Commercial vehicle tires

Abstract

The invention relates to a commercial vehicle tire with bead areas having a carcass insert (7) folded around the bead cores (4) with carcass upturns (7a) each with a radially outer upturn end (7a') and a steel cord bead reinforcement (8), - wherein the core profile (5) is composed of a radially inner core profile part (5b) and a radially outer core profile part (5a), - wherein the steel cord bead reinforcement (8) has a steel cord bead reinforcement section (8a) on the inside of the tire, which has a free end (8a') lying in the axial direction next to the core profile (5) and a reference line (L) extending in the axial direction through the radially outer upturn (7a'). KH ) crosses. A tire-inside reinforcement structure (17) is provided, which covers the free end (8a') of the tire-inside steel cord bead reinforcement section (8a), wherein the reinforcement structure (17) has a radially inner end (17') and a radially outer end (17"), wherein the radially inner end (17') is aligned with the reference line (L) passing through the radially outer upturned end (7a'). KH ) a distance determined in the radial direction (a 17 ') of up to 15.0 mm.

Description

[0001] The invention relates to a commercial vehicle tire with bead areas, each comprising a bead core, a core profile and a horn profile, and further comprising a carcass insert folded around the bead cores with carcass ridges, each with a radially outer ridge located next to the respective core profile, and a steel cord bead reinforcement running on the outside of the carcass insert and around the bead core. - wherein the core profile is composed of a radially inner core profile part and a radially outer core profile part, wherein the rubber material of the radially outer core profile part differs from the rubber material of the radially inner core profile part by its stress value at 100% elongation - determined according to DIN 53504 with the test specimen type R1 - as well as by its rebound elasticity at 70°C - determined according to ISO 4662, with a test specimen with a thickness of 6.3 mm ± 0.3 mm according to Annex A of ISO 4662, - wherein the steel cord bead reinforcement has a tire-inside steel cord bead reinforcement section which runs over its entire extent between the inner layer and the carcass insert, has a free end lying in the axial direction next to the core profile and crosses a reference line running in the axial direction through the radially outer upturn.

[0002] Such a commercial vehicle tire is known, for example, from DE 10 2022 207 875 A1. This commercial vehicle tire has bead areas, each with a bead core and a core profile. The core profile is composed of a radially inner core profile part and a radially outer core profile part. The rubber material of the radially outer core profile part differs from that of the radially inner core profile part in its stress value at 100% elongation and its rebound elasticity at 70°C. The cross-sectional area of ​​the radially inner core profile part is 60% to 160% of the cross-sectional area of ​​the bead core. The stress value at 100% elongation of the rubber material of the radially inner core profile part ensures a "stiff" rubber material, thus maintaining good bead durability and facilitating easy retreading of the tire.The rebound elasticity at 70°C of the rubber material of the radially outer apex part is favorable for rolling resistance.

[0003] Furthermore, commercial vehicle tires are known which have reinforcement structures in the bead areas made of reinforcing elements embedded in rubber material. For example, DE 10 2014 213 240 A1 discloses a commercial vehicle tire which has at least one reinforcement layer on the inside of the tire comprising textile reinforcing elements, thereby achieving high load-bearing capacity and high mileage. Furthermore, DE 10 2014 211 525 A1 discloses a commercial vehicle tire with two reinforcement layers extending on the outside of the tire, comprising textile reinforcing elements, wherein the radially measured distance between the ends of the reinforcement layers is up to 10 mm and wherein the core profile at the end of the reinforcement layer extending to its greatest height has an axially measured width of at least 5.0 mm, which minimizes deformation in the bead areas during tire operation, thus reducing rolling resistance.

[0004] EP 3 632 975 A1 discloses a rubber compound intended for the bead component, comprising natural rubber, polybutadiene, two different carbon blacks and a sulfur accelerator crosslinking system.

[0005] From WO 2020 / 065175 A1, another rubber compound intended for bead components is known, which includes natural rubber, carbon black, more than 30 phr silica and a conventional sulfur accelerator crosslinking system.

[0006] The invention is therefore based on the objective of achieving a further reduction in rolling resistance in a commercial vehicle tire of the type mentioned above while maintaining a high load capacity.

[0007] The problem stated in the invention is solved by providing a single- or multi-layer reinforcement structure on the inside of the tire, which extends section by section between the inner layer and the steel cord bead reinforcement section on the inside of the tire, and section by section between the inner layer and the carcass ply, so that the reinforcement structure on the inside of the tire covers the free end of the steel cord bead reinforcement section on the inside of the tire, wherein the reinforcement structure has a radially inner end and a radially outer end, wherein the radially inner end, viewed in the tire cross-section, has a radially determined distance of up to 15.0 mm to the reference line running through the radially outer upturn.

[0008] Surprisingly, it has been found that the combination of apex parts, whose rubber materials differ in terms of tension values ​​at 100% elongation and rebound elasticities at 70°C, with an inner tire reinforcement structure with a specific position relative to the point of impact of the carcass impact, optimizes the deformation behavior of the bead area to such an extent that the rolling resistance of the vehicle tire is significantly reduced while maintaining a high load capacity.

[0009] According to a preferred embodiment, the reinforcement structure is intersected by the reference line running through the radially outer raised section. This is additionally advantageous for the deformation behavior of the bead area, thus contributing to a further reduction in rolling resistance.

[0010] According to a further preferred embodiment, the reinforcement structure has a length determined along a straight line between its radially inner end and its radially outer end, and which is 40.0 mm to 100.0 mm, in particular 50.0 mm to 80.0 mm. The reinforcement structure preferably comprises a radially inner section and a radially outer section, the sections being joined to one another along a reference line passing through the free end of the tire's inner steel cord bead reinforcement section. Each section has a length, measured parallel to the length of the reinforcement structure, of 30% to 70%, in particular 40% to 60%. This measure contributes to a particularly favorable balance between high load-bearing capacity and low rolling resistance.

[0011] Furthermore, it is preferred if the radially determined distance between the radially inner end of the reinforcement structure and the reference line passing through the radially outer upward-sloping section is up to 10.0 mm. This also contributes to a reduction in rolling resistance.

[0012] In this context, it is also advantageous if the radially outer end of the reinforcement structure ends at a distance determined in the radial direction in front of the radially outer core profile part.

[0013] According to a further preferred embodiment, the free end of the inner tire steel cord bead reinforcement section—relative to a reference line running axially and straight through the free end—has a radially determined distance of up to 20.0 mm, in particular up to 15.0 mm, preferably up to 10.0 mm, from the reference line running through the radially outer raised section. This measure ensures that the steel cord bead reinforcement is designed in a particularly advantageous manner with regard to resolving the conflicting objectives.

[0014] It is further advantageous if the stress value at 100% elongation of the rubber material of the radially outer core profile part is 0.50 MPa to 9.00 MPa, in particular 0.75 MPa to 7.50 MPa, preferably 1.00 MPa to 6.00 MPa, and particularly preferably 2.50 MPa to 5.00 MPa.

[0015] Furthermore, it is advantageous if the stress value at 100% elongation of the rubber material of the radially inner core profile part is greater than the stress value at 100% elongation of the rubber material of the radially outer core profile part by 2.00 MPa to 30.00 MPa, in particular by 3.00 MPa to 25.00 MPa, preferably by 4.00 MPa to 18.00 MPa, particularly preferably by 4.50 MPa to 16.00 MPa, most preferably by 6.00 MPa to 12.00 MPa.

[0016] For the rolling resistance of the commercial vehicle tire, it is particularly advantageous if the rebound elasticity at 70°C of the rubber material of the radially outer core profile part is greater than the rebound elasticity at 70°C of the rubber material of the radially inner core profile part by 5.0 percentage points to 50.0 percentage points, in particular by 7.5 percentage points to 45.0 percentage points, preferably by 9.0 percentage points to 40.0 percentage points, and particularly preferably by 10.0 percentage points to 30.0 percentage points.

[0017] For the rolling resistance of the commercial vehicle tire, it is further advantageous if the rebound elasticity at 70°C of the rubber material of the radially inner core profile part is 25% to 65%, in particular 30% to 60%, preferably at least 45%.

[0018] According to a further preferred embodiment, the radially inner core profile part, viewed in the tire cross-section, has a cross-sectional area with a surface area which is 60% to 160%, in particular 70% to 140%, preferably 75% to 130%, particularly preferably 80% to 120%, most preferably up to 100%, of the surface area of ​​the cross-sectional area of ​​the bead core.

[0019] Preferably, the commercial vehicle tire is designed for mounting on a rim compliant with ETRTO.-Standards standardized 15° deep-drop rim (width codes 5.25 to 18.00) with two rim flanges, each with an inner rim seating surface, and with two rim sections, each with a bead seating surface, wherein the flange profiles each have an outer surface extending between the inner layer and the sidewall, which comprises an inner outer surface extending towards the inner layer and a multi-part bead seating surface adjoining this, wherein the bead seating surface, starting from the sidewall, consists of a first segment, a second segment, a third segment, and a fourth segment, which, in the mounted state of the commercial vehicle tire, is in contact with the inner rim seating surface of the rim flange, wherein at least the first, second, and third segments are at least partially in contact with the commercial vehicle tire when mounted on the 15° deep-drop rim. wherein the first and second segments enclose an external angle of 190° to 225°, the second segment runs at an internal angle of 15° to a line running in an axial direction, the second and third segments enclose an external angle of 165° to 175° and the third and fourth segments enclose an external angle of 200° to 210°.

[0020] This ensures good tire mounting, while maintaining the tire's inflation capability and airtightness. The specific angles between the four segments reduce plastic deformation of the bead area of ​​the commercial vehicle tire and therefore also ensure low bead toe deformation, which is accompanied by minimal bead flange deformation of the rim. Commercial vehicle tires with bead areas designed in this way are also characterized by high bead durability.

[0021] In this context, it is particularly advantageous in the latter preferred embodiment if the first segment – ​​with reference to a reference line extending in the axial direction through the mutual connection of the first and second segments in the axial direction – has a height determined in the radial direction which corresponds at least to the height of the rim flange of the drop-center rim, such that the height is in particular ≥ 13.00 mm.

[0022] Furthermore, in this context, it is advantageous in the latter preferred embodiment if the second, third and fourth segments jointly extend over a reference line projected in the axial direction through the mutual connection of the first and second segments, with a total width of 20.00 mm to 45.00 mm, wherein the second segment has a width projected onto the reference line of 40% to 60%, in particular 45% to 55%, of the total width and the fourth segment has a width projected onto the reference line of 20% to 35% of the total width.

[0023] The invention further relates to a rubber compound for a horn profile of a commercial vehicle tire according to the invention, wherein the rubber compound comprises the following - at least one diene rubber, preferably 20 phr to 50 phr natural rubber and / or 50 phr to 80 phr at least one butadiene rubber, - 40 phr to 90 phr, preferably 50 phr to 80 phr, carbon black(s), wherein the carbon black has an iodine number according to ASTM D 1510 of 55 g / kg to 80 g / kg or wherein the carbon blacks have an iodine number averaged according to ASTM D 1510 of 55 g / kg to 80 g / kg, - 5.0 phr to 20.0 phr silica(s), - at least one silane coupling agent, wherein the silane coupling agent(s) are preferably present in an amount of 1.0 pphf to 15.0 pphf, and - a sulfur accelerator system comprising at least one accelerator and elemental sulfur, wherein the mass ratio of accelerator(s) to elemental sulfur is 3:1 to 8:1, - preferably containing 0.5 phr to 1.5 phr of sulfur.

[0024] A horn profile made from such a rubber compound ensures low heat generation in the bead area during driving, which is beneficial with regard to rolling resistance and bead durability. For good aging resistance of the vulcanizates, the rubber compound preferably contains 0.5 to 1.5 phr of sulfur.

[0025] Further features, advantages, and details of the invention will now be described in more detail with reference to the drawing, which schematically shows an embodiment of the invention. The drawing shows... Fig. 1 schematically a cross-section through one of the bead areas of a commercial vehicle tire with an embodiment of the invention, Fig. 1a an enlargement of detail Z 1a the Fig. 1 and Fig. 2 a cross-section through a section of an associated 15° drop-center rim.

[0026] The commercial vehicle tires designed according to the invention are particularly intended for trucks or buses and are preferably pneumatic tires, especially preferably radial pneumatic tires.

[0027] Fig. Figure 1 shows a cross-section spanning the radial and axial directions through a bead area of ​​a commercial vehicle tire not mounted on a rim (vulcanized commercial vehicle tire). The second bead area, not shown, is preferably designed identically to the bead area shown. The radial direction is indicated by a double arrow R and the axial direction by a double arrow A. The axial direction is understood to be the direction parallel to the axis of rotation of the commercial vehicle tire. The radial direction corresponds to the direction perpendicular to the axial direction in the tire cross-section.

[0028] The commercial vehicle tire is preferably designed for mounting on a rim 1 ( Fig. 2) provided with a nominal diameter of 17.5 inches, 19.5 inches, 20.5 inches, 22.5 inches or 24.5 inches, wherein the rim 1 is a 15° drop-center rim in accordance with ETRTO Standards (European Tyre and Rim Technical Organisation Standards Manual) in the version currently valid (October 2024), section “15° Drop-Center Rims”.

[0029] The following sections will discuss the rim 1 (point 1), the commercial vehicle tire in general (point 2), components of the commercial vehicle tire (points 3 to 8), and further examples of embodiments (point 9). 1. To rim 1

[0030] Fig.Figure 2 shows a cross-section through an edge-side section of a rim 1, which is a 15° drop-center rim. A rim flange 2 with an outer surface 2a' encompassing an inner rim seating surface 2a and a rim section 3 inclined towards the drop center with a seating surface 3a are shown. The inner rim seating surface 2a and the seating surface 3a intersect each other along a circle circumferentially encircling the rim 1, the diameter of which corresponds to the respective rim diameter and which is symbolized by a point P1 in the cross-section shown. Fig.Figure 2 shows a straight reference line L1, parallel to the rim axis (rotation axis of the rim 1), which is not shown and passes through point P1. The rim section 3, and thus also the mounting surface 3a, runs at an angle α of 15° relative to reference line L1. The rim flange 2, viewed in cross-section, has a height h determined radially relative to reference line L1. FH on, which corresponds to the largest possible distance between the outer surface 2a' and the reference line L1 determined in this way. 2. General description of the commercial vehicle tire

[0031] In Fig.Figure 1 shows the following components of a commercial vehicle tire: a bead core 4, a two-part core profile 5 mounted on the bead core, a bead flap 6, a section of a single-ply carcass ply 7, a steel cord bead reinforcement 8, an outer tire filler profile 9, an end section of an inner tire filler profile 10, an end section of a sidewall 11, an end section of an airtight inner layer 12, a horn profile 13, three outer tire reinforcement strips 14, 15, 16, and a single- or multi-layer inner tire reinforcement structure 17. All of these components extend around the entire circumference of the tire, i.e., they are ring-shaped components. The filler profiles 9 and 10 are optional. 3. Regarding the horn profile 133.1 Geometry of the horn profile 13

[0032] The horn profile 13 overlaps the sidewall 11 on the outer side of the tire and has an outer surface 13a extending between the inner layer 12 and the sidewall 11. The outer surface 13a comprises an inner outer surface 13a1 extending towards the inner layer 12 and a multi-part bead seating surface 13a2 adjoining this inner surface.

[0033] The following explanations regarding the further design of the outer surface 13a, i.e. the inner surface of the outer surface 13a1 and the bead seating surface 13a2, refer to the tire cross-section, unless otherwise specified.

[0034] The inner surface 13a1 has a continuously outwardly curved (arc-shaped) section 13a1' extending from the inner layer 12 and a straight end section 13a1" facing away from the inner layer 12. The section 13a1' is curved such that an angle formed by tangents applied to the section 13a1' in the radial direction increases continuously in the direction of the inner layer 12, with this angle being on the order of 35° to 45° in the region above the bead core 4. The end section 13a1" preferably extends at most to a reference line L2, which runs straight and in the axial direction through the bead seat surface 13a2 at the point(s) of the bead core 4 nearest in the radial direction.

[0035] The bead seating surface 13a2 is divided into four flat, immediately consecutive, and therefore adjoining segments S1, S2, S3, S4, with the segments S1, S2, S3, S4 following one another in the sequence S1 - S2 - S3 - S4, starting from the sidewall 11. The segments S1, S2, S3, S4 come into contact with the rim 1 during the mounting of the commercial vehicle tire ( Fig. 2) at least partially in contact, whereby at least segments S1, S2, and S3 are each at least partially in contact with rim 1 when a commercial vehicle tire is mounted on rim 1. Segment S4 is not normally in contact with rim 1 when a commercial vehicle tire is mounted on rim 1.

[0036] The segment S1, in the mounted state of the commercial vehicle tire, has the inner rim seating surface 2a ( Fig.2) of the rim flange 2. Segments S2, S3, and S4 come into partial or complete contact with the mounting surface 3a during the installation of the commercial vehicle tire, with segments S2 and S3 being partially or completely in contact with the mounting surface 3a when the commercial vehicle tire is mounted on the rim 1. Segment S4, which will be discussed in more detail later, comprises a segment end section S 4e Each segment S1, S2, S3 is a ring-shaped, circumferential surface which, viewed in cross-section, appears as a straight line. Segment S4 is also a ring-shaped, circumferential surface, which extends outside the end segment S. 4e Viewed in cross-section, it appears as a straight line. Segment S1 is either a lateral surface of a truncated cone or a circular cylinder. Segments S2 and S3 are lateral surfaces of truncated cones. Segment S4 is located in the region outside the end segment S. 4ealso the lateral surface of a truncated cone or a circular cylinder.

[0037] In Fig. Point P2 is marked on the map, which is essentially the same as point P1 ( Fig. 2) corresponds to the rim 1 and is located on the circle of intersection between segment S1 and segment S2, which runs around the bead area. Furthermore, a reference line L3 extending axially through point P2 is shown.

[0038] Segment S1 extends to a height h1 determined in a radial direction relative to the reference line L3, which is at least equal to the height h FH ( Fig. 2) of the rim horn 2 corresponds, so that the height h1 - corresponding to the usual height h FH according to ETRTO standard - usually ≥ 13.00 mm.

[0039] Segment S1 forms an external angle β1 (angle measured outside the bulge) of 190° to 225° with segment S2.

[0040] Segment S2 runs at an internal angle α' of 15° relative to a line running in an axial direction, for example to the reference line L3.

[0041] Segments S2 and S3 close along another circular section that runs around the bulge area, which is in Fig. 1, characterized by a point P3, adjoin each other, with segments S2 and S3 enclosing an external angle β2 of 165° to 175°.

[0042] Segments S3 and S4 close along another circumferential circle of intersection around the bulge area, which is in Fig. 1, characterized by a point P4, adjoin each other, with segments S3 and S4 enclosing an external angle β3 of 200° to 210°.

[0043] Segments S2 to S4 run together, i.e., in total, over a combined width B projected onto the reference line L3, which ranges from 20.00 mm to 45.00 mm depending on the tire dimensions. Segment S2 has a width b2 projected onto the reference line L3, segment S3 has a width b3 projected onto the reference line L3, and segment S4 has a width b4 projected onto the reference line L3. The width b2 of segment S2 is 40% to 60%, specifically 45% to 55%, of the total width B. The width b4 of segment S4 is 20% to 35% of the total width B. The width b3 of segment S3 results from the respective widths b2 and b4.

[0044] The segment end section S 4e The segment S4 has a width b projected onto the reference line L3. 4efrom 2.0 mm to 5.0 mm, runs along a radius of 0.5 mm to 3.0 mm and, together with the end section 13a1" of the inner outer surface 13a1, defines a raised toe 13b with a toe tip 13b'. The end section 13a1" connects with segment S4 - in the area outside the segment end section S 4e - an internal angle γ of 80° to 90°. The tip of the toe 13b' may also be beveled.

[0045] The transitions between the individual segments S1, S2, S3 and S4 are shown as bend lines, but can also be slightly rounded, for example with transition curves with a small radius on the order of 1.0 mm to 10.0 mm. 3.2 Rubber compound for the horn profile

[0046] The following describes a preferred rubber compound for the horn profile. As is standard practice in rubber technology, the quantities are given per 100 parts rubber (phr = parts per hundred parts rubber). Therefore, the quantities refer to 100 parts by mass of the base polymer (rubber) or, in the case of polymer blends (which are not included in the example recipes), to the proportions of the base polymers (rubbers). The quantity of the silane coupling agent(s) is given in pph (parts per hundred parts filler), where the quantity refers to 100 parts by mass of the silane acid(s) contained.

[0047] The rubber compound for the horn profile includes - at least one diene rubber, preferably 20 phr to 50 phr natural rubber (NR) and / or 50 phr to 80 phr at least one butadiene rubber (BR), - 40 phr to 90 phr, preferably 50 phr to 80 phr, carbon black(s), wherein the carbon black has an iodine value according to ASTM D 1510 (dated 06.07.023) of 55 g / kg to 80 g / kg or wherein the carbon black has an iodine value averaged by quantity (mass) of the carbon black contained according to ASTM D 1510 (dated 06.07.023) of 55 g / kg to 80 g / kg, - 5.0 phr to 20.0 phr silica(s), - at least one silane coupling agent, wherein the silane coupling agent(s) are preferably contained in an amount (total amount) of 1.0 pphf to 15.0 pphf, and - a sulfur accelerator system comprising at least one accelerator and elemental sulfur, wherein the mass ratio of accelerator(s) to elemental sulfur is 3:1 to 8:1, - and preferably contain sulfur from 0.5 phr to 1.5 phr.

[0048] When using multiple types of carbon black, the iodine value is an "average" iodine value, since it is no longer possible to distinguish between the types of carbon black in the rubber mixture or rubber material.

[0049] Diene rubbers are rubbers produced by the polymerization or copolymerization of dienes and / or cycloalkenes, and thus exhibit C=C double bonds either in the main chain or in the side chains. Diene rubbers can be functionalized, modified, or coupled.

[0050] The diene rubber(s) is / are preferably selected from the group consisting of natural polyisoprene (NR), synthetic polyisoprene (IR), epoxidized polyisoprene (ENR), polybutadiene (butadiene rubber, BR), butadiene-isoprene rubber, styrene-butadiene rubber (SBR), in particular solution-polymerized styrene-butadiene rubber (SSBR) and / or emulsion-polymerized styrene-butadiene rubber (ESBR), styrene-isoprene rubber, liquid rubber with a molecular weight M w of greater than 20000 g / mol, halobutyl rubber, polynorbornene, isoprene-isobutylene copolymer, ethylene-propylene-diene rubber, nitrile rubber, chloroprene rubber, acrylate rubber, fluororubber, silicone rubber, polysulfide rubber, epichlorohydrin rubber, styrene-isoprene-butadiene terpolymer, hydrogenated acrylonitrile butadiene rubber and hydrogenated styrene-butadiene rubber.

[0051] "Natural polyisoprene" refers to rubber obtained by harvesting from sources such as rubber trees (Hevea brasiliensis) or non-rubber tree sources (such as guayule or dandelion (e.g., Taraxacum koksaghyz)). "Natural polyisoprene" does not refer to synthetic polyisoprene.

[0052] The polybutadiene(s) contained in the rubber compound include, in particular, high-cis types (with at least 90% wt.%) and low-cis types (with a cis content of less than 90% wt.%). For example, Li-BR (lithium-catalyzed butadiene rubber) with a cis content of 20% to 50% is a low-cis polybutadiene. High-cis polybutadiene results in particularly good properties and low hysteresis of the rubber compound. The polybutadiene(s) may be end-group modified and / or functionalized along the polymer chains. The modification can involve hydroxy groups and / or ethoxy groups and / or epoxy groups and / or siloxane groups and / or amino groups and / or aminosiloxane and / or carboxy groups and / or phthalocyanine groups and / or silane sulfide groups.However, other modifications, also known as functionalizations and known to experts, are also possible. Metal atoms can be part of such functionalizations.

[0053] The styrene-butadiene rubber(s) can be end-group modified and / or functionalized along the polymer chains, as explained in connection with the polybutadiene(s).

[0054] For example, soot of type N351 (iodine value: 68 g / kg) is suitable.

[0055] The silica(s) used are preferably those with a nitrogen surface area (BET surface area, according to DIN ISO 9277 and DIN 66132) of 35 m². 2 / g up to 400 m 2 / g and a CTAB surface area (according to ASTM D 3765) of 30 m² 2 / g up to 400 m 2 / g exhibit, for example, those of the type Ultrasil® VN3 (trade name) from Evonik, Zeosil® 1115 or Zeosil® 1085 from Solvay or highly dispersible silicas, so-called HD silicas (e.g. Zeosil® 1165 MP from Solvay).

[0056] With regard to the sustainability of the rubber compound, it is advantageous if the silica is produced from rice husk ash (RHAS).

[0057] Suitable silane coupling agents include, for example, bifunctional organosilanes that possess at least one alkoxy, cycloalkoxy, or phenoxy group as a leaving group on the silicon atom and, as a second functional group, exhibit a group that, if cleaved, can undergo a chemical reaction with the polymer's double bonds. This latter group could be, for example, the following chemical groups: -SCN, -SH, -NH₂, or -S. x- (with x = 2-8). Thus, silane coupling agents can include, for example, 3-mercaptopropyltriethoxysilane, 3-thiocyanatopropyltrimethoxysilane, or 3,3'-bis(triethoxysilylpropyl)polysulfides with 2 to 8 sulfur atoms, such as 3,3'-bis(triethoxysilylpropyl)tetrasulfide (TESPT), the corresponding disulfide, or mixtures of the sulfides with 1 to 8 sulfur atoms and varying concentrations of the different sulfides. TESPT can also be added, for example, as a mixture with carbon black (trade name X50S from Degussa).

[0058] Furthermore, blocked mercaptosilane, as known e.g. from WO 99 / 09036, silane coupling agent as described in WO 2008 / 083241 A1, WO 2008 / 083242 A1, WO 2008 / 083243 A1 or WO 2008 / 083244 A1, or silane coupling agent known as NXT, can be used as a silane coupling agent. ®Various versions of polysulfides from the company Momentive, USA, or those marketed under the name VP Si 363 by Evonik Industries, are used. So-called "silated core polysulfides" (SCP, polysulfides with a silylated core), described, for example, in US 2008 / 0161477 A1 and EP 2 114 961 B1, can also be used.

[0059] The accelerators are specifically selected from the group consisting of thiazole accelerators, mercapto accelerators, sulfenamide accelerators, sulfenimide accelerators, thiocarbamate accelerators, thiuram accelerators, thiophosphate accelerators, thiourea accelerators, xanthate accelerators, and guanidine accelerators. For particularly good durability with low rolling resistance, the vulcanization accelerator(s) are preferably selected from the group consisting of mercapto accelerators, sulfenamide accelerators, sulfenimide accelerators, and guanidine accelerators.

[0060] The rubber compound may also contain the following optional components: - additional filler(s), - Vulcanization retarders, - Plasticizers, especially in quantities up to 50 phr, - Anti-aging agents, - Activators, - Resin(s), - Mastication aids and - Processing aids.

[0061] The optional components are present in a total amount (all included optional components) of 3 phr to 150 phr, preferably 3 phr to 100 phr, particularly preferably 5 phr to 80 phr.

[0062] Other fillers include, in particular, aluminosilicates, kaolin, chalk, starch, magnesium oxide, titanium dioxide, rubber gels, and fibers (such as aramid fibers, glass fibers, carbon fibers, cellulose fibers), carbon nanotubes (including discrete CNTs, so-called hollow carbon fibers (HCF), and modified CNTs containing one or more functional groups, such as hydroxy, carboxy, and carbonyl groups), graphite, graphene, or so-called "carbon-silica dual-phase fillers," whereby the fillers can be used in combination.

[0063] The plasticizers are, for example, plasticizers from renewable raw materials such as rapeseed oil or sunflower oil, rubber-to-liquid (RTL) oils or biomass-to-liquid (BTL) oils, preferably with a polycyclic aromatic content of less than 3 wt% according to method IP 346, resin acids, factisse, liquid polymers with a mean molecular weight (determined by GPC = gel permeation chromatography, in accordance with BS ISO 11344:2004) between 500 g / mol and 20,000 g / mol, mineral oils, phosphoric acid esters (e.g., tri-(2-ethylhexyl) phosphate) and liquid polymers with a weight mean molecular weight distribution Mw according to GPC of 60,000 g / mol or less. If liquid polymers are used as plasticizers in the rubber mixture, they are not included as rubber in the calculation of the composition of the rubber mixture.Other preferred plasticizers include DAE (Destilled Aromatic Extracts), RAE (Residual Aromatic Extract), TDAE (Treated Destillated Aromatic Extracts), MES (Mild Extracted Solvents), rapeseed oil and liquid diene polymers.

[0064] Antioxidants include, in particular, N-phenyl-N'-(1,3-dimethylbutyl)-p-phenylenediamine (6PPD), N,N'-diphenyl-p-phenylenediamine (DPPD), N,N'-ditolyl-p-phenylenediamine (DTPD), N-isopropyl-N'-phenyl-p-phenylenediamine (IPPD), N,N'-di(1,4-dimethylpentyl)-p-phenylenediamine (77PD), N,N'-di(1-ethyl,4-methyl-hexyl)-p-phenylenediamine (88PD), N,N'-bis-(1-ethyl-3-methylpentyl)-p-phenylenediamine (DOPD), and N,N'-di-[3-naphthyl-p-phenylenediamine (DNPD), 2,2,4-trimethyl-1,2-dihydroquinoline (TMQ).

[0065] Activators include, in particular, fatty acids and / or zinc oxide (as granules and / or powder). Stearic acid is primarily used as the fatty acid. The zinc oxide commonly used has a BET surface area of ​​less than 10 m². 2 / g. It can also be a zinc oxide with a BET surface area of ​​10 m². 2 / g up to 100 m 2 / g, such as so-called "nano-zinc oxides", are used. Furthermore, zinc complexes, such as zinc ethylhexanoate, are among the activators.

[0066] Resins include, for example, phenolic resins, especially adhesive resins, which act as tackifiers. Natural or synthetic resins, such as phenolic, aromatic, or aliphatic hydrocarbon resins, can be used as adhesive resins. Preferably, the adhesive resins are selected from the group of rosin resins and their esters, terpene phenolic resins, alkyne phenolic resins, phenolic resins, and coumaron indene resins, with phenolic resins being particularly well-suited.

[0067] For example, 2,2'-Dibenzamidodiphenyldisulfide (DBD) is used as a mastication aid.

[0068] Processing aids include, for example, fatty acid salts, such as zinc soaps, and fatty acid esters and their derivatives.

[0069] 3.3 Vulcanizate properties of an exemplary rubber compound Table 1 (see below) shows compositions of two rubber compounds, a rubber compound E produced according to an embodiment of the invention and a rubber compound V known per se for comparison.

[0070] Vulcanized test specimens (rubber material) were created from the rubber compounds E and V.

[0071] The following vulcanizate properties were determined for the rubber materials using the test specimens (also shown in Table 1, see below): a) The rebound elasticity at a temperature of 70°C determined according to ISO 4662: - Elastomers or thermoplastic elastomers - Determination of the rebound elasticity of vulcanizates - Edition 2017-06 - Pendulum method according to section 5, - Thickness of test pieces: 6.3 mm ± 0.3 mm (see Annex A (Use of non-standard test pieces)), - Vulcanization parameters (production of test specimens): Vulcanization temperature: 160°C Vulcanization time: 15 minutes o Vulcanization under pressure - Measurement parameters: Tempering time: 30 minutes Temperature: 70°C ± 2°C b) The Shore A hardness at a temperature of 25°C: Determination according to DIN EN ISO 868: - Plastics and hard rubber - Determination of indentation hardness using a durometer (Shore hardness) (ISO 868:2003); German version EN ISO 868:2003 - Edition 2003-10 - Vulcanization parameters (production of test specimens): Vulcanization temperature: 160°C Vulcanization time: 15 minutes o Vulcanization under pressure - Measurement parameters: Tempering time: 30 minutes Temperature: 25°C ± 2°C o Measurement duration (holding time): 15 seconds c) The elongation at break at a temperature of 25°C determined according to DIN 53504: - Testing of rubber and elastomers - Determination of tear strength, tensile strength, elongation at break and stress values ​​in tensile tests - Issue 2017-03 - Test specimen type R1 (see Table 2 in DIN 53504) - Vulcanization parameters (production of test specimens): Vulcanization temperature: 160°C Vulcanization time: 15 minutes o Vulcanization under pressure - Measurement parameters: Temperature: 25°C ± 2°C - For aging: Aging conditions: 14 days, 80°C, in air d) Fatigue crack resistance. This was determined as follows: - Investigation using a Monsanto Fatigue to Failure Tester (abbreviated: FTF) - Number of load cycles specified in kilocycles (abbreviated kC, 1 kilocycle = 1000 cycles) until the fracture of a dumbbell-shaped test specimen with a thickness of 1.35 mm to 1.55 mm, a length of 230 mm and a width of 76 mm (based on the dimensions of the standard bar S2 according to DIN 53504) under a continuously repeating strain cycle with a frequency of 104 ± 8 min -1 - Measurement of six test specimens and specification of the corresponding median value (=test result) - Vulcanization parameters (production of test specimens): Vulcanization temperature: 160°C Vulcanization time: 15 minutes o Vulcanization under pressure o Test specimen punched out from a vulcanized test plate - Conditioning of the test specimens: • Stress-free storage (resting) of the test specimens before testing at a temperature of 23°C ± 2°C for 72 hours (Conditioning reduces stresses in the test specimens punched out of a test plate and adjusts the temperature of the test specimens to the measurement temperature) - Temperature (at time of measurement): 23°C ± 2°C - Measurement of unaged test specimens ◯ Measurement at a preload of 89% (The test specimen is initially stretched (pulled apart) by 89% of its length while clamped. The stretched test specimen is then subjected to repeated stretching cycles.) - Measurement of aged test specimens: ◯ Aging conditions: 14 days, 80°C, in air ◯ Measurement at a preload of 61%

[0072] The rebound elasticity at 70°C serves as an indicator of the contribution to the rolling resistance of the tire, with a high rebound elasticity at 70°C indicating a low contribution to rolling resistance.

[0073] The hardness serves as an indicator of the adaptability of the horn profile to the rim and therefore provides information about the bead fit, i.e., whether the tire continues to sit well on the rim.

[0074] Elongation at break and fatigue crack resistance serve as indicators for retreadability and are thus related to the durability of the bead area, especially with regard to the occurrence of cracks in the respective rubber material, whereby high elongation at break and high fatigue crack resistance are associated with long durability, i.e., good retreadability. Table 1: ingredient Unit V E natural rubber phr 30 30 BRa phr 70 70 Soot N339 b phr 70 0 Soot N351 c phr 0 57 Silica d phr 0 10 Silane clutch agent e phr 0 0,72 Plasticizer oil phr 5 5 zinc oxide phr 3 3 Stearic acid phr 2 2 Anti-aging agents phr 3 3 Ozone protection wax phr 2 2 Adhesive resin phr 5 5 TBBS f phr 2,5 5,3 sulfur phr 2,5 1,01 vulcanizate property Shore A hardness at 25°C Shore A 73,6 73,3 Rebound elasticity at 70°C % 58,6 61,2 Elongation at break at 25°C (unaged) % 225 226 Elongation at break at 25°C (aged) % 106 138 Fatigue crack resistance (unaged) kC 69 87 Fatigue crack resistance (aged) kC 14 70 a high-cis polybutadiene rubber b Carbon black N339, iodine value: 90 g / kg c Carbon black N351, iodine value: 68 g / kg d Ultrasil® VN3, Evonik, nitrogen surface area = 180 m2 / g, CTAB 165 m2 / g e TESPD (3,3'-Bis(triethoxysilylpropyl)disulfide), Si266, Evonik (Note: The amount of silane coupling agent is given in Table 1 as 0.72 phr and the amount of silica as 10 phr, so that silane coupling agent is present in an amount of 7.2 phr (0.72 : 10 × 100 = 7.2). f N-tert-butyl-2-benzothiazylsulfenamide

[0075] A vulcanizate made from rubber compound E exhibits – compared to a vulcanizate made from rubber compound V – a similar Shore A hardness, higher rebound elasticity at 70°C, essentially the same elongation at break, significantly higher elongation at break after aging, and significantly higher fatigue resistance both before and after aging. Therefore, a tire with bead treads made from rubber compound E can be expected to have good bead fit (similar Shore A hardness), a low contribution of the bead tread to rolling resistance (higher rebound elasticity at 70°C), and significantly improved retreadability (higher elongation at break, higher fatigue crack resistance). A bead tread made from rubber compound E is thus advantageous in terms of the trade-off between rolling resistance, retreadability, and bead fit. 4. Other components of the commercial vehicle tire

[0076] In the illustrated embodiment, the sidewall 11 overlaps the horn profile 13 on the outside of the tire. The carcass insert 7 consists of cords, in particular steel cords, embedded in rubber material, which run without crossing and essentially parallel to each other, wherein the carcass insert 7 runs in a known manner between the two bead cores 4, is folded over around each bead core 4 from the inner side of the tire facing the inner layer 12 towards the outside of the tire and ends on the outside of the tire next to the core profile 5 as a carcass fold 7a with a fold end 7a' at a height h2 of 25.0 mm to 50.0 mm, preferably of 30.0 mm to 45.0 mm, determined relative to the reference line L3 in the radial direction. The core flap 6 consists of a rubberized textile fabric, in particular rubberized nylon fabric, and is placed around the bead core 4 in such a way that it separates the carcass insert 7 from the bead core 4.

[0077] In Fig.1 is a reference line L running in the axial direction through the carcass-raising 7a' KH marked, which will be referenced several times below.

[0078] The steel cord bead reinforcement 8 consists of steel cords embedded in rubber, running without crossing and essentially parallel to each other, runs in contact with the side of the carcass insert 7 facing away from the bead core 4, and comprises a reference line L KH crossing, inner tire steel cord bead reinforcement section 8a and one the reference line L KH non-crossing, outer tire steel cord bead reinforcement section 8b together, as will be explained in more detail later.

[0079] The outer tire filler profile 9 is located on the outer side of the bead core 4 and the core profile 5, and runs – in sections – between the outer tire steel cord bead reinforcement section 8b and the horn profile 13, between the carcass high edge 7a and the horn profile 13, and between the core profile 5 and the horn profile 13 or the sidewall 11. The inner tire filler profile 10 runs between the two bead areas, is located in each bead area on the inner side of the bead core 4 and the core profile 5, and runs in each bead area in sections between the inner tire steel cord bead reinforcement section 8a and the inner layer 12, and in sections between the inner layer 12 and the carcass ply 7.

[0080] The steel cord bead reinforcement section 8a on the inner side of the tire runs in contact with the inner tire filler profile 10 or – if no inner tire filler profile 10 is present – ​​in contact with the inner layer 12 over its entire length. The steel cord bead reinforcement 8 is divided into steel cord bead reinforcement sections 8a, 8b at the radially inner end of the inner tire filler profile 10 located within the horn profile 13, or – if no inner tire filler profile 10 is present – ​​at the radially inner end of the inner layer 12 located within the horn profile 13. The inner tire steel cord bead reinforcement section 8a has a free end 8a' and the outer tire steel cord bead reinforcement section 8b has a free end 8b', with the free ends 8a', 8b' each located in the region of the core profile 5.The free end 8a' of the inner tire steel cord bead reinforcement section 8a points - with respect to a reference line Lwv running in an axial direction and straight and through the free end 8a' - to the reference line L. KH a radially determined distance a8' of up to 20.0 mm, in particular up to 15.0 mm, preferably up to 10.0 mm. 5. To the bead core 4

[0081] The bead core 4 consists of a circumferentially encircling, tensile-resistant core wire 4a embedded in rubber material, which is preferably made of metal and has a circular cross-section. Viewed in the tire cross-section, the bead core 4 has a cross-sectional area A4. For a bead core 4 made of a single core wire 4a, the cross-sectional area A4 of the bead core 4 is calculated by multiplying the maximum number of turns by the cross-sectional area of ​​the core wire 4a. The number of turns can vary by one turn, depending on the location of the cross-section. The "maximum number of turns" is the number of turns at the point where the greatest number of turns is found.For a bead core 4 made of a multitude of core wires 4a, the cross-sectional area A4 of the bead core 4 is calculated by multiplying the number of core wires 4a by the cross-sectional area of ​​one core wire 4a. The rubber material surrounding the core wire(s) 4a is therefore disregarded when determining the cross-sectional area A4. 6. To core profile 5

[0082] The two-part core profile 5 consists of a radially outer core profile part 5a, made of a rubber material and preferably not in contact with the bead core 4, and a radially inner core profile part 5b, also made of a rubber material and in contact with the bead core 4. The rubber material of the radially outer core profile part 5a differs from the rubber material of the radially inner core profile part 5b, as explained in more detail below.

[0083] In the illustrated embodiment, the radially inner core profile section 5b, viewed in the tire cross-section, has a substantially triangular cross-sectional area. At its end furthest from the bead core 4, it extends along a section of the carcass ply 7 running along the inside of the tire and reaches a height h3, determined radially relative to the reference line L3, which is 60% to 100%, in particular 70% to 90%, of the aforementioned height h2 of the carcass high-profile section 7a. The cross-sectional area of ​​the radially inner core profile section 5b has an area A 5b on, which is 60% to 160%, in particular 70% to 140%, preferably 75% to 130%, particularly preferably 80% to 120%, most preferably up to 100%, of the area A4 of the cross-sectional area of ​​the bead core 4.

[0084] The radially outer core profile part 5a, viewed in the tire cross-section, extends between the carcass high-profile 7a and the radially inner core profile part 5b, thus separating the radially inner core profile 5b from the carcass high-profile 7a together with the core flap 6 and extends to a height h4 determined in the radial direction relative to the reference line L3, which is greater than the already mentioned height h2 of the carcass high-profile 4a.

[0085] The rubber materials of the core profile parts 5a and 5b differ with regard to their stress values ​​at 100% elongation (determined according to DIN 53504, Testing of rubber and elastomers - Determination of tensile strength, tensile strength, elongation at break and stress values ​​in tensile testing, edition 2017-03, test specimen type R1, further details on the determination see section 3.3) and with regard to their rebound elasticities at 70°C (determined according to ISO 4662, Elastomers or thermoplastic elastomers - Determination of the rebound elasticity of vulcanizates, edition 2017-06, pendulum method according to section 5, thickness of the test specimens 6.3 mm ± 0.3 mm, cf. Annex A (Use of non-standard test pieces), further details on the determination see section 3.3). Preferably, the rubber materials of the core profile parts 5a, 5b are designed as described in DE 10 2022 207 875 A1.

[0086] The rebound elasticity at 70°C serves as an indicator of the contribution to the rolling resistance of the tire, with a high rebound elasticity at 70°C indicating a low contribution to rolling resistance.

[0087] The stress values ​​at 100% elongation are related to the durability of the bead area, especially with regard to the occurrence of cracks in the respective rubber material.

[0088] The rubber material of the radially outer core profile part 5a has a stress value at 100% elongation of 0.50 MPa to 9.00 MPa, in particular 0.75 MPa to 7.50 MPa, preferably 1.00 MPa to 6.00 MPa, and particularly preferably 2.50 MPa to 5.00 MPa. The rubber material of the radially inner core profile part 5b has a stress value at 100% elongation which is 2.00 MPa to 30.00 MPa, in particular 3.00 MPa to 25.00 MPa, preferably 4.00 MPa to 18.00 MPa, particularly preferably 4.50 MPa to 16.00 MPa, most preferably 6.00 MPa to 12.00 MPa, greater than the stress value at 100% elongation of the rubber material of the radially outer core profile part 5a.

[0089] The rubber material of the radially outer core profile part 5a further exhibits a rebound elasticity at 70°C which is 5.0 percentage points to 50.0 percentage points, in particular 7.5 percentage points to 45.0 percentage points, preferably 9.0 percentage points to 40.0 percentage points, and particularly preferably 10.0 percentage points to 30.0 percentage points, greater than the rebound elasticity at 70°C of the rubber material of the radially inner core profile part 5b. The rubber material of the radially inner core profile part 6b exhibits a rebound elasticity at 70°C which is 25% to 65%, in particular 30% to 60%, and preferably at least 45%. 7. Regarding reinforcement strips 14, 15, 16

[0090] The outer tire reinforcement strips 14, 15, 16 are each made of rubber. Reinforcement strip 14 runs between the carcass high edge 7a and the outer tire steel cord bead reinforcement section 8b and may extend slightly beyond the free end 8b' of the outer tire steel cord bead reinforcement section 8b. The reinforcement strip 15 extends along its entire length in contact with the outer tire filler profile 9 and, in sections, in contact with the outer tire steel cord bead reinforcement section 8b, the carcass high edge 7a, and the radially outer core profile part 5a, and, if applicable, in contact with the reinforcement strip 14. The reinforcement strip 16 covers the free end of the carcass high edge 7a and extends along its entire length in contact with the radially outer core profile part 5a, and, in sections, in contact with the carcass insert 7 and the reinforcement strip 15. 8. Regarding the reinforcement structure 17

[0091] The inner tire reinforcement structure 17 is located on the inside of the tire, adjacent to the carcass insert 7. As particularly Fig. As shown in Figure 1a, the reinforcement structure 17 extends section by section between the inner tire filler profile 10 and the inner tire steel cord bead reinforcement section 8a, and section by section between the inner tire filler profile 10 and the carcass ply 7, such that the inner tire reinforcement structure 17 extends over the free end 8a' of the inner tire steel cord bead reinforcement section 8a, thus covering it. The inner tire reinforcement structure 17 consists of one or more, in the exemplary embodiment of a single, reinforcement layer(s) of textile reinforcing elements embedded in rubber material, which preferably run parallel to the reinforcing elements of the carcass ply 7. In particular, up to four reinforcement layers are present.

[0092] Textile reinforcement materials such as nylon, perlon, rayon, polyester or aromatic polyamides are used, and these textile reinforcement materials can be used in combination with each other within the reinforcement layer.

[0093] The reinforcement structure 17 is from the reference line L KH cut, points opposite the free end 8a' of the inner steel cord bead reinforcement section 8a in the direction of the horn profile 13 ( Fig. 1) An offset, radially inner end 17', a radially outer end 17" offset in the opposite direction, and an extension length cvs of 40.0 mm to 100.0 mm, in particular 50.0 mm to 80.0 mm, determined along a straight line between the radially inner end 17' and the radially outer end 17". The radially inner end 17' has a radius of 40.0 mm to 100.0 mm, in particular 50.0 mm to 80.0 mm, relative to the reference line L. KH a distance a determined in the radial direction 17' of up to 15.0 mm, in particular up to 10.0 mm. The reinforcement structure 17 comprises a radially inner section 17a and a radially outer section 17b, the division into sections 17a, 17b being made at the reference line Lwv already mentioned, which runs through the free end 8a' of the tire's inner steel cord bead reinforcement section 8a. Each section 17a, 17b has an extension length cvs' measured parallel to the extension length cvs of 30% to 70%, in particular 40% to 60%, of the extension length cvs. The position of the radially inner end 17' and the extension length cvs are preferably coordinated such that the reinforcement structure 17 does not project beyond the radially outer end of the core profile 5, i.e., the radially outer core profile part 5a, in the radial direction ( Fig. 1), so that the radially outer end 17" is at a distance a determined in the radial direction 17 " ( Fig.1) before the radial outer end of the core profile 5, i.e., the radial outer core profile part 5a.

[0094] If the inner tire reinforcement structure 17 has several reinforcement layers, these are connected to each other via the rubber material of the reinforcement layers, whereby the reinforcement layers can be arranged in any staggered arrangement relative to each other. If two reinforcement layers are provided, preferably both overlap the free end 8a' of the inner tire steel cord bead reinforcement section 8a. If more than two reinforcement layers are provided, preferably at least two of the reinforcement layers overlap the free end 8a' of the inner tire steel cord bead reinforcement section 8a. 9. Further examples of implementation

[0095] The invention is not limited to the described embodiment.

[0096] In the bead area of ​​the commercial vehicle tire, additional reinforcing layers containing strengthening elements, as well as further reinforcing strips made of rubber, may be installed. The carcass ply 7 can be multi-layered, in particular two- or three-layered. In a multi-layered carcass ply 7, the carcass ridges of the ply layers may terminate at different heights. The corresponding dimensions refer to the radially outer ridge, i.e., in the case of multiple layers, to the ridge located at the greatest height. The reference line L KHIn the case of multiple layers, the high-impact section therefore runs through the section located at the greatest height. The radially inner core profile section 5b can, viewed in the tire cross-section, have a cross-sectional area that deviates from the triangular cross-sectional area. The core flap 6 and the reinforcing strips 14, 15, 16 are optional. The cross-sectional area of ​​the bead core 4 is, in particular, hexagonal or circular. Alternatively, the cross-sectional area of ​​the bead core 4 has, in particular, a shape derived from the shape of a hexagon or a circle. Such a derived shape is, for example, a cross-sectional area in the form of a hexagon with an approximately parallelogram-shaped cutout at the corner. The reinforcing structure 17 can be designed such that it is offset from the reference line L. KH is not cut. Reference symbol list 1 rim 2 rim flange 2a inner rim seating surface 2a' Exterior area 3 Rim section 3a Seating area 4 bead core 4a Core wire 5 Core Profile 5a radial outer core profile part 5b radial inner core profile part 6 core flag 7 Carcass insert 7a Carcass high impact 7a' High-striding 8 steel cord bead reinforcements 8a inner tire steel cord bead reinforcement section 8a' free end 8b outer tire steel cord bead reinforcement section 8b' free end 9 tire outer filling profile 10 inner tire filling profile 11 Side wall 12 inner layer 13 Horn profile 13a Outdoor area 13a1 Exterior surface interior 13a 1' curved section 13a1" End section 13a2 Beaded seat surface 13b Wound 13b' Toe 14 outer tire reinforcement strips 15 tire outer reinforcement strips 16 tire outer reinforcement strips 17 inner tire reinforcement structure 17' radial inner end 17" radial outer end 17a radial inner section 17b radial outer section a8', a 17 ', a 17 " Distance A double arrow (axial direction) A4, A 5b area b2, b3, b4, b 4e Width B Total width c VS , c VS 'Extent length h1, h2, h3, h4, h FH Height L1, L2, L3, L KH , L WV Reference line P1, P2, P3, P4 Point S1, S2, S3, S4 Segment S 4e Segment end section R double arrow (radial direction) Z 1a detail α angle α' Interior angle β1, β2, β3 Exterior angles γ Interior angle 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 2022 207 875 A1 [0002, 0085] DE 10 2014 213 240 A1

[0003] DE 10 2014 211 525 A1

[0003] EP 3 632 975 A1

[0004] WO 2020 / 065175 A1

[0005] WO 99 / 09036

[0058] WO 2008 / 083241 A1

[0058] WO 2008 / 083242 A1

[0058] WO 2008 / 083243 A1

[0058] WO 2008 / 083244 A1

[0058] US 2008 / 0161477 A1

[0058] EP 2 114 961 B1

[0058] Cited non-patent literature

[0000] Determination by GPC = gel permeation chromatography, in accordance with BS ISO 11344:2004

[0063] ISO 868:2003

[0071] German version EN ISO 868:2003

[0071] DIN 53504

[0085] ISO 4662

[0085] Rebound elasticity of vulcanizates, Edition 2017-06

[0085]

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