VEHICLE AIR TIRES

Description

[0001] The invention relates to a vehicle pneumatic tire.

[0002] Vehicle tires consist of numerous components. These include the tire carcass, sidewalls, tread, belt, and a variety of other parts. Each component has a specific function within the vehicle tire, ensuring it provides the necessary stability and, for example, a specified material strength. Furthermore, it is important that the vehicle tire has the lowest possible weight to minimize rolling resistance.

[0003] The JP 2002 127711 A, JP H03 292202 A, DE 11 2017 002411 T5, EP 0 820 882 A2, EP 3 725 565 A1 and JP H05 124408 A reveal known tire designs.

[0004] The US2011132514A1, EP0582196, AU671653 and EP3000624 reveal further known tire designs.

[0005] The invention was based on the objective of providing an improved pneumatic vehicle tire.

[0006] In particular, the vehicle tire should have the lowest possible weight, while at the same time exhibiting high material stiffness when cornering.

[0007] The problem is solved according to claim 1.

[0008] A particular advantage of the invention lies in the fact that the new tire construction of the pneumatic tire results in a relatively low weight and simultaneously high material stiffness. Furthermore, the pneumatic tire exhibits high stability and material strength in the area of ​​the tire carcass and beneath the tread. The relatively low weight of the pneumatic tire is achieved because only one belt layer, or even no belt layer at all, is provided beneath the tread.

[0009] Conventional pneumatic tires have a tire belt comprising at least two layers. The new tire design uses a maximum of one belt layer positioned beneath the tread.

[0010] The innovative construction of the tire carcass, featuring a central and side carcass layer, combined with the special design and material hardness of the core liner, results in exceptional stability. The synergistic effects of this new carcass construction and the core liner's high stability ultimately lead to a lighter tire with superior performance.

[0011] The special core rider construction effectively stiffens the sidewalls, which in turn leads to increased cornering stiffness of the vehicle tire.

[0012] In a further advantageous embodiment of the invention, it is provided that the height dimension of the core rider lies in a range between 5 and 85% of the total height of the side wall.

[0013] The relatively long height dimension of the core rider results in high material stiffness in the side wall.

[0014] In a further advantageous embodiment of the invention, it is provided that the height dimension of the core rider lies in a range between 20 and 80%, preferably approximately 40-50%, of the total height of the side wall.

[0015] This height dimension of the core rider results in improved material stiffness of the side wall.

[0016] In a further advantageous embodiment of the invention, it is provided that the core rider is composed of a triangular part and a rectangular part.

[0017] This allows for a higher material stiffness for the side wall.

[0018] In a further advantageous embodiment of the invention, the height dimension of the rectangular part of the core rider lies in a range between 5 and 80% of the total height of the side wall. This allows the rectangular part of the core rider to contribute significantly to the material stiffness of the side wall.

[0019] In a further advantageous embodiment of the invention, it is provided that a core rider with a Shore A material hardness of 75 to 90 is arranged in the tire bead.

[0020] This material hardness of the core rider ensures optimal material stiffness for the side wall.

[0021] In a further advantageous embodiment of the invention, it is provided that the reinforcing elements of the central carcass layer have an angle in the range of 10° to 70°, preferably in the range of 15° to 55°, and particularly preferably in the range of 20° to 35°, relative to the circumferential direction of the vehicle pneumatic tire.

[0022] This alignment of the reinforcing elements of the central carcass layer results in high stability for the tire carcass.

[0023] In a further advantageous embodiment of the invention, it is provided that the tire carcass comprises two or more side carcass layers and central carcass layers.

[0024] Two superimposed carcass layers increase the stability of the tire carcass.

[0025] According to the invention, the ends of the side carcass layers are arranged in the area of ​​the underside of the tire beads.

[0026] A corresponding example of implementation can be found, for example, in the Figure 1 shown. In this design, the tire carcass is anchored in the area of ​​the underside of the tire bead 9.

[0027] In an advantageous further development of the invention, it is provided that the reinforcing elements of the belt layer and the reinforcing elements of the central carcass layer are arranged in a crossed manner in the circumferential direction of the vehicle pneumatic tire.

[0028] The intersection of the reinforcing elements gives the tire carcass a high degree of stability below the tread.

[0029] The invention will be described in more detail below using exemplary embodiments.

[0030] They show: Fig. 1 A tire construction in a radial section view Fig. 2 Another example Fig. 3 : An oversight of the alignment of the reinforcing elements of the tire carcass

[0031] The Figure 1Figure 1 shows a first embodiment of the new tire construction. The vehicle tire 1 comprises a tire carcass 2 with a side carcass layer 3 and a central carcass layer 4. The special feature of the tire carcass 2 is that the reinforcing elements in the central carcass layer 4 do not have a radial orientation. The reinforcing elements in the side carcass layer 3, on the other hand, are oriented in the radial direction 10. The reinforcing elements of the central carcass layer 4 are arranged at an angle between 5° and 85° in the circumferential direction of the vehicle tire 1. The orientation of the reinforcing elements is particularly evident from the Figure 3As can be seen, an inner tire layer 21 is arranged on the inside of the tire carcass 2, which ensures the airtightness of the pneumatic tire. The pneumatic tire has two sidewalls 8 and two beads 9. Optionally, a reinforcement layer 5 consisting of a multitude of individual strips of material can be arranged above the central carcass layer 4 above the tire carcass 2. The pneumatic tire does not include a belt or at most a belt with a single belt layer 6. The pneumatic tire also includes a tread 7. The optional reinforcement layer 5 extends to the shoulder of the pneumatic tire and covers at least the central carcass layer 4.

[0032] The central carcass layer 4 has a very high tensile strength of approximately 20,000 to 30,000 N / dm². This high tensile strength of the central carcass layer, combined with the new carcass construction, gives the pneumatic tire a very high material stiffness.

[0033] A bead core 25 is arranged in the tire bead 9.

[0034] The depiction of the bead core in the left tire bead has been omitted. A core rider 23 is arranged above each bead core 25. In this embodiment, the core rider has a triangular contour. The core rider extends a considerable distance beyond the sidewall 8. The height dimension of the core rider is h. The height dimension 24 of the sidewall 8 is also shown in the figure. The height dimension h of the core rider 23 is between 5 and 85% of the height dimension 24 of the sidewall. Preferably, the height dimension h of the core rider 23 is, as shown in the Figure 1shown, between 30 and 50% of the height dimension 24 of the side wall.

[0035] The pneumatic tire therefore exhibits particularly high lateral stiffness, which is very advantageous for cornering. This high lateral stiffness also improves the overall maneuverability of the vehicle.

[0036] The Figure 2 Figure 1 shows another embodiment. This tire design explicitly does not include a tire belt. The tire carcass 2 comprises a side carcass layer 3 and a central carcass layer 4.

[0037] The side carcass layer 3 and the central carcass layer 4 differ in the orientation of the reinforcing elements, as already seen in the Figure 1 has been described.

[0038] The core rider consists of a rectangular part 26 and an attached triangular part 27. The total height h of the core rider is composed of the height hr of the rectangular part 26 and the height ht of the attached triangular part 27.

[0039] Figure 3 Figure 1 shows a schematic representation of the course of the reinforcing elements 12 of the tire carcass, the reinforcing element 17 of the optional reinforcement layer and the reinforcing element 18 of the optional belt layer.

[0040] It shows a partial view of a schematically depicted tire carcass.

[0041] The alignment of the reinforcing elements in the side carcass layer in the area of ​​the side walls is shown with brackets 14 and 15.

[0042] The orientation of the reinforcing elements in the central carcass layer in the area under the tread is shown with bracket 13.

[0043] The circumferential direction of the vehicle's pneumatic tire is indicated by the directional arrow 11.

[0044] The reinforcing elements 12 run radially in the area 14 and 15 of the side carcass layers and at an angle of approximately 90° to the circumferential direction 11.

[0045] In contrast, the individual reinforcing elements 12 in the central carcass layer continue to run parallel to each other, but have an inclination relative to the circumferential direction 11.

[0046] The reinforcing bars in the central carcass layer form an angle with the circumferential direction that is less than 90°.

[0047] In the example shown, an angle of approximately 52° is formed with the circumferential direction 11.

[0048] The central carcass ply exhibits a tensile strength of approximately 20,000 to 30,000 N / dm² in area 13. The tensile strength of a carcass ply is essentially determined by the tensile strength of the individual reinforcing elements 12. The tensile strength of the carcass ply can be determined, in particular, by testing a section of the carcass ply in a tensile test. Normally, the tensile strengths of the central carcass ply and the side carcass ply are the same. However, they can also differ, for example, by changing the material diameter of the reinforcing elements in the side carcass ply. The tensile strength of over 20,000 N / dm² is considerably higher than that of conventional pneumatic tires. As a result, the pneumatic tire possesses very high material stiffness, especially very high cornering stiffness, even without belt plies.

[0049] The figure also shows a schematic material strip 16 of the optional reinforcement layer. The material strip 16 comprises a plurality of reinforcing elements 17 embedded in the rubber material of the material strip 16. The reinforcing elements 17 run essentially in the circumferential direction 11 of the vehicle tire. A plurality of material strips 16 are wound onto the tire carcass above the central carcass layer. The material strips 16 of the reinforcement layer possess high puncture resistance against sharp objects. The figure also shows the course of the reinforcing elements 18 of an optional belt layer. The reinforcing elements 18 of the optional belt layer run intersecting with the reinforcing elements of the central carcass layer and the reinforcement layer.The intersection of the reinforcing elements 18 and the reinforcing elements 12 of the tire carcass results in high stability of the tire carcass below the tread. Reference symbol list

[0050] 1 Vehicle pneumatic tire 2 Tire carcass 3 Side carcass ply 4 Central carcass ply 5 Reinforcement ply made of multiple material strips 6 Belt ply with a maximum of one belt ply 7 Tread 8 Sidewall 9 Tire bead 10 Radial direction 11 Circumferential direction 12 Strengthening element of the tire carcass 13 Alignment of the strengthening element in the central carcass ply 14 Alignment of the strengthening element in the side carcass ply in the area of ​​the left sidewall 15 Alignment of the strengthening element in the side carcass ply in the area of ​​the right sidewall 16 Individual material strip of the reinforcement ply 17 Strengthening element of the reinforcement ply 18 Strengthening element of the belt ply 19 Ends of the side carcass ply are located in the area of ​​the underside of the tire beads 20 Axial direction 21 Inner tire ply 22 Area covered by the reinforcement ply 23Core rider 24Height or total height of the side wall 25Bead core orTire core 26 Rectangular part of the core rider 27 Triangular part of the core rider . a Width of the core rider h Height or total height of the core rider hr Height of the rectangular part of the core rider ht Height of the triangular part of the core rider

Claims

1. Pneumatic vehicle tyre (1), comprising: a) a tyre carcass (2) with at least one carcass ply; wherein a multiplicity of reinforcing elements are arranged in the carcass ply, b) a tread (7) lying on the outside in relation to the tyre carcass (2), c) two sidewalls (8), d) two tyre beads (9) each with a tyre core, e) an inner tyre layer (21), lying radially on the inside in relation to the tyre carcass (2), wherein the pneumatic vehicle tyre (1) has a maximum of one belt ply (6), wherein the tyre carcass (2) has in the region of the sidewalls (9) at least one side carcass ply (3) with reinforcing elements (12) aligned in the radial direction and has in the region under the tread a central carcass ply (4), wherein the reinforcing elements (12) of the central carcass ply (4) are arranged at an angle in the range from 5° to 85° to the circumferential direction (11) of the pneumatic vehicle tyre, characterized in that a bead filler (23) with a Shore A material hardness of at least 70 is arranged in the tyre bead (9), whereby the material stiffness of the sidewalls (8) is increased, the ends (19) of the side carcass plies (3) are arranged in the region of the underside of the tyre beads (9). wherein the central carcass ply has a tensile strength of about 20,000 to 30,000 N / dm.

2. Pneumatic vehicle tyre (1) according to Claim 1, characterized in that the height dimension of the bead filler (23) lies in a range between 5 and 85% of the overall height (24) of the sidewall (8).

3. Pneumatic vehicle tyre (1) according to one of the preceding claims, characterized in that the height dimension (h) of the bead filler (23) lies in a range between 20 and 80% of the overall height (24) of the sidewall.

4. Pneumatic vehicle tyre (1) according to one of the preceding claims, characterized in that the bead filler (23) is made up of a triangular part (27) and a rectangular part (26).

5. Pneumatic vehicle tyre (1) according to one of the preceding claims, characterized in that the height dimension (hr) of the rectangular part (26) of the bead filler lies in a range between 5 and 80% of the overall height (24) of the sidewall (8).

6. Pneumatic vehicle tyre (1) according to one of the preceding claims, characterized in that a bead filler (23) with a Shore A material hardness of 75 to 90 is arranged in the tyre bead (9).

7. Pneumatic vehicle tyre according to one of the preceding claims, characterized in that the reinforcing elements (12) of the central carcass ply (4) have with respect to the circumferential direction (11) of the pneumatic vehicle tyre (1) an angle in the range from 10° to 70°, preferably in the range from 15° to 55°, particularly preferably in the range from 20° to 35°.

8. Pneumatic vehicle tyre according to one of the preceding claims, characterized in that the tyre carcass (2) comprises two or more side carcass plies (3) and central carcass plies (4).