Textile component and textile reinforcement structure for a vehicle tire, as well as a tire for a vehicle

Abstract

Textile reinforcement structure (10) for a tire (R) of a vehicle, preferably for a tire (R) of a motor vehicle such as a motor vehicle with an internal combustion engine or an electric vehicle, wherein the textile reinforcement structure (10) comprises a textile surface structure (12) comprising a first planar textile section (141) and at least a second planar textile section (142), wherein the first textile section (141) is designed as a double fabric with two fabric sections, each forming a fabric layer, wherein the two fabric sections form a net-like structure of reinforcement fields (24) formed by respective changes in the fabric, such that chambers are formed between the fabric sections between the reinforcement field boundaries formed by respective changes in the fabric, wherein the first textile section (141) is dimensioned such that it can be incorporated as a layer in a tread of the tire (R), and wherein at least one second textile section (142) is formed in a single layer, adjoins the first textile section (141) and extends away from the first textile section (141) in such a way that the second textile section (142) can be accommodated in a side part of the treadmill and optionally in a side wall of the carcass.

Description

[0001] The invention relates to a textile component, preferably in the form of a textile reinforcement structure, for a tire of a vehicle, in particular a motor vehicle such as a motor vehicle with an internal combustion engine or an electric vehicle.

[0002] Furthermore, the invention relates to a tire with such a reinforcement structure or with such a textile component.

[0003] Motor vehicle tires known from the state of the art, in particular passenger car tires, hereinafter referred to as car tires for the sake of simplicity, are characterized by a complex structure in order to take into account the static and dynamic loads when used in a motor vehicle.

[0004] A conventional car tire R is schematically shown in Fig. 3 and its structure is described in more detail below.

[0005] Viewed from the outside in, a car tire R can be roughly divided into two main structural elements, namely the tread L and the carcass K. These two main structural elements are in turn composed of layers.

[0006] The outer layers of the car tire R together form the aforementioned tread L of the car tire R, which is mainly made of rubber and surrounds the carcass K. The tread L essentially influences the rolling resistance, rolling noise, and wear of the tire.

[0007] The outermost layer is formed by the so-called tread 1, which is made of synthetic and natural rubber. The tread 1 is intended to be in contact with the road and connected to the sidewall 6 of the carcass K of the tire R. The tread 1 is generally composed of three areas: the so-called cap (the part of the tire that comes into most contact with the road), the base (located below the cap and reduces rolling resistance and dampens shock transmission to the carcass), and the sidewall (located at the outer end of the tread 1 and forms a transition from the tread 1 to the sidewall 6).

[0008] A further layer is formed by the coil bandages 2; this layer is located directly beneath the tread 1 and improves high-speed capability. It often comprises a single, durable nylon cord embedded in rubber. This cord winds around the circumference of the tire R from one side to the other without overlapping.

[0009] Furthermore, the steel cord belt layers 3 form a further layer which gives the tire R its strength and ensures shape and driving stability, lower rolling resistance and mileage of the tire R.

[0010] The other main structural element, namely the carcass K, forms the core of the tire, i.e. the interior of the tire R. The carcass K primarily represents the supporting framework of the tire R and serves to cushion the tire R and to enclose the required amount of air in the tire R.

[0011] One layer of the carcass K is formed by the textile cord insert 4, which is made of rubberized rayon or polyester and serves to maintain the internal pressure and shape of the tire R.

[0012] A further inner layer 5 adjacent to the textile cord insert 4 serves to define an airtight interior made of butyl rubber, ie seals the air-filled interior and regulates the tire pressure.

[0013] The sidewall 6 of the tire R is connected to the tread 1 via the sidewall and is made of natural rubber; the sidewall 6 acts as protection for the carcass K against external damage and weather influences.

[0014] Furthermore, the tire R is formed by a tire bead W, which forms the connection between the tire R and the vehicle's rim. As part of the carcass K, the tire bead W forms the inner ring of the tire R, which ensures that the tire R sits firmly on the rim thanks to the air pressure.

[0015] The tire bead W usually includes at least the following three components: First, a bead reinforcement 7, made of nylon or aramid, a strong, heat-resistant synthetic fiber. Second, an apex profile 8, formed by a stabilizing wedge made of synthetic rubber, which performs the same functions as the bead reinforcement and also influences the tire's deflection behavior. Third, a core or steel core 9, made of steel wire embedded in rubber. The steel core 9 ensures the secure fit of the tire R on the rim.

[0016] According to calculations by the Fraunhofer Institute, approximately 70 million motor vehicles in Germany generate 60,000 to 100,000 tons of tire wear annually. This, especially in conjunction with road dust, represents a significant environmental burden, particularly through air and groundwater pollution. Legal requirements are intended to remedy this or at least reduce environmental impact, for example, through legal regulations regarding more defensive driving and stricter speed limits. Furthermore, there is an effort in vehicle development to distribute a vehicle's drive torque evenly and as needed across all wheels in order to further reduce traction losses.

[0017] Due to the increased weight of electric vehicles, their tires, in particular, are generally subject to greater stress than those of vehicles with combustion engines, which is largely due to the weight of the electric vehicle's battery. Depending on their capacity, the batteries add several hundred kilograms of weight.

[0018] With so-called e-mobility, the axle load of such electric vehicles increases due to the higher vehicle weight, for example due to the battery, which has a quadruple effect as additional pressure on the road surface via the tires, thereby increasing the load and thus the wear of the tires.

[0019] As already mentioned above, tires are reinforced by incorporating so-called tire cord in the form of a textile cord insert into the rubber compound. This is usually a monoaxially loadable thread structure, meaning it can only be loaded in one thread direction. While this provides radial reinforcement, it does not evenly distribute the tire's internal pressure across the tire's tread. Furthermore, the textile bandage applied in this way lacks a surface-forming bond.

[0020] Accordingly, the invention is based on the object of providing a textile reinforcement structure for a vehicle tire, tires with such a reinforcement structure, and a textile component for reinforcing motor vehicle tires that can withstand higher surface loads compared to the prior art. At the same time, the objective is to achieve an insulating effect.

[0021] This problem is solved by the subject matter of the independent claims.

[0022] Further advantageous embodiments and developments of the invention emerge from the dependent claims.

[0023] The textile reinforcement structure according to the invention is provided for a tire of a vehicle, preferably for a tire of a motor vehicle such as a motor vehicle with an internal combustion engine or an electric vehicle, wherein the textile reinforcement structure has a textile fabric comprising a first flat textile section and at least one second flat textile section, wherein the first textile section is designed as a double fabric with two flat fabric parts, each forming a fabric layer, wherein the two flat fabric parts form a net-like structure of reinforcement fields, reinforcement field boundaries formed by respective fabric changes, so that respective chambers are formed between the reinforcement field boundaries formed by respective fabric changes, wherein the first textile section is dimensioned such that it can be accommodated as a layer in a tread of the tire,and wherein the at least one second textile section is formed in a single layer, adjoins the first textile section and extends away from the first textile section such that the second textile section can be received in a side part of the treadmill and optionally or preferably in a side wall of the carcass.

[0024] The textile reinforcement structure according to the invention can advantageously be further developed such that the net-like structure formed by the first textile section is designed to absorb static and dynamic forces in the surface fabric parts forming the respective fabric layers, and / or the second textile section is formed as an integrated single-layer fabric with the same fabric density and thread count as the first textile section.

[0025] Furthermore, the textile reinforcement structure according to the invention can be implemented such that the two-layer first textile section is designed to absorb multiaxial static and dynamic forces, preferably in the area, and the single-layer second textile section is designed to absorb biaxially acting forces.

[0026] Furthermore, the textile reinforcement structure according to the invention can be realized in such a way that the first textile section is designed in such a way that a force transmission is possible between adjacent reinforcement fields in the two-layer fabric area along their fabric change paths.

[0027] Furthermore, the textile reinforcement structure according to the invention can be designed such that the textile reinforcement structure is a woven OPW fabric whose two-layer first textile section and single-layer second textile section are formed by an integral piece of fabric, preferably using a Jacquard weaving machine or using Jacquard weaving technology.

[0028] The tire according to the invention is provided for a vehicle, preferably for a motor vehicle such as a motor vehicle with an internal combustion engine and an electric vehicle, wherein the tire has at least one tread and a carcass and the aforementioned textile reinforcement structure according to the invention, wherein a two-layer, first textile section of the textile reinforcement structure is accommodated as a layer in the tread and a single-layer second textile section of the textile reinforcement structure is accommodated in a side part of the tread and optionally in a side wall of the carcass.

[0029] The textile component according to the invention for reinforcing motor vehicle tires or motor vehicle tires is designed such that a double fabric with reinforcement fields with honeycomb-shaped boundaries, which are formed by fabric changes and form a net-like lattice structure for absorbing static and dynamic forces in the fabric plane, and an integrated single-layer fabric with the same fabric density and thread count are used. Accordingly, the chambers or two-layer fabric sections are delimited by fabric change paths. The shape of a chamber, defined by such a boundary, can, however, be of various shapes, for example, hexagonal, in particular honeycomb-shaped, triangular or round, in particular bull's-eye window-shaped.

[0030] The textile component according to the invention can advantageously be realized in such a way that the two-layer fabric part and the single-layer fabric part have the same thread and fabric density.

[0031] Furthermore, the textile component can be further developed in such a way that the two-layer fabric part is suitable for multiaxial absorption of static and dynamic forces, and the single-layer fabric part is used to absorb biaxially acting forces.

[0032] In addition, the textile component can be implemented in such a way that the adjacent reinforcement fields in the two-layer fabric area interact along their fabric change paths and thus, together with the elastic modulus of the yarn twill, create an insulating effect.

[0033] Alternatively, the tire according to the invention can also comprise the aforementioned textile component according to the invention.

[0034] The textile component according to the invention for reinforcing vehicle tires is thus constructed as follows: A textile component is incorporated or incorporated into the rubber compound of the car tire, which fulfils the following functions: - the inner wall of the tread is reinforced, - the internal pressure is distributed multiaxially across the surface, similar to a force polygon (the resulting mesh forms the force polygon, which transfers the effects of forces to the surroundings of the textile surface. The desired required static deformability is achieved by the force-strain behavior (modulus) of the optionally used yarn, the design of the mesh structure for force transfer, and the ratio of double- to single-layer fabric surface). - the side walls are biaxially reinforced with regard to their vertical buckling movement, - the sidewalls are anchored in the bead reinforcement of the carcass, - the interaction of the double-layer reinforcement fields creates an insulating effect.

[0035] The following is explained in more detail Fig. 1 shows the structure of the multifunctional component made of high-strength filaments in the form of a schematic sketch.

[0036] The thread density is uniform throughout. The tread is reinforced by a two-layer fabric, which creates reinforcement zones through fabric changes between the fabric layers. The fabric change paths form a honeycomb network structure for the purpose of multiaxially dissipating compressive forces across the surface. The weave repeat at 100% fabric density is uniform.

[0037] The side panels are constructed as a single-layer fabric. The doubled thread density requires a weave repeat with thread floats across several neighboring threads. This supports biaxial buckling elasticity. The consistent thread and fabric density throughout stabilizes the component.

[0038] The component is manufactured using jacquard technology as a double fabric in webs.

[0039] After shrink-wrapping, the individual components are laser-cut to size from the material. At the same time, the conical side panels are trimmed so that the length of the bottom sides corresponds to the inner radius.

[0040] The cut edges are welded.

[0041] With the following more detailed explanation Fig. Figure 2 shows schematically the binding structure of the reinforcement fields by changing the material.

[0042] The weave repeat - in the case shown L1 / 1 - can be carried out continuously, i.e. without intermediate binding, across the fabric change paths with 100% fabric density per fabric layer.

[0043] A higher weave repeat, e.g., P2 / 2 at a fabric density of 100%, would increase the thread count per cm as well as the overall strength. The fabric change technique allows for interaction between adjacent reinforcement fields, which is supported by the respective elastic modulus of the yarn bodies used. Definitions:DG:

[0044] The abbreviation DG stands for thread density or fabric density. It is calculated using a formula developed by Prof. Walz. For example, Prof. Walz's formula for calculating fabric density is disclosed in EP 0616 061 B1. Furthermore, on page 5, lines 47 and 48, a reference to Prof. Walz's formula is included in Stefan Kleinhans' 1973 manual "Textile Tests" from the Textile Technology Institute of AKZO. Goods changing technology:

[0045] A chamber is created between two fabric layers by alternately interweaving the warp and weft threads in the first and second fabric layers with the same weave pattern. A fabric transition path is created at the transition from one fabric layer to another. The force is transferred to the surface smoothly from chamber to chamber and simultaneously from fabric layer to fabric layer. OPW fabric:

[0046] The abbreviation OPW stands for One Piece Woven. This refers to a fabric woven in one piece, the OPW fabric, manufactured using jacquard technology in one piece, fitted, woven in two layers, and preferably woven with a single-layer edge area, for example, a woven seam.

[0047] A preferred embodiment of the invention is explained below by way of example with reference to the figures.

[0048] They show: Fig. 1 a schematic representation of a textile component according to the invention, preferably in the form of a textile reinforcement structure for a tire of a vehicle; and Fig. 2 a schematic representation of a section of the textile component according to the invention in the form of the textile reinforcement structure of Fig. 1; in particular show Fig. 2a) a top view of the textile reinforcement structure and Fig. 2b) a sectional view through a first textile section of the textile reinforcement structure along the section line AA of Fig. 2a).

[0049] Fig. 1 shows a schematic representation of a textile component according to the invention, preferably in the form of a textile reinforcement structure 10 for a tire R of a vehicle, as shown in Fig. 3 and has already been described above.

[0050] In this embodiment, the vehicle is a motor vehicle, for example a motor vehicle with an internal combustion engine or an electric vehicle.

[0051] The textile reinforcement structure 10 according to the invention has a textile fabric 12 which - as in Fig. 1 - comprises a first flat textile section 141 and a plurality of or several second single-layer textile sections 142, which are woven with the same thread and fabric density.

[0052] In Fig. 1, the textile fabric 12 is in a laid-out state (so-called unwinding) and is not included in the hoop R. The schematic representation of the Fig. 1 thus corresponds to a plan view of the textile fabric 12 in its unfolded state. When accommodated in the hoop R, the first textile section 141 assumes an annular shape or the form of a cylinder, while the plurality of second textile sections 142 form sections or partial surfaces of an imaginary end face of the cylinder, for example, in the form of a circular ring.

[0053] As can thus be seen, the first textile section 141 is dimensioned such that it can be accommodated as a layer in a tread of the tire R. The first textile section 141 accordingly has a rectangular shape in the laid-out state.

[0054] Furthermore, the first textile section 141 is designed as a double fabric with two fabric parts, each forming a fabric layer, thus as a two-layer fabric. The two fabric parts form a net-like structure of reinforcement fields 24 by respective reinforcement field boundaries 26 formed by so-called fabric changes, so that between the reinforcement field boundaries 26 formed by respective fabric changes, respective chambers are formed between the two fabric parts or fabric layers. In connection with the so-called "fabric change", it is assumed that all warp threads (which represent the "fabric") are connected to the points designated by the reference numeral 17. Fig. 2b) leave their fabric layer and change to the other fabric layer. The same weave sequence applies to the weft threads. As a result, the chamber walls - like Fig. Figure 2b shows a closed woven surface with alternating fabric layers. Hence the term "fabric change."

[0055] The formation of the aforementioned boundaries or borders 26 of the reinforcement fields 24 is therefore accomplished in the course of the just described fabric change, whereby the boundaries 26 can function as boundaries of reinforcement fields / reinforcing fields 24 or chambers 34, which will be discussed below. The concrete structure of the first textile section 141 will be described in more detail below in connection with Fig. 2 explained.

[0056] The second textile sections 142 are formed as a single layer and are adjacent to each other in a longitudinal direction of the first textile section 141 on both longitudinal sides of the first textile section 141 and each extend away (in the width direction) from the first textile section 141, in such a way that the second textile sections 142 can be accommodated in a side part of the treadmill and preferably extending beyond this in a side wall of the carcass. The second textile sections 142 have a substantially trapezoidal shape, as shown in Fig. 1, wherein the short base side of the trapezoid is spaced from the first textile section 141 and the long base side of the trapezoid forms the boundary between the first textile section 141 and the respective second textile sections 142.

[0057] Accordingly, the net-like structure formed by the first textile section 141 is designed to absorb static and dynamic forces in the surface fabric parts forming the respective fabric layers, and the second textile sections 142 are formed as an integrated single-layer fabric with the same fabric density and thread count as the first textile section 141. In particular, the two-layer first textile section 141 is designed to absorb multiaxial static and dynamic forces, i.e. forces acting in the three spatial directions (x, y, z directions), while the single-layer second textile section 142 is designed to absorb biaxial forces, i.e. forces acting in the surface, for example in the x and y directions.

[0058] In this embodiment, the textile reinforcement structure 10 is a one-piece woven so-called OPW fabric, whose two-layer first textile section 141 and single-layer second textile section 142 are formed by an integral piece of fabric, preferably using a Jacquard weaving machine.

[0059] Fig. 2 shows a schematic representation of a section of the textile component according to the invention in the form of the textile reinforcement structure 10 of Fig. 1; in particular show Fig. 2a) a plan view of the textile reinforcement structure 10, in particular the first textile section 141, and Fig. 2b) a sectional view through the first textile section 141 of the textile reinforcement structure 10 along the section line AA of Fig. 2a).

[0060] As can be seen from the Fig. 2a) and Fig. As can be clearly seen in Figure 2b), the first textile section 141 is designed in such a way that force transmission is enabled between adjacent reinforcement panels 24 in the two-layer fabric area along their fabric change paths. For example, the two-layer fabric sections can be designed in such a way that the fabric layers of adjacent chambers 34 (cf. Fig. 2b)) and interact in their surface along the fabric change paths when absorbing static or dynamic forces. This occurs with a constant weave and thread density without binding in single-layer areas, preferably at a fabric density of 100%.

[0061] In particular, Fig. 2a) shows a highly schematic section of the textile fabric 12 according to the invention, in particular the first textile section 141, with a possible embodiment of the honeycomb-shaped arrangement or design of chambers 34 and boundaries or borders 24 in a top view (only one or the upper fabric layer is visible). Alternatively, a triangular arrangement or design of chambers 34 is also conceivable.

[0062] As already mentioned, the textile fabric 12 comprises a two-layered area, namely the first textile section 141, which has two fabric layers 30, 32, as in Fig. 2 b) is clearly visible.

[0063] The two-layer first textile section 141 forms respective chambers 34 between the two fabric layers 30, 32, wherein the chambers 34 are surrounded by boundaries or borders 24 formed by fabric changes 17. Thus, the two-layer first textile section 141, together with the boundaries 24, forms a net-like (lattice) structure designed to absorb static and dynamic forces in the fabric plane.

[0064] As is particularly evident from Fig. 2a), an arbitrary section of the textile fabric 12 is shown with exemplary honeycomb-shaped adjacent chambers 34, which are surrounded by boundaries 24. Imagine this section from a web of an OPW fabric delivered by a weaving machine after completion of the weaving process. The OPW fabric, shown here in plan view, which is why one here in Fig. 2a) only one, namely the upper fabric layer 32 of the two-layer OPW fabric according to the invention, reveals honeycomb-shaped boundaries 24, which are formed by fabric changes 17. Further details are shown in the Fig. 2b).

[0065] The Fig. 2a) The boundaries 26, which are only shown by thin lines, represent single-layer areas due to fabric changes 17, in which the upper fabric layer 32, visible here, is connected to the lower fabric layer 30 lying behind it in the direction of the plane of the drawing in the form of a direct connection of the two fabric layers 30 and 32 and thus enclose chambers 34. The fabric layers change - as Fig. 2b shows the distance from chamber to chamber. The boundaries 24 serve to absorb tensile stress and distribute it across the surface of the textile fabric 12.

[0066] Furthermore, Fig. 2a) shows a section line AA, which illustrates, by way of example, a section through the two fabric layers of the first textile section 141. In particular, the section runs through a chamber 34 formed by the two fabric layers 30, 32 of the first textile section 141 and the arrangement of a fabric change, which is provided with the reference numeral 17, as in Fig. 2b) is clearly visible.

[0067] In particular, Fig. 2b) in particular an upper fabric layer 32 and a lower fabric layer 30 of the first textile section 141 of the textile fabric 12 are visible. Warp threads 36 of the upper fabric layer 32 of the first chamber 34 shown on the right-hand side loop around weft threads 36 until they leave the upper fabric layer 32 at the point marked with the reference numeral 17 due to a fabric change and dip into the lower fabric layer 30 and loop around weft threads 38 there - in Fig. 2b) mentally moving to the left - until they leave the lower fabric layer 30 again at the point marked with the further reference number 17 by changing the fabric and return to the upper fabric layer 32 and there loop around weft threads 36.

[0068] Similarly, warp threads 40 (in Fig. 2b) going from right to left) from the lower fabric layer 30 at the point marked with the reference number 17 by a change of fabric into the upper fabric layer 32 and run at the point marked with the further reference number 17 by a change of fabric back into the lower fabric layer 30. The weft threads take exactly the same weave course, so that in each fabric layer a uniform woven surface with the same fabric density is created.

[0069] When using the fabric change technique, a L1 / 1 or P2 / 2 weave is used throughout. The mesh structure resulting from the fabric change can be customized.

[0070] Preferably, the textile fabric 12 is realized in such a way that the two fabric layers 30, 32 in the two-layer areas are woven in plain weave L1 / 1 with a fabric density (DG) according to Prof. Walz of 100% per fabric layer.

[0071] The use of materials in all versions of the Fig. 1 and Fig. 2 takes the form of high-strength yarns with the thinnest possible yarn bodies, with the aim of creating a large inner surface area in the textile fabric and fulfilling the functions according to the invention. Polypropylene, polyethylene, polyester, polyamide, aramid, and carbon fiber have proven to be suitable materials.

[0072] The tire R according to the invention is intended for a vehicle, preferably for a motor vehicle such as a motor vehicle with an internal combustion engine and an electric vehicle, wherein the tire has the aforementioned tread and the aforementioned carcass as well as the textile reinforcement structure 10 according to the invention. The two-layer, first textile section 141 of the textile reinforcement structure 10 is incorporated as a layer in the tread, and the plurality of single-layer second textile sections 142 of the textile reinforcement structure are incorporated in the two side parts of the tread and preferably also in the sidewalls of the carcass.

[0073] The features of the invention disclosed in the above description, in the drawings and in the claims may be essential for the realization of the invention both individually and in any combination. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] EP 0616 061 B1

[0044]

Claims

[1] Textile reinforcement structure (10) for a tire (R) of a vehicle, preferably for a tire (R) of a motor vehicle such as a motor vehicle with an internal combustion engine or an electric vehicle, wherein the textile reinforcement structure (10) has a textile fabric (12) which comprises a first flat textile section (141) and at least one second flat textile section (142), wherein the first textile section (141) is designed as a double fabric with two surface fabric parts, each forming a fabric layer, wherein the two surface fabric parts form a net-like structure of reinforcement fields (24) by respective fabric changes, so that respective chambers are formed between the surface fabric parts between the reinforcement field boundaries formed by respective fabric changes, wherein the first textile section (141) is dimensioned such that it can be accommodated as a layer in a tread of the tire (R), and wherein the at least one second textile section (142) is formed in a single layer, adjoins the first textile section (141) and extends away from the first textile section (141) such that the second textile section (142) can be received in a side part of the treadmill and optionally in a side wall of the carcass. [2] Textile reinforcement structure (10) according to claim 1, wherein the net-like structure formed by the first textile section (141) is designed to absorb static and dynamic forces in the surface fabric parts forming the respective fabric layers, and / or the second textile section (142) is formed as an integrated single-layer fabric with the same fabric density and thread count as the first textile section (141). [3] Textile reinforcement structure (10) according to claim 1 or 2, wherein the two-layer first textile section (141) is configured to absorb multiaxial static and dynamic forces, and the single-layer second textile section (142) is configured to absorb biaxially acting forces. [4] Textile reinforcement structure (10) according to one of claims 1 to 3, wherein the first textile section (141) is designed such that a multiaxial force transmission into the surface is enabled between adjacent reinforcement fields (24) in the two-layer fabric area along their fabric change paths. [5] Textile reinforcement structure (10) according to one of claims 1 to 4, wherein the textile reinforcement structure (10) is a woven OPW fabric whose two-layer first textile section (141) and single-layer second textile section (142) are formed by an integral piece of fabric, preferably using a Jacquard weaving machine. [6] Textile component for reinforcing car tires, characterized by that a double fabric with reinforcement fields with honeycomb-shaped boundaries, which are formed by changes in fabric and form a net-like grid structure for absorbing static and dynamic forces in the fabric plane and an integrated single-layer fabric with the same fabric density and thread count are used. [7] Textile component according to claim 6, characterized by that the two-layer fabric part and the single-layer fabric part have the same thread and fabric density. [8] Textile component according to claim 6 or 7, characterized by that the two-layer fabric part is suitable for multiaxial absorption of static and dynamic forces, and the single-layer fabric part is used to absorb biaxial forces. [9] Textile component according to one of claims 6 to 8, characterized bythat the adjacent reinforcement fields in the two-layer fabric area interact along their fabric change paths and thus, together with the elastic modulus of the yarn twill, create an insulating effect. [10] Tire for a vehicle, preferably for a motor vehicle such as a motor vehicle with an internal combustion engine and an electric vehicle, wherein the tire comprises at least a tread and a carcass and a textile component according to one of claims 6 to 9. [11] Tire for a vehicle, preferably for a motor vehicle such as a motor vehicle with an internal combustion engine and an electric vehicle, the tire comprising at least a tread and a carcass and a textile reinforcement structure according to one of claims 1 to 5, wherein a two-layer, first textile section (141) of the textile reinforcement structure is received as a layer in the tread and a single-layer second textile section (142) of the textile reinforcement structure is received in a side part of the tread and optionally in a side wall of the carcass.

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