Vehicle tires

Abstract

The invention relates to a vehicle tire which has at least one reinforcement layer (12a, 12a', 12b, 12b') in each shoulder area made of cords embedded in rubber material. The reinforcement layer (12a, 12a', 12b, 12b') has a reinforcement layer end section (12a1, 12a1', 12b1) extending over its entire length in contact with the radially innermost belt layer (2a), a) wherein the cords are textile cords with a diameter of 0.15 mm to 1.20 mm and a breaking strength according to ASTM D885 / D885M of 100 N to 340 N, or b) wherein the cords are steel cords with a diameter of 0.30 mm to 1.00 mm and a breaking strength according to ASTM D2969-04 of 320 N to 920 N, or d) wherein the cords are steel cords with with a diameter of 0.30 mm to 1.50 mm and a breaking strength according to ASTDM D2969-04 of 320 N to 920 N.

Description

The invention relates to a vehicle tire with a tread, a belt assembly with a radially innermost belt layer and at least one further belt layer, each with belt edges, a carcass insert and sidewalls, wherein at least one reinforcement layer made of cords embedded in rubber material is provided in each shoulder area, which is located at least partially on the side facing the tread of a reference line extending axially along the measuring point of the cross-sectional width and is in contact with the side of the carcass insert facing the outside of the tire as well as partially between the sidewall and the carcass insert, wherein the reinforcement layer, viewed in the tire cross-section, has a radially outer layer end and a radially inner layer end located in the area of ​​the sidewall. Such a vehicle tire is known, for example, from DE 10 2005 051 683 A1. According to one embodiment, this vehicle tire has a reinforcement layer in each shoulder area made of fabric embedded in rubber material, consisting in particular of nylon, rayon, or polyester, which runs section by section between the sidewall and the carcass ply and section by section between the radially innermost belt ply and the carcass ply. The reinforcement layer improves the lateral and circumferential stiffness as well as the braking properties of the vehicle tire. Reinforcement layers integrated into the shoulder area improve force transmission between the tire's crown and the rim, thereby enhancing the transmission of lateral forces (so-called "cornering stiffness"), i.e., the grip characteristics under axially acting forces. For vehicle tires of the type mentioned above, there is currently a continued need for further improvement of "cornering stiffness," whereby the effects of such improvements on the tire's rolling resistance must be taken into account. The invention is therefore based on the objective of further improving the transmission of lateral forces in a vehicle tire of the type mentioned above while maintaining low rolling resistance. The problem stated in the invention is solved by the reinforcement layer having a reinforcement layer end section beginning at the belt edge of the radially innermost belt layer and extending over its entire length in contact with the radially innermost belt layer, wherein the cords of the reinforcement layer run at an angle of 30° to 85° to the circumferential direction and a) wherein the cords in the reinforcement layer are textile cords arranged in a cord density of 85 epdm to 121 epdm with a1) a diameter of 0.15 mm to 1.20 mm and a2) a breaking strength according to ASTM D885 / D885M of 100 N to 340 N or b) wherein the cords in the reinforcement layer are steel cords arranged in a cord density of 50 epdm to 150 epdm with b1) a diameter of 0.30 mm to 1.00 mm and b2) a breaking strength according to ASTDM D2969-04 of 320 N to 920 N or c) wherein the cords in the reinforcement layer are steel cords arranged in a cord density of 30 epdm to 120 epdm with c1) a diameter of 0.30 mm to 1.50 mm and c2) a breaking strength according to ASTDM D2969-04 of 320 N to 920 N. Variants a) and b) are primarily intended for passenger car, van, and light truck tires. Variant c) is primarily suitable for commercial vehicle tires. The reinforcement layer runs along the belt edge of the radially innermost belt ply. This guidance of the reinforcement layer, and especially the selected angles and properties of the cords, couples the deformation of the belt structure occurring during tire rolling with the reinforcement layer in such a way that the forces from the crown area of ​​the tire to the sidewall are transmitted more effectively. This further improves the transmission of lateral forces while keeping the impact on rolling resistance low, so that it remains essentially unchanged compared to tires with conventional reinforcement layers. With regard to the transmission of force between the crown area of ​​the tire and the sidewall, the cords mentioned below are particularly advantageous. According to a first preferred embodiment, the breaking strength according to ASTM D885 / D885M of the textile cords is 150 N to 300 N and the breaking strength according to ASTM D2969-04 of the steel cords is 400 N to 800 N. According to a further, preferred embodiment, the textile cords have a breaking strength per unit length according to ASTM D885 / D885M of 10 kN / dm to 45 kN / dm, in particular of 15 kN / dm to 40 kN / dm, and the steel cords have a breaking strength per unit length according to ASTM D2969-04 of 20 kN / dm to 175 kN / dm, in particular of 50 kN / dm to 150 kN / dm. To maintain low rolling resistance, it is advantageous if the reinforcement layer(s) is / are located completely on the side of the reference line facing the tread. For the transmission of force between the crown area of ​​the tire to the sidewall, it is also advantageous if the reinforcement layer end section runs between the radially innermost belt layer and the carcass layer and in contact with the radially innermost belt layer and the carcass layer. According to a further preferred embodiment, the carcass ply is designed as a C-ply and has carcass ply folds on the outer side of the tire that extend under the radially innermost belt ply, wherein the reinforcement ply is preferably the only reinforcement ply and wherein this single reinforcement ply particularly preferably crosses the reference line. The C-ply and, in particular, the single reinforcement ply exhibit a synergistic coupling effect that is advantageous with regard to force transmission between the crown area and the sidewall and are therefore particularly favorable for the transmission of lateral guiding forces. According to a further advantageous embodiment, an additional outer reinforcement layer is provided in each shoulder area, which extends at least partially along the side of the other reinforcement layer facing the outside of the tire. The additional outer reinforcement layer does not extend beyond the ends of the other reinforcement layer, and the carcass ply preferably has folds that terminate before the reference line and are designed as upturns. The cords of the additional outer reinforcement layer are preferably inclined in the opposite direction to the cords of the other reinforcement layer with respect to the circumferential direction. This contributes to a further improvement of the described coupling effect and therefore to an additionally improved transmission of the lateral forces. In the latter embodiment, an advantageous variant consists in the fact that the further, outer reinforcement layer, viewed in the tire cross-section, extends over most of its length in contact with the other reinforcement layer and has a reinforcement layer end section running along the outer surface of the radially innermost belt layer facing the tread, which does not contact the other reinforcement layer. The radially innermost belt layer is thus sandwiched in place by the reinforcement layer end sections, which further improves the described coupling effect and thus the transmission of lateral forces. In the latter embodiment, an alternative advantageous variant consists in the fact that the further, outer reinforcement layer, viewed in the tire cross-section, extends over its entire length in contact with the other reinforcement layer and has a distance of up to 5.00 mm projected in the axial direction to the belt edge of the radially innermost belt layer. This design is favorable with regard to rolling resistance. In view of the conflict of objectives between rolling resistance and the transmission of lateral forces, it is also advantageous if the reinforcement layer(s), considered in the tire cross-section, has a radially inner layer end which has a distance of up to 10.0 mm projected in the radial direction to the reference line. According to a further preferred embodiment, the reinforcement layer(s), viewed in the tire cross-section, has a length of at least 15.0 mm, and in particular at least 20.0 mm. This further improves the transmission of lateral forces. In this context, it is also advantageous if the end section of each reinforcement layer, considered in the tire cross-section, has an extension length of 2.00 mm to 8.00 mm, preferably of 4.00 mm to 6.00 mm. In particular, to maintain low rolling resistance, it is advantageous if, in variant a), the rubber material of the reinforcement layer above and below the cords has a thickness of 0.3 mm to 1.6 mm, in variant b), the rubber material of the reinforcement layer above and below the cords has a thickness of 0.6 mm to 2.0 mm, and in variant c), the rubber material of the reinforcement layer above and below the cords has a thickness of 0.6 mm to 3.0 mm. According to a further preferred embodiment, bead areas are provided with a horn profile, which are formed from an inner horn profile part and an outer horn profile part that forms the entire outer surface of the horn profile as well as the bead toe, wherein the horn profile parts each consist of a rubber material and the rubber material of the inner horn profile part differs from the rubber material of the outer horn profile part, wherein the rubber material of the inner horn profile part has a Shore A hardness at 23°C, determined according to DIN EN ISO 868, of 70.0 ShA to 96.00 ShA, in particular of 75.0 ShA to 90.0 ShA, and a loss factor at 55°C, determined according to DIN 53512, of 0.040 to 0.210, in particular of 0.70 to 0.170.Horn profiles designed in this way improve the suspension behavior of the tires and work synergistically with the reinforcement layer in a way that helps to maintain low rolling resistance and improve the transmission of lateral forces. In the latter preferred embodiment, according to an advantageous further development, the inner horn profile section has an inner surface located against the carcass ply, an outer surface located against the outer horn profile section, and a maximum thickness of 2.0 mm to 5.00 mm determined between the inner and outer surfaces, and / or a radially projected length of 50% to 75%, in particular 55% to 70%, of the radially projected length of the horn profile, and / or a cross-sectional area of ​​20% to 50%, in particular up to 40%, preferably up to 35%, of the cross-sectional area of ​​the horn profile. This ensures a further improvement in the deflection behavior. Further features, advantages, and details of the invention will now be described in more detail with reference to the drawing, which schematically illustrates exemplary embodiments of the invention. Fig. 1 shows half of a cross-section of a vehicle tire with a first embodiment of the invention, Fig. 1a shows an enlarged view of detail Z1ader Fig. 1, Fig. 2 shows half of a cross-section of a vehicle tire with a second embodiment of the invention, Fig. 2a shows an enlarged view of detail Z2ader Fig. 2, Fig. 3 shows half of a cross-section of a vehicle tire with a third embodiment of the invention, and Fig. 3a shows an enlarged view of detail Z3ader Fig. 3. Vehicle tires designed according to the invention are radial tires for passenger cars, vans, SUVs or commercial vehicles, for example buses or trucks. 1. Regarding car, van and SUV tires Exemplary embodiments of the invention for passenger car, van and SUV tires are explained below using a passenger car tire as an example. Figures 1, 2, and 3 each show half of a cross-section of a vehicle tire, specifically a passenger car tire. The radial direction is indicated by a double arrow R, the axial direction by a double arrow A, and the tire equatorial plane by a line AA. The "axial direction" refers to the direction parallel to the tire axis, i.e., the direction perpendicular to the tire equatorial plane in the tire cross-section. The "radial direction" refers to the direction parallel to the tire equatorial plane in the axially oriented cross-section (tire cross-section). The half of the vehicle tire not shown is preferably identical to the half shown. Figures 1, 2, and 3 each show half the cross-sectional width ½ B of the vehicle tire, measured in the axial direction. According to ETRTO standards, the cross-sectional width B is "the distance between the outer edges of the sidewalls of the inflated tire, excluding any raised areas such as lettering, decorative ribs, and chafing strips." The tire measurement is taken on an unloaded tire mounted on a measuring rim and inflated to the recommended tire pressure. Also shown is the cross-sectional height H of the vehicle tire, which, according to ETRTO standards, is the difference between the outer diameter and the nominal rim diameter. The outer diameter is the diameter of the inflated tire at the outermost point of the tread. The nominal rim diameter is a code used solely for the diameter specification as it appears in the tire and rim size designations.The cross-sectional height H can be calculated in the usual way from the dimensions of the respective vehicle tire. For example, a vehicle tire with the dimension 205 / 55 R 16 has a calculated cross-sectional height H of 112.75 mm (cross-sectional height H [mm] = tire width [mm] × aspect ratio = 205 mm × 0.55 = 112.75 mm). In Fig. 1, Fig. 2 to Fig. 3, a reference line LB running in the axial direction is also shown, which runs along the measuring point of the cross-sectional width B and thus marks the widest point of the tire. The vehicle pneumatic tire has a profiled tread 1, a two-layer belt bond 2, a belt bandage 3, a single-layer carcass insert 4 (Fig. 1, Fig. 2), 4' (Fig. 3), an airtight inner layer 5 and in each tire half a sidewall 6, a wing rubber 7, a horn profile 8 (Fig. 1), 8' (Fig. 2, Fig. 3), a bead core 9 and a core profile 10. In the illustrated embodiment, the tread 1 has a two-layer structure in the radial direction and consists of a radially outer tread layer 1a containing a profile, which is usually referred to as the tread cap, and a radially inner tread layer 1b, which is usually referred to as the tread base. The belt assembly 2 has a radially inner belt layer 2a and a radially outer belt layer 2b, wherein the belt layers 2a, 2b each have two belt edges 2k and each consists of reinforcing elements, for example textile cords of known construction, embedded in a belt rubber layer and running parallel to each other in each belt layer 2a, 2b, wherein the reinforcing elements of the radially inner belt layer 2a cross those of the radially outer belt layer 2b in a manner known in particular. In the illustrated embodiment, a belt edge pad 11 is also installed in each shoulder area, separating the belt edge 2k of the radially outer belt layer 2b from the radially inner belt layer 2a. The belt bandage 3 covers the radially outer belt layer 2b radially outside and extends in the axial direction beyond the belt edges 2k of both belt layers 2a, 2b and consists of reinforcing elements, generally textile, preferably made of nylon, polyethylene terephthalate, polyamide or aramid, embedded in a bandage rubber coating, which are in particular cords. The wing rubbers 7 are located axially to the side of the tread 1, extending to the respective side wall 6 and the tread 1. The sidewall 6 has a radially outer sidewall end section 6a that is in contact with and covered by the wing rubber 7, and a radially inner sidewall end section 6b that overlaps the horn profile 8, 8', 8" section by section on the outside of the tire. 1.1 First, an example of a passenger car tire (Fig. 1) In the embodiment shown in Fig. 1, the aforementioned carcass insert 4 is provided in combination with horn profiles 8 and reinforcement structures 12 ( Fig. 1a), as explained in more detail below. The carcass ply 4 has a carcass ply section 4a on the inside of the tire which is in contact with the inner layer 5 and between the bead cores 9, and in each tire half a carcass ply fold 4b on the outside of the tire which is designed as a high-cut and does not contact the inner layer 5, running on the outside of the bead core 9 and the bead rider 10. The carcass ply turn 4b runs section by section between the bead core 9 and the horn profile 8, section by section between the bead rib 10 and the horn profile 8, section by section between the horn profile 8 and the inner carcass ply section 4a, and section by section between the inner carcass ply section 4a and the sidewall 6. The carcass ply turn 4b ends before the reference line LB, thus not crossing the reference line LB, and has a turn end 4be located in the area of ​​the sidewall 6, which is projected to the reference line LB at a distance a1 in the radial direction (Fig.1a) of up to 10.0 mm. The horn profile 8 is manufactured in one piece and therefore consists of a single rubber material, manufactured in a manner known in particular. As shown in Fig. 1a, a reinforcement structure 12 consisting of an inner reinforcement layer 12a and an outer reinforcement layer 12b is installed in each shoulder area of ​​the tire on the side of the reference line LBje facing the tread 1. Each reinforcement layer 12a, 12b consists of textile cords embedded in rubber, which run within the reinforcement layer 12a, 12b without crossing and at an angle of 30° to 85° to the circumferential direction, in particular from 45° to 75°, preferably from 50° to 70°, and especially preferably parallel to each other within the reinforcement layers 12a, 12b, each having a diameter of 0.15 mm to 1.20 mm and arranged within the reinforcement layer 12a, 12b with a cord density of 85 epdm to 121 epdm (ends per decimeter). The textile cords of the reinforcement layer 12a are preferably oriented in the opposite direction to the textile cords of the reinforcement layer 12b with respect to the circumferential direction.The angle and cord density refer to the vulcanized tire as it is not mounted on a rim. Preferably, the textile cords within each reinforcement layer 12a, 12b are identical. Particularly preferably, the textile cords in reinforcement layer 12a are identical to those in reinforcement layer 12b. In each reinforcement layer 12a, 12b, the thickness of the rubber layer above and below the textile cords (so-called "skim rubber thickness") is 0.3 mm to 1.6 mm. The thickness of the rubber layer is determined as the smallest possible distance between a textile cord and the respective side of the reinforcement layer 12a, 12b. The textile cords consist in particular of polyester, rayon, or nylon, or are, in particular, hybrid cords made of at least two of these materials. The textile cords each exhibit a breaking strength – determined according to ASTM D885 / D885M-10A (2014) e1 – of 100 N to 340 N, in particular of 150 N to 300 N. Furthermore, the textile cords exhibit a breaking strength relative to their initial length (length of the tested cord piece) of 10 kN / dm (kilonewtons per decimeter) to 45 kN / dm, in particular of 15 kN / dm to 40 kN / dm. The initial length of the cords, i.e., the "cord test pieces," is 10 cm (= 1 dm). Preferably, the textile cord has one of the following constructions: - 1100 dtex × 2, - 1440 dtex × 2, - 1840 dtex × 2, - 2200 dtex × 2, - 2440 dtex × 2, - 3340 dtex + 2, The following explanations regarding the geometric design of the reinforcement layers 12a, 12b refer to the tire cross-section. The reinforcement layers 12a, 12b have identical extension lengths cVa (reinforcement layer 12a), cVb (reinforcement layer 12b) of at least 15.0 mm, in particular of at least 20.0 mm, a radially outer layer end 12aa, 12ba located closer to the tread 1, and a radially inner layer end 12ai, 12biauf located closer to the bead area. The reinforcement layers 12a, 12b terminate together in the direction of the bead area before the reference line LB, and therefore do not cross it, so that the radially inner layer ends 12ai, 12biz have identical radially projected distances a2 of up to 10.0 mm from the reference line LB.The inner reinforcement layer 12a extends over its entire extension length cVa in contact with the side of the inner carcass section 4a facing the outside of the tire and has a reinforcement layer end section 12a1 extending between the radially inner belt layer 2a and the inner carcass section 4a, beginning at the belt edge 2k of the radially inner belt layer 2a, with an extension length cVa1 of 2.00 mm to 8.00 mm, preferably of 4.00 mm to 6.00 mm.The outer reinforcement layer 12b extends from its radially inner layer end 12bi over most of its extension length cVbin in contact with the side of the inner reinforcement layer 12a facing the outside of the tire and has a reinforcement layer end section 12b1 which does not contact the inner reinforcement layer 12a, extends along the side of the radially inner belt layer 2a facing the outside of the tire and between the radially inner belt layer 2a and the belt bandage 3, and begins at the belt edge 2k of the radially inner belt layer 2a with an extension length cVb1 of 2.00 mm to 8.00 mm, preferably of 4.00 mm to 6.00 mm. Due to the reinforcement layer end sections 12a1, 12b1, the radially inner belt layer 2a has a belt layer end section 2a1 encompassing the belt edge 2k, which is enclosed by the reinforcement layer end sections 12a1, 12b1. 1.2 Second embodiment of a passenger car tire (Fig. 2) In the embodiment shown in Fig. 2, the previously mentioned carcass insert 4 (corresponding to the embodiment of Fig. 1) is provided in combination with horn profiles 8' and reinforcing structures 12' (Fig. 2a), as explained in more detail below. According to Fig. 2, the horn profile 8' is formed from an inner horn profile part 8'a which is in contact with the carcass ply fold 4b, which is designed as a high fold, over its entire extent and an outer horn profile part 8'b which forms the entire outer surface of the horn profile 8' as well as the bead toe and has a length cH projected in the radial direction as well as a cross-sectional area AH. The horn profile parts 8'a, 8'b each consist of a rubber material, the rubber material of the inner horn profile part 8'a differing from the rubber material of the outer horn profile part 8b. The inner horn profile part 8'a has an inner surface 8'ai located at the carcass ply fold 4b, an outer surface 8'aa located at the outer horn profile part 8'b, a radially projected length cHa of 50% to 75%, in particular 55% to 70%, of the radially projected length cH of the horn profile 8', a cross-sectional area AHa of 20% to 50%, in particular up to 40%, preferably up to 35%, of the cross-sectional area AH of the horn profile 8', and a maximum thickness sHa of 2.0 mm to 5.00 mm determined between the inner surface 8'ai and the outer surface 8'aa.The maximum strength sHaent corresponds to the largest of all local strengths, where each local strength is determined along a straight line which corresponds to the respective smallest possible distance between the inside 8'ai and the outside 8'aaent. The rubber material of the outer horn profile section 8'b is a rubber material commonly used for horn profiles. The rubber material of the inner horn profile section 8'a has a specific Shore A hardness and a specific loss factor, the determination of which is explained below. Shore hardness A at a temperature of 23°C Determination according to DIN EN ISO 868: Plastics and hard rubber - Determination of indentation hardness using a durometer (Shore hardness) - Edition 2003-10 - Vulcanization parameters (production of test specimens): ◯ Vulcanization temperature: 160°C ◯ Vulcanization time: 20 minutes ◯ Vulcanization under pressure - Measurement parameters: ◯ Tempering time: 30 minutes ◯ Temperature: 23°C ± 2°C ◯ Measuring duration (holding time): 15 seconds Loss factor at a temperature of 70°C (hereinafter referred to as "loss factor tan d (70°C)") Determination according to DIN 53513: - Testing of rubber and elastomers; Determination of the viscoelastic properties of elastomers under forced vibrations outside of resonance - Edition 1990-03 - Vulcanization parameters (production of test specimens): ◯ Vulcanization temperature: 160°C ◯ Vulcanization time: 20 minutes - Measurement parameters: ◯ Measurement frequency: 10 Hz ◯ Pre-strain (“strain static preset”): 20% ◯ Pre-conditioning (“pre condition”): 20% + / - 14% ◯ Load: Compression (“type of load: compression”) ◯ Temperature: 55°C ± 1°C (measurement with continuous temperature increase) The rubber material of the inner horn profile part 8'a has a Shore hardness A, determined according to DIN EN ISO 868, of 70.0 ShA (Shore A) to 96.0 ShA, in particular of 75.0 ShA to 90.0 ShA, and a loss factor tan d (55°C), determined according to DIN 53513, of 0.040 to 0.210, in particular of 0.070 to 0.170. According to Fig. 2a, in each shoulder area of ​​the tire, a reinforcement structure 12' consisting of an inner reinforcement layer 12a' and an outer reinforcement layer 12b' is installed, wherein the reinforcement layers 12a', 12b' differ from the reinforcement layers 12a, 12b ( Fig. 1a) with regard to their extension lengths cVa, cV and the position of their layer ends 12aa, 12ba, 12ai, 12bi, as explained below. The following explanations regarding the geometric design of the reinforcement layers 12a', 12b' refer to the tire cross-section. The inner reinforcement layer 12a' projects beyond the outer reinforcement layer 12b' on both sides, thus extending beyond the layer ends 12ba, 12bid and the outer reinforcement layer 12b', whereby the reinforcement layers 12a', 12b' terminate in the direction of the bead area in front of the reference line LB, and wherein the radially inner layer ends 12ai, 12biz have radially projected distances a2 of up to 10.0 mm from each other relative to the reference line LB. The distance a2 belonging to the outer reinforcement layer 12b' is greater than the distance a2 belonging to the inner reinforcement layer 12a'. The inner reinforcement layer 12a' has a reinforcement layer end section 12a1' extending between the radially inner belt layer 2a and the tire-inside carcass layer section 4a, beginning at the belt edge 2k of the radially inner belt layer 2a, with an extension length cVa1' of 2.0 mm to 8.0 mm, in particular 4.0 mm to 6.0 mm.The outer reinforcement layer 12b' extends over its entire extension length cVbin in contact with the side of the inner reinforcement layer 12a' facing the outside of the tire and has a distance a3 of up to 5.0 mm projected in the axial direction from the radial outer layer end 12ba to the belt edge 2k of the radial inner belt layer 2a. 1.3 Third embodiment of a passenger car tire (Fig. 3 and Fig. 3a) In the embodiment shown in Fig. 3, the aforementioned carcass insert 4' is provided in combination with horn profiles 8' (corresponding to the embodiment of Fig. 2 and Fig. 2a) and reinforcing structures 12" ( Fig. 3a), as explained in more detail below. The carcass ply 4' has an inner carcass ply section 4a' (corresponding to the carcass ply section 4a of the carcass ply 4) and a carcass ply fold 4b' that does not contact the inner layer 5 and runs on the outer side of the bead core 9 and the bead ridge 10. The carcass ply fold 4b' runs section by section between the bead core 9 and the horn profile 8', section by section between the bead ridge 10 and the horn profile 8', section by section between the horn profile 8' and the inner carcass ply section 4a', section by section between the inner carcass ply section 4a' and the sidewall 6, and section by section between the inner carcass ply section 4a' and the radially inner belt ply 2a. The carcass insert 4' is therefore designed as a so-called "C-layer" in accordance with its outer tire placement under the radial inner belt layer 2a. According to Fig. 3a, in each shoulder area of ​​the tire a reinforcement structure 12" consisting of a single reinforcement layer 12a" is installed, which, viewed in the tire cross-section, runs on the side of the carcass ply facing the outside of the tire and is designed analogously to the inner reinforcement layer 12a of the reinforcement structure 12 with regard to its other design. 1.4 Further examples of passenger car tires The reinforcement layers 12a, 12b can consist of steel cords embedded in rubber, which run without crossing each other and at an angle of 30° to 85° to the circumferential direction, particularly 45° to 75°, preferably 50° to 70°, and especially preferably parallel to each other, each having a diameter of 0.30 mm to 1.00 mm and arranged within the reinforcement layer 12a, 12b at a cord density of 50 epdm to 150 epdm (ends per decimeter). The angle and cord density refer to the tire vulcanized on the rim, not mounted on a rim. Preferably, the steel cords within each reinforcement layer 12a, 12b are identical. Particularly preferably, the steel cords in reinforcement layer 12a are identical to those in reinforcement layer 12b.For each reinforcement layer 12a, 12b containing steel cords, the thickness of the rubber layer above and below the steel cords (so-called "skim rubber thickness") is 0.6 mm to 2.0 mm. The thickness of the rubber layer is determined as the smallest possible distance between a steel cord and the respective side of the reinforcement layer 12a, 12b. The steel cords each exhibit a breaking strength – determined according to ASTM D2969-04 – of 320 N to 920 N, in particular of 400 N to 800 N. Furthermore, the steel cords exhibit a breaking strength relative to their initial length (the length of the tested cord segment is 10 cm = 1 dm) of 20 kN / dm (kilonewtons per decimeter) to 175 kN / dm, in particular of 50 kN / dm to 150 kN / dm. Preferably, the steel cord has one of the following constructions: - 3 + 9 × 0.22 + 0.15 - 3 + 9 + 15 × 0.22 - 3 × 0.22 + 9 × 0.20 - 0.22 + 18 × 0.20 - 0.20 + 18 × 0.175 - 3 × 0.20 + 9 × 0.175 - 1 + 5 × 0.40 - 1 + 5 × 0.35 - 1 × 0.30 - 1 × 0.40 - 1 + 2 × 0.29 - 3 × 0.29 The steel from which the steel cord is made has a carbon content of, in particular, 0.6% (m%) to 1.2% (m%). 1.5 Example of a commercial vehicle tire Reinforcement structures in commercial vehicle tires have one or more, in particular two, reinforcement layers, which consist of steel cords embedded in rubber. These cords run without crossing each other and at an angle of 30° to 85°, in particular 45° to 75°, preferably 50° to 70°, to the circumferential direction. Within the reinforcement layer(s), they are particularly preferably parallel to each other. Each cord has a diameter of 0.30 mm to 1.50 mm and is arranged within each reinforcement layer 12a, 12b at a cord density of 30 epdm to 120 epdm (ends per decimeter). In each such reinforcement layer, the thickness of the rubber layer above and below the steel cords (so-called "skim rubber thickness") is 0.6 mm to 3.0 mm. The steel cords each exhibit a breaking strength – determined according to ASTM D2969-04 – of 320 N to 920 N, in particular of 400 N to 800 N. Furthermore, the steel cords exhibit a breaking strength relative to their initial length (the length of the tested cord segment is 10 cm = 1 dm) of 20 kN / dm (kilonewtons per decimeter) to 175 kN / dm, in particular of 50 kN / dm to 150 kN / dm. The invention is not limited to the described embodiments. In particular, the horn profiles can be designed as one or two pieces in any version. The belt bandage, belt edge pads, and wing rubbers are optional. Each reinforcement layer can extend beyond the reference line LB towards the respective bead area, with the radially inner end of each reinforcement layer located in the sidewall area. The reinforcement layer(s) therefore do not extend into the area of ​​the horn profile and thus do not contact it. If a carcass ply with a fold designed as a carcass high edge is provided, the reinforcement layer(s) preferably end at a distance from the end of the fold. Reference symbol list 1 Tread 1a radial outer tread layer 1b radial inner tread layer 2 Belt bandage 2a radial inner belt layer 2a1 belt layer end section 2b radial outer belt layer 2k belt edge 3 Belt bandage 4, 4' Carcass ply 4a, 4a' inner carcass ply section 4b, 4b' carcass ply fold 4be fold end 5 Inner layer 6 Sidewall 6a radial outer sidewall section 6b radial inner sidewall section 7 Wing rubber 8, 8' Horn profile 8'a inner horn profile part 8'aa outer 8'ai inner 8'b outer horn profile part 9 Bead core 10 Core profile 11 Belt edge padding 12, 12', 12" Reinforcement structure 12a, 12a' inner reinforcement layer 12a" reinforcement layer 12b, 12b' outer reinforcement layer 12aa, 12baradial outer layer end 12ai, 12biradial inner layer end 12a1, 12a1' Reinforcement layer end section 12b1 Reinforcement layer end section AA Line (tire equatorial plane) A Double arrow (axial direction) AH, AHa Cross-sectional area a1, a2,a3 projected distance B cross-sectional width cVa, cVa1, cVa1', cVb, cVb1 extension length CH, CHa projected length H cross-sectional height LB reference line R double arrow (radial direction) SH maximum thickness Z1a, Z2a, Z3a detail, QUOTES INCLUDED IN THE DESCRIPTION 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 DE 10 2005 051 683 A1

[0002] Cited non-patent literature DIN EN ISO 868 [0020, 0046, 0048]DIN 53512

[0020]

Claims

Vehicle tire with a tread (1), a belt assembly (2) with a radially innermost belt layer (2a) and at least one further belt layer (2b), each with belt edges (2k), a carcass ply (4, 4') and sidewalls (6), wherein at least one reinforcement layer (12a, 12a', 12b, 12b') made of cords embedded in rubber material is provided in each shoulder region, which is located at least section by section on the side facing the tread (1) of a reference line (LB) extending axially along the measuring point of the cross-sectional width (B) and is in contact with the side of the carcass ply (4) facing the outside of the tire and section by section between the sidewall (6) and the carcass ply (4), wherein the reinforcement layer (12a, 12b, 12a', 12b'), viewed in the tire cross-section, has a radially outer layer end (12aa, 12ba) and having a radially inner layer end (12ai, 12bi) located in the area of ​​the side wall (4), characterized in thatthat the reinforcement layer (12a, 12a', 12b, 12b') has a reinforcement layer end section (12a1, 12a1', 12b1) beginning at the belt edge (2k) of the radially innermost belt layer (2a) and extending over its entire extent in contact with the radially innermost belt layer (2a), wherein the cords of the reinforcement layer (12a, 12a', 12b, 12b') run at an angle of 30° to 85° to the circumferential direction and a) wherein the cords in the reinforcement layer (12a, 12a', 12b, 12b') are textile cords arranged in a cord density of 85 epdm to 121 epdm with a1) a diameter of 0.15 mm to 1.20 mm and a2) a breaking strength according to ASTM D885 / D885M of 100 N to 340 N or b) wherein the cords in the reinforcement layer (12a, 12a', 12b, 12b') are steel cords arranged in a cord density of 50 epdm to 150 epdm with b1) a diameter of 0.30 mm to 1,00 mm and b2) a breaking strength according to ASTDM D2969-04 of 320 N to 920 N or c) wherein the cords in the reinforcement layer are steel cords arranged in a cord density of 30 epdm to 120 epdm with c1) a diameter of 0.30 mm to 1.50 mm and c2) a breaking strength according to ASTDM D2969-04 of 320 N to 920 N. Vehicle tires according to claim 1, characterized in that the breaking strength according to ASTM D885 / D885M of the textile cords is 150 N to 300 N and the breaking strength according to ASTM D2969-04 of the steel cords is 400 N to 800 N. Vehicle tires according to claim 1 or 2, characterized in that the textile cords have a length-related breaking strength according to ASTM D885 / D885M of 10 kN / dm to 45 kN / dm, in particular of 15 kN / dm to 40 kN / dm, and the steel cords have a length-related breaking strength according to ASTM D2969-04 of 20 kN / dm to 175 kN / dm, in particular of 50 kN / dm to 150 kN / dm. Vehicle tire according to one of claims 1 to 3, characterized in that the reinforcement layer(s) (12a, 12b, 12a', 12b') is / are located completely on the side of the reference line (LB) facing the tread (1). Vehicle tire according to one of claims 1 to 4, characterized in that the reinforcement layer end section (12a1, 12a1', 12b1) runs between the radially innermost belt layer (2a) and the carcass layer (4) and in contact with the radially innermost belt layer (2a) and the carcass layer (4). Vehicle tire according to one of claims 1 to 5, characterized in that the carcass layer (4') is designed as a C-layer and has carcass layer folds (4b') on the outside of the tire that are traced back under the radially innermost belt layer (2a), wherein the reinforcement layer (12a, 12a', 12b, 12b') is preferably the only reinforcement layer (12a, 12a', 12b, 12b') and wherein this only reinforcement layer (12a, 12a', 12b, 12b') particularly preferably crosses the reference line (LB). Vehicle tire according to one of claims 1 to 5, characterized in that a further, outer reinforcement layer (12b, 12b') is provided in each shoulder area, which extends at least sectionally along the side of the other reinforcement layer (12a, 12a') facing the outside of the tire, wherein the further, outer reinforcement layer (12b, 12b') does not project beyond the layer ends (12aa, 12ai) of the other reinforcement layer (12a) and wherein the carcass ply (4) preferably has folds (4b) that terminate in front of the reference line (LB) and wherein the cords of the further, outer reinforcement layer (12b, 12b') are preferably inclined in the opposite direction to the cords of the other reinforcement layer (12a) with respect to the circumferential direction. Vehicle tire according to claim 7, characterized in that the further, outer reinforcement layer (12b), viewed in the tire cross-section, extends over most of its extent in contact with the other reinforcement layer (12a, 12a') and has a reinforcement layer end section (12b1) extending on the outer side of the radially innermost belt layer (2a) facing the tread (1) and which does not contact the other reinforcement layer (12a, 12a'). Vehicle tire according to claim 7, characterized in that the further, outer reinforcement layer (12b'), viewed in the tire cross-section, extends over its entire extent in contact with the other reinforcement layer (12a') and has a distance (a3) ​​projected in the axial direction to the belt edge (2k) of the radially innermost belt layer (2a). Vehicle tire according to one of claims 1 to 9, characterized in that the reinforcement layer(s) (12a, 12b, 12a', 12b'), viewed in the tire cross-section, has or has a radially inner layer end (12ai, 12bi) which has a distance (a2) projected in the radial direction to the reference line (LB) of up to 10.0 mm. Vehicle tire according to one of claims 1 to 10, characterized in that the reinforcement layer(s) (12a, 12b, 12a', 12b'), viewed in the tire cross-section, has or have an extent length (cVa, cVb) of at least 15.0 mm, in particular of at least 20.0 mm. Vehicle tire according to one of claims 1 to 11, characterized in that the or each reinforcement layer end section (12a1, 12a1', 12b1), considered in the tire cross-section, has an extension length (cva1, cVa1', cVb1) of 2.00 mm to 8.00 mm, preferably of 4.00 mm to 6.00 mm. Vehicle tire according to one of claims 1 to 12, characterized in that in variant a) the rubber material of the or each reinforcement layer (12a, 12b, 12a', 12b') above and below the cords has a thickness of 0.3 mm to 1.6 mm, and that in variant b) the rubber material of the or each reinforcement layer (12a, 12b, 12a', 12b') above and below the cords has a thickness of 0.6 mm to 2.0 mm, and that in variant c) the rubber material of the or each reinforcement layer (12a, 12b, 12a', 12b') above and below the cords has a thickness of 0.6 mm to 3.0 mm. A vehicle tire according to any one of claims 1 to 13, characterized in that bead areas are provided with a horn profile (8, 8') each, which are formed from an inner horn profile part (8'a) and an outer horn profile part (8'b) forming the entire outer surface of the horn profile (8') as well as the bead base, wherein the horn profile parts (8'a, 8'b) each consist of a rubber material and the rubber material of the inner horn profile part (8'a) differs from the rubber material of the outer horn profile part (8'b), wherein the rubber material of the inner horn profile part (8'a) has a Shore A hardness at 23°C, determined according to DIN EN ISO 868, of 70.0 ShA to 96.00 ShA, in particular of 75.0 ShA to 90.0 ShA, and a loss factor at 55°C, determined according to DIN 53512, of 0.040 to 0.210, especially from 0.70 to 0.

170. Vehicle tire according to claim 14, characterized in that the inner horn profile part (8'a) has an inner side (8'ai) located on the carcass ply (4), an outer side (8'aa) located on the outer horn profile part (8'b), and a maximum thickness (sHa) of 2.0 mm to 5.00 mm determined between the inner side (8'ai) and the outer side (8'aa), and / or a radially projected length (cHa) of 50% to 75%, in particular 55% to 70%, of the radially projected length (cH) of the horn profile (8'), and / or a cross-sectional area (AHa) of 20% to 50%, in particular up to 40%, preferably up to 35%, of the cross-sectional area (AH) of the horn profile (8').

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