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 profiled tread, sidewalls and bead areas, wherein the tread has a central circumferential tread section which provides the positive surfaces in contact with the surface on a solid or paved substrate, and shoulder-side sections extending to the sidewalls at shoulder curves, which are profiled with blocks or block-like positive profiles and provided with cover surfaces following the shoulder curves, wherein at least one elongated elevation, viewed from above and in the circumferential direction of the sidewalls, is formed on the cover surfaces of the blocks or block-like positive profiles of the shoulder-side sections of the tread.

[0002] Such a vehicle tire, which is a motorcycle tire, is known, for example, from EP 3 369 589 A1. This motorcycle tire has a directional tread pattern with a central tread section, shoulder sections extending to the sidewalls, narrow circumferential grooves, and, within the tread, oblique grooves that end closed on both sides and intersect one or two of the circumferential grooves. The circumferential grooves have a width and depth of 0.1 mm to 2.0 mm. The oblique grooves include those that, together with one of the circumferential grooves, give the shoulder sections of the tread block-like profile positives.Along the circumferential grooves, narrow, ridge-like, circumferentially elongated, for example, bar-shaped projections can be formed, forming the groove edges of the circumferential grooves. These projections extend to the corresponding oblique grooves that intersect the respective circumferential groove. Thus, projections can be present on the top surfaces of the block-like profile positives of the shoulder-side sections. These projections create a local increase in ground contact pressure as the motorcycle tire rolls, thereby improving grip.

[0003] US Patent 2019 / 0225024 A1 discloses a motorcycle tire with a tread featuring shoulder-side sections extending to the sidewalls, structured into blocks by transverse grooves. On each block, along the outer edge of the respective sidewall, an elongated, bar-shaped projection is formed in the circumferential direction of the sidewall. The upper surface of this projection is bounded by a flat cross-section with an axial width of 1 mm to 2 mm. These projections are intended to improve stability when riding with a significant lean of the motorcycle tire relative to the road surface.

[0004] The treads of such vehicle tires, especially bicycle tires designed for urban use as trekking tires, cargo tires, racing tires, or gravel tires (the latter with a high proportion of use on roads), feature a tread pattern with a high positive tread ratio in the central section of the tread, which is the section that makes contact with paved surfaces, such as asphalt. Such treads are also commonly referred to as closed treads. Examples of tires of this type include the CONTACT Plus City tire shown on the Continental website (see https: / / www.continental-reifen.de / b2c / bicycle / tires / contact-plus-city.html, accessed on September 20, 2023) and the RIDE Tour tire (see https: / / www.continental-reifen.de / b2c / bicycle / tires / ride-tour.html, accessed on September 20, 2023).

[0005] Particularly with these types of bicycle tires, the tread is "lowered" towards the sidewalls on the shoulder side, thus exhibiting outer shoulder sections. These cause undesirable changes in stiffness towards the sidewalls and reduce the footprint, especially when cornering. These outer shoulder areas are profiled, for example, with tread blocks or block-like tread patterns that include slits, or are profiled with slits altogether. Stones easily become trapped in these slits, for instance, when cornering on muddy surfaces. Additional stones entering the slits can clog them completely. Complete clogging of the slits can also occur when riding on muddy surfaces. Furthermore, under lateral load, the slits tend to close up, so their edges are no longer available for grip on loose, unpaved surfaces.

[0006] A largely smooth, low-profile tread surface in the central tread section allows for higher traction, especially on dry and only slightly damp, particularly paved surfaces, but makes it difficult to effectively reduce the aforementioned stiffness jumps to the sidewalls and to avoid the disadvantage of a reduced footprint when cornering.

[0007] The invention is based on the objective of reducing the stiffness jumps between the tread and the sidewalls in a particularly effective manner in vehicle tires of the type mentioned above.

[0008] The problem set out in the invention is solved by the fact that the elevations have a height of 0.50 mm to 4.00 mm relative to the top surface of the block or block-like profile positive in the vertical direction, wherein the elevations at their base have a distance of at least 0.50 mm to each side edge of the top surface of the block or block-like profile positive, so that the elevations, viewed from above, are completely surrounded by the top surface.

[0009] The raised sections form bodies that allow for a particularly balanced distribution and reduction of the tread volume towards the sidewalls, thereby effectively preventing abrupt changes in stiffness between the tread and the sidewalls. Additionally, the raised sections provide gripping edges when driving on yielding surfaces, eliminating the need for grooves.

[0010] In a preferred embodiment, two or three elongated, and in particular parallel, projections are formed on the top surfaces of the blocks or block-like profile positives of the shoulder-side sections of the tread. These projections are elongated when viewed from above and in the circumferential direction of the sidewalls. Two or three projections allow for a particularly effective distribution of the tread volume in the outer shoulder areas, thus preventing or reducing abrupt changes in stiffness between the tread and the sidewalls. Additionally, multiple projections increase the number of gripping edges available when cornering or driving on loose or soft surfaces.

[0011] It is particularly advantageous if the height of the elevations is between 1.00 mm and 3.00 mm, and preferably if the elevations each have a constant height and, in particular, if there is more than one elevation per block or block-like profile positive, also have matching heights.

[0012] To reduce the aforementioned stiffness jumps, it is advantageous to choose a lower height for the bumps the closer they are to the side wall when there is more than one bump per block or block-like profile positive.

[0013] As already mentioned, the edges of the raised sections act as additional gripping edges when cornering or on loose, soft, or muddy surfaces. In this context, it is preferred if, with more than one raised section per block or block-like profile positive, the raised sections have a mutual spacing of 0.50 mm to 2.00 mm at their base on the top surface of the block or block-like profile positive.

[0014] A particularly well-balanced volume of the projections can be achieved with projections that, viewed from above and along the circumference of the side walls, are elongated parallelogram-shaped. Advantageously, the projections can also be designed as elongated triangular shapes when viewed from above and along the circumference of the side wall. If two or three projections are provided per block or block-like profile positive, the vertices of the triangles of successive projections along the side wall preferably point in opposite circumferential directions.

[0015] In a further preferred embodiment, the elevations have at least one edge in their longitudinal extent with a length of 5.00 mm to 20.00 mm, in particular of 8.00 mm to 15.00 mm, and in particular perpendicular to their longest edge on their top surface, a maximum width of 1.50 mm to 6.00 mm, in particular of 2.00 mm to 4.50 mm.

[0016] In the case of vehicle tires with a directional tread pattern, the raised areas are advantageously limited in their longitudinal extent by at least one edge which forms an angle of 5° to 15° with the circumferential direction of the tread or the sidewall, wherein the tire is to be mounted on the vehicle in such a way that, in the direction of rolling when driving forward, the ends of these edges located further inwards on the tread first enter the ground.

[0017] An advantageous embodiment is given in that the vehicle tire is a pneumatic tire.

[0018] 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.

[0019] 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.

[0020] 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 within the meaning of EU Regulation 168 / 2013, which each meet the requirements of an unladen mass of no more than 425 kg.

[0021] 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.

[0022] 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.

[0023] Further features, advantages, and details of the invention will now be described in more detail with reference to the schematic drawing, which illustrates an exemplary embodiment. This drawing shows... Fig. 1 a circumferential section of a profiled tread of a bicycle tire projected onto a plane, Fig. 2 a top view of the circumferential section of the bicycle tire and Fig. 3 A side view of the circumference of a bicycle tire.

[0024] Fig. 1 und Fig. 2 show a circumferential section of the profiled tread 2 of a bicycle tire 1 designed as a pneumatic tire, Fig. 3 Additionally, one of the two sidewalls 3 and one of the two bead areas 4 are shown. The other components usually located inside the bicycle tire, such as a carcass with a reinforcing layer, are not shown.

[0025] The bicycle tire 1 has a "closed" tread pattern, meaning a tread pattern with a comparatively high positive tread ratio in a central, circumferentially running section 2a of the tread, which comes into contact with the surface when riding on paved surfaces, such as asphalt roads. Such tread patterns are particularly suitable for bicycle tires intended for urban use, as well as for bicycle tires in the cargo, trekking, race, or gravel categories, the latter being suitable when ridden predominantly on paved roads. The tread 2 has shoulder-side profiled sections 2b that slope significantly downwards towards the sidewalls 3 and are designed in such a way that changes in stiffness between the sidewalls 3 and the tread 2 are at least reduced. The shoulder-side profiled sections 2b typically only come into contact with the surface on unpaved surfaces and / or when cornering.

[0026] In the illustrated embodiment, the central tread section 2a has main grooves 5, each of which consists of three sections: a long circumferential section 5a at the shoulder, a diagonal section 5b running obliquely towards the second shoulder, and a short circumferential section 5c. The circumferential sections 5a and 5c run at acute angles α of 5° to 15° and are inclined in opposite directions relative to the circumferential direction. Main grooves 5 follow one another in the circumferential direction, with the longer circumferential section 5a alternating between the two tire shoulders and the diagonal sections 5b being inclined in opposite directions, the short circumferential sections 5c each merging into the diagonal section 5b of the circumferentially adjacent main groove 5.The main grooves 5, arranged successively in the circumferential direction, are designed such that their long circumferential sections 5a overlap each other section by section when viewed axially, resulting in narrow, circumferentially extending positive profiles at the edges of the central tread section 2a. The design of the central tread section 2a is not part of the invention and will therefore not be discussed in further detail.

[0027] In the illustrated embodiment, the profiled sections 2b of the tread 2 on the tire shoulders are divided into successive, circumferentially arranged, block-like profile positives 7. These block-like profile positives 7 are separated from one another circumferentially by transverse grooves 6, which are visible when viewing the bicycle tire from the side ( Fig. 3 ) are each inclined at the same angle to the diagonal sections 5c, run at an angle β of 60° to 85° to the circumferential direction of the side wall 3 and merge into the circumferential sections 5a of the main grooves 5. The block-like profile positives 7 have an extension length e on the outer side of the tread and in the circumferential direction ( Fig. 1 ) from 16.00 mm to 25.00 mm. The main grooves 5 and the transverse grooves 6 have the intended tread depth of the tread 2, which is 1.00 mm to 3.00 mm.

[0028] The profile block-like profile positives 7 have outer surface surfaces 7a that follow the shoulder curves of the tire shoulders and on which, in the illustrated embodiment, two parallel projections 8 are formed. In plan view and in the circumferential direction of the sidewalls 3, the projections 8 are elongated parallelogram-shaped with two obtuse and two acute angles and have surface surfaces 8a with two shorter parallel edges 8b and two longer parallel edges 8c. In alternative embodiments, the projections 8 are designed in plan view as elongated rectangles or as elongated triangles, with their vertices pointing in opposite circumferential directions.

[0029] At their base on the top surface 7a, the projections 8 have a distance of at least 0.5 mm from the side edges of the top surface 7a. Their mutual distance, determined on the top surface 7a of the block-like profile positive 7, is 0.50 mm to 2.00 mm.

[0030] The projections 8, measured perpendicular to their top surfaces 7a, have a height of, in particular, 0.50 mm to 4.00 mm, and more specifically 1.00 mm to 3.00 mm, with both projections 8 preferably having the same height. In an alternative embodiment, the projection 8 located closer to the side wall 3 has a height that is 30% to 70% lower than the other projection 8. In the preferred embodiment shown, the longer edges 8c of the top surfaces 8a run at an acute angle γ to the circumferential direction. Fig. 1 ) inclined from 5° to 15° and in particular parallel to the circumferential sections 5a of the main grooves 5. The longer edges 8c on the top surface 8a of the elevations 8 have a length I ( Fig. 1 ) from 5.00 mm to 20.00 mm, in particular from 8.00 mm to 15.00 mm. Their width b, determined at right angles to the longer edges 8c, or their maximum width, is 1.50 mm and up to 6.00 mm, in particular from 2.00 mm to 4.50 mm. The elevations 8 have side flanks 8d between their top surfaces 8a and the top surfaces 7a of the block-like profile positives 7 ( Fig. 2 ) which slope down towards the top surfaces 7a or run perpendicular to them.

[0031] The inclination of the main groove sections 5a, 5b, 5c, the transverse grooves 6 and the edges 8c on the cover surfaces 8a of the elevations 8 relative to the circumferential direction in the illustrated embodiment results in a directional tread pattern, wherein the bicycle tire is to be mounted on the wheel in such a way that, in the rolling direction R a when driving forward, the ends of the main groove sections 5a, 5b, 5c, the transverse grooves 6 and the edges 8c located further inwards on the tread pattern enter the surface first.

[0032] In alternative designs, one or three elevations are formed on the top surfaces of the block-like profile positive 7.

[0033] The invention is not limited to the exemplary vehicle tires. Tires designed according to the invention can be pneumatic vehicle tires, preferably light vehicle tires, particularly preferably motorcycle tires and / or bicycle tires and / or wheelchair tires. Reference symbol list

[0034] 1 Bicycle tire 2 Tread 2a Central tread section 2b Shoulder section 3 Sidewall 4 Bead area 5 Main groove 5a, 5c Circumferential section 5b Diagonal section 6 Transverse groove 7 Block-like profile positive 7a Top surface 8 Elevation 8a Top surface 8b Shorter edge 8c Longer edge 8d Sidewall e Extension length l Length b Width α Angle (5° to 15°) β Angle (60° to 85°) γ Angle (5° to 15°) R a Rolling direction

Claims

1. Vehicle tyre, preferably for a light vehicle, particularly preferably for a motorcycle and / or a bicycle and / or a wheelchair, with a profiled tread (2), sidewalls (3) and bead regions (4), the tread (2) having a central circumferentially running tread portion (2a), which provides the positive areas that come into contact with the ground on a solid or paved surface, and shoulder-side portions (2b), which reach up to the sidewalls (3) at shoulder roundings and which are profiled with blocks or block-like profile positives (7) and are provided with top areas (7a) following the shoulder roundings, wherein on the top areas (7a) of the blocks or block-like profile positives (7) of the shoulder-side portions (2b) of the tread (2) there is in each case at least one elongated elevation (8), when considered in plan view and in the circumferential direction of the sidewalls (3), characterized in that the elevations (8) have a height determined in the vertical direction with respect to the top area (7a) of the block or the block-like profile positive (7) of 0.50 mm to 4.00 mm, wherein the elevations (8) have at their base on the top area (7a) of the block or block-like profile positive (7) a distance from each side edge of the top area (7a) respectively of at least 0.50 mm, so that, when considered in plan view, the elevations (8) are surrounded all around by the top area (7a).

2. Vehicle tyre according to Claim 1, characterized in that formed on the top areas (7a) of the blocks or block-like profile positives (7) of the shoulder-side portions (2b) of the tread (2) there are in each case two or three of the elongated and in particular mutually parallel elevations (8), when considered in plan view and in the circumferential direction of the sidewalls (3).

3. Vehicle tyre according to Claim 1 or 2, characterized in that the height of the elevations (8) is 1.00 mm to 3.00 mm.

4. Vehicle tyre according to one of Claims 1 to 3, characterized in that the elevations (8) are each of a constant height.

5. Vehicle tyre according to one of Claims 1 to 4, characterized in that, when there is more than one elevation (8) per block or block-like profile positive (7), these elevations (8) are of the same heights.

6. Vehicle tyre according to one of Claims 1 to 4, characterized in that, when there is more than one elevation (8) per block or block-like profile positive (7), the height of the elevations (8) is all the smaller the closer they are positioned to the sidewall (3).

7. Vehicle tyre according to one of Claims 1 6, characterized in that, when there is more than one elevation (8) per block or block-like profile positive (7), these elevations (8) have at their base on the top area (7a) of the block or block-like profile positive (7) a distance from one another of 0.50 mm to 2.00 mm.

8. Vehicle tyre according to one of Claims 1 to 7, characterized in that, when considered in plan view and in the circumferential direction of the sidewalls (3), the elevations (8) are elongated-rhomboidal.

9. Vehicle tyre according to one of Claims 1 to 7, characterized in that, when considered in plan view and in the circumferential direction of the sidewalls (3), the elevations are elongated-triangular.

10. Vehicle tyre according to one of Claims 1 to 9, characterized in that the elevations (8) have in their longitudinal extent at least one edge (8c) with a length (I) of 5.00 mm to 20.00 mm, in particular of 8.00 mm to 15.00 mm.

11. Vehicle tyre according to one of Claims 1 to 10, characterized in that the elevations (8) have, determined perpendicularly to their longest edge (8c) on their top area (8a), a greatest width (b) of 1.50 mm to 6.00 mm, in particular of 2.00 mm to 4.50 mm.

12. Vehicle tyre with a directional profiling in the tread (2), according to one of Claims 1 to 12, characterized in that the elevations (8) are delimited in their longitudinal extent by at least one edge (8c), which forms an angle (γ) of 5° to 15° with the circumferential direction of the tread or of the sidewall, wherein the vehicle tyre is to be fitted on the vehicle in such a way that, in the rolling direction (Ra), the ends of these edges (8c) that are further inside the tread are first to arrive at ground level during forward travel.

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