Two-wheel pneumatic tires featuring a protective layer

Description

[0001] The invention relates to a pneumatic two-wheel tire, preferably a bicycle tire, particularly preferably a racing bike tire or a mountain bike tire, with a tread, a tire carcass, tire sidewalls and, in each axial half of the tire, a bead region with a tire bead with a core, wherein the pneumatic two-wheel tire has, in the bead regions, a protective layer arranged axially outside the carcass with reinforcements embedded in rubber material, wherein the tire carcass is formed from a first carcass ply and a second carcass ply, each having reinforcements,wherein the second carcass ply is arranged radially within the first carcass ply at a zenith of the two-wheel pneumatic tire and extends from the zenith of the two-wheel pneumatic tire over the tire sidewalls into both bead regions and there wraps around the respective core from axially inside to axially outside and ends in a second carcass ply end radially within a tread end of the tread, and wherein the first carcass ply extends from the zenith of the two-wheel pneumatic tire over the tire sidewalls into both bead regions and there wraps around the respective core from axially inside to axially outside.

[0002] Conventional pneumatic tires for two-wheelers, preferably bicycle tires, especially road bike tires and / or mountain bike tires, are designed and optimized for rolling resistance, puncture protection, and mileage. These properties sometimes conflict with one another.

[0003] For example, EP 3174738 A1 discloses a racing bike tire with a two-ply carcass, with the high-cut edges of both carcass layers largely covering the sidewalls. Such a tire features reinforcement in at least part of the sidewall by four carcass layers. This construction enables high cut protection of the sidewall. However, the high use of carcass material in the sidewall area negatively impacts weight and rolling resistance.

[0004] A typical single-ply carcass construction is characterized by the carcass ply's upturns extending to the tire crown and overlapping below the tread. This type of construction is simple to manufacture, but has lower sidewall cut resistance and thus lower puncture resistance.

[0005] DE 202020104281 U1 discloses a tire with a two-ply carcass, with the carcass rollovers of both carcass plies ending in the bead area under a chafer. Such a tire is optimized for rolling resistance but offers low puncture protection.

[0006] A generic two-wheel pneumatic tire is known from DE202012007834U.

[0007] Further two-wheel pneumatic tires are shown in DE19909648 A1 and WO2021024215 A1.

[0008] In the case of tubeless tires, in addition to the tightness itself, the puncture protection in the area of ​​the sidewall is also of particular importance, since such punctures cannot usually be repaired with the sealant when using a sealant.

[0009] The invention is based on the object of providing a pneumatic two-wheel tire, preferably a bicycle tire, particularly preferably a racing bike tire and / or a mountain bike tire, in which the puncture resistance and puncture protection are improved with good rolling resistance and good tightness.

[0010] The problem is solved by a two-wheel pneumatic tire according to claim 1.

[0011] One advantage of the pneumatic two-wheel tire according to the invention, preferably the bicycle tire, particularly preferably the racing bike tire and / or the mountain bike tire, is that the new tire construction significantly improves puncture resistance and puncture protection. At the same time, the tire exhibits good rolling resistance and high impermeability.

[0012] Essential to the invention is that the first carcass ply is guided from the respective bead area in a first carcass ply turn-up over the respective tire sidewall to below the tread, where it ends below the tread at the respective first carcass ply end. At the same time, the second carcass ply ends radially within the tread, in particular in the respective bead area. The second carcass ply is thus not guided from the respective bead area over the tire sidewalls to below the tread.

[0013] In both axial halves of the tire, in one area of ​​the sidewall, particularly radially between the second carcass ply end and the respective tread end, the sidewall is reinforced by three carcass ply thicknesses, with the first carcass ply contributing two ply thicknesses and the second carcass ply contributing one ply thickness. It is important that the sidewalls are additionally reinforced by the protective ply across their entire extent, from the bead areas to the tread. This protects the carcass from the outside axially. The cut resistance of the sidewalls and thus the puncture protection is thus significantly improved. The sidewalls are not only better protected against punctures, but are also stiffened across their entire height by the protective ply. This stiffening, particularly provided by the protective ply, leads to increased and advantageous puncture protection for the tire.

[0014] While the additional reinforcement of the sidewall results in increased friction loss and requires additional material in the sidewall area, the trade-off between puncture resistance and puncture protection of the sidewall versus high rolling resistance is resolved in favor of puncture resistance and puncture protection.

[0015] By locating the first carcass ply ends beneath the tread, they are also protected from detachment. This further improves the durability and puncture resistance of the two-wheel tire.

[0016] The new construction, with its two carcass plies wrapped around the core, allows for continued simple tire construction and also provides advantageous protection of the core from damage, particularly compared to a carcass with only one carcass ply.

[0017] It has thus been found that a two-wheel tire, preferably a bicycle tire, particularly preferably a racing bike tire and / or a mountain bike tire, having the new construction resolves the conflict of objectives between puncture resistance, in particular puncture resistance of the sidewall, and rolling resistance at a high level in favor of puncture resistance.

[0018] At the same time, the new design further improves the tire's airtightness. There is no direct connection between the tire's interior and exterior through either of the two carcass plies. Likewise, the reinforcements of the second carcass ply that end there are covered by the protective layer from the outside axially. This prevents or greatly reduces the risk of air being blown out of the tire's interior through the two carcass plies, particularly during tubeless operation. Together with the protective layer covering the entire sidewall of the carcass from the outside axially, this enables improved airtightness of the tire mounted on the rim.

[0019] If a ply is routed beneath the tread and terminates there in a ply end, this ply end can be located spatially between the tread and the second carcass ply, as well as radially outside and axially inside the tread ends of the tread. A first straight line oriented perpendicular to the second carcass ply can connect the tread and the respective ply end. The ply can be the first carcass ply with the first carcass ply end as the ply end. The ply can also be a protective ply part of the protective ply with a radially outer protective ply part end as the ply end.

[0020] In the bead area, the protective layer, similar to a chafer strip, serves as abrasion protection against the rim flange during tire operation, thus reducing exposure of the carcass reinforcement. The protective layer can form or co-form an outer surface of the bead area designed as a contact surface with the rim.

[0021] The first carcass ply and the second carcass ply each have reinforcement members running parallel to each other, as usual, embedded in rubber material. As usual, the reinforcement members can form an angle of 40 degrees to 60 degrees with the direction of rotation U. The reinforcement members of the first carcass ply and the second carcass ply can have an opposite pitch angle.

[0022] Advantageous further developments of the invention are explained below.

[0023] In an advantageous embodiment of the invention, it is provided that each first carcass ply end is arranged under the tread in that axial half of the tire in which the first carcass ply is guided in the first carcass ply turn-up over the tire sidewall to under the tread to the respective first carcass ply end.

[0024] The first two carcass ply turnups thus do not overlap at the tire's zenith. The first carcass ply ends are each located in the same axial half as the first carcass ply turnup, which ends in the respective first carcass ply end. The first carcass ply turnups are thus limited to the respective axial half of the tire. Axially between the two first carcass ply ends of the first carcass ply, the tire is reinforced by the carcass with exactly two carcass ply thicknesses.

[0025] This provides a pneumatic two-wheel tire that uses minimal carcass material, especially at the tire's zenith, while providing excellent puncture protection for the sidewalls. Such a tire exhibits particularly low rolling resistance.

[0026] In particular, each first carcass ply end is arranged in that axial half of the tire below a tread runout of the tread in which the first carcass ply is guided in the first carcass ply turnup over the tire sidewall to under the tread to the respective first carcass ply end and ends in the first carcass ply end arranged below the tread runout.

[0027] This further optimizes rolling resistance by using overlapping carcass material. At the same time, cut protection in the sidewall area is still ensured and the first carcass ply ends are protected from detachment.

[0028] The first carcass ply then terminates at the first carcass ply ends below the tread runout. The first carcass ply ends can thus be spatially arranged between the tread runout and the second carcass ply, as well as radially outside and axially inside the tread ends of the tread. A first straight line oriented perpendicular to the second carcass ply can connect the tread runout and the first carcass ply end.

[0029] The tread runout can extend in each axial half of the tire from the respective tread end by a maximum of 10 mm, preferably a maximum of 2 mm, axially inward, measured along a radially inner boundary of the tread.

[0030] In an alternative advantageous development of the invention, it is provided that the two first carcass ply upturns are arranged overlapping one another in the zenith of the tire.

[0031] Each of the first two carcass ply turnups extends from a bead area in one axial half of the tire to below the tread and terminates in the respective first carcass ply end in the other axial half of the tire. At the tire's zenith, the tire is thus reinforced by the carcass, adding four ply thicknesses, with the first carcass ply contributing three ply thicknesses and the second carcass ply contributing one ply thickness.

[0032] While such a design may have a negative impact on rolling resistance, it significantly improves the tire's cut protection in the tread area, further improving puncture resistance. This is particularly important for all-season tires and training tires for road bikes.

[0033] In an advantageous development of the invention, the protective layer extends in one piece from one bead region across the crown to the other of the two bead regions. This provides additional puncture protection at the crown with a simple design.

[0034] In an alternative advantageous development of the invention, it is provided that the protective layer is a protective layer divided into two protective layer parts, that in each of the two axial halves a protective layer part of the two protective layer parts is guided from the bead area over the respective tire sidewall to under the tread and ends there in the respective axial half in front of the zenith in a radially outer protective layer part end.

[0035] Preferably, the radially outer protective layer part end is arranged a maximum of 3 mm axially inside the tread end of the respective axial half, measured from the tread end along a radially inner boundary of the tread.

[0036] Irrespective of the design of the protective layer under the tread, it is advantageous if the protective layer extends from the side walls in the bead areas up to a maximum of a respective outermost turn-over point of an outer edge of the reinforcement members of the second carcass ply wrapped around the core and preferably ends in front of the respective outermost turn-over point at a first height of 0 mm to 2 mm, measured relative to the outermost turn-over point.

[0037] In order to determine a height in the bead area, in particular the first height or a second height specified below, the cross-section of the pneumatic two-wheel tire can be bent up in such a way that the two carcass plies, coming from the zenith, are arranged largely in a straight line in the area of ​​the sidewall and merge into a wrap around the core that is largely symmetrical with respect to the core. In this arrangement, the respective height is measured relative to the outermost turnaround point of the outer edge of the reinforcement members of the second carcass ply wrapped around the core, measured parallel to the largely straight-line arranged carcass plies. The second carcass ply ends, like the first carcass ply ends and the ends of the protective ply, can be defined by the ends of the reinforcement members, in particular by a fabric edge, of the respective carcass ply or protective ply.

[0038] In an advantageous development of the invention, it is provided that the second carcass ply ends in its second carcass ply ends in the respective bead area, in particular coming from the core in front of the respective side wall.

[0039] Due to this low arrangement of the second carcass ply ends in the bead area, especially in front of the respective sidewall coming from the core, the turn-ups of the second carcass plies are primarily located in an area that experiences little or no cyclic deformation during tire operation. Thus, energy loss due to friction of the second carcass ply is minimal. Likewise, the material used for the second carcass ply, and thus the tire's weight, is low.

[0040] Corresponding advantages arise if the second carcass ply ends in the second carcass ply ends at a second height of a maximum of 15 mm, preferably from 10 mm to 12 mm, measured relative to the outermost turnover point.

[0041] In a preferred embodiment, the protective layer is designed as a fabric coated with the rubber material, wherein the fabric comprises the reinforcements. The fabric can be a cord fabric or a cross-woven fabric. Particularly good airtightness is achieved with a cross-woven fabric comprising monofilaments as reinforcements.

[0042] In an advantageous embodiment, the fabric has a thread count of at least 100 epdm. It can be a muslin fabric.

[0043] In an advantageous embodiment, the reinforcements are made of a polyester or a polyamide, preferably a polyamide 6, particularly preferably a polyamide 6.6. In an advantageous embodiment, the breaking strength of the individual reinforcement is at least 15 N.

[0044] In a further advantageous development of the invention, the reinforcements of the protective layer are monofilaments, in particular monofilaments of a monofilament fabric. Thus, the protective layer comprises, in particular, a monofilament fabric rubberized with the rubber compound, wherein the monofilament fabric comprises the reinforcements formed as monofilaments.

[0045] The monofilament reinforcements in the protective layer, particularly the rubberized monofilament fabric, are particularly effective in reducing air leakage at the contact surface between the tire and rim, more so than reinforcements made from multiple twisted fibers. The reason for this is that the monofilaments are largely individually embedded in the rubber material of the protective layer, thus largely preventing air from escaping through microchannels between the fibers. This enables particularly good air tightness in the tire mounted on a rim. This is particularly advantageous for tubeless tires. The tire can therefore be used without a tube without the need for additional complex measures such as an inner liner, which often increase rolling resistance. Furthermore, the improved air tightness means that tubeless tires can be used with little or no sealant.

[0046] In a further advantageous development of the invention, it is provided that the rubber material of the protective layer is colored or white.

[0047] Since the rubber material of the protective layer has only a minimal impact on the tire's performance, a colored or white rubber material can also be chosen. Since the protective layer forms part of the visible surface of the tire, this allows for a targeted visual design of the tire.

[0048] In a further advantageous development of the invention, the carcass is in direct contact with the tire's interior. This allows for a particularly lightweight tire and thus advantageous rolling resistance. For a tubeless tire, in particular a "tubeless" or "tubeless-ready" bicycle tire, sufficient airtightness can be ensured by the described measures, particularly the design featuring a monofilament fabric.

[0049] In a further advantageous development of the invention, it is provided that the tire is a tubeless tire, in particular a "tubeless" tire or a "tubeless ready" tire.

[0050] Tubeless tires are tires that are suitable and intended for tubeless operation. Tubeless tires are, in particular, tires for tubeless operation. A tubeless tire is a tire that is mounted on a rim and where the interior space enclosed by the tire and rim is free of an inner tube, and where the tire is operated in this way. Tubeless tires place increased demands on the airtightness of both the tire itself and the seal at the contact surface between the tire and rim. In tubeless operation of the tubeless tire, friction losses between the tube and tire are eliminated, so the tire offers advantageous rolling resistance. Tube-related puncture causes are also eliminated.When operating a tubeless tire in tubeless mode, the use of a sealing fluid, particularly a sealing milk, which is filled into the tire interior between the tire and the rim can improve the sealing.

[0051] A tubeless tire can be a so-called "tubeless" tire, which is primarily or exclusively suitable and intended for use without a tube. A tubeless tire can often also be used without sealant.

[0052] A tubeless tire can also be a so-called "tubeless ready" tire, which is suitable and intended for use with or without a tube. A tubeless ready tire is typically used with a sealing fluid, especially a sealant, in tubeless operation. The tire and rim can be designed to seal directly against each other.

[0053] The invention is particularly advantageous for tubeless bicycle tires, in particular tubeless racing bike tires and / or tubeless mountain bike tires.

[0054] In a further advantageous development of the invention, it is provided that the bicycle tire is suitable and intended for use with a tube, in particular a clincher tire. A tire used with a tube is a tire mounted on a rim, with a largely airtight tube arranged in the tire interior enclosed by the tire and the rim. In a tire used with a tube, the air pressure is maintained via a largely airtight tube arranged in the tire interior between the tire and the rim. Here, too, the new tire construction enables advantageously reduced rolling resistance.

[0055] A clincher tire is usually a wire or folding tire. The tire has a wire or folding core and is attached to the rim flange by the bead. A clincher tire is easy to install and remove. In the event of a flat, the damage can be easily repaired.

[0056] In a further advantageous development of the invention, it is provided that one or two intermediate layers are arranged between the tread and the tire carcass.

[0057] At least one of the one or two intermediate layers can be a rubber insert.

[0058] The rubber insert can be made of a hard rubber compound, with a maximum material thickness of 6 mm, measured at the tire's zenith. It can be a rubber breaker. The hard rubber compound can have a Shore A hardness of greater than 45 and a rebound value of greater than 60, which makes it characterized by high tear resistance and high breaking strength. It serves as additional puncture protection.

[0059] The rubber insert can also be a dampening rubber insert made of highly elastic rubber, with the dampening rubber insert typically having a material thickness of 0.2 mm to 1 mm, measured at the tire's zenith. This allows for greater ride comfort and improved rolling resistance by decoupling the fabric layers. The special material thickness of 0.2 mm to 1 mm of the dampening rubber insert significantly improves the ride comfort of the bicycle tire, as the bicycle tire can adapt better to the road surface. Furthermore, the additional rubber insert increases puncture protection at the zenith.

[0060] Preferably, the damping rubber insert can be made of a highly elastic rubber with a rebound material value between 70 and 80. This rebound material value achieves optimal driving comfort while simultaneously not increasing the tire's rolling resistance.

[0061] At least one intermediate layer of the one or two intermediate layers can be a particularly tear-resistant rubberized fabric, preferably a particularly tear-resistant rubberized fabric comprising fibers made of polyethylene terephthalate - polyacrylate.

[0062] The protective layer ensures optimal puncture protection at the zenith of pneumatic bicycle tires, preferably bicycle tires, especially racing bike tires or mountain bike tires. The particularly tear-resistant rubberized fabric containing polyethylene terephthalate-polyacrylate fibers can be a rubberized fabric containing or consisting of Vectran fibers.

[0063] If the tire has two intermediate layers, these are preferably the particularly tear-resistant rubberized fabric and one of the two rubber inserts mentioned.

[0064] In a further advantageous development of the invention, it is provided that the tire is a bicycle tire, in particular a racing bike tire, a mountain bike tire, or a tire for a bicycle having an electric motor for driving the bicycle. However, the new tire construction is suitable for use in all bicycle segments.

[0065] The new tire construction is particularly advantageous for road bike tires, especially tubeless tires, due to its low rolling resistance. A road bike tire typically has a maximum tire width of 35 mm and features a low tread pattern specific to road bikes.

[0066] The new tire construction, especially for tubeless tires, is also ideal for mountain bike tires. Mountain bike tires typically have a minimum tire width of 35 mm, especially 40 mm, and often feature a pronounced tread pattern. Aspects such as rolling resistance are also becoming increasingly important for mountain bike tires. In particular, tubeless tire operation can be advantageous, as it reduces the risk of punctures and allows such tires to be used with comparatively lower air pressure.

[0067] Due to the advantageous puncture and puncture protection, the tire according to the invention is particularly suitable for training racing bike tires as well as for tires that are used particularly on uneven surfaces prone to punctures and punctures, such as gravel, cross, and mountain bike tires. Similar advantages also arise for cargo applications.

[0068] The new tire design is also ideal for use on bicycles equipped with an electric motor. In such applications, low rolling resistance is advantageous, as it increases the bicycle's range.

[0069] This could be a tire for an electric bicycle. A tire for an electric bicycle, especially an e-bike or an S-Pedelec, can meet the "ECE-R75" test standard. It could be a tire for a pedelec, where the drive is at least partially assisted by the electric motor only when pedaling, especially up to a speed of 25 km / h.

[0070] In a further advantageous development of the invention, it is provided that the tire is a motorcycle tire, in particular an electric scooter tire. A motorcycle tire or an electric scooter tire featuring the novel design can also contribute to an improved range of the vehicle through the advantageous rolling resistance.

[0071] Further features, advantages and details of the invention will now be explained in more detail with reference to the schematic drawings, which illustrate exemplary embodiments, as well as comparative data. Fig. 1 and 2 : a two-wheel pneumatic tire according to the invention in cross section; Fig. 3 : a section of a two-wheel tire in cross section.

[0072] The Figures 1 and 2each show the essential tire components of a two-wheel tire 1 in a cross-sectional view. It is a pneumatic two-wheel tire 1, preferably a bicycle tire, particularly preferably a racing bike tire or mountain bike tire, with a tread 2, a tire carcass, tire sidewalls 3, and, in each axial half 20 of the tire, a bead region 4 with a tire bead having a core 5. The pneumatic two-wheel tire 1 has, in the bead regions 4, a protective layer 8 arranged axially outside the carcass and having reinforcements embedded in rubber material.

[0073] The tire carcass is formed from a first carcass ply 6 and a second carcass ply 6', each comprising reinforcement members. The reinforcement members are generally arranged parallel to one another within the respective carcass ply and at an angle to the circumferential direction U of 40 degrees to 60 degrees. The reinforcement members of the two carcass plies 6, 6' can have opposing pitch angles. The tire 1 can be designed symmetrically to one another, at least with respect to the carcass plies 6, 6'.

[0074] The second carcass ply 6' is arranged at a zenith 17 of the tire 1, radially within the first carcass ply 6. It extends from the zenith 17 of the pneumatic two-wheel tire 1 over the tire sidewalls 3 into both bead regions 4, where it wraps around the respective core 5 from axially inside to axially outside, and ends in a second carcass ply end 7' radially within the respective tread end 21, in particular, as shown, in the respective bead region 4.

[0075] The first carcass ply 6 extends from the zenith 17 of the tire 1 over the tire sidewalls into both bead areas 4 and wraps around the respective core from axially inside to axially outside.

[0076] The two-wheel tire is characterized in that the first carcass ply 6 is guided from the respective bead area 4 in a first carcass ply turn-up 61 over the respective tire sidewall 3 to under the tread 2 and there ends in a first carcass ply end 7 and that in each of the two axial halves 20 the protective layer 8 is guided from the bead area 4 over the respective tire sidewall 3 to under the tread 2.

[0077] The first carcass ply 6 terminates in the first carcass ply ends 7 below the tread 2. The first carcass ply ends 7 can thus each be spatially arranged between the tread 2 and the second carcass ply 6', as well as radially outside and axially inside the tread ends 21 of the tread. A first straight line 18 oriented perpendicular to the second carcass ply 6' can connect the tread 2 and the first carcass ply end 7 to one another.

[0078] The protective layer 8 at least partially forms an outer surface of the bead area, designed as a contact surface with the rim. The protective layer covers the respective second carcass ply end 7' from the axial outside.

[0079] The protective layer 8 extends from the side walls 3 in the bead areas 4 up to a maximum of a respective outermost turn-over point 14 of an outer edge of the reinforcement members of the second carcass ply 6' wrapped around the core and ends in front of the respective outermost turn-over point 14 at a first height 13 of 0 to 2 mm, measured relative to the outermost turn-over point. The dimensioning of the first height 13 is in Fig. 3 illustrated.

[0080] The second carcass ply 6' ends in the second carcass ply ends 7' in the respective bead area 4, in particular coming from the core in front of the respective side wall 3. The second carcass ply ends 7' of the second carcass ply 6' can be arranged at a second height 15 of a maximum of 15 mm, preferably from 10 mm to 12 mm, measured relative to the outermost turn-over point 14. A dimensioning of the second height 15 is shown in the Fig. 3 clarified.

[0081] In a preferred embodiment, the protective layer is designed as a fabric rubberized with the rubber material, wherein the fabric comprises the reinforcements. The fabric can be a cord fabric or a cross-weave fabric. Particularly good airtightness is achieved with a cross-weave fabric comprising monofilaments as reinforcements. In an advantageous embodiment, the fabric has a thread density of at least 100 epdm. It can be a muslin fabric. In an advantageous embodiment, the reinforcements are made of a polyester or a polyamide, preferably a polyamide 6, particularly preferably a polyamide 6.6. In an advantageous embodiment, the breaking strength of the individual reinforcement is at least 15 N.

[0082] The strength members of the protective layer 8 can be monofilaments, preferably monofilaments of a monofilament fabric.

[0083] The carcass is in direct contact with the tire interior 10. The tire 1 is, in particular, free of an inner liner. However, advantages according to the invention can also be achieved by a tire 1 that has an additional layer, in particular an inner liner, between the tire interior 10 and the carcass.

[0084] As shown, a damping rubber insert made of a highly elastic rubber is arranged as an intermediate layer 9 between the tread 2 and the tire carcass. The damping rubber insert 9 preferably has a material thickness of between 0.2 mm and 1 mm, measured at the tire's zenith. The damping rubber insert can preferably be made of a highly elastic rubber with a rebound material value between 70 and 80.

[0085] Alternatively, the intermediate layer 9 can also be made of a hard rubber compound, with the rubber insert having a maximum material thickness of 6 mm, measured at the tire's zenith. It can be a rubber breaker. The hard rubber compound can have a Shore A hardness of greater than 45 and a rebound value of greater than 60.

[0086] Between the tread 2 and the tire carcass, as an alternative or in addition to the rubber insert, a protective layer (not shown) can be arranged as an intermediate layer comprising a particularly tear-resistant rubberized fabric, preferably a rubberized fabric comprising fibers made of polyethylene terephthalate - polyacrylate.

[0087] The tires shown are tubeless tires, specifically "tubeless" tires or "tubeless ready" tires. The tire may be suitable, intended, and used for tubeless operation. However, a tire designed for use with a tube, specifically a clincher tire, may also have an advantageous design with corresponding features.

[0088] The tires depicted are racing bike tires. Alternatively, they could also be other bicycle tires, particularly mountain bike tires. Other tires, particularly tires for bicycles with an electric motor for driving the bicycle, can also be designed accordingly. Motorcycle tires, particularly electric scooter tires, can also feature the advantageous design depicted.

[0089] The embodiments of the Figure 1 and Figure 2differ in the extension of the first carcass ply turn-ups 61 and the design of the protective layer 8 below the tread 2: The Figure 1 shows a tire 1 with a particularly low rolling resistance.

[0090] In this case, each first carcass ply end 7 is arranged in that axial half 20 of the tire 1 under the tread 2, in particular as shown under a tread runout 22 of the tread, in which the first carcass ply 6 is guided in the first carcass ply turnup 61 over the tire sidewall 3 to under the tread 2 to the respective first carcass ply end 7. The tread runout 22 extends in the respective axial half 20 of the tire from the respective tread end 21 by a maximum of 10 mm, preferably a maximum of 2 mm, axially inward to an axially inner tread runout 23, measured along a radially inner boundary of the tread.

[0091] The two first carcass ply turnups 61 thus do not overlap at the zenith 17 of the tire 1. The first carcass ply ends 7 are each arranged in the same axial half 20 as the first carcass ply turnup 61 that ends in the respective first carcass ply end 7. The first carcass ply turnups 61 are thus arranged in a manner limited to the respective axial half 20 of the tire.

[0092] The Fig. 1 The protective layer 8 shown is a protective layer divided into two protective layer parts 81, wherein in each of the two axial halves 20 a protective layer part 81 of the two protective layer parts is guided from the bead area 4 over the respective tire sidewall 3 to under the tread 2 and ends there in the respective axial half 20 in front of the zenith 17 in a radially outer protective layer part end 81'.

[0093] The radially outer protective layer dividing ends 81' can thus each be spatially arranged between the tread 2 and the second carcass ply 6', as well as radially outside and axially inside the tread ends 21 of the tread. A first straight line oriented perpendicular to the second carcass ply 6' can connect the tread 2 and the radially outer protective layer dividing end 81' (not shown).

[0094] As shown, the respective radially outer protective layer part end 81' can be arranged a maximum of 3 mm axially inside the tread end 21 of the respective axial half 20, measured from the tread end 21 along a radially inner boundary of the tread.

[0095] A corresponding design of the protective layer 8 is also available with a tire according to Fig. 2 compatible.

[0096] The Figure 2 shows a particularly puncture-proof tire 1. In contrast to the Figure 1In the tire shown, the two first carcass ply turnups 7 are arranged overlapping one another at the zenith 17 of the tire 1. Each of the two first carcass ply turnups 61 extends from a bead region 4 in one axial half 20 of the tire to below the tread 2 and ends in the respective first carcass ply end 7 in the other axial half 20 of the tire. Thus, as shown, at the zenith 17 of the tire, the tire 1 is reinforced by four ply thicknesses of the carcass.

[0097] The Fig. 2 The protective layer 8 shown extends in one piece from one bead area 4 over the zenith 17 to the other bead area 4 of the two bead areas 4. This design of the protective layer 8 is also suitable for a tire according to Fig. 1 compatible.

[0098] The Fig. 3clarifies the dimensioning of the first height 13 and the second height 15. To determine the first height 13 and the second height 15, the two-wheel pneumatic tire 1 can be bent in its cross-section so that the two carcass inserts 6, 6' coming from the zenith 17 are arranged largely in a straight line in the area of ​​the sidewall 3 and merge into a largely symmetrical wrap around the core 5 with respect to the core 5. This can be a section of the tire of the Fig. 1 or the Fig. 2 , wherein the two-wheel pneumatic tire 1 is bent up accordingly in its cross-section. In this arrangement, the first height 13 and the second height 15 are measured relative to the outermost turnover point 14 of an outer edge of the reinforcement members of the second carcass ply 6' wrapped around the core 5 and measured parallel to the carcass plies 6, 6' arranged largely rectilinearly in the region of the sidewall 3. Try

[0099] Tests were carried out with three different tubeless racing bike tires. The tire R1 according to the invention, designed according to Figure 1 without intermediate layer 9. Furthermore, a reference tire, RR2, was tested, which was largely identical to the R1 tire. However, unlike the R1 tire, it had a conventional chafer strip instead of the protective layer, which covered the second carcass ply ends and ended in the bead area. Furthermore, a commercially available road bike tubeless tire with exactly one carcass ply was tested as the reference tire, RR3. The ridges of the carcass ply of the reference tire RR3 overlapped each other at the zenith. The reference tire RR3 also features an inner liner to ensure sufficient airtightness. The results are summarized in Table 1. Table 1 Tires R1 RR2 RR3 Weight [g] 281 263 296 Rolling resistance [W] 14,1 12,9 14,1 Cut protection side wall [N] 498 452 346

[0100] The weight difference between the R1 and RR2 tires is solely due to the protective layer. Despite its single-layer carcass, the RR3 tire is heavier than the other tires due to the inner liner layer.

[0101] Rolling resistance was measured at a maximum pressure of 7.5 bar on a 19C rim without a tube or sealant (tubeless). This demonstrates the influence of energy loss due to friction between layers containing reinforcement. The reference tire, RR2, with the least amount of material in the sidewall and the lowest weight, also exhibits the lowest rolling resistance. The R1 tire, with the protective layer in the sidewall, exhibits a rolling resistance comparable to that of the standard tubeless tire RR3 with a single carcass ply.

[0102] Cut protection was assessed using force measurements when a blade (comparable to stones on the road) punctures the sidewall. The number of reinforcing layers plays a significant role in blade measurements. Accordingly, the cut protection in the sidewall area of ​​the tire R1 according to the invention is improved by over 10% compared to the reference tire RR2 without a protective layer in the sidewall and by over 40% compared to the reference tire RR3 with only one carcass layer.

[0103] It is thus shown that the tire R1 according to the invention resolves the conflict of objectives between puncture resistance and puncture protection of the sidewall, airtightness and high rolling resistance in favor of puncture resistance and puncture protection of the sidewall. List of reference symbols

[0104] 1Two-wheel pneumatic tire 2Tread 3Sidewall 4Bead area 5Core 6First carcass ply 6Second carcass ply 7First carcass ply end 7Second carcass ply end 8Protective ply 9Rubber insert 10Tire interior 11Tire exterior 13First height 14Outermost turn-over point 15Second height 17Cenith 18First straight line 20Axial half 21Tread end 22Tread end 23Axial inner tread end 81Protective ply part 81Radial outer protective ply part end rRRadial direction aRAxial direction UCircumferential direction

Claims

1. Two-wheeler pneumatic tyre (1), preferably a bicycle tyre, particularly preferably a racing bike tyre and / or a mountain bike tyre, having a tread (2), a tyre carcass, tyre sidewalls (3), and in each axial half (20) of the tyre a bead region (4) having a tyre bead with a core (5), wherein the two-wheeler pneumatic tyre (1) has in the bead regions (4) a protective layer (8) which is disposed axially outside the carcass and has strength members embedded in rubber material; • wherein the tyre carcass is formed from a first carcass ply (6) and a second carcass ply (6'), each having strength members; • wherein the second carcass ply (6') is disposed in a vertex (17) of the two-wheeler pneumatic tyre (1) radially within the first carcass ply (6), and extends from the vertex (17) of the two-wheeler pneumatic tyre (1) over the tyre sidewalls (3) into both bead regions (4), and in the latter wraps the respective core (5) from axially inside to axially outside, and ends in a second carcass ply end (7') radially within a tread end (21) of the tread; • wherein the first carcass ply (6) extends from the vertex (17) of the two-wheeler pneumatic tyre (1) over the tyre sidewalls (3) into both bead regions (4), and in the latter wraps the respective core (5) from axially inside to axially outside; and - wherein the protective layer (8) in each of the two axial halves (20) is guided from the bead region (4) over the respective tyre sidewall (3) to below the tread (2), characterized in that • the first carcass ply (6) is guided from the respective bead region (4) in a first carcass ply turn-up (61) over the respective tyre sidewall (3) to below the tread (2), and at the latter ends in each case in a first carcass ply end (7).

2. Two-wheeler pneumatic tyre (1) according to Claim 1, characterized in that each first carcass ply end (7) is in each case disposed below the tread (2), in particular below a tread runout (22) of the tread, in that axial half (20) of the tyre (1) in which the first carcass ply (6) is guided in the first carcass ply turn-up (61) over the tyre sidewall (3) to below the tread (2) and to the respective first carcass ply end (7).

3. Two-wheeler pneumatic tyre (1) according to Claim 1, characterized in that the two first carcass ply turn-ups (7) in the vertex (17) of the tyre (1) are disposed so as to overlap one another.

4. Two-wheeler pneumatic tyre (1) according to at least one of Claims 1, 2, and 3, characterized in that the protective layer (8) extends integrally from one bead region (4) over the vertex (17) to the other bead region (4) of the two bead regions.

5. Two-wheeler pneumatic tyre (1) according to at least one of Claims 1, 2, and 3, characterized in that the protective layer (8) is a protective layer divided into two protective layer parts (81); in that in each of the two axial halves (20) a protective layer part (81) of the two protective layer parts is guided from the bead region (4) over the respective tyre sidewall (3) to below the tread (2), and at the latter, in the respective axial half (20), ends in front of the vertex (17) in a radially outer protective layer part end (81').

6. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that the protective layer (8), emanating from the sidewalls (3), in the bead regions (4) extends at most to a respective outermost reversal point (14) of an external edge of the strength members of the second carcass ply that are folded about the core, and herein preferably ends in front of the respective outermost reversal point (14) at a first height (13) of 0 to 2 mm, measured relative to the outermost reversal point.

7. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that the protective layer (8) is embodied as a woven fabric rubberized with the rubber material, preferably as a rubberized woven cord fabric or as a rubberized cross-woven fabric, comprising the strength members.

8. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that the strength members of the protective layer (8) are monofilaments, preferably monofilaments of a woven monofilament fabric.

9. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that the protective layer has a coloured rubber coating or a white rubber coating.

10. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that the carcass is in direct contact with a tyre interior (10).

11. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that said two-wheeler pneumatic tyre is a tubeless bicycle tyre (1), in particular a "tubeless" tyre or a "tubeless ready" tyre.

12. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that said two-wheeler pneumatic tyre is a bicycle tyre (1) for operation with a tube, in particular a clincher tyre.

13. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that disposed between the tread (2) and the tyre carcass are one or a plurality of intermediate layers (9), wherein the respective intermediate layer consists of a tear-resistant, rubberized woven fabric or of a rubber insert (9).

14. Two-wheeler pneumatic tyre (1) according to at least one of the preceding claims, characterized in that said two-wheeler pneumatic tyre is a bicycle tyre (1), in particular a racing bike tyre (1), a mountain bike tyre, or a tyre for a bicycle having an electric motor for powering the bicycle.