VEHICLE TIRES

Description

[0001] The invention relates to a vehicle tire, preferably for a light vehicle, particularly preferably for a motorcycle and / or a bicycle and / or a wheelchair, with a directional design, having a defined rolling direction when traveling forward and a central circumferential line, profiled tread, sidewalls and bead areas, wherein the tread has elongated block-like projections in the circumferential direction, including projections located closest to the central circumferential line and closest to the sidewalls, wherein each projection has a top surface with two longitudinal edges extending in the direction of the elongated design - one longitudinal edge located further outwards on the tread and one longitudinal edge located further inwards on the tread.

[0002] Such a vehicle tire, intended in particular for bicycles, scooters, motorcycles, passenger cars, commercial vehicles, or tractors, is known, for example, from US Patent 11,498,368 B2. This vehicle tire has a directional tread pattern with circumferentially elongated, block-like projections. In each half of the tread, two rows of circumferentially consecutive projections are provided, with the projections located closest to the center line of the tread and closest to the sidewalls. Each projection has a surface with two longitudinal edges oriented in the direction of the projection's elongated shape: one edge located further out on the tread and one edge located further in on the tread. This vehicle tire is intended to provide good grip when cornering.

[0003] US Patent 2017 / 0008350 A1 discloses a motorcycle tire with a tread featuring block-like projections. These projections are arranged in circumferential rows in both shoulder and mid-center sections, with projections from different rows being axially adjacent in pairs, such that a short, groove-like recess runs between each pair of projections. Viewed in the tire cross-section through the recess, the distance from the lowest point of the recess to the inner edge of the tread of the adjacent projection in the shoulder row is greater than the distance from the lowest point of the recess to the outer edge of the tread of the adjacent projection in the mid-center row. This motorcycle tire is intended to provide good grip on loose surfaces.

[0004] JP 2009 269 421 A discloses a vehicle tire with a tread featuring six rows of tread blocks arranged consecutively in the circumferential direction. Viewed in cross-section, the tread blocks of the three rows located in one half of the tread have inclined outer surfaces that slope downwards towards the tread edge. The tire is intended to exhibit good cornering characteristics.

[0005] JP S63 6902 U discloses a vehicle tire for a two-wheeler, the tire having a tread with one central, two semi-central, and two shoulder-side rows of block-like protrusions. The outer contour of the tread, extending from the tire's equatorial plane to each lateral edge, consists of three radii, which is intended to improve traction and cornering performance.

[0006] US patent 2023 / 278370 A1 discloses a motorcycle tire with a tread featuring block-like elevations. The shoulder-side block-like elevations have a sidewall adjoining the inner edge of the tread, which, viewed in cross-section, is composed of two shallow V-shaped sidewall sections, thus achieving favorable off-road handling characteristics.

[0007] These types of vehicle tires are primarily bicycle tires designed for urban use, such as trekking tires, cargo tires, racing tires, or GRAVEL tires, the latter being used extensively on paved roads. Examples include the CONTACT Plus City tire shown on the Continental website (see https: / / www.continental-reifen.de / b2c / bicycle / tires / contact-plus-city / , accessed September 20, 2023) and the RIDE Tour tire (see https: / / www.continental-reifen.de / b2c / bicycle / tires / ride-tour / , accessed September 20, 2023). Bicycle tires with pronounced knobs in the tread pattern provide a positive grip on rough or off-road surfaces, resulting in good traction. The more knobs present, the better the grip.It is therefore also known to create slits on the tread blocks, which divide the blocks in the contact area with the ground or are bodies cut out of the block surface. With more closed tread patterns, such as those used in urban environments, as trekking tires, or gravel tires with a high proportion of road riding, it is also advantageous to slope the tread downwards towards the sidewalls to reduce the changes in stiffness between the tread and sidewall and to achieve more even wear of the tread in the shoulder areas. This makes it more difficult for the edges of slits to engage with the ground. Furthermore, with thin treads, such as those found on racing or gravel tires, the possibility of creating conventional slits is limited.Furthermore, stones can easily get caught in grooves, for example when cornering on such surfaces; additional stones that penetrate can even cause the grooves to become completely blocked. Grooves can also become completely blocked when driving on muddy surfaces. Grooves also have the disadvantage that they tend to close under lateral loads, so that their edges then offer little grip.

[0008] The invention is based on the objective of providing a particularly effective alternative to cuts in a vehicle tire of the type mentioned at the outset, in particular in those with thinner treads, to ensure good grip properties.

[0009] The problem stated in the invention is solved by including in the raised sections those which are arranged between the raised sections closest to the central circumferential line and the raised sections closest to the side walls, wherein the longitudinal edges in all raised sections run in the same direction at an angle of 10° to 30°, in particular 15° to 25°, to the circumferential direction, wherein the longitudinal edge located further inwards towards the tread is at a greater height relative to a base surface of the raised section than the longitudinal edge located further outwards towards the tread, and wherein – with regard to the design of the raised sections which follow one another in the area between the central circumferential line and the side wall – the raised section located closest to the central circumferential line, with respect to the longitudinal edge located further inwards towards the tread,The lowest raised section and the raised section closest to the side wall, in relation to the longitudinal edge further inwards on the tread, which is the highest raised section.

[0010] In vehicle tires with treads designed according to the invention, the block-like projections eliminate the need for a design with cuts, since the projections provide a multitude of gripping edges in an optimal position relative to the rolling direction during forward travel, thanks to the aforementioned angle of inclination. By positioning the longitudinal edge located further inward on the tread at a greater height relative to the base of the projection than the longitudinal edge located further outward, the latter can be designed to act as a particularly effective gripping edge. The projections being designed at different heights allow for a particularly advantageous weight optimization of the tread.

[0011] In a preferred embodiment, the raised sections are higher the closer they are to the sidewall. This measure is particularly advantageous for weight optimization by distributing the rubber volume of the raised sections from the center of the tread to the sidewalls.

[0012] A particularly advantageous design is therefore one in which the elevation(s) located between the elevation(s) at the center of the tread and at the side walls has a height that is less than the height of the highest elevation(s) and greater than the height of the lowest elevation(s).

[0013] A particularly advantageous arrangement of the gripping edges provided by the protrusions is present in a design in which the protrusions are arranged in rows between the center of the tread and the side walls, each row comprising at least three protrusions of different heights.

[0014] In vehicle tires with a largely "smooth" tread, the raised areas are advantageously formed directly on the base surface of the tread.

[0015] In other types of vehicle tires with lugs in the tread, each having a top surface, the top surfaces of the lugs are the base surfaces of the elevations.

[0016] The grip and braking properties of the tread, especially on rough surfaces, are particularly good in a design where the raised areas have square top surfaces, the longitudinal edges being connected to each other by shorter side edges running in the axial direction or at an angle of up to 30° to the axial direction.

[0017] Another measure, which is particularly advantageous for the direction-bound design of the tread, consists in the fact that the longitudinal edges of the cover surfaces of the elevations slope downwards from their ends located further outwards on the tread towards their ends located further inwards on the tread, wherein at their end located on the tread side, the longitudinal edge located further inwards on the tread has a height determined perpendicular to the base surface, which is 0.10 mm to 0.30 mm greater than the height of the longitudinal edge running further inwards on the tread at its end located on the outside of the tread.

[0018] Gripping edges on the raised sections located further towards the sidewall are particularly effective when cornering. The raised sections located further inwards on the tread, or those closer to or near the center of the tread, can also have surfaces with at least one longitudinal edge that slopes down towards the base surface in such a way that its end on the inside of the tread is level with the base surface.

[0019] For the effects achievable with the raised sections, it is further advantageous if the ends of the longitudinal edges of the raised sections located further inwards on the tread have a height difference of 0.05 mm to 1.00 mm, in particular of 0.10 mm to 0.40 mm, with the end of the longitudinal edge located further inwards on the tread being at the greater height. This measure is also advantageous for optimizing the noise and weight of the tread.

[0020] It is therefore also advantageous if the raised sections have low heights; in particular, even at low heights, the edges of the raised sections act as braking and gripping edges. Preferably, the heights of the ends of the longitudinal edges of the raised sections located on the inside of the tread, measured perpendicular to the base surface, are between 0.10 mm and 1.50 mm, particularly between 0.20 mm and 0.60 mm. The heights of the ends of the longitudinal edges located on the outside of the tread, measured perpendicular to the base surface, are between 0.00 mm and 1.00 mm, particularly up to 0.50 mm.

[0021] An advantageous embodiment is given in that the vehicle tire is a pneumatic tire.

[0022] An advantageous embodiment is given in that the vehicle tire is a vehicle tire for a light vehicle, preferably for a bicycle and / or motorcycle and / or a wheelchair, particularly preferably for a bicycle.

[0023] It may be a light vehicle tire, preferably a bicycle tire and / or a motorcycle tire and / or a wheelchair tire, particularly preferably a bicycle tire.

[0024] For the purposes of this application, the term "light vehicle" refers to vehicles with an unladen mass of no more than 425 kg (excluding batteries in the case of electric vehicles), preferably bicycles and / or wheelchairs and / or motorcycles and / or vehicles of vehicle category L as defined in the [relevant regulation / law]. EU Regulation 168 / 2013, which each meet the requirements for a maximum unladen weight of 425 kg.

[0025] The light vehicle, preferably a bicycle, can be powered solely by muscle power and thus have no drive motor. However, the light vehicle, preferably a bicycle, can also have a drive motor, preferably an electric motor, for propelling the vehicle. The preferably electric drive motor can be designed as an auxiliary motor for pedal assistance or as the sole drive. The light vehicle, preferably a bicycle, can be designed as a cargo vehicle. The light vehicle, preferably a bicycle, can have two, three, four, or more wheels.

[0026] Motor vehicles of vehicle category L within the meaning of EU Regulation 168 / 2013 include in particular vehicles according to categories L1e and / or L2e and / or L3e and / or L4e and / or L5e and / or L6e.

[0027] Further features, advantages, and details of the invention will now be described in more detail with reference to the schematic drawing, which illustrates exemplary embodiments. Fig. 1 a view of a circumferential section of a bicycle tire, Fig. 2 a circumferential section of the tread of the bicycle tire projected onto the plane and Fig. 3 A schematic enlarged oblique view of a design of a block-like elevation of the running track.

[0028] Fig. 1 Figure 1 shows a circumferential section of an exemplary embodiment of a bicycle tire 1 suitable for urban use and also for the applications of cargo, trekking, racing or gravel, with a tread 2, sidewalls 3 and bead areas 4. The other components usually provided inside the bicycle tire 1, such as a carcass provided with a reinforcing layer, are not shown.

[0029] The bicycle tire 1 has a profile in the tread 2, which in the illustrated embodiment runs in a V-shape towards each other, just before the line AA ( Fig. 2 The tread 2 has diagonal grooves 5 terminating at the central circumferential line marked by the central circumferential line, arranged parallel to each other in each half of the tread, and rows of block-like projections 6 formed between the diagonal grooves 5 and running analogously to the diagonal grooves 5. Due to the diagonal grooves 5, which run in a V-shape to each other, and the rows of projections 6, the tread 2 is directional, so that when mounting the bicycle tire 1, attention must be paid to a specific rolling direction when traveling forward, namely such that the ends of the diagonal grooves 5 on the inside of the tread enter the surface first when traveling forward. This rolling direction is indicated in the Figuren 1 and 2 marked with the arrow R a.

[0030] The tread areas outside the inclined grooves 5 form a base surface 2a which, in the illustrated embodiment, apart from the aforementioned block-like projections 6, has no further profile structures. In the illustrated embodiment, the block-like projections 6, which are provided in each half of the tread for the most part between the circumferentially successive inclined grooves 5, are also elongated and rectangular in shape and arranged in pairs in each row. In each pair of block-like projections 6, the two projections 6 are flush with each other, with their mutual distance a 1 ( Fig. 2 ) in the order of 1.00 mm to 5.00 mm, in particular 1.50 mm to 3.00 mm. In each row, the pairs of elevations 6 run parallel to each other, their mutual distance a 2 ( Fig. 2 The thickness is also in the range of 1.00 mm to 5.00 mm, particularly 1.50 mm to 3.00 mm. Since the rows of protrusions 6 run obliquely across the respective half of the tread, the pairs of protrusions 6 are offset from each other accordingly. In an alternative embodiment, not shown, each row consists of successive individual protrusions 6.

[0031] According to Fig. 2 In the illustrated embodiment, the raised sections 6 each have an elongated rectangular, flat surface 6a with two narrow side edges 6b1 and 6b2, which, for example, have a width b of 1.50 mm to 2.00 mm, and two long side edges 6c1 and 6c2, which, for example, have a length I of 2.50 mm to 3.50 mm. In particular, all raised sections 6 have surface areas 6a of equal size, the sizes of which differ only slightly from one another. In each half of the tread, the long side edges 6c1 and 6c2 of the raised sections 6 run at an angle α of 10° to 30°, in particular 15° to 25°, and are inclined in the same direction as the inclined grooves 5.

[0032] At the in Fig. 1 and Fig. 2 In the embodiment shown, eight pairs of protrusions 6 are provided between each pair of circumferentially adjacent inclined grooves 5, while in alternative embodiments at least three individual protrusions 6 or three pairs of protrusions 6 are provided between the center of the tread and the side wall 3, which are arranged in a specific manner, as shown below in particular by reference to the Fig. 3 as described, they differ from each other.

[0033] Fig. 3 shows a greatly enlarged schematic view of survey 6 from the in Fig. 1 and Fig. 2 left half of the tread. Of the two long side edges 6c 1 and 6c 2, side edge 6c 2 is the side edge facing the center of the tread (center perimeter line AA), and the "active" gripping edge, side edge 6c 1 facing away from the center of the tread (center perimeter line AA), is a passive edge. At each elevation 6, the "active" gripping edge (side edge 6c 2) runs opposite the base surface 2a (cf. Fig. 2) at a greater height than the passive edge (side edge 6c 1 ). In addition, the heights of both side edges 6c 1 and 6c 2 decrease from their ends E 1 , E 2, located further outwards on the tread, towards their ends E' 1 , E' 2, located further inwards on the tread, with the side edge 6c 2 having a height determined perpendicular to the base surface 2a that is 0.10 mm to 0.30 mm greater than the height of the side edge 6c 1 at the end E 1 located on the outside of the tread. At the ends E' 1 , E' 2 located on the inside of the tread, both side edges 6c 1 and 6c 2 can slope down to the level of the base surface 2a or have a height difference of 0.05 mm to 1.00 mm, in particular of 0.10 mm to 0.40 mm, with the side edge 6c 2 ending higher than the side edge 6c 1 .

[0034] Corresponding to the described contours of the side edges 6c1 and 6c2, the contours of the side edges 6b1 and 6b2 are as follows. Side edge 6b1 is the one with which each protrusion 6 first makes contact with the surface when the tire rolls forward. The opposite side edge 6b2 is an "active" edge, advantageous for braking performance.

[0035] Regarding the design of the protrusions 6, which follow one another in the area between the mid-circumference line AA and the side wall 3, it is particularly important to note that the active gripping edges (side edges 6c 2 ) are higher the closer a protrusion 6 is to the side wall 3. Two or three identically designed protrusions 6 can also follow one another directly, with at least three protrusions 6 being present between the mid-circumference line AA and the side wall 3, the height of which of their active gripping edges (side edges 6c 2 ) is greater the closer they are to the side wall 3.The heights of the ends E 2 of the grip edges (side edges 6c 2) located on the outside of the tread, determined perpendicularly to the base surface 2a, are preferably 0.10 mm to 1.50 mm, in particular 0.20 mm to 0.60 mm, and the heights of the ends E' 2 of the grip edges (side edges 6c 2) located on the inside of the tread, determined perpendicularly to the base surface 2a, are 0.00 mm to 1.00 mm, in particular up to 0.50 mm.

[0036] In one variant of the tread pattern (not shown), the raised sections are located on the cleats of the tread pattern, so that the top surfaces of the cleats each form the reference base surfaces. In another variant of the tread pattern (not shown), the raised sections are not arranged in rows, but staggered against each other in each half of the tread pattern, with raised sections located at the center of the tread pattern, at the side walls, and in between.

[0037] Tires designed according to the invention can also be other types of vehicle tires. Specifically, tires designed according to the invention can be pneumatic vehicle tires, preferably light vehicle tires, and particularly preferably motorcycle tires and / or bicycle tires and / or wheelchair tires. Reference symbol list

[0038] 1 Bicycle tire 2 Tread 2a Base surface 3 Sidewall 4 Bead area 5 Angled groove 6 Block-like protrusion 6a Top surface 6b1, 6b2 Narrow side edge 6c1, 6c2 Long side edge α Angle A-A Circumference line a1 Spacing (pairs of protrusions) a2 Spacing (pair to pair) b Width (6b1, 6b2) E1, E2 Ends on outer side of tread E'1, E'2 Ends on inner side of tread I Length (6c1, 6c2) R a Direction of rolling when traveling forward

Claims

1. Vehicle tyre, preferably for a light vehicle, particularly preferably for a motorcycle and / or a bicycle and / or a wheelchair, with a directional profiled tread (2) having a defined rolling direction during forward travel and also a central circumferential line (line A-A), sidewalls (3) and bead regions (4), wherein the tread (2) has circumferentially elongated block-like elevations (6), including elevations (6) located closest to the central circumferential line (line A-A) and elevations (6) located closest to the sidewalls (3), wherein each elevation (6) respectively has a top area (6a) with two longitudinal edges (6c1, 6c2) running in the direction of the elongated design - one longitudinal edge (6c1) located further outside the tread and one longitudinal edge (6c2) located further inside the tread, characterized in that the elevations (6) include those which are arranged between the elevations (6) located closest to the central circumferential line (line A-A) and the elevations (6) located closest to the sidewalls (3), wherein the longitudinal edges (6c1, 6c2) are respectively inclined in the same direction in all elevations (6) at an angle (α) of 10° to 30°, in particular 15° to 25°, in relation to the circumferential direction, wherein in each case the longitudinal edge (6c2) located further inside the tread is at a greater height from a base area of the elevation (6) than the longitudinal edge (6c1) located further outside the tread and wherein - with respect to the design of the elevations (6) that follow one another in the region between the central circumferential line (line A-A) and the sidewall (3) - in each case the elevation (6) located closest to the central circumferential line (line A-A), with respect to the longitudinal edge (6c2) located further inside the tread, is the lowest elevation (6) and the elevation (6) located closest to the sidewall (3), with respect to the longitudinal edge (6c2) located further inside the tread, is the highest elevation (6).

2. Vehicle tyre according to Claim 1, characterized in that the elevations (6) have all the greater a height the closer they are positioned to the sidewall (3).

3. Vehicle tyre according to Claim 1 or 2, characterized in that the elevation(s) (6) which is or are arranged between the elevation(s) (6) located at the centre of the tread and at the sidewalls (3) has or have a height which is less than the height of the highest elevation(s) (6) and greater than the height of the lowest elevation(s) (6).

4. Vehicle tyre according to one of Claims 1 to 3, characterized in that the elevations (6) between the centre of the tread (A-A) and the sidewalls (3) are arranged in rows which respectively comprise at least three elevations (6) of different heights.

5. Vehicle tyre according to one of Claims 1 to 4, characterized in that the elevations (6) are formed directly on a base area (2a) of the tread (2).

6. Vehicle tyre according to one of Claims 1 to 4, with a tread comprising lugs that each have a top area, characterized in that the top areas of lugs are the base areas of the elevations (6).

7. Vehicle tyre according to one of Claims 1 to 6, characterized in that the elevations (6) have quadrangular, in particular parallelogram-shaped, top areas (6a), the longitudinal edges (6c1, 6c2) of which are connected by shorter side edges (6b1, 6b2), which run in the axial direction or at an angle of up to 30° to the axial direction.

8. Vehicle tyre according to one of Claims 1 to 7, characterized in that, beginning at its ends (E1, E2) located further outside the tread, the longitudinal edges (6c1, 6c2) of the top areas (6a) of the elevations (6) slope down in the direction of their ends (E'1, E'2) located further inside the tread, wherein, at its end (E2) located outside the tread, the longitudinal edge (6c2) located further inside the tread has a height determined perpendicularly to the base area (2a) that is 0.10 mm to 0.30 mm greater than the height of the longitudinal edge (6c1) running further inside the tread at its end (E1) located outside the tread.

9. Vehicle tyre according to one of Claims 1 to 8, characterized in that elevations (6) located closer to or at the centre of the tread (A-A) have top areas (6a) with at least one longitudinal edge (6c1, 6c2) which slopes down in the direction of the base area (2a) in such a way that its end (E'1, E'2) located inside the tread is at the level of the base area (2a).

10. Vehicle tyre according to one of Claims 1 to 9, characterized in that the ends (E'1, E'2) located further inside the tread of the longitudinal edges (6c1, 6c2) of the elevations (6) have a difference in height of 0.05 mm to 1.00 mm, in particular of 0.10 mm to 0.40 mm, wherein the end (E2') of the longitudinal edge (6c2) located further inside the tread is at the greater height.

11. Vehicle tyre according to one of Claims 1 to 10, characterized in that the heights, determined in each case perpendicularly with respect to the base area (2a), of the ends (E2) located outside the tread of the longitudinal edges (6c2) running further inside the tread of the elevations (6) are 0.10 mm to 1.50 mm, in particular 0.20 mm to 0.60 mm, and the heights, determined perpendicularly with respect to the base area (2a), of the ends (E'2) located inside the tread of the longitudinal edges (6c2) running further inside the tread are 0.00 mm to 1.00 mm, in particular up to 0.50 mm.

12. Vehicle tyre according to one of Claims 1 to 11, characterized in that it is a bicycle tyre.