall 3, so that forces are absorbed more effectively.

[0097] Furthermore, in such a design, it is provided that radially above the bead core 5, between this core and the carcass layer 2a, there is no apex 4b (as in Fig. 1 with a radially longer carcass rise 2f). In order to avoid excessively sharp bends in the carcass layer 2a in the area of ​​the bead core top surface 5a, the bead core 5 has a teardrop-shaped cross-section. This can be achieved, for example, by constructing the bead core 5 in several layers 5b with a layer height H5b (or a wire thickness of the wires forming the bead core 5) of, for example, between 1.2 mm and 1.7 mm, according to one of the following configurations or arrangements: 3-4-3-2-1 (as shown), 3-4-5-4-3-2-1, 2-3-2-1, 4-5-4-3-2-1 or 3-4-5-4-3-2-1.

[0098] This makes the bead core 5 increasingly pointed radially outwards, thus compensating for the absence of the apex 4b. The carcass high-cut 2f can therefore be achieved with a smaller radial extent compared to the version in Fig. 1 end and thus only run within the bead band 4a in order to achieve the above advantages.

[0099] The following will be based on the Fig. Sections 5 and 6A-6E describe the tire construction process, which is used in particular to... Fig. Figure 1 shows a vehicle pneumatic tire 50 for a passenger car and / or for light commercial vehicles with a carcass 2 made of metallic carcass reinforcement members 2b as described above, which can be manufactured in the individual embodiments. The problem is that the tire blank 50RR ("green tire", i.e., in the unvulcanized state), assembled from the individual components (inner layer 1, carcass 2, belt 7, coil band 8, tread 6, bead core 5, etc.), expands by up to 4% (in the radial direction rR) at the tire zenith Z and also to a lesser percentage in the shoulder sections 12 due to the effects of pressure and temperature during insertion into the vulcanization mold 27, before the final vehicle pneumatic tire 50, made of elastic rubber with its inseparably bonded components and the incorporated tread pattern, is completed in the vulcanization tool.

[0100] However, such radial expansion of up to 4% is problematic with a tire blank 50RR, which, as described, has at least a carcass 2 with metallic carcass reinforcement members 2b and, in certain embodiments, also a coiled bandage 8 with high-tensile-strength coiled bandage reinforcement members 8b, which run at a small first angle α1 to the circumferential direction U of preferably between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably from 0° to 2°. Particularly across the tire cross-section, uneven expansion of the respective materials occurs, which can lead to material displacements relative to the surrounding components as well as to an uneven stress distribution in the respective reinforcement members 2b, 7b, 8b.Furthermore, changing the first angle α1 of the coil bandage reinforcement carriers 8b to compensate for radial expansion during vulcanization is only possible to a limited extent, especially with small first angles α1, as described. Therefore, the manufacturing process described below is used to enable such a construction of the tire blank 50RR or the vehicle pneumatic tire 50 in a simple and reliable manner. According to Fig. 5 and Fig. In a first step, ST1, a construction drum 20 is provided as part of a tire building system 100, which can be rotated about a drum axis 21. The construction drum 20 generally consists of segments distributed around its circumference, each of which is movable in the radial direction rR to allow the outer diameter of the construction drum 20 to be reduced or increased.

[0101] According to a preferred embodiment, the construction drum 20 is surface contoured, i.e., its outer surface 22 is not planar, but has a convexly curved shape or a rounded cross-sectional contour, as shown in Fig. Figure 6A illustrates this. The outer surface 22 thus has a radial axial distance rA to the drum axis 21, which is at its maximum at the zenith 20Z of the construction drum 20. Starting from the zenith 20Z, the radial axial distance rA decreases on both sides in the axial direction aR towards the shoulder regions 20S of the construction drum 20. The outer surface 22 of the construction drum 20 is therefore largely or almost completely adapted to the cross-sectional contour of the components of the finished pneumatic tire 50, i.e., the carcass 2, the belt 7, and the spool band 8.

[0102] In a second step ST2, a ring-shaped tire assembly 23 is positioned radially rR above the build drum 20. This assembly consists at least of the inner layer 1, the carcass 2, and the bead sections 4 with the bead cores 5 and optionally other components, each circulating in a ring. The tire assembly 23 is preferably assembled from its individual components on a separate drum (not shown) and positioned radially above the outer surface 22 of the build drum 20 via a transfer device (not shown). Alternatively, the individual components can be wound directly onto the build drum 20 to assemble the tire assembly 23 directly on the drum.

[0103] The carcass 2 is constructed according to the respective embodiment as described above, i.e., with one or two carcass layers 2a, each with carcass reinforcement elements 2b made of a metallic material, in particular steel. The carcass layers 2a are arranged as described in Fig. 1 or Fig. 4C shown in a standard construction around the tensile-resistant bead cores 5 folded over or folded up, i.e., on the axially outer side of the respective bead area 5, the carcass foldover 2f is formed, either with apex 4b (see. Fig. 1) or without apex (see Fig. 4C). However, a C-construction as described above is also possible. The carcass layers 2a themselves are then, for example, as described above, in the case of two carcass layers 2a in a cross-bond ( Fig. 4A) (diagonal construction) or in the case of a carcass layer 2a in radial construction with carcass reinforcement beams 2b running at 90° or in radial construction with greater than 70° and less than 90° (angle carcass) wherein the carcass reinforcement beams 2b in the case of a radial construction with an angle carcass or in the case of a diagonal construction are located in edge areas 2c of the carcass strips 2S forming the carcass layer 2a with the widened reinforcement beam spacing A2b to each other.

[0104] In a third step ST3, the assembled tire package 23 is fixed centrally, for example in a conventional manner using clamping devices 24 arranged (axially) on both sides of the construction drum 20, on which the side walls 3 may already be positioned. In this state, which is described in Fig. As shown in Figure 6B, the construction drum 20 (or its segments) is still in its retracted state, in which the tire package 23 is clamped between the clamping devices 24 and the outer surface 22 of the construction drum 20 only touches tangentially at the zenith 20Z.

[0105] In a fourth step ST4, the belt 7, comprising individual belt layers 7a, 7a1, 7a2, which is assembled on a separate belt drum (not shown) away from the construction drum 20, is provided via a transfer device 25 and positioned centrally above the construction drum 20. The belt 7 is constructed according to one of the respective embodiments as described above, i.e., it can have one or more belt layers 7a, 7a1, 7a2 with belt reinforcement elements 7b made of a metallic material mM or a textile material tM, which preferably run at the second angle α2 of between 35° and 55° to the circumferential direction U and, in the case of two belt layers 7a, 7a1, 7a2, may optionally also be positioned in a crosswise pattern relative to each other.

[0106] In a fifth step ST5, the construction drum 20 is enlarged in the radial direction rR, as shown in Fig. Figure 6C shows the clamping devices 24 being simultaneously moved axially aR. As a result, the tire package 23, particularly in its central region, adapts to the convexly curved shape of the outer surface 22 of the construction drum 20 in the illustrated embodiment, so that the tire package 23 also assumes a curved shape. At the same time, this radial expansion of the construction drum 20 presses the radially upper carcass 2 of the tire package 23 against the belt 7 positioned radially above it.

[0107] Through appropriate measures, the belt 7 conforms fully to the curved tire package 23 or the radially upper carcass 2 over its entire axial belt extension A7, so that in this embodiment the belt 7 is also adapted to the curved shape of the outer surface 22 of the construction drum 20. The full-surface conformity of the belt 7 to the tire package 23 or the carcass 2 can be achieved, for example, by an inflatable cuff on the transfer device 25, by radial deformability of the transfer device 25, or by other means that cause the belt 7 to be pressed fully and over its entire axial belt extension A7 against the already contoured or curved tire package 23.

[0108] In some of the above-described embodiments, the belt 7 can also be omitted, especially in the case of a carcass 2 made of metallic carcass reinforcement members 2b in a cross bond (cf. Fig. 4A). In this case, the fourth step ST4 is omitted and, through the radial expansion of the construction drum 20 in the fifth step ST5, only the tire package 23 is adapted to the convexly curved shape of the outer surface 22 of the construction drum 20 by appropriate means.

[0109] In a sixth step ST6, at least one coil bandage reinforcement carrier 8b is provided, and a coil bandage 8 with one or more coil bandage layers 8a is then applied radially above the contoured or curved belt 7 (or, if the belt 7 is omitted, directly radially above the contoured or curved tire package 23 or the contoured or curved carcass 2). In this embodiment, the coil bandage 8 thus also conforms fully to the curved belt 7, the curved tire package 23, or the radially superior carcass 2 over its entire axial coil bandage extent A8, so that the coil bandage 8 is also adapted to the curved shape of the outer surface 22 of the construction drum 20.

[0110] The application of the coil bandage 8 is preferably carried out by winding one or more rubber strips G over an arbitrary coil head 26, as exemplified in Fig. Figure 6D shows that one or more coil bandage layers 8a are formed within the coil bandage 8. Accordingly, several coil bandage reinforcement carriers 8b, for example between three and five, are embedded in the respective rubber strip G. The rubber strip G therefore has a rubber strip width BG of, for example, between 3 mm and 10 mm, in particular between 4 mm and 7 mm. The winding of the rubber strips G can be done overlapping or butt-to-butt. It can also be provided that a single coil bandage reinforcement carrier 8b is wound onto the winding head 26 in one or more coil bandage layers 8a, in which case this coil bandage reinforcement carrier 8b is rubberized, i.e., encased in a rubber coating.

[0111] According to a further embodiment, which is preferably used in addition to the surface contoured construction drum 20, it is provided that the coil bandage reinforcement carrier(s) 8b are wound up in the area of ​​the tire zenith Z in such a way that a gap L with a certain gap width BL is formed between at least some of the axially adjacent windings aR of the coil bandage reinforcement carriers 8b, as shown in an enlargement in Fig. 3E and Fig. 3F is shown. This is comparable to the winding method of the coil bandage reinforcement carriers 8b in the side sections 8c of the coil bandage 8, as shown by Fig. 3D described. The gaps L are preferably located on both sides of the tire zenith Z over an axial extent of between 10% and 70% of the coil bandage extent A8, preferably in a symmetrical manner around the tire zenith Z.

[0112] According to Fig. In embodiment 3E, several coil bandage reinforcement carriers 8b are wound onto the rubber strips G. In this embodiment, the gap L is formed by advancing the coiling head 26 axially aR, winding adjacent rubber strips G with a gap width BL apart from each other. Therefore, a gap L does not form between every winding of the coil bandage reinforcement carriers 8b, but only between the axially outer and axially inner coil bandage reinforcement carriers 8b of axially adjacent rubber strips G. The gap width BL can be between 0.5 and 1.5 times the rubber strip width BG, but preferably between 3 mm and 10 mm.

[0113] According to Fig. 3F provides that a single coil bandage reinforcement carrier 8b is wound up, wherein a gap L with a specific gap width BL is preferably formed between each axially adjacent winding of the coil bandage reinforcement carrier 8b by a corresponding feed of the coiling head 26. The gap width BL can in this case be between 0.5 times and 2 times the coil bandage reinforcement carrier diameter D8b, i.e., the cord diameter DC of the coil bandage reinforcement carriers 8b designed as cords C or the filament diameter D10 of the coil bandage reinforcement carriers 8b designed as individual filaments 10.

[0114] In both designs, the gap width BL of all formed gaps L can be constant or decrease with increasing distance from the tire's apex Z. Such gaps L also allow for material and weight savings. Furthermore, they can reduce compression on the radially underlying layers.

[0115] The provided coil bandage 8 is constructed according to one of the respective embodiments as described above, i.e., with highly tensile-strength coil bandage reinforcement carriers 8b, which have an elongation at break D of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. The respective coil bandage reinforcement carrier 8b is therefore, for example, made of a metallic material mM or a textile material tM, and the coil bandage 8 has an axial coil bandage extension A8, which, depending on the application, is greater than, less than, or equal to the first and / or second axial belt extension A71, A72.

[0116] The design and stranding of the coil bandage reinforcement carriers 8b must be adapted according to the respective embodiment to the material used for the coil bandage reinforcement carriers 8b and how much the finished tire blank 50RR expands in the radial direction rR during subsequent molding into the vulcanization mold 27 due to the action of pressure and temperature, since this radial expansion, as already described, acts in the circumferential direction U as tensile forces on the coil bandage 8 or the individual coil bandage reinforcement carriers 8b.

[0117] In its simplest form, for small radial expansions during molding of, for example, 1% (relative to the radius of the tire blank 50RR), a coiled bandage reinforcement carrier 8b can be selected which has a straight shape FG, as shown in Fig. Figure 2C is shown for a small first angle α1. The slight radial expansion of the tire blank 50RR can be absorbed without damage by the respective coil bandage reinforcement carrier 8b in the form of tensile forces in the circumferential direction U, even if the respective coil bandage reinforcement carrier 8b runs at the small first angle α1 described above and / or has the elongation at break D described above of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%. For further optimization, the gap L described above can additionally be formed between individual coil bandage reinforcement carriers 8b in the region of the tire zenith Z.

[0118] However, according to an alternative embodiment, it can also be provided that the individually wound rubberized coil bandage reinforcement carrier 8b or the multiple coil bandage reinforcement carriers 8b embedded in the wound rubber strips G run in a wave shape FW in the circumferential direction U, as exemplified in Fig. 2E is shown. The tensile forces in the circumferential direction U caused by the radial expansion on the coil bandage reinforcement carrier 8b then cause the wavelength WL of the coil bandage reinforcement carrier 8b to increase and the wave amplitude WA to decrease, i.e. the “wave” is pulled apart.

[0119] The coil bandage reinforcement carrier 8b thus approaches a straight shape FG with increasing radial expansion of the tire blank 50RR during the forming process in order to absorb the increased tensile forces, whereby at this stage with an almost straight course a very high circumferential stiffness is present in the coil bandage 8, particularly when a small first angle α1 of between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0 and 3°, most preferably from 0 to 2°, is selected for the coil bandage reinforcement carrier 8b.

[0120] Preferably, the waveform FW is selected with respect to its wavelength WL and wave amplitude WA such that, after completion of vulcanization, and in particular after molding, an almost straight shape FG is present or at least approximates one. This not only achieves the aforementioned very high circumferential stiffness but also enables the selection of a highly tensile-strength coil bandage reinforcement element 8b, even when a very small first angle α1 for the coil bandage reinforcement element 8b is chosen, between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably between 0° and 2°.

[0121] In principle, this design can also be combined with corrugated coil bandage reinforcement carriers 8b with the gap L described above between individual corrugated coil bandage reinforcement carriers 8b in the area of ​​the tire zenith Z in order to achieve reduced compression both centrally on the belt 7 and on the carcass 2.

[0122] In principle, for such coiled bandage reinforcement carriers 8b with a circumferential waveform FW U, a construction drum 20 that is planar and uncontoured on the outside 22 or less contoured in the axial direction aR can also be used. The increased radial expansion during molding, which can then amount to up to 4%, for example, can be compensated for by a waveform FW with a correspondingly selected wavelength WL and wave amplitude WA, in which, after completion of vulcanization, and especially after completion of molding, an almost straight shape FG is present or is approached. For optimal compensation, the gap L described above between individual corrugated coiled bandage reinforcement carriers 8b in the area of ​​the tire zenith Z can also be provided in an uncontoured construction drum 20.

[0123] In a seventh step, ST7, the remaining components, particularly the tread 6, are provided, and the tire blank 50RR is assembled in subsequent steps. The completed tire blank 50RR is then placed in a vulcanization mold 27 in an eighth step, ST8, and subsequently heated under pressure to produce the final pneumatic tire 50 made of elastic rubber with its permanently bonded components and integrated tread pattern. The pneumatic tire 50 can then be removed from the vulcanization mold 27 in a ninth step, ST9, after vulcanization is complete.

[0124] The advantage of using a construction drum 20 that is already contoured in the axial direction aR is that, before the finished tire blank 50RR is formed into the vulcanization mold 27, only a small gap S remains in the radial direction rR between the tire blank 50RR and the vulcanization mold 27, as shown in Fig. 6E (dashed line representing the state with an uncontoured construction drum) is shown schematically. The individual components of the tire blank 50RR were already adapted to the shape of the finished vehicle pneumatic tire 50 during its construction via the convexly curved outer surface 22. In the subsequent vulcanization process, the heating during molding results in a minimized residual protrusion R in the radial direction rR, which corresponds to the gap S through which the components of the vehicle pneumatic tire 50 yield, with this residual protrusion R preferably being in the range of 1% (relative to the radius of the tire blank 50RR).

[0125] Such radial expansions around the remaining residual elevation R are generally still easily accommodated by the components used, in particular the carcass 2 made of metallic carcass reinforcement members 2b and, depending on the embodiment, also of coiled bandage reinforcement members 8b, which run at the first angle α1 of between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably from 0° to 2°, to the circumferential direction U. This is particularly advantageous for an embodiment of the vehicle pneumatic tire 50 in which highly tensile-strength coiled bandage reinforcement members 8b are used, as described above. In this case, the coil bandage reinforcement carriers 8b can only absorb a limited tensile force due to the greatly reduced compliance in the circumferential direction U, although this is usually sufficient with a residual elevation R in the range of 1% during the molding into the vulcanization mold 27.

[0126] As described, however, instead of or in addition to the contoured construction drum 20, a circumferentially U-shaped coiled bandage reinforcement carrier 8b can also be used to generate additional compliance even with a residual elevation R greater than 1%, whereby the waveform FW, with its wavelength WL and wave amplitude WA, is adapted as described to the residual elevation R or the gap S remaining before molding, so that after completion of vulcanization or even after molding, a largely straight course of the coiled bandage reinforcement carrier 8b results at the correspondingly selected first angle α1. The formation of the gap L can also be combined accordingly. Reference symbol list 1 inner layer 2 Carcass 2a Carcass layer 2b Carcass reinforcement 2c Edge areas of the carcass layer 2a 2d edge of the carcass ply 2a 2e Overlap area 2f Carcass high impact 2g radial upper end of the carcass high spot 2f 3 side wall 3a radial lower end of the side wall 3 4 bead area 4a Bead band 4b Apex 5 bead core 5a Top of bead core 5b Layers of the bead core 6 treads 7 belts 7a Belt position 7a1 first belt layer 7a2 second belt layer 7b Belt reinforcement 8 coil bandage 8a Coil bandage placement 8b Coil bandage reinforcement 8c Side sections of the coil bandage 8 9a first belt edge of the first belt layer 7a1 9b second belt edge of the second belt layer 7a2 10 Filament 11 strand 12 Shoulder section 13 spaces 20 construction drum 20S Shoulder area of ​​the construction drum 20 20Z Zenith of the construction drum 20 21 Drum axle 22 Outside of the construction drum 20 23 tire package 24 clamping device 25 Transfer facility 26 spool head 27 Vulcanization form 50 vehicle pneumatic tires 50R tire blank 100 tire assembly systems α1 first angle α2 second angle α3 third angle A2b Strength beam spacing A7 axial belt extension A71 first axial belt extension of the first belt layer 7a1 A72 second axial belt extension of the second belt layer 7a2 A8 axial coil bandage extension aR axial direction BG rubber strip width BL gap width C Cord D Elongation at break D2b Carcass Reinforcing Belt Diameter D8b coil bandage reinforcement carrier diameter D10 Filament Diameter DC cord diameter F Transition flank FG straight-line shape FW waveform G rubber strips H5b Layer height of layers 5b mM metallic material L gap L2c edge length R residual survey rA radial axis distance rR radial direction S gap tM textile material U circumferential direction WL wavelength WA wave amplitude 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 2004 058 522 A1

[0007] WO 2023 / 090022 A1

[0008] JP 2023 544389 A

[0009] KR 102352893 B1

[0010] KR 20050094681 A

[0011] EP 1900549 A1

[0012] US 11179970 B2

[0013] JP 6798273 B2

[0014] KR 101467464 B1

[0015] US 5365988 A

[0016] JP 6538520 B2

[0017] CN 211663006 U

[0018] US 2019160874 A1

[0019] JP 2010095057 A

[0020] EP 1094956 B1

[0021] DE 4208705 A1

[0022] KR 100976580 B1

[0023] GB 770673 A

[0024] CN 114056007 A

[0024] WO 2018 / 125181 A1

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[0025] WO 2019105620 A1

[0025] Cited non-patent literature

[0000] Regulation (EC) No 661 / 2009 of the European Parliament and of the Council of 13 July 2009

[0036]

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