LOAD-RESISTANT VEHICLE TIRE WITH REDUCED NOISE EMISSION

Description

[0001] The invention relates to a vehicle pneumatic tire, in particular a load-resistant vehicle pneumatic tire with reduced noise emission during operation.

[0002] Modern pneumatic tires are typically subjected to a variety of mechanical stresses during use. A particularly severe mechanical stress regularly occurs when the tire rolls over an obstacle, such as a pothole or curb. Especially when the tire strikes an obstacle edge at a near-perpendicular angle, it is subjected to significant stress and deformation. In this case, the tire's sidewall folds and is pinched between the rim flange and the obstacle. This generates very high local forces, which can, for example, cause the reinforcing cords in the tire carcass to tear, resulting in localized material failure.

[0003] The material defects occurring in the vehicle tire under the aforementioned type of stress often manifest as material cracks due to the deformation experienced. These cracks appear in both the shoulder and bead areas of the tire. This characteristic defect pattern is sometimes referred to as "snake bites" because the two cracks resemble the fangs of a snake. The basic structure of modern vehicle tires is well known from the prior art and is disclosed, for example, in JP 2001191722A, JP 2019026231, US 3554261A, US 4185675 A1, and US 2014 / 0124116 A1.

[0004] Further state of the art is disclosed in DE 102016216732 A1, KR 20040061326 A and US 2016 / 325589 A1.

[0005] The resistance of a vehicle tire to damage caused by driving over potholes or other obstacles can be increased by using multiple carcass plies. This results in a multi-layered carcass in the sidewall area, providing the tire with the necessary mechanical strength. However, a disadvantage is that additional carcass plies increase the overall weight of the tire and usually also its rolling resistance. A particularly significant disadvantage is that additional carcass plies also amplify road noise, contributing to a higher noise level, also known as "rumble noise."There is therefore a conflict of objectives between optimized sidewall robustness on the one hand and low rolling resistance and advantageous noise emission, especially in the frequency range up to 180 Hz, on the other.

[0006] The primary objective of the present invention was to eliminate or at least reduce the disadvantages of the prior art.

[0007] In particular, it was an object of the present invention to provide a pneumatic tire for vehicles with which the conflicting objectives between sidewall robustness and favorable rolling resistance as well as advantageous noise characteristics can be improved. Specifically, it was an object of the present invention to optimize the conflicting objectives between sidewall robustness and the noise occurring during the operation of the pneumatic tires for vehicles as much as possible.

[0008] The vehicle tires to be specified should ideally possess excellent driving characteristics and exhibit high resistance to mechanical damage, even when rolling over sharp obstacles, advantageously comparable to those of pneumatic tires that employ multiple carcass plies. In this respect, it was an object of the invention to reduce or even completely suppress the occurrence of defects known as "snake bites," or to reduce the susceptibility to these defects and their impact on operational safety.

[0009] Therefore, it was desirable that the specified pneumatic vehicle tires be highly flexible with regard to the design measures employed to solve the aforementioned problems, and that the solution found be easily adaptable to various existing designs of pneumatic vehicle tires. It was also desirable that the specified pneumatic vehicle tires be manufacturable using materials and manufacturing methods already employed in the production of modern pneumatic vehicle tires.

[0010] It was a supplementary objective of the present invention to specify preferred embodiments with which the resistance of the vehicle pneumatic tires to mechanical damage can be further increased and which enable a specific adaptation of the vehicle pneumatic tires to various load scenarios, so that the vehicle pneumatic tires to be specifically designed for particularly demanding applications.

[0011] It was a supplementary requirement of the present invention that the total weight of the specified vehicle pneumatic tires and the rolling resistance should not be disadvantageous compared to a vehicle pneumatic tire with a multi-layer carcass design, and ideally should even be improved.

[0012] The inventors of the present invention have now discovered that the problems described above can surprisingly be solved by selectively placing reinforcing elements at specific positions of the pneumatic tire, instead of adding an extra carcass layer, as defined in the claims. This surprising teaching was derived from experiments in which the lowest carcass layer of a multi-ply tire carcass was selectively interrupted in the sidewall area of ​​the tire carcass, so that there was no direct connection between the two parts of the split carcass layer. By interrupting the carcass layer, a sidewall stiffness was initially achieved that was similar to that of a single-ply carcass. This surprisingly improved the noise level when using the pneumatic tires, particularly in the low-frequency range up to 180 Hz.At the same time, it was surprisingly possible to maintain a quasi-two-ply carcass design in those areas of the vehicle tire where sidewall compression and resulting defects occur in the event of an obstacle being encountered, thereby ensuring the necessary local mechanical stability and resistance to damage. Based on these promising results, the inventors of the present invention have succeeded in advantageously further developing the teaching, surprisingly demonstrating that the aforementioned advantages can be achieved through the targeted use of reinforcing elements. This allows for a significant simplification of the tire construction, a further reduction in tire weight, and an improvement in rolling resistance, without adversely affecting mechanical stability and resistance to "snake bites."

[0013] The aforementioned problems are thus solved by the subject matter of the invention as defined in the claims. Preferred embodiments of the invention are described in the dependent claims and the following descriptions.

[0014] Such embodiments, which are hereinafter referred to as preferred, are combined in particularly preferred embodiments with features of other embodiments referred to as preferred. Combinations of two or more of the embodiments referred to below as particularly preferred are therefore especially preferred. Also preferred are embodiments in which a feature of one embodiment, referred to as preferred to any degree, is combined with one or more further features of other embodiments, which are referred to as preferred to any degree.

[0015] The invention relates to a vehicle pneumatic tire according to claim 1.

[0016] Pneumatic tires, which have a tire carcass, are known to those skilled in the art. A pneumatic tire according to the invention is preferred, wherein the pneumatic tire is a passenger car tire. It is also common for a tread to be provided above the tire carcass, i.e., radially on the outside, which is intended for subsequent contact with the road surface. A pneumatic tire according to the invention is preferred, wherein the tread has a profile on the outer side facing away from the tire carcass. A pneumatic tire according to the invention is also preferred, wherein the tread comprises one or more tread rubber materials.

[0017] Furthermore, conventional pneumatic tires regularly have a bead area on both sides, which is designed to provide the necessary stability when the pneumatic tire is mounted on a rim.

[0018] Modern pneumatic tires typically possess ideal rotational symmetry, meaning they generally have essentially the same cross-section around their entire circumference. Therefore, it is common practice for experts to describe the structure of pneumatic tires by presenting a cross-sectional view. However, it is self-evident to them that the tire carcass, with its various sections, the tread, and the bead flanges, are strand- or ring-shaped elements that typically extend around the entire tire.

[0019] Pneumatic tires are elastomeric products whose shape and form depend significantly not only on their construction but also on the internal pressure and the loads they are subjected to during use. Experts are fully aware that precisely describing the position of components in a cross-sectional view of a pneumatic tire is not trivial. Therefore, it is helpful to identify different areas on the carcass relative to which the position of the components can be easily defined. In accordance with expert understanding, the tire carcass has a central area located beneath the tread, which is framed on both sides by the sidewalls of the carcass.For the vast majority of tire constructions, a vehicle pneumatic tire according to the invention is relevant insofar as the width of the central area corresponds to the width of the tread, in each case transverse to the circumferential direction, and the tread is arranged completely above the central area in a radially outward direction.

[0020] The sidewalls of a pneumatic tire are located in the area of ​​the tire's sidewall. The transition between the central area and the two sidewalls is the part of the tire that is commonly referred to as the tire shoulder. The bead areas, i.e., the parts of the tire carcass located in the bead area, adjoin the lower ends of the two sidewalls. Since the pneumatic tires described above have a so-called bead flap on both sides, the respective bead areas can be easily identified by the position of the bead flap.For the vast majority of tire constructions, a vehicle pneumatic tire according to the invention is therefore relevant, wherein the first bead area of ​​the tire carcass extends from the lowest point of the tire carcass in a radial direction up to the height of the first core flap, and wherein the second bead area of ​​the tire carcass extends from the lowest point of the tire carcass in a radial direction up to the height of the second core flap.

[0021] Therefore, a vehicle pneumatic tire according to the invention is also relevant for the vast majority of tire constructions, wherein the first sidewall area is arranged between the first bead area and the central area, and wherein the second sidewall area is arranged between the second bead area and the central area, and / or wherein the first sidewall area and the second sidewall area are not located below the tread and not below a core flap, and / or wherein the transition from the central area to the first sidewall area and the second sidewall area takes place at the level of the tire shoulders.

[0022] Even though the theoretical division of the tire carcass into different areas may seem artificial at first glance, it is, in practice, easy and reliable for a professional to perform. This is because the professional can readily identify the central area, which transitions at the tire's shoulders into the two sidewall areas, which in turn merge into the bead areas at the level of the bead flanges. Beyond these areas, the tire carcass of modern pneumatic tires also typically includes heave areas, i.e., sections of the tire carcass that are folded around the bead at the end of the bead areas and run along the side of the tire carcass back towards the tread.

[0023] The pneumatic tire according to the invention now comprises at least four different reinforcement elements, two of which are arranged in the upper region of the tire and two in the lower region. The upper reinforcement elements are arranged in the region of the tire shoulder, i.e., at the junction between the central region and the sidewall region, such that they are in contact with the central region and the first and second sidewall regions, respectively. Accordingly, these reinforcement elements are also referred to as shoulder reinforcements. The second pair of reinforcement elements, on the other hand, is arranged in the respective bead regions, i.e., attached to the tire carcass in such a way that the lower reinforcement elements project at least partially into the respective bead regions.

[0024] The preceding definition regarding the spacing of the respective reinforcement elements means that the upper reinforcement elements are not in direct contact with the lower reinforcement elements; that is, the first upper reinforcement element and the first lower reinforcement element are spaced and separated from each other in the same way as the second upper reinforcement element and the second lower reinforcement element. It is understood that the first and second lower reinforcement elements are also separated from the opposite second and first upper reinforcement elements, respectively. Thus, at least the lower reinforcement elements are separate reinforcement elements.

[0025] Given the symmetry inherent in a vehicle tire, it is understandable to a person skilled in the art why the components described above, which are usually located in the sidewall area of ​​the tire, are each defined by a first and a second element, since these are logically present on both sides of the tire. For certain highly specialized applications, it may be advantageous to design the different sides of the tire differently, for example, by varying the type and / or position of the first and second lower reinforcement elements on each side.However, those skilled in the art understand that for the vast majority of applications, it is explicitly preferred if the vehicle tire has an essentially identical construction on both sides, such that the first and second elements are designed and positioned in the same way. Accordingly, in all subsequent considerations, it is particularly preferred if the respective features of preferred embodiments are implemented in the same way on both sides of the vehicle tire, i.e., for the first and second elements.

[0026] As described above, the core flaps and reinforcing elements are arranged on the carcass. In accordance with expert understanding, this means that the components are attached to the carcass in such a way that they are at least partially in direct contact with the tire carcass and are not separated, for example, by additional belt layers or, apart from any thin adhesion-promoting layers, by separate layers of rubber.

[0027] A vehicle pneumatic tire according to the invention is generally preferred, additionally comprising a first sidewall arranged on the outside of the first flank area and / or a second sidewall arranged on the outside of the second flank area.

[0028] According to the inventors, it is particularly advantageous with regard to the overall weight of the vehicle tire if the first and second upper reinforcement elements are designed as separate elements, each arranged in the shoulder regions, i.e., at the transition between the central region and the respective sidewall regions, as described above. A preferred vehicle tire according to the invention is therefore one in which the first upper reinforcement element and the second upper reinforcement element are spaced apart from each other.

[0029] However, a more efficient alternative has proven to be a design in which the first and second upper reinforcement elements are not implemented separately, but are formed by a single reinforcement layer that extends from the first flank area through the central area and into the second flank area. This advantageously achieves high stiffness, particularly in the area below the tread, which can be beneficial for certain applications. In the upper part of the pneumatic tire, such a construction resembles an embodiment that can be obtained with a so-called 1 / 2 carcass layer.Alternatively, a vehicle pneumatic tire according to the invention is preferred, wherein the first upper reinforcing element and the second upper reinforcing element are formed by a reinforcing layer, the reinforcing layer preferably extending over the entire central area into the sidewall areas.

[0030] It can be considered an advantage of the vehicle pneumatic tire according to the invention that the reinforcing elements can be flexibly positioned, namely on the inside and outside of the tire carcass. In accordance with the skilled person's understanding, the term "inside" here refers to the side of the tire carcass that faces into the interior of the annular vehicle pneumatic tire, i.e., towards the air-filled cavity of the vehicle pneumatic tire during operation. The inventors believe that attaching the reinforcing elements to the outside of the tire carcass can be advantageous in that it is easier to manufacture using typical tire construction methods. However, with regard to the protective effect against unintended mechanical damage, the inventors consider positioning on the inside of the tire carcass to be preferable.In this context, a vehicle pneumatic tire according to the invention is preferred, wherein the first upper reinforcing element and the second upper reinforcing element are arranged on the outside or inside, preferably on the inside, of the tire carcass, and / or wherein the first lower reinforcing element and the second lower reinforcing element are arranged on the outside or inside, preferably on the inside, of the tire carcass.

[0031] Based on the inventors' experiments, it is particularly advantageous if the reinforcing elements are each arranged on the same side of the tire carcass. Therefore, a vehicle pneumatic tire according to the invention is preferred, wherein the first upper reinforcing element and the first lower reinforcing element and / or the second upper reinforcing element and the second lower reinforcing element, preferably all reinforcing elements, are arranged on the same side of the tire carcass.

[0032] Modern pneumatic tires often include a so-called inner liner, which primarily serves to create an airtight seal. When such an inner liner is present, it is considered particularly advantageous to position the reinforcing elements between the inner liner and the tire carcass. A key benefit of this design is that the reinforcing elements not only provide increased mechanical stability and greater resistance to "snake bites," but also act as an additional sealing layer for the inner liner in areas of highest stress, thus preventing unwanted punctures of the inner liner by the reinforcing elements.A preferred vehicle pneumatic tire according to the invention therefore comprises an inner tire layer located radially inside the tire carcass, wherein the first upper reinforcement element and / or the first lower reinforcement element and / or the second upper reinforcement element and / or the second lower reinforcement element, preferably all reinforcement elements, are arranged between the tire carcass and the inner tire layer.

[0033] The solution to the problem identified by the inventors is advantageously very flexible with regard to the rest of the structure of the vehicle pneumatic tire, so that the use of additional layers, for example belt layers between the tire carcass and the treads, is also possible, so that the properties of the vehicle pneumatic tire can be specifically adjusted without adversely affecting the advantages made possible by the invention.A preferred vehicle pneumatic tire according to the invention comprises at least one further layer, preferably exactly one further layer, between the tread and the tire carcass above the central area, wherein the further layer is preferably a belt layer, wherein the further layer particularly preferably comprises layer reinforcement carriers embedded in a layered rubber material, wherein the further layer particularly preferably overlaps with the first upper reinforcement element and / or the second upper reinforcement element, or wherein the tread is arranged directly on the radially outer side of the tire carcass.

[0034] As explained above, it is common practice in many cases for the tire carcass to be folded around the tire bead, creating so-called helix areas that connect to the respective bead sections. This is generally preferred with regard to the stability of the pneumatic tire and its secure attachment to the rim. When helix areas are present, the inventors propose that the respective core flaps can advantageously be made in two parts. With essentially the same overall shape for the core flap, the helix area is essentially passed through the core flap, thus dividing it into two sections. One part of the core flap is therefore positioned between the helix area and the bead section of the tire carcass, while the second part of the core flap, also referred to as the "outer apex," rests on the outside of the helix area.This results in a particularly advantageous design that can be fixed very firmly to the rim and which, in the sidewall area of ​​the vehicle tire, exhibits excellent mechanical properties while simultaneously generating low noise during operation. A preferred vehicle tire according to the invention comprises a tire carcass additionally comprising a first bead area connected to the first bead area and / or a second bead area connected to the second bead area, wherein the first bead area and / or the second bead area are preferably located on the outside relative to the respective bead area.According to the invention, a vehicle pneumatic tire according to the invention is wherein the first core flap and / or the second core flap is designed in two parts, wherein the first core flap is arranged partly between the first bead area and the first helix area and partly on the outside of the first helix area and / or wherein the second core flap is arranged partly between the second bead area and the second helix area and partly on the outside of the second helix area.

[0035] In principle, it is possible to make the folded-over areas of the tire carcass so long that the resulting folded-over areas run lengthwise along the bead and sidewall areas of the tire carcass, for example, up to the tread. However, with regard to the reinforcement elements to be used in the vehicle pneumatic tire according to the invention, it has proven particularly advantageous if the height of the folded-over areas is selected such that the end of the folded-over area is at approximately the same height relative to the tire carcass as the respective lower reinforcement element.

[0036] A preferred option is therefore a vehicle pneumatic tire according to the invention, wherein the first tread area and / or the second tread area extend so high on the side of the tire carcass that the end of the respective tread area is arranged in the respective sidewall area at the level of the respective lower reinforcement element.

[0037] With a view to achieving the highest possible resistance to sidewall crushing, it is generally preferable to provide several carcass plies. However, to resolve the aforementioned conflict of objectives, it is explicitly preferred if the tire carcass comprises only one ply, since this, in combination with the reinforcing elements to be used according to the invention, enables good resistance to mechanical damage when rolling over obstacles while simultaneously providing excellent noise characteristics. In the prior art, it has been proposed that one or more carcass plies below the tread can be provided with a break, which may be advantageous for specific applications. However, with regard to the vehicle pneumatic tires according to the invention, it is explicitly preferred if at least one or even all carcass plies are continuous plies, i.e.,over carcass layers which are not interrupted. A preferred vehicle pneumatic tire according to the invention is therefore one in which the tire carcass comprises one or more carcass layers, preferably exactly one carcass layer, and / or in which at least one carcass layer, preferably all carcass layers, extends as a continuous carcass layer through all areas of the tire carcass.

[0038] In principle, the vehicle pneumatic tires according to the invention are very flexible with regard to the construction of the tire carcass. However, it is explicitly preferred if the carcass layers comprise reinforcing elements embedded in a rubber material. A vehicle pneumatic tire according to the invention is preferred in that the one or more carcass layers comprise a plurality of carcass reinforcing elements embedded in a carcass rubber material.

[0039] The inventors of the present invention have succeeded in identifying reinforcing materials and rubber materials with which high-performance tire carcasses can be obtained in the vehicle pneumatic tires according to the invention. A preferred vehicle pneumatic tire according to the invention is one in which the carcass reinforcing materials are selected from the group consisting of metallic and textile reinforcing materials, preferably textile reinforcing materials, and particularly preferably textile reinforcing materials with at least one yarn, wherein the yarn consists of a material selected from the group consisting of aramid, polyethylene terephthalate, polyetherketone, polyketone, polyethylene naphthalate, rayon, viscose, carbon fibers, natural fibers, glass fibers, and PBO (poly(p-phenylene-2,6-benzobisoxazole)), and most preferably from the group consisting of aramid and polyethylene terephthalate.A vehicle pneumatic tire according to the invention is also preferred, wherein the carcass rubber material can be produced by vulcanizing a vulcanizable carcass rubber compound, wherein the vulcanizable carcass rubber compound preferably comprises at least one diene rubber and at least one filler.

[0040] In many cases, pneumatic tires have so-called bead cores in the bead. The presence of bead cores is also highly preferred for the pneumatic tires according to the invention, wherein, within the scope of the present invention, these are assigned to the first or second core web, which may comprise the bead cores. A pneumatic tire according to the invention is therefore preferred in which the first core web and / or the second core web comprises a bead core, wherein the bead core is preferably a hexagonal core.

[0041] According to the inventors, it is particularly advantageous if the core flap is made of a rubber material that has a higher stiffness and therefore a higher modulus of elasticity than the rubber materials of the reinforcing elements. A vehicle pneumatic tire according to the invention is preferred in this respect, wherein the first core flap and / or the second core flap comprise a core flap rubber material. A vehicle pneumatic tire according to the invention is preferred in that the core flap rubber material can be produced by vulcanizing a vulcanizable core flap rubber compound, wherein the vulcanizable core flap rubber compound preferably comprises at least one diene rubber and at least one filler.A particularly preferred vehicle pneumatic tire according to the invention is one in which the core flap rubber material has a higher modulus of elasticity than the carcass rubber material, and preferably a higher modulus of elasticity than the rubber materials of the reinforcing elements. Within the scope of the present invention, the term modulus of elasticity denotes the mean dynamic storage modulus E', which is determined for rubber materials from a dynamic mechanical measurement at 55 °C according to DIN 53513:1990-03, wherein the mean dynamic storage modulus E' is the mean value of two measurements at 0.15% elongation and 8% elongation.

[0042] The inventors have recognized that the reinforcing elements to be used according to the invention can advantageously be made particularly thin without losing the beneficial effect on sidewall robustness, which is particularly advantageous for the overall weight and rolling resistance. A preferred vehicle pneumatic tire according to the invention is therefore one in which the first upper reinforcing element and / or the first lower reinforcing element and / or the second upper reinforcing element and / or the second lower reinforcing element, preferably all reinforcing elements, have a thickness in the range of 0.2 to 4.0 mm, preferably in the range of 0.5 to 2.5 mm, and particularly preferably in the range of 0.9 to 1.8 mm.

[0043] Even though it would be theoretically possible to use various materials as reinforcing elements, for example, metallic reinforcing elements, it is, with regard to the performance and processing properties of the vehicle pneumatic tires according to the invention, unequivocally preferred for all embodiments if the reinforcing elements consist at least partially, and preferably substantially entirely, of a rubber material. A preferred vehicle pneumatic tire according to the invention is one in which the first upper reinforcing element comprises a first rubber material, and / or in which the second upper reinforcing element comprises a second rubber material, and / or in which the first lower reinforcing element comprises a third rubber material, and / or in which the second lower reinforcing element comprises a fourth rubber material.A vehicle pneumatic tire according to the invention is also preferred, wherein the first rubber material and / or the second rubber material and / or the third rubber material and / or the fourth rubber material, preferably all rubber materials, can be produced by vulcanizing a corresponding vulcanizable rubber compound, wherein the corresponding vulcanizable rubber compound preferably comprises at least one diene rubber and at least one filler.

[0044] In this respect, it has proven advantageous for the vehicle pneumatic tires according to the invention that the reinforcing elements can be made from the same rubber material to ensure simple manufacturability. A preferred vehicle pneumatic tire according to the invention is one in which the first, second, third, and fourth rubber materials, or preferably all rubber materials, are identical. According to the inventors, to ensure maximum sidewall robustness and optimized resistance to mechanical stress when rolling over obstacles, it is particularly preferred if the reinforcing elements are made of rubber materials that have a higher stiffness than the rubber material used in the carcass.A preferred vehicle pneumatic tire according to the invention is therefore wherein the first rubber material and / or the second rubber material and / or the third rubber material and / or the fourth rubber material, preferably all rubber materials, has a higher modulus of elasticity than the carcass rubber material.

[0045] In addition to reinforcement elements made entirely of rubber, reinforcement elements comprising a plurality of reinforcing elements embedded in the corresponding rubber materials are preferred, advantageously using the same materials as the reinforcing elements of the tire carcass. A preferred vehicle pneumatic tire according to the invention is therefore one in which the first upper reinforcement element comprises a plurality of first reinforcing elements, and / or the second upper reinforcement element comprises a plurality of second reinforcing elements, and / or the first lower reinforcement element comprises a plurality of third reinforcing elements, and / or the second lower reinforcement element comprises a plurality of fourth reinforcing elements.A preferred vehicle pneumatic tire according to the invention is one in which the first and / or second and / or third and / or fourth reinforcement elements, preferably all of these reinforcement elements, are selected from the group consisting of metallic and textile reinforcement elements, preferably textile reinforcement elements, and particularly preferably textile reinforcement elements with at least one yarn, wherein the yarn consists of a material selected from the group consisting of aramid, polyethylene terephthalate, polyetherketone, polyketone, polyethylene naphthalate, rayon, viscose, carbon fibers, natural fibers, glass fibers and PBO (poly(p-phenylene-2,6-benzobisoxazole)), and most preferably from the group consisting of aramid and polyethylene terephthalate.

[0046] To achieve optimal tire properties, particularly advantageous sidewall robustness combined with favorable noise characteristics, the inventors have found it explicitly preferable to use different reinforcing materials in the reinforcement elements than in the tire carcass. For example, the use of aramid in the reinforcement elements leads to excellent results. Additionally or alternatively, it is also preferable if the reinforcing materials of the lower reinforcement elements differ from those of the upper reinforcement elements. This advantageous design makes it particularly easy to tailor the sidewall properties of the pneumatic tires to specific requirements, for example, by using stiffer reinforcing materials in the lower reinforcement elements, while the focus in the upper reinforcement elements is on flexibility.A preferred option is therefore a vehicle pneumatic tire according to the invention, wherein the first and / or second and / or third and / or fourth reinforcing elements, preferably the third and fourth reinforcing elements, and particularly preferably all of these reinforcing elements, are different from the carcass reinforcing elements, preferably with regard to the material and / or the fineness. A preferred option is also a vehicle pneumatic tire according to the invention, wherein the first and second reinforcing elements are different from the third and fourth reinforcing elements.

[0047] The inventors of the present invention have surprisingly discovered that a particularly advantageous effect can be achieved in reinforcing elements comprising reinforcing elements if the orientation of the reinforcing elements in the reinforcing elements does not correspond to the orientation of the carcass reinforcing elements, for example, if the reinforcing elements in the reinforcing elements themselves have cord angles that differ from 90 degrees in traditional radial tires (cord angle approximately 90°). This creates a cross-weave pattern in the top view of the layers of reinforcing elements, which allows for particularly high stability in the areas of the reinforcing elements.A preferred vehicle pneumatic tire according to the invention is therefore one in which the reinforcing elements in the first upper reinforcing element and / or in the first lower reinforcing element and / or in the second upper reinforcing element and / or in the second lower reinforcing element, preferably the reinforcing elements in the first lower reinforcing element and in the second lower reinforcing element, have a cord angle in the range of 30° to 90°, preferably 70° to 86°, relative to the circumferential direction, and / or wherein the reinforcing elements in the first upper reinforcing element and / or in the first lower reinforcing element and / or in the second upper reinforcing element and / or in the second lower reinforcing element, preferably the reinforcing elements in the first lower reinforcing element and in the second lower reinforcing element, have a cord angle relative to the circumferential direction that differs from the cord angle of the carcass reinforcing elements in the tire carcass.Cord angles in the reinforcing elements that deviate from 90°, in combination with a carcass ply having an opposing cord angle (i.e., also deviating from 90°), the carcass reinforcing elements, result in particularly high stability in the area of ​​the reinforcing elements. It is preferred that the carcass reinforcing elements have a cord angle of approximately 82° relative to the direction of rotation, and that the reinforcing elements also have a cord angle of approximately 82° relative to the direction of rotation, but with the slope of the reinforcing elements having a different sign, so that the reinforcing elements and the carcass reinforcing elements form a circumferential angle of approximately 164°.

[0048] According to the inventors, the position of the lower reinforcing elements can and should advantageously be adapted to the overall construction of the vehicle tire by adjusting their relative position on the tire carcass, i.e., the height of the lower reinforcing elements. For some applications, it may be preferable for the lower reinforcing elements to be located exclusively in the respective bead areas, i.e., not extending into the sidewall areas and thus essentially ending at the same height as the bead flanges.According to the inventors, however, for the vast majority of applications it is advantageous for the lower reinforcing elements to extend from the bead area beyond the end of the core flaps into the sidewall area, as this area is subject to particularly high mechanical stress in many cases, and the additional reinforcement provided by the lower reinforcing elements enables a particularly efficient increase in durability. With a view to optimizing noise reduction, however, the inventors suggest that the lower reinforcing elements should not extend too far into the sidewall area of ​​the tire carcass, so it is advantageous for a large proportion of the reinforcing elements to be located in the bead area on the tire carcass.In this context, a vehicle pneumatic tire according to the invention is preferred, wherein the first lower reinforcing element and / or the second lower reinforcing element, preferably both lower reinforcing elements, are arranged entirely in the respective bead area. Alternatively, a vehicle pneumatic tire according to the invention is preferred, wherein the first lower reinforcing element and / or the second lower reinforcing element, preferably both lower reinforcing elements, are each arranged in the corresponding sidewall area and in the corresponding bead area, wherein the first lower reinforcing element and / or the second lower reinforcing element are particularly preferably arranged to a extent of 5 to 50%, more preferably 10 to 40%, and more preferably 15 to 30% in the respective sidewall area, based on the respective width of the reinforcing element.

[0049] The inventors of the present invention have advantageously succeeded in specifying suitable widths for the reinforcing elements, i.e., for the extent along the cross-sectional path of the tire carcass. A preferred vehicle pneumatic tire according to the invention is one in which the first lower reinforcing element and / or the second lower reinforcing element, preferably both lower reinforcing elements, have a width in the range of 20 to 100 mm, preferably in the range of 30 to 80 mm, and particularly preferably in the range of 40 to 60 mm, and / or in which the first upper reinforcing element and / or the second upper reinforcing element, preferably both upper reinforcing elements, have a width in the range of 20 to 100 mm, preferably in the range of 30 to 80 mm, and particularly preferably in the range of 40 to 60 mm.

[0050] In addition to the dimensions specified above, the inventors have also succeeded in specifying particularly suitable distances between the upper and lower reinforcing elements, both in absolute terms and in relation to the length of the lower reinforcing elements, which has often proven to be a useful reference value in practice.A vehicle pneumatic tire according to the invention is particularly preferred, wherein the first upper reinforcement element and the first lower reinforcement element and / or the second upper reinforcement element and the second lower reinforcement element have a distance from each other along the tire carcass in the range of 0.1 to 50 mm, preferably in the range of 1 to 40 mm, particularly preferably in the range of 5 to 30 mm, and most preferably in the range of 10 to 20 mm, and / or wherein the first upper reinforcement element and the first lower reinforcement element and / or the second upper reinforcement element and the second lower reinforcement element have a distance from each other along the tire carcass which is in the range of 10 to 90%, preferably 20 to 80%, particularly preferably 30 to 70%, and most preferably 40 to 60% of the width of the respective lower reinforcement element.

[0051] A particularly advantageous design with regard to optimal sidewall robustness results when an upper reinforcing element and its corresponding lower reinforcing element are positioned on opposite sides of the tire carcass, but each extends along the tire carcass in the sidewall areas to such an extent that they essentially overlap. In a section of the tire carcass, the distance between the upper and lower reinforcing elements is then maintained solely by the tire carcass itself. Surprisingly, this overlap does not have an excessively negative impact on noise generation, but it creates a particularly thick, multi-layered composite in the corresponding section, thus achieving exceptionally high mechanical stability in that area.A preferred vehicle pneumatic tire according to the invention is therefore one in which the first upper reinforcing element and the first lower reinforcing element and / or the second upper reinforcing element and the second lower reinforcing element are arranged on different sides of the tire carcass and both are in contact with the same section of the tire carcass.

[0052] Analogous to the advantageous arrangement of the lower reinforcement elements identified above, the inventors have also succeeded in specifying favorable positions for the upper reinforcement elements, whereby, in the inventors' opinion, it is generally more advantageous if the upper reinforcement elements do not project too far into the sidewall areas. A preferred configuration is a vehicle pneumatic tire according to the invention in which the first upper reinforcement element and / or the second upper reinforcement element are arranged in the respective sidewall area to a extent of 10 to 70%, preferably 20 to 60%, and particularly preferably 30 to 50%, relative to the respective width of the reinforcement element, and / or in which the first upper reinforcement element and / or the second upper reinforcement element are arranged in the central area to a extent of 30 to 90%, preferably 40 to 80%, and particularly preferably 50 to 70%, relative to the respective width of the reinforcement element.

[0053] The following sections explain and describe embodiments in more detail with reference to the accompanying figures. These figures show: Fig. 1 is a highly schematic representation of an exemplary vehicle pneumatic tire according to the prior art, with a visualization of the various areas of the tire carcass; Fig. 2 is a first set of schematic representations of a sidewall of a vehicle pneumatic tire in various embodiments, wherein only the third and fourth representations are according to the invention; Fig. 3 is a second set of schematic representations of a sidewall of a vehicle pneumatic tire in various embodiments; Fig. 4 is a third set of schematic representations of a sidewall of a vehicle pneumatic tire in various embodiments; Fig. 5 is a highly schematic representation of a vehicle pneumatic tire in a first embodiment; Fig. 6 is a highly schematic representation of a vehicle pneumatic tire in a second embodiment.

[0054] Fig. 1 Figure 1 shows an abstract representation of a vehicle pneumatic tire 10, as known from the prior art, and serves in particular to visualize the various areas of the tire carcass 12. In addition to the tire carcass 12, the vehicle pneumatic tire 10 comprises a tread 24 with the radially underlying belt assembly, which is preferably covered by a circular band (not shown). Beneath the tread 24 extends the central area 18, which is framed by the first sidewall area 16 and the second sidewall area 20. These sidewall areas extend along the side of the vehicle pneumatic tire and each forms the tire shoulders at the transition to the central area 18. Adjoining these sidewall areas on both sides are the first bead area 14 and the second bead area 22, respectively, on which the first core flap 26 and the second core flap 28 are arranged.The tire carcass 12 is folded around the respective core flaps and forms the first fold area 40 and the second fold area 42 on the sides of the tire carcass 12 (whereby the offset between the bead areas and the fold areas below the core flap is due to the representation and does not occur in practice or has a negligible width).

[0055] Fig. 2 Figure 1 schematically shows a first set of exemplary constructions of the sidewalls of a vehicle pneumatic tire 10, with only one side of the tire carcass 12 shown in each case. Fig. 2 In all four illustrated embodiments, the first upper reinforcement element 30 and the first lower reinforcement element 34 are placed in the same position, but the first cover area 40 and the first core flag 26 are designed differently. The first and third illustrations of the Fig. 2 They exhibit a shorter first cover area 40 compared to the second and fourth representations. The third and fourth representations of the Fig. 2 show a multi-part first core flap 26 according to the invention, such that a part of the first core flap 26 is completely encased by the tire carcass 12, whereas the second part of the first core flap 26, as a so-called "outer apex", hugs the outside of the folded tire carcass 12.

[0056] Fig. 3 Figure 10 schematically shows a second set of exemplary sidewall constructions of a vehicle pneumatic tire. In the embodiments shown, the positioning of the reinforcing elements varies, with the four possible permutations of the arrangement relative to the carcass being shown. Fig. 4 Figure 10 schematically shows a second set of exemplary constructions of the sidewalls of a vehicle pneumatic tire, in each case varying the position and width of the reinforcing elements.

[0057] Fig. 5 Figure 1 shows an abstract representation of a vehicle pneumatic tire 10 in a first embodiment. Compared to the representation in the Fig. 1 The vehicle pneumatic tire 10 comprises a first upper reinforcing element 30 and a second upper reinforcing element 32, which, in the illustrated embodiment, are formed by a common reinforcing layer 38 extending beneath the tire carcass 12. In an exemplary configuration of the outer wall, the first lower reinforcing element 34 is arranged on the outside of the tire carcass 12 in the first bead area 14 and extends into the first sidewall area 16, so that in a partial section of the first sidewall area 16 there is an overlap with the first upper reinforcing element 30, resulting locally in a three-layer composite consisting of the first upper reinforcing element 30, the tire carcass 12, and the first lower reinforcing element 34. In an alternative embodiment on the left side of the vehicle pneumatic tire 10, the second lower reinforcing element 36 is located in Fig. 5 completely located in the second bead area 22 and accordingly does not extend beyond the end of the second core flag 28.

[0058] Fig. 6 Figure 10 shows an abstract representation of a second embodiment of a vehicle tire 10, which the inventors consider particularly advantageous. A first core flap 26 and a second core flap 28 are arranged in the two bead areas of the tire carcass 12. The vehicle tire 10 comprises a tread 24 with the corresponding belt and / or ply assembly, beneath which the central area 18 of the tire carcass 12 extends. The vehicle tire 10 comprises a first upper reinforcement element 30 and a second upper reinforcement element 32, each extending from the central area 18 into the first sidewall area 16 and the second sidewall area 20, respectively. Spaced apart from the upper reinforcement elements, the vehicle tire 10 comprises a first lower reinforcement element 34 and a second lower reinforcement element 36, each of which is completely located within the respective bead area.The exemplary vehicle pneumatic tire 10 is a passenger car tire which includes a tread 24 made of a rubber material which has a profile on the outside facing away from the tire carcass 12, such as is suitable for winter tires.

[0059] It is clearly evident that all reinforcing elements are arranged on the inside of the tire carcass 12 and that the upper reinforcing elements are designed as separate reinforcing elements spaced apart from one another. The illustrated vehicle pneumatic tire 10 has an inner tire layer (not shown) beneath which the reinforcing elements are arranged such that they are positioned between the inner tire layer and the tire carcass 12. In the exemplary embodiment of the Fig. 6 The vehicle pneumatic tire 10 does not include any additional belt layers, so the tread 24 is located directly on the radially outer side of the tire carcass 12. The first core flap 26 and the second core flap 28 each comprise the same rubber material, which has a higher modulus of elasticity than the rubber material used in the tire carcass 12 or the reinforcing elements. Additionally, both core flaps each include a bead core, which is located at the lower end of the respective core flap and is indicated by the rectangle.

[0060] The tire carcass 12 in the vehicle pneumatic tire 10 comprises exactly one continuous carcass ply that extends through all areas of the tire carcass 12. This carcass ply comprises a multitude of reinforcing elements embedded in a carcass rubber material. In the exemplary embodiment of the Fig. 6The carcass reinforcement elements are metallic reinforcement elements, namely steel reinforcing cords. In the example shown, the reinforcing elements have a thickness of 1.1 mm and each comprises the same rubber material, whose modulus of elasticity is higher than that of the rubber material used in the tire carcass 12.

[0061] In Fig. 7, all of the reinforcing elements also include strengthening elements, which in the example shown are designed as textile strengthening elements made of aramid and which each have a cord angle relative to the circumferential direction that differs from the cord angle of the carcass strengthening elements in the tire carcass 12. In the example shown, all reinforcing elements have the same width, which in the illustrated embodiment is approximately 50 mm. The drawing, which is not to scale, overestimates the distance between the reinforcing elements, as this distance should be approximately 15 mm in an exemplary vehicle pneumatic tire 10 considered particularly advantageous. However, the drawing is to scale and shows that the upper reinforcing elements are each arranged more than 50% in the central area. Reference symbol list

[0062] 10 Vehicle pneumatic tire 12 Tire carcass 14 First bead area 16 First sidewall area 18 Center area 20 Second sidewall area 22 Second bead area 24 Tread 26 First core flap 28 Second core flap 30 First upper reinforcement element 32 Second upper reinforcement element 34 First lower reinforcement element 36 Second lower reinforcement element 38 Reinforcement layer 40 First helix area 42 Second helix area

Claims

1. Pneumatic vehicle tyre (10), comprising: a) a tyre carcass (12) with a first bead area (14), a first sidewall area (16), a central area (18), a second sidewall area (20) and a second bead area (22), b) a first flipper strip (26), arranged at the first bead area (14), and a second flipper strip (28), arranged at the second bead area (22), c) the tyre carcass (12) is turned up around the respective flipper strips (26, 28) and forms on the sides of the tyre carcass (12) the first turn-up area (40) and the second turn-up area (42), d) a tread (24), lying on the outside in the radial direction relative to the tyre carcass (12) and arranged over the central area, e) a first upper reinforcing element (30), arranged at the central area (18) and at the first sidewall area (16), and a second upper reinforcing element (32), arranged at the central area (18) and at the second sidewall area (20), and f) a first lower reinforcing element (34), arranged at the first bead area (14), and a second lower reinforcing element (36), arranged at the second bead area (22), the first upper reinforcing element (30) and the second upper reinforcing element (32) being located at a distance from the first lower reinforcing element (34) and the second lower reinforcing element (36), wherein the first flipper strip (26) and / or the second flipper strip (28) is / are of a two-part design, characterized in that the first flipper strip (26) is arranged partially between the first bead area (14) and the first turn-up area (40) and partially on the outer side of the first turn-up area (40) and / or the second flipper strip (28) is arranged partially between the second bead area (22) and the second turn-up area (42) and partially on the outer side of the second turn-up area (42).

2. Pneumatic vehicle tyre (10) according to Claim 1, wherein the first upper reinforcing element (30) and the second upper reinforcing element (32) are located at a distance from one another, or wherein the first upper reinforcing element (30) and the second upper reinforcing element (32) are formed by a reinforcing ply (38), wherein the reinforcing ply (38) preferably extends over the entire central area (18) into the sidewall areas.

3. Pneumatic vehicle tyre (10) according to either of Claims 1 and 2, wherein the first upper reinforcing element (30) and the second upper reinforcing element (32) are arranged on the outer side or inner side, preferably on the inner side, of the tyre carcass (12), and / or wherein the first lower reinforcing element (34) and the second lower reinforcing element (36) are arranged on the outer side or inner side, preferably on the inner side, of the tyre carcass (12).

4. Pneumatic vehicle tyre (10) according to one of Claims 1 to 3, wherein the tyre carcass (12) additionally comprises a first turn-up area (40), connected to the first bead area (14), and / or a second turn-up area (42), connected to the second bead area (22), wherein the first turn-up area (40) and / or the second turn-up area (42) preferably lie(s) on the outside relative to the respective bead area.

5. Pneumatic vehicle tyre (10) according to one of Claims 1 to 4, wherein the tyre carcass (12) comprises one or more carcass plies, preferably exactly one carcass ply, and wherein preferably at least one carcass ply, particularly preferably all of the carcass plies, extend(s) as a continuous carcass ply through all of the areas of the tyre carcass (12).

6. Pneumatic vehicle tyre (10) according to Claim 5, wherein the one or more carcass plies comprise(s) a plurality of carcass strength members that are embedded in a carcass rubber material.

7. Pneumatic vehicle tyre (10) according to Claim 6, wherein the first flipper strip (26) and / or the second flipper strip (28) comprise(s) a flipper-strip rubber material, wherein the flipper-strip rubber material has a higher modulus of elasticity than the carcass rubber material, wherein the flipper-strip rubber material preferably has a higher modulus of elasticity than the rubber materials of the reinforcing elements.

8. Pneumatic vehicle tyre (10) according to one of Claims 1 to 7, wherein the first upper reinforcing element (30) comprises a first rubber material, and / or wherein the second upper reinforcing element (32) comprises a second rubber material, and / or wherein the first lower reinforcing element (34) comprises a third rubber material, and / or wherein the second lower reinforcing element (36) comprises a fourth rubber material, wherein the first rubber material and / or the second rubber material and / or the third rubber material and / or the fourth rubber material, preferably all of the rubber materials, has / have a higher modulus of elasticity than the carcass rubber material.

9. Pneumatic vehicle tyre (10) according to one of Claims 1 to 8, wherein the first upper reinforcing element (30) comprises a plurality of first strength members, and / or wherein the second upper reinforcing element (32) comprises a plurality of second strength members, and / or wherein the first lower reinforcing element (34) comprises a plurality of third strength members, and / or wherein the second lower reinforcing element (36) comprises a plurality of fourth strength members, wherein the first strength members and / or second strength members and / or third strength members and / or fourth strength members, preferably the third strength members and fourth strength members, particularly preferably all of these strength members, are different from the carcass strength members, preferably with regard to the material and / or the fineness.

10. Pneumatic vehicle tyre (10) according to one of Claims 1 to 9, wherein the strength members in the first upper reinforcing element (30) and / or in the first lower reinforcing element (34) and / or in the second upper reinforcing element (32) and / or in the second lower reinforcing element (36), preferably the strength members in the first lower reinforcing element (34) and in the second lower reinforcing element (36), have a cord angle relative to the circumferential direction that differs from the cord angle of the carcass strength members in the tyre carcass (12).