VEHICLE TIRE CONSTRUCTION

Description

[0001] The invention relates to a pneumatic vehicle tire, in particular for use in van tires. Also disclosed is a vehicle, in particular a van, equipped with corresponding pneumatic vehicle tires.

[0002] Conventional pneumatic vehicle tires have a tire carcass consisting of one or more carcass plies, whose rubberized reinforcement members usually extend from tire bead to tire bead through the tire carcass, enclosing a cord angle of essentially 90° with the circumferential direction. These pneumatic vehicle tires are also known as radial tires. In the radial direction outside of the tire carcass, corresponding radial tires have a tread, which is intended for subsequent contact with the road surface, whereas an inner tire layer arranged on the radially inner side of the tire carcass ensures airtightness. Such radial tires can also have one or more reinforcement layers between the tread and the tire carcass, for example belt layers, which in turn comprise rubberized reinforcement members and, among other things, give the tire increased rigidity.

[0003] A key aspect in the design of modern pneumatic vehicle tires is the tire carcass construction, which is subject to various basic requirements. The tire carcass must generally comprise at least one carcass ply, which has a turn-up on both sides to enclose the bead cores and any bead flaps and form the tire bead. Such carcass plies are also referred to by experts as 1-ply or C-ply, depending on how far the carcass ply material extends in the turn-up on the sidewall toward the tread.

[0004] In addition, especially for vehicle tires of relatively heavy vehicles, especially vans but also commercial vehicles such as trucks or buses, it is expected that the tire carcass has a certain stability in the sidewall area, which is usually achieved by a multi-layer structure in the sidewall area, as is the case with many C-layers, for example, due to the high layer turnover.

[0005] Despite what is often a favorable ratio between sidewall stability and overall weight, tire carcasses comprising only a single C-layer are often perceived as too weak overall and, particularly in the tread area, too susceptible to pressure deformation and damage to the rubberized reinforcements, which can lead to a deterioration in overall performance. These characteristics can often only be inadequately compensated for by additional belt layers between the tire carcass and the tread, with corresponding additional belt layers also increasing the overall weight of the pneumatic vehicle tire, which is regularly perceived as detrimental to handling characteristics, rolling resistance, and fuel consumption.

[0006] From the point of view of sidewall stability, tire carcasses with an isolated 1-ply (so-called 1+0 constructions) are often considered inadequate in contrast to tire carcasses with an isolated C-ply (so-called C+0 constructions). To achieve a two-ply structure in the sidewall area, these are sometimes combined with a second carcass ply that extends at least from bead to bead, but often does not form its own turnup to save material and weight. Such a carcass ply is also referred to as a 3 / 4 ply. The resulting construction, which is also referred to as a 1+3 / 4 construction, is often considered particularly robust, especially in the central area below the tread, but is disadvantageously associated with high weight and, in many cases, high rolling resistance.

[0007] Exemplary vehicle tires with carcass constructions known from the prior art are disclosed, for example, in EP 2716475 A1, DE 102021201322 A1, EP 3012123 A1, US 2021 / 188005 A1 and KR 20100043599 A.

[0008] In light of the above, there is a continuing interest in the field of technology to provide improved vehicle tires and, in particular, optimized tire carcass designs that exhibit improved performance characteristics compared to known designs such as the C+0 or 1+3 / 4 construction.

[0009] It was the primary object of the present invention to eliminate or at least reduce the disadvantages of the prior art described above.

[0010] In particular, it was an object of the present invention to provide a pneumatic vehicle tire that can improve the trade-off between optimal sidewall robustness and favorable rolling resistance, as well as a low weight of the pneumatic vehicle tire. In this respect, a complementary object was to improve the resistance to damage and deformation in the tread area compared to C+0 designs.

[0011] The pneumatic vehicle tires to be specified should ideally have excellent driving characteristics and yet be particularly time and cost efficient to manufacture, particularly with material savings.

[0012] It was a further object of the present invention that the pneumatic vehicle tires to be specified should be manufacturable using materials and manufacturing methods that are already used today in the manufacture of modern pneumatic vehicle tires.

[0013] Against this background, it was a supplementary object of the present invention to specify preferred embodiments with which the resistance of the pneumatic vehicle tires to be specified against mechanical damage can be further increased and which enable a specific adaptation of the pneumatic vehicle tires to be specified to different load scenarios, so that the pneumatic vehicle tires to be specified can be specifically designed for particularly demanding applications.

[0014] The inventors of the present invention have now discovered that the objects described above can surprisingly be achieved if, in a tire carcass, a C-carcass ply with a very pronounced ply turn-up, which extends into the area below the tread, is combined with a second, greatly shortened carcass ply, which is arranged largely or entirely below the tread, as defined in the claims, wherein the relative arrangement of the two carcass plies to one another enables the specific adaptation of the corresponding pneumatic vehicle tires to different load scenarios. According to the inventor's findings, this surprisingly enables excellent driving characteristics and a low tire weight to be achieved, wherein the corresponding pneumatic vehicle tires are particularly suitable for applications in the van and commercial vehicle sectors due to their property profile.

[0015] The above-mentioned objects are thus achieved by the subject matter of the invention as defined in the claims. Preferred embodiments of the invention emerge from the subclaims and the following statements.

[0016] Such embodiments, which are designated as preferred below, are combined in particularly preferred embodiments with features of other embodiments designated as preferred. Combinations of two or more of the embodiments designated as particularly preferred below are thus very particularly preferred. Likewise preferred are embodiments in which a feature of one embodiment designated as preferred to any extent is combined with one or more further features of other embodiments designated as preferred to any extent. Features of preferred vehicles result from the features of preferred pneumatic vehicle tires.

[0017] The invention relates to a pneumatic vehicle tire comprising: a) a tire carcass having a first bead element and a second bead element, comprising a first carcass ply and a second carcass ply, wherein the first carcass ply and the second carcass ply comprise a plurality of rubberized reinforcement members, wherein the rubberized reinforcement members of the first carcass ply and the second carcass ply have a cord angle in the range of 78° to 90° with respect to the circumferential direction of the pneumatic vehicle tire, b) a tire inner layer located radially inward relative to the tire carcass, and c) a tread located radially outward relative to the tire carcass, with a contact area provided for road contact, wherein the first carcass ply has a central part running between the first bead element and the second bead element and a first ply turn-up around the first bead element and a second ply turn-up around the second bead element, wherein the end of the first ply turn-up and the end of the second ply turn-up are arranged such that the first ply turn-up and the second ply turn-up are arranged in sections between the central part and the contact area of ​​the tread, characterized in that the second carcass ply is arranged to 90% or more between the tire inner layer and the contact area of ​​the tread, based on the width of the second carcass ply transversely to the circumferential direction.

[0018] Pneumatic vehicle tires that have a tire carcass with at least one carcass ply are known to those skilled in the art. Due to the structure and arrangement of the carcass ply, it is easy for those skilled in the art to distinguish carcass plies from other reinforcement layers in the tire.

[0019] Carcass plies typically comprise a plurality of rubberized reinforcement members, which usually extend through the tire carcass at a cord angle of approximately 90°, i.e., parallel to the radial direction. A pneumatic vehicle tire according to the invention is also correspondingly according to the invention, wherein the first carcass ply and the second carcass ply comprise a plurality of rubberized reinforcement members, wherein the rubberized reinforcement members preferably extend transversely to the circumferential direction through the respective carcass ply.

[0020] With regard to the material selection of the reinforcements, the present invention is advantageously very flexible. A pneumatic vehicle tire according to the invention is preferred, wherein the reinforcements of the first carcass ply and / or the second carcass ply, preferably the first carcass ply and the second carcass ply, are textile reinforcements, preferably textile reinforcements with at least one yarn, wherein the yarn preferably consists of a material selected from the group consisting of aramid, polyesters, for example polyethylene terephthalate and polyethylene naphthalate, polyether ketone, polyketone, rayon, viscose, carbon fibers, natural fibers, glass fibers, and PBO (poly(p-phenylene-2,6-benzobisoxazole)), preferably selected from the group consisting of aramid, polyethylene terephthalate, and rayon.

[0021] Again, a pneumatic vehicle tire according to the invention is relevant for essentially all applications, wherein the rubberized reinforcements in the first carcass ply and / or the second carcass ply, preferably in the first carcass ply and the second carcass ply, are surrounded by a rubberizing material, wherein the rubberizing material can be produced by vulcanizing a vulcanizable rubber mixture, wherein the vulcanizable rubber mixture preferably comprises at least one diene rubber and at least one filler.

[0022] With regard to the bond strength achievable between the carcass plies during vulcanization, the inventors believe it is advantageous if the rubber coatings of the reinforcements in the tire carcass are designed to be as similar as possible. Accordingly, a pneumatic vehicle tire according to the invention is preferred, wherein the rubber coating material of the first carcass ply and the second carcass ply can be produced by vulcanizing vulcanizable rubber mixtures comprising the same diene rubbers and / or the same fillers, preferably the same diene rubbers and the same fillers, particularly preferably in the same mass proportions.

[0023] Within the scope of the invention, some elements which are not carcass plies are each defined as first and second elements, for example the first and second bead elements. Those skilled in the art will understand that pneumatic vehicle tires are largely symmetrical in design in the majority of cases. It follows from this that complementary elements are often made of similar or identical materials and / or have similar or identical dimensions. Accordingly, within the scope of the present invention, for all features disclosed for a first and a second element, for example for the first bead element and the second bead element, it is explicitly preferred if the corresponding feature is implemented on both sides of the pneumatic vehicle tire, i.e. for the first and second element, particularly preferably in the same way.

[0024] The pneumatic vehicle tire according to the invention has a tire bead on both sides, which is intended to ensure the necessary stability when attaching the pneumatic vehicle tire to a rim. The respective tire bead is formed by folding the first carcass ply of the tire carcass around the respective bead element. This folding creates a so-called ply turnup, which extends radially outwards along the sidewall of the tire carcass. The bead element usually comprises a bead core and, in many cases, also a so-called core flap made of a relatively stiff rubber material. Thus, a pneumatic vehicle tire according to the invention is relevant for most configurations, wherein the first bead element and / or the second bead element, preferably both bead elements, comprise, preferably consist of, a bead core, preferably a bead core with a core flap arranged thereon.

[0025] For the purpose of clearly distinguishing the ply turn-ups from the other parts of the first carcass ply, the part of the first carcass ply extending between the bead elements is referred to as the central part in the context of the present invention, so that the central part comprises the part of the first carcass ply which is not part of a ply turn-up.

[0026] According to the usual structure of pneumatic vehicle tires, the pneumatic vehicle tire according to the invention comprises, in addition to the tire carcass, a tread with a contact area provided for road contact and an inner tire layer by means of which airtightness is achieved.

[0027] In accordance with the expert understanding, the regularly rotationally symmetrical pneumatic vehicle tires are products whose structure is expediently described relative to the radial direction, ie the direction pointing radially outwards from the center of the pneumatic vehicle tire, so that the radial direction is perpendicular to the axis of rotation, ie the axial direction, of the pneumatic vehicle tire.

[0028] In this sense, the tread is located radially further outward than the tire carcass, while the inner layer is located radially further inward. This is sometimes referred to as the inner layer being located on the inside of the tire carcass, or the tread being located on the outside. Accordingly, the tire carcass is located in sections, i.e., in the area below the tread, between the tread and the inner layer.

[0029] The dimensions of the tread, which is usually incorporated as a separate component in tire construction, can vary, for example, depending on the tire construction method chosen. However, in accordance with expert understanding, the tread will always include an area intended for contact with the road surface and which, during later use, at permissible axle weight and correct internal pressure, forms the contact patch. This central contact area of ​​the tread is easily identifiable by the expert in practice and merges on both sides via the so-called tire shoulders into the sidewall areas, which end in the tire beads. In most cases, a pneumatic vehicle tire according to the invention is relevant, wherein the tread has a profile on the radially outer surface.

[0030] Within the scope of the invention, the arrangement of some elements is defined in accordance with the usual practice in the field of technology relative to this contact area of ​​the tread.

[0031] In particular, within the scope of the present invention, the first carcass ply is designed such that it has particularly high turn-ups. The portion of the first carcass ply wrapped around the bead elements is designed such that the ends of the turn-ups lie below the contact area of ​​the tread, so that the turn-ups are arranged in sections, i.e., in their end region, between the central part of the first carcass ply and the contact area of ​​the tread. In other words, this is a C-ply whose turn-ups are pulled up into the area of ​​the tire contact patch, so that the first carcass ply is partially double-layered below the contact area of ​​the tread.

[0032] To achieve the advantageous tire construction, this specific arrangement of the first carcass ply is combined with a specifically designed second carcass ply, which not only does not form a layer turn-up, but is also significantly narrower than typical 3 / 4 plies, so that it is arranged largely below the contact area of ​​the tread and extends only to a small extent into the shoulder or sidewall areas of the vehicle tire.

[0033] A further relevant reference direction which the person skilled in the art regularly uses to describe the structure of corresponding pneumatic vehicle tires and which is particularly suitable for expressing this circumstance is the circumferential direction of the pneumatic vehicle tire. In accordance with the understanding of the person skilled in the art, this is the respective tangent to the circle at each point on the circumference which forms a right angle with the radial direction, i.e. the connection between the respective point and the center of the tire, as well as the axial direction. In the context of the present invention, the width of the carcass plies extends transversely to this circumferential direction, wherein this definition makes it possible to take into account the curved arrangement of the carcass plies in the tire structure, such that the width of the carcass plies, in particular of the second carcass ply, can be specified from one end to the other end along the shape predetermined by the tire shape.

[0034] The corresponding narrow second carcass ply is also referred to by the inventors as a 1 / 2 ply in accordance with the nomenclature of the 1- or 3 / 4-ply, so that the specific structure of the tire carcass of pneumatic vehicle tires according to the invention is also referred to by the inventors in short as a C+1 / 2 construction.

[0035] According to the inventors, it is particularly this specific combination of very different carcass plies that determines the advantages of the pneumatic vehicle tire according to the invention. Even if it is theoretically possible to provide additional carcass plies in addition to the two carcass plies defined above, it is preferable not to use additional carcass plies in view of the achievable weight savings and the properties already achievable with this structure. Accordingly, a pneumatic vehicle tire according to the invention is particularly preferred, wherein the tire carcass comprises exactly two carcass plies.

[0036] Given the generally symmetrical structure of vehicle tires, the inventors believe that, apart from a few specialized applications, it is expedient for the carcass plies to be positioned essentially centrally and configured essentially identically on both sides. Accordingly, a pneumatic vehicle tire according to the invention is relevant for the majority of conceivable applications, wherein the first carcass ply and / or the second carcass ply, preferably the first carcass ply and the second carcass ply, particularly preferably the entire tire carcass, is mirror-symmetrical about a mirror plane orthogonal to the axial direction.A pneumatic vehicle tire according to the invention is also relevant for the majority of conceivable applications, wherein the first ply turnup and the second ply turnup have the same length, so that the end of the first ply turnup and the end of the second ply turnup are at the same height in the radial direction. A pneumatic vehicle tire according to the invention is also preferred, wherein the second carcass ply is arranged such that the distance between the second carcass ply and the first bead element and the distance between the second carcass ply and the second bead element are identical.

[0037] The inventors have succeeded in identifying designs for the positioning of the ends of the turn-ups and the design of the second carcass ply that, in their opinion, particularly effectively resolve the conflicting objectives between optimal sidewall robustness and low rolling resistance, as well as a low weight of the pneumatic vehicle tire. The turn-ups should be sufficiently strong, but not too far, beneath the tread. For the second carcass ply, however, it is desirable for it to be positioned as far below the contact area of ​​the tread as possible.Accordingly, a pneumatic vehicle tire according to the invention is initially preferred, wherein the end of the first layer turnup is arranged such that the first layer turnup is arranged over a length in the range of 5 to 30%, preferably in the range of 7.5 to 25%, particularly preferably in the range of 10 to 20%, between the central part and the contact area of ​​the tread, based on the length of the first layer turnup, and / or wherein the end of the second layer turnup is arranged such that the second layer turnup is arranged over a length in the range of 5 to 30%, preferably in the range of 7.5 to 25%, particularly preferably in the range of 10 to 20%, between the central part and the contact area of ​​the tread, based on the length of the second layer turnup.Additionally or alternatively, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply is arranged to 95% or more, preferably to 98% or more, particularly preferably to 99% or more, most particularly preferably substantially completely, between the tire inner layer and the contact area of ​​the tread, based on the width transverse to the circumferential direction.

[0038] The inventors have found that the properties of pneumatic vehicle tires according to the invention can be advantageously adjusted by the arrangement of the two carcass plies relative to one another.

[0039] In this respect, the inventors consider the first decision to be whether the second carcass ply should be positioned radially below or above the central part of the first carcass ply. The latter, in the inventors' estimation, improves the possibilities for incorporating the ply turnups and is therefore inherently somewhat more preferred. Thus, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply is located radially outside relative to the central part of the first carcass ply. Alternatively, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply is located radially inside relative to the central part of the first carcass ply.

[0040] The inventors see a second fundamental decision in whether the ply turn-ups and the second carcass ply should each extend so far that they overlap one another in sections, or whether such an overlap should be avoided.

[0041] According to the inventors' assessment, such an overlap results in particularly advantageous stability, in particular when the resulting regions of the tire carcass are formed with at least three layers of carcass material, i.e. the second carcass ply as well as the central part and the ply turn-up of the first carcass ply, in the shoulder regions of the tires.

[0042] In this respect, the inventors see a first particularly advantageous embodiment in which the second carcass ply is guided in the radial direction over the respective ply turnups, so that the ends of the ply turnups are arranged between the central part of the first carcass ply and the second carcass ply. Accordingly, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply is located on the outside in the radial direction relative to the first ply turnup in sections, and / or wherein the second carcass ply is located on the outside in the radial direction relative to the second ply turnup in sections. A pneumatic vehicle tire according to the invention is particularly preferred, wherein the second carcass ply, based on the width of the second carcass ply, is located transversely to the circumferential direction over 5 to 25%, preferably over 10 to 20%, outside in the radial direction relative to the respective ply turnup.Additionally or alternatively, a pneumatic vehicle tire according to the invention is particularly preferred, wherein the second carcass ply is located transversely to the circumferential direction over a width of 10 mm or more, preferably 15 mm or more, particularly preferably 20 mm or more, relative to the respective ply turn-up in the radial direction on the outside.

[0043] In the inventors' opinion, however, a particularly advantageous structure is obtained when the ends of the second carcass ply are fixed between the central part of the first carcass ply and the respective ply turnups. A pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply is arranged in sections between the central part and the first ply turnup, and / or wherein the second carcass ply is arranged in sections between the central part and the second ply turnup. A pneumatic vehicle tire according to the invention is particularly preferred in this respect, wherein the second carcass ply is arranged transversely to the circumferential direction over 5 to 25%, preferably over 10 to 20%, based on the width of the second carcass ply between the central part and the respective ply turnup.Particularly preferred is additionally or alternatively a pneumatic vehicle tire according to the invention, wherein the second carcass ply is arranged transversely to the circumferential direction over a width of 10 mm or more, preferably 15 mm or more, particularly preferably 20 mm or more, between the central part and the respective ply turn-up.

[0044] When the second carcass ply is arranged below the first carcass ply, comparable degrees of overlap are preferred. A pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply is located radially inward in some sections relative to the first ply turnup and the central part, and / or wherein the second carcass ply is located radially inward in some sections relative to the second ply turnup and the central part. A pneumatic vehicle tire according to the invention is particularly preferred in this respect, wherein the second carcass ply, based on the width of the second carcass ply, is located transversely to the circumferential direction over 5 to 25%, preferably over 10 to 20%, radially inward relative to the central part and the respective ply turnup.Additionally or alternatively, a pneumatic vehicle tire according to the invention is particularly preferred, wherein the second carcass ply is located transversely to the circumferential direction over a width of 10 mm or more, preferably 15 mm or more, particularly preferably 20 mm or more, relative to the central part and the respective ply turn-up in the radial direction.

[0045] The inventors consider embodiments in which the second carcass ply is designed with such a narrow width that it does not overlap the ply turnups to be a high-performance alternative to the embodiments with a sectionally at least three-ply structure. In the inventors' estimation, such vehicle tires according to the invention are particularly preferred, in particular with regard to the achievable weight savings. Against this background, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply has a width transverse to the circumferential direction in the range of 0.4*A to 0.9*A, preferably in the range of 0.5*A to 0.8*A, where A is the distance between the end of the first ply turnup and the end of the second ply turnup.Additionally or alternatively, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply has a distance transverse to the circumferential direction from the end of the first ply turnup in the range of 0.2*A to 0.45*A, preferably in the range of 0.25*A to 0.4*A, where A is the distance between the end of the first ply turnup and the end of the second ply turnup. Alternatively or additionally, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply has a distance transverse to the circumferential direction from the end of the second ply turnup in the range of 0.2*A to 0.45*A, preferably in the range of 0.25*A to 0.4*A, where A is the distance between the end of the first ply turnup and the end of the second ply turnup.

[0046] Those skilled in the art will understand that both the setting of an overlap of the second carcass ply with the ply turnups and the use of second carcass plies with a reduced width result in a tire carcass that at least potentially has an uneven surface, caused, for example, by unevenness generated by the overlapping of carcass plies. Even if this is unproblematic in many cases, it can complicate the manufacturing process in some cases. Furthermore, it is possible that other tire components, such as belt plies, cannot be optimally positioned on the carcass. To solve this problem, the inventors propose that rubber elements can be selectively used in the overlap or edge regions of the carcass plies, which in practice will preferably not comprise any reinforcement members.

[0047] To compensate for unevenness resulting from an overlapping arrangement of the second carcass ply and the ply turn-ups, a pneumatic vehicle tire according to the invention is preferred, wherein the pneumatic vehicle tire comprises a strip-shaped first rubber element, wherein the strip-shaped first rubber element is located radially outward in sections relative to the first ply turn-up and radially outward in sections relative to the second carcass ply, and / or wherein the pneumatic vehicle tire comprises a strip-shaped second rubber element, wherein the strip-shaped second rubber element is located radially outward in sections relative to the second ply turn-up and radially outward in sections relative to the second carcass ply.

[0048] To compensate for unevenness resulting from a shortened second carcass ply, a pneumatic vehicle tire according to the invention is preferred, wherein the strip-shaped first rubber element is arranged such that it extends transversely to the circumferential direction over the end of the first ply turn-up and / or the end of the second carcass ply, and / or wherein the strip-shaped second rubber element is arranged such that it extends transversely to the circumferential direction over the end of the second ply turn-up and / or the end of the second carcass ply.

[0049] With a view to the bond strength achievable during vulcanization, the inventors propose that when using such rubber elements, they should be formed from a rubber material or a vulcanizable rubber mixture that is as similar as possible to the rubber coatings of the reinforcements in the carcass plies. Accordingly, a pneumatic vehicle tire according to the invention is preferred, wherein the strip-shaped first rubber element and / or the strip-shaped second rubber element, preferably the strip-shaped first rubber element and / or the strip-shaped second rubber element, comprise a further rubber coating material, wherein the rubber coating material can be produced by vulcanizing a vulcanizable rubber mixture, wherein the vulcanizable rubber mixture preferably comprises at least one diene rubber and at least one filler.Particularly preferred in this respect is a pneumatic vehicle tire according to the invention, wherein the further rubber coating materials can be produced by vulcanizing vulcanizable rubber mixtures which comprise the same diene rubbers and / or the same fillers, preferably the same diene rubbers and the same fillers, as the vulcanizable rubber mixtures from which the first carcass ply and / or the second carcass ply can be produced.

[0050] In practice, the inventors believe that pneumatic vehicle tires according to the invention will most likely be manufactured with a conventional radial carcass, in which the reinforcements in the carcass plies have a corresponding cord angle of substantially 90°. However, the inventors have found that particularly advantageous pneumatic vehicle tires can be obtained with the tire construction according to the invention even if cord angles deviating from 90° are set, since the reinforcements of the two carcass plies thereby form a lattice structure below the contact area of ​​the tread in plan view, which ensures a particularly robust tire carcass.According to the invention, a pneumatic vehicle tire according to the invention is provided, wherein the rubberized reinforcement members of the first carcass ply and the second carcass ply have a cord angle in the range of 78° to 90°, preferably in the range of 78° to 88°, particularly preferably in the range of 78° to 85°, relative to the circumferential direction of the pneumatic vehicle tire, wherein the cord angles of the rubberized reinforcement members of the first carcass ply and the second carcass ply preferably point in different directions. In accordance with the expert's understanding, the cord angle is the smaller of the two circumferentially pointing intersection angles of the reinforcement members with the circumferential direction.In practice, opposing courses of the strength members are sometimes alternatively specified by defining a certain cutting angle as the reference angle, so that, depending on the orientation, angles of greater or less than 90° result, for example 78° and 102° for opposing courses with a deflection of 12° each relative to the ideal radial course.

[0051] It can be seen as an advantage of pneumatic vehicle tires according to the invention that additional layers can be provided between the tire carcass and the tread, which enable further optimization of the performance properties, even if this is often at the expense of the achievable overall weight, so that the number of additional layers should be kept small for many applications. Thus, firstly, a pneumatic vehicle tire according to the invention is preferred, wherein one or more, preferably two or more, particularly preferably three or more, additional layers are arranged between the contact area of ​​the tread and the tire carcass. In this respect, a pneumatic vehicle tire according to the invention is particularly preferred, wherein at least one, preferably two, of the additional layers are selected from the group consisting of belt layers and bandages, preferably belt layers.Additionally or alternatively, a pneumatic vehicle tire according to the invention is particularly preferred, wherein at least one of the further layers is a cap-ply layer.

[0052] In this respect, the inventors propose that the width and arrangement of the second carcass ply should be matched to the width of the additional plies, in particular of any belt package present, in order to achieve particularly favorable performance characteristics. Accordingly, a pneumatic vehicle tire according to the invention is preferred, wherein the second carcass ply is arranged between the tire inner layer and the additional ply(s) to an extent of 90% or more, preferably 95% or more, particularly preferably 98% or more, and most particularly preferably substantially completely, based on the width of the second carcass ply transversely to the circumferential direction.

[0053] Also disclosed is a vehicle, in particular a van, preferably a van for 8 or more passengers, particularly preferably for 10 or more passengers, comprising four or more pneumatic vehicle tires according to the invention, wherein preferably all vehicle tires of the vehicle are pneumatic vehicle tires according to the invention. Those skilled in the art will understand that pneumatic vehicle tires according to the invention are preferred, which are van tires. Furthermore, the use of pneumatic vehicle tires according to the invention as part of the tires of vans and commercial vehicles is particularly preferred.

[0054] Preferred embodiments of the invention are explained and described in more detail below with reference to the accompanying figures. In the figures: Fig. 1 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a first preferred embodiment; Fig. 2 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a second preferred embodiment; Fig. 3 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a third preferred embodiment; Fig. 4 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a fourth preferred embodiment; Fig. 5 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a fifth preferred embodiment; Fig. 6 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a sixth preferred embodiment;Fig. 7 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a seventh preferred embodiment; Fig. 8 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in an eighth preferred embodiment; Fig. 9 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a ninth preferred embodiment; and Fig. 10 shows a schematic cross-sectional view of a section of a pneumatic vehicle tire according to the invention in a tenth preferred embodiment.

[0055] All Fig.1 to 10show schematic cross-sectional representations of pneumatic vehicle tires 10 according to the invention, wherein for reasons of clarity only one half of the pneumatic vehicle tire 10 is shown in each case, since the remaining half is mirror-symmetrical about a mirror plane orthogonal to the circumferential direction and is accordingly designed to be substantially identical in construction.

[0056] The Fig. 1 to 10The pneumatic vehicle tires 10 shown each comprise a tire inner layer 18 located radially inside and a tread 20 located radially outside with a contact area 21 that is intended to come into contact with the road surface, for example when the pneumatic vehicle tire 10 is used on a vehicle. The tread 20 has a profile on its surface (not shown). In addition, the pneumatic vehicle tires 10 shown have a tire carcass between the tire inner layer 18 and the tread 20. Furthermore, three further layers are arranged between the tire carcass and the tread 20, of which, for example, two of the layers can be belt layers and one of the layers can be a cap-ply layer.

[0057] The tire carcass has a first bead element 12 and a complementary second bead element (not shown), each comprising a bead core, for example a hexagonal one, and a core flap arranged thereon. A reinforcing element is provided on the outer side of each tire bead formed by enclosing the bead elements with the first carcass ply 14.

[0058] The first carcass ply 14 of the tire carcass is wrapped around the bead elements in such a way that a first ply turnup 22 and a second ply turnup (not shown) are formed, wherein the region of the first carcass ply 14 extending between the first bead element 12 and the second bead element is referred to as the central part. In the examples shown, the first ply turnup 22 and the second ply turnup have the same length and are each arranged, based on their total length, over a length in the range of 10 to 20% between the central part of the first carcass ply and the contact area 21 of the tread 20.

[0059] A second carcass ply 16 of the tire carcass is arranged, based on its width transversely to the circumferential direction of the pneumatic vehicle tire 10, almost entirely between the tire inner layer 18 and the contact area 21 of the tread 20, or between the tire inner layer 18 and the other plies. The distance of the second carcass ply 16 from the first bead element 12 and the second bead element is identical in each case, so that the second carcass ply 16 is arranged centrally below the tread (20). In the figures shown, the tire carcass has no further carcass plies beyond the first carcass ply 14 and the second carcass ply 16.

[0060] In the figures shown, the first carcass ply 14 and the second carcass ply 16 each comprise a plurality of rubberized reinforcement members extending transversely to the circumferential direction through the respective carcass ply and having a cord angle of substantially 90° relative to the circumferential direction. The reinforcement members of the first carcass ply 14 and the second carcass ply 16 can, for example, be textile reinforcement members with at least one polyethylene terephthalate yarn. The rubber coating material surrounding the reinforcement members can be produced by vulcanizing a vulcanizable rubber mixture, which is identical for the first carcass ply 14 and the second carcass ply 16 in the example shown.

[0061] Fig. 1shows a preferred embodiment of a pneumatic vehicle tire 10 according to the invention, in which the second carcass ply 16 is located radially outward relative to the central part of the first carcass ply 14 and, in addition, is arranged, with respect to its width transverse to the circumferential direction, over 10 to 20% or over a width of 20 mm or more, between the central part and the first ply turnup 22 or the second ply turnup.

[0062] Fig. 2 shows a further preferred embodiment, wherein the second carcass ply 16 is also located radially outward relative to the central part of the first carcass ply 14, but is located radially outward relative to the first ply turnup 22 or second ply turnup by 10 to 20% or a width of 20 mm or more, based on its width transverse to the circumferential direction.

[0063] Fig. 3shows a further preferred embodiment in which the second carcass ply 16 is also located radially outward relative to the central part of the first carcass ply 14, but transversely to the circumferential direction has a width in the range of approximately 0.6*A or a distance from the end of the ply turn-ups of approximately 0.4*A, where A is the distance between the end of the first ply turn-up 22 and the end of the second ply turn-up.

[0064] Fig. 4 shows an alternative preferred embodiment in which the second carcass ply 16 is located radially inward relative to the central part of the first carcass ply 14 and relative to the first ply turnup 22 and relative to the second ply turnup, but overlaps with the ply turnups in the projection.

[0065] Fig. 5shows a further preferred embodiment in which the second carcass ply 16 is also located radially inward relative to the central part of the first carcass ply 14 and relative to the ply turn-ups, although it is not arranged in an overlapping manner but rather has a reduced width of approximately 0.6*A or a distance from the ends of the ply turn-ups of approximately 0.4*A, wherein A in this case is also the distance between the end of the first ply turn-up 22 and the end of the second ply turn-up.

[0066] The Fig. 6 to 10 show in the corresponding order the basic constructions of the pneumatic vehicle tires 10 of the Fig. 1 to 5, each of which additionally has a strip-shaped first rubber element 24, which is located radially outward in sections relative to the first ply turnup 22 and in sections relative to the second carcass ply 16. Due to the mirror-symmetrical structure of the pneumatic vehicle tire 10, a strip-shaped second rubber element is present in a mirror-symmetrical position in the half of the pneumatic vehicle tire 10 not shown. The strip-shaped rubber elements each comprise a further rubber coating material, which in the example shown is identical to the rubber material of the rubber coating in the carcass plies.

[0067] In the Fig. 6 and 9 the first rubber element 24 is arranged so that it extends transversely to the circumferential direction over the end of the first layer turn-up 22. In the Fig. 7the first rubber element 24 is arranged so that it extends transversely to the circumferential direction over the end of the second carcass ply 16. In the Fig. 8 and 10 the rubber element 24 extends both over the end of the first ply turn-up 22 and over the end of the second carcass ply 16.

[0068] Based on the constructions described above, the inventors developed three pneumatic vehicle tires according to the invention for a van with a construction according to Fig. 1 manufactured. Due to the different construction, a significant carcass material saving of approximately 0.23 m 2 and a weight saving of 364 g could be achieved for pneumatic vehicle tires according to the invention.

[0069] Subsequently, the pneumatic vehicle tires according to the invention were evaluated for energy at break in a typical plunger test ("plunger test", PL39D, piston size 19 mm, piston speed 53 mm / min, measurement temperature 23.6 °C, tire pressure 575 kPa). The pneumatic vehicle tires according to the invention were compared with three reference tires, each featuring a tire carcass with a conventional 1+3 / 4 construction. For each of the three tires, the fracture energies were determined as the average of five measurements at measuring points distributed around the circumference of the tire.

[0070] For the pneumatic vehicle tires according to the invention, average fracture energies of 848 J, 815 J and 835 J (average 833 J) were determined, whereas for the reference tires, fracture energies of 740 J, 777 J and 762 J (average 760 J) were obtained.

[0071] Despite the advantageous material and weight savings, an average fracture energy improvement of 73 J was surprisingly achieved across the three pneumatic vehicle tires. List of reference symbols

[0072] 10Pneumatic vehicle tire 12First bead element 14First carcass ply 16Second carcass ply 18Tire inner layer 20Tread 21Contact area 22First ply turn-up 24First rubber element

Claims

1. Pneumatic vehicle tyre (10), comprising: a) a tyre carcass with a first bead element (12) and a second bead element, comprising a first carcass ply (14) and a second carcass ply (16), wherein the first carcass ply (14) and the second carcass ply (16) comprises a multiplicity of rubberized reinforcing elements, wherein the rubberized reinforcing elements of the first carcass ply (14) and of the second carcass ply (16) have with respect to the circumferential direction of the pneumatic vehicle tyre (10) a cord angle in the range of 78° to 90°, b) a tyre inner layer (18), which is on the inside radially relative to the tyre carcass, and c) a tread (20), which is on the outside radially relative to the tyre carcass and has a contact area (21) intended for contact with the roadway, wherein the first carcass ply (14) has a central part, extending between the first bead element (12) and the second bead element, as well as a first ply turn-up (22) around the first bead element (12) and a second ply turn-up around the second bead element, wherein the end of the first ply turn-up (22) and the end of the second ply turn-up are arranged such that the first ply turn-up (22) and the second ply turn-up are arranged partly between the central part and the contact area (21) of the tread (20), characterized in that 90% or more of the second carcass ply (16) is arranged between the tyre inner layer (18) and the contact area (21) of the tread (20), with respect to the width of the second carcass ply (16) transversely to the circumferential direction.

2. Pneumatic vehicle tyre (10) according to Claim 1, wherein the second carcass ply (16) lies on the outside in the radial direction relative to the central part of the first carcass ply (14).

3. Pneumatic vehicle tyre (10) according to Claim 1, wherein the second carcass ply (16) lies on the inside in the radial direction relative to the central part of the first carcass ply (14).

4. Pneumatic vehicle tyre (10) according to either of Claims 1 and 2, wherein the second carcass ply (16) is arranged partly between the central part and the first ply turn-up (22), and / or wherein the second carcass ply (16) is arranged partly between the central part and the second ply turn-up.

5. Pneumatic vehicle tyre (10) according to either of Claims 1 and 2, wherein the second carcass ply (16) lies on the outside in the radial direction partly relative to the first ply turn-up (22), and / or wherein the second carcass ply (16) lies on the outside in the radial direction partly relative to the second ply turn-up.

6. Pneumatic vehicle tyre (10) according to either of Claims 1 and 3, wherein the second carcass ply (16) lies on the inside in the radial direction partly relative to the first ply turn-up (22), and / or wherein the second carcass ply (16) lies on the inside in the radial direction partly relative to the second ply turn-up.

7. Pneumatic vehicle tyre (10) according to one of Claims 1 to 6, wherein the second carcass ply (16) has transversely to the circumferential direction a width in the range of 0.4*A to 0.9*A, preferably in the range of 0.5*A to 0.8*A, where A is the distance between the end of the first ply turn-up (22) and the end of the second ply turn-up.

8. Pneumatic vehicle tyre (10) according to one of Claims 1 to 7, wherein the pneumatic vehicle tyre (10) comprises a strip-shaped first rubber element (24), wherein the strip-shaped first rubber element (24) lies on the outside in the radial direction partly relative to the first ply turn-up (22) and partly relative to the second carcasss ply (16), and / or wherein the pneumatic vehicle tyre (10) comprises a strip-shaped second rubber element, wherein the strip-shaped second rubber element lies on the outside in the radial direction partly relative to the second ply turn-up and partly relative to the second carcass ply (16).

9. Pneumatic vehicle tyre (10) according to Claim 8, wherein the strip-shaped first rubber element (24) is arranged such that it extends transversely to the circumferential direction beyond the end of the first ply turn-up (22) and / or the end of the second ply turn-up (16), and / or wherein the strip-shaped second rubber element is arranged such that it extends transversely to the circumferential direction beyond the end of the second ply turn-up and / or the end of the second carcass ply (16).