Vehicle tire with vehicle tire identifier
Patent Information
- Application Number
- EP2023704251
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-03-15
- Filing Date
- 2023-01-30
- Publication Date
- 2025-01-22
Smart Images
Figure 1.1
Abstract
Description
[0001] Description
[0002] Vehicle tires with vehicle tire marking
[0003] The invention relates to a vehicle tire with a vehicle tire marking and a method for producing corresponding vehicle tires. Furthermore, the use of a plurality of specific marking grooves for improved marking of the sidewall of a vehicle tire is disclosed.
[0004] Both during storage and during use on the vehicle, at least one sidewall of the tire is usually clearly visible. Furthermore, the surface quality and surface structure of the tire sidewalls often have a comparatively small impact on the driving characteristics of the vehicle tires, especially compared to the tread. For this reason, the sidewall of vehicle tires is regularly used to identify vehicle tires.
[0005] This marking can include, for example, information about the tire type or manufacturer, but also information about the tire's intended use or special advantages. In addition, warning and information signs, often in the form of pictograms, are often used to quickly read safety-relevant information.
[0006] In addition to the marking of tire sidewalls, which is primarily done for information purposes, the contrast-based design of the usually black tire sidewall also partially serves to conceal material irregularities that may remain in the sidewall during tire production and which could negatively impact user acceptance. Furthermore, for various reasons, such as safety-related aspects, there is a need to specifically adjust the light scattering behavior of the tire sidewall surface through the design of the tire sidewall, for example, to surround reflective elements with particularly matte, i.e., diffusely scattering, areas.
[0007] Particularly when marking the tire sidewall, for example with pictograms, the information density that can be reproduced is often limited by the contrast differences achievable on the mostly black tire sidewall and the limited adjustability of contrast effects. When covering optical material defects using sidewall designs and adjusting the light scattering behavior, it is also desirable to be able to achieve the finest possible contrast differences and the smoothest possible differences in brightness.
[0008] In the prior art, contrasts on the tire sidewall, which can be used, for example, for marking, have so far been created primarily by arranging groove structures, i.e., elongated elevations or depressions in the sidewall. Examples of such markings are disclosed, for example, in US 5645661 A, US 10870316 B2, US 10322610 B2, US 6253815 B1, or US 10029518 B2.
[0009] Different contrasts between lighter and darker areas of the tire sidewall can essentially be achieved by changing the groove width and / or groove depth as well as by adjusting the number of grooves per area, i.e. the groove density, or the groove orientation. At the same time, in many cases there is a functional maximum for many of these parameters, in particular the possible groove depth and groove density, which is determined in particular by the necessary stability of the tire sidewall and the processes used in production. In addition, very pronounced, deep groove structures can result in a very rough surface structure, which can cause unfavorable aerodynamic properties and unwanted air turbulence, which can, for example, adversely affect fuel consumption or the range of electric vehicles.In addition, the material ridges between two grooves often cannot be made as narrow as desired, as these ridges would then lack the necessary stability and load-bearing capacity, meaning that the marking on the tire sidewall can be easily damaged. Furthermore, in the manufacturing process using a vulcanization mold, the minimum width of the complementary ridges in the molded parts is in many cases limited by the precision of the material-removing processes used to machine the molded parts. Therefore, the groove density cannot usually be increased as desired, which further limits the achievable contrast differences. Furthermore, very deep grooves in particular represent a source of unwanted and difficult-to-remove dirt deposits in ferry operation, which can adversely affect user acceptance due to poor cleanability of the vehicle tires.In the case of particularly deep grooves, there is also a risk that the underlying components in the vehicle tire, such as the reinforcements of the carcass, will be undesirably exposed.
[0010] The primary object of the present invention was to eliminate or at least reduce the above-described disadvantages of the prior art.
[0011] In particular, the object of the present invention was to provide a vehicle tire with an improved vehicle tire marking that, through suitable measures, enables a greater variety of contrasts and the setting of finer contrast gradients compared to the prior art. It was desirable that the measures used should have as little impact on sidewall stability as possible, even when setting pronounced contrasts. Furthermore, strong contrasts and fine contrast gradients should ideally be achievable without the use of very pronounced depressions or the need for very thin material webs, so that, in particular, good cleanability and advantageous aerodynamic properties can be achieved.
[0012] The inventors have now recognized that the objects described above can surprisingly be achieved if a plurality of identification grooves are used, which in particularly preferred embodiments can be designed as identification grooves concentric with the vehicle tire, which are additionally provided on the inside with an internal corrugation transverse to the longitudinal direction, as defined in the claims, wherein the variation in the arrangement and design of the identification grooves in combination with the variation in the arrangement and design of the internal corrugation allows the setting of an advantageously high contrast diversity and the realization of fine contrast gradients, and this with a comparatively low average groove depth.
[0013] The above-mentioned objects are therefore 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.
[0014] 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 methods and uses emerge from the features of preferred vehicle tires.
[0015] The invention particularly relates to a vehicle tire comprising a tread provided for road contact and two sidewalls adjoining the tread, wherein at least one sidewall comprises at least one identification region, wherein the identification region comprises a plurality of identification grooves extending in the sidewall of the vehicle tire, wherein the identification grooves each have an internal corrugation with a plurality of elongate elevations and / or depressions which run inside the identification grooves transversely to the longitudinal direction of the identification grooves, so that the elongate elevations and depressions each enclose an angle in the range of 20° to 90° with the longitudinal direction of the identification grooves.
[0016] In accordance with the expert's expectation, the vehicle tire according to the invention comprises a tread and two sidewalls, each of which elements extends over the circumference of the vehicle tire.
[0017] The vehicle tire according to the invention comprises a marking area, which designates the area of the sidewall surface in which the marking is present through the specific arrangement of marking grooves and internal corrugation. The marking area is determined by the dimensions of the marking and, for example, in the case of a circular pictogram, corresponds to the size of the pictogram.
[0018] For identification purposes, the vehicle tire according to the invention initially comprises, similarly to the prior art, a plurality of identification grooves which run in the identification area on the tire sidewall and which are elongated recesses or depressions in the material which can be embossed into the tire sidewall by a complementarily contoured vulcanization mold, in particular during the vulcanization of a vehicle tire blank.
[0019] In contrast to the prior art, however, the marking grooves are not essentially smooth, but rather comprise, at least in sections, a specific internal ribbing within them, i.e., an area in which the marking groove has a macroscopically structured surface. In accordance with the expert understanding of ribbing, the internal ribbing is formed by a plurality of elevations or depressions in the inner surface of the marking grooves, whereby the internal ribbing can also comprise both elevations and depressions.The person skilled in the art will understand that the boundaries between i) elevations in a lower level and ii) depressions in a higher level or iii) alternating elevations and depressions may become blurred depending on the design of the internal fluting, whereby the person skilled in the art can readily recognise internal fluting in practice without it being necessary to determine which of the cases is most likely to apply.
[0020] The elevations or depressions extend, as is usual with corrugations, as elongated elevations or depressions in the marking groove. The inventors recognized that in order to achieve the advantageous contrast diversity and to maintain very smooth contrast gradients, it is necessary to arrange the elevations or depressions of the inner corrugation transversely to the longitudinal direction of the marking groove, which can conveniently be expressed by the angle between the respective elongated elevations or depressions and the longitudinal direction of the marking grooves. In accordance with expert understanding, the longitudinal direction of a marking groove is the direction along the longest longitudinal extent of the marking groove and, for the vast majority of marking grooves, will correspond to the center line of the marking groove.For example, the longitudinal direction of a straight marking groove that runs orthogonal to the radial direction of the vehicle tire at only one point and extends, for example, as a horizontally running marking groove in the tire sidewall, also runs orthogonal to this radial direction at this point. Alternatively, the longitudinal direction of a curved marking groove that runs orthogonal to the radial direction of the vehicle tire at every point and is therefore concentric with the vehicle tire, runs along or parallel to the circumferential direction of the vehicle tire and is thus also concentric with the vehicle tire.
[0021] In practice, determining the angle between the elongated elevations or depressions and the longitudinal direction of the marking grooves poses no difficulty for the skilled person. As is customary with such angle specifications, the smaller of the two included angles is assessed, whereby an elevation running exactly transversely to the longitudinal direction would, for example, enclose an angle of 90° with the longitudinal direction. If the elongated elevations and depressions should have a more complex shape or a more complex profile, which, however, is less favorable in view of the complexity of production, the mean value of the intersection angle with the longitudinal direction of the marking groove along the longitudinal direction of the elongated elevations and depressions is used, in accordance with skilled person's understanding.
[0022] This form of marking is particularly suitable for pneumatic vehicle tires, especially in the passenger car sector, and can advantageously be easily combined with conventional profiles in the tread. Thus, a vehicle tire according to the invention is preferred, wherein the vehicle tire is a passenger car or truck tire, preferably a passenger car tire. Also preferred is a vehicle tire according to the invention, wherein the vehicle tire is a pneumatic vehicle tire. Furthermore, a vehicle tire according to the invention is preferred, wherein the tread has a profile.
[0023] Since usually only one side of vehicle tires is visible during use, it is expedient, in view of the manufacturing effort, to mark them only on one side. Therefore, a vehicle tire according to the invention is preferred, in which exactly one sidewall comprises at least one marking area.
[0024] In view of the advantages of the vehicle tires according to the invention and the wide design possibilities for adjusting contrasts, it is preferred if the specific form of marking is also used comprehensively, wherein this can preferably replace all conventional markings, for example in the form of several separate marking regions or a region extending over large parts of the tire sidewall. Therefore, a vehicle tire according to the invention is preferred, wherein the vehicle tire comprises two or more, preferably three or more, marking regions, and / or wherein at least one marking region extends over 50% or more, preferably 70% or more, particularly preferably 90% or more, of the circumference of the vehicle tire.
[0025] The marking areas of the vehicle tires according to the invention are advantageously particularly well suited for reproducing graphic designs, with the wide achievable contrast range enabling a high information density. A vehicle tire according to the invention is preferred, wherein the marking area serves to mark the vehicle tire with a marking, preferably a warning and / or pictogram, wherein the marking is formed by the arrangement of the marking grooves and the inner corrugation.
[0026] Particularly when applying complex designs and graphic markings, it has proven advantageous to provide multiple marking grooves, for example, in order to be able to implement more complex pictograms. Accordingly, a vehicle tire according to the invention is preferred, wherein the marking area comprises five or more, preferably ten or more, particularly preferably fifteen or more, and most particularly preferably twenty or more, marking grooves.
[0027] A preferred vehicle tire according to the invention is one in which the marking grooves, at least partially, preferably predominantly, particularly preferably for substantially all marking grooves, at least in sections, preferably over the entire length, have a U-shaped or V-shaped or a substantially rectangular groove cross-section, preferably a U-shaped or substantially rectangular groove cross-section. Particularly with substantially rectangular groove cross-sections, the inner corrugation can be arranged particularly efficiently on the bottom of the groove, whereby a particularly pronounced influence on the contrast can be achieved.
[0028] Advantageously, the specific arrangement of marking grooves and internal corrugation can also be combined with conventional methods for generating contrast, so that the spectrum of achievable brightness and shading levels can be further increased. Therefore, a vehicle tire according to the invention is preferred, wherein the marking grooves at least partially, preferably predominantly, particularly preferably for substantially all marking grooves, each have a varying groove width and / or a varying groove cross-section along the longitudinal direction.Additionally or alternatively, a vehicle tire according to the invention is preferred, wherein the marking grooves have, at least partially, preferably predominantly, particularly preferably between two adjacent marking grooves, a varying average groove width and / or a varying maximum groove width and / or a varying average groove depth and / or a varying maximum groove depth and / or a varying groove cross-section.
[0029] According to the inventors, particularly visually appealing markings are achieved when the marking grooves taper gently at the ends. From a technical perspective, this has the additional advantage of creating fewer sharp edges on which foreign bodies can become trapped, thus reducing the risk of damage and improving cleanability. Accordingly, a vehicle tire according to the invention is preferred, wherein the marking grooves taper at least partially, preferably predominantly, particularly preferably for substantially all marking grooves, in the end regions, preferably in relation to the groove width and / or the groove depth, particularly preferably in relation to the groove depth.
[0030] The inventors have succeeded in identifying customary dimensional ranges for the identification grooves for typical vehicle tires, with which markings with excellent contrast gradients can be obtained. In this respect, a vehicle tire according to the invention is preferred, wherein the identification grooves at least partially, preferably predominantly, particularly preferably for substantially all identification grooves, have a groove length in the range of 25 to 1000 mm, preferably in the range of 100 to 750 mm, particularly preferably in the range of 200 to 400 mm, and / or wherein the identification grooves at least partially, preferably predominantly, particularly preferably for substantially all identification grooves, have a groove length in the range of 0.01 *u to 0.35 *u, preferably in the range of 0.05 *u to 0.25 *u, particularly preferably in the range of 0.1 *u to 0.2 *u, where u is the inner circumference of the vehicle tire.
[0031] Additionally or alternatively, a vehicle tire according to the invention is preferred, wherein the identification grooves at least partially, preferably predominantly, particularly preferably for substantially all identification grooves, have an average groove width in the range from 1 to 9 mm, preferably in the range from 1 to 6 mm, particularly preferably in the range from 1 to 4 mm, and / or wherein the identification grooves at least partially, preferably predominantly, particularly preferably for substantially all identification grooves, have a maximum groove width in the range from 0.5 to 10 mm, preferably in the range from 1 to 6 mm, particularly preferably in the range from 1.5 to 5 mm.Additionally or alternatively, a vehicle tire according to the invention is also preferred, wherein the identification grooves at least partially, preferably predominantly, particularly preferably for substantially all identification grooves, have an average groove depth in the range from 0.1 to 1 mm, preferably in the range from 0.15 to 0.6 mm, particularly preferably in the range from 0.2 to 0.4 mm, and / or wherein the identification grooves at least partially, preferably predominantly, particularly preferably for substantially all identification grooves, have a maximum groove depth in the range from 0.2 to 1 mm, preferably in the range from 0.2 to 0.5 mm, particularly preferably in the range from 0.25 to 0.35 mm.
[0032] According to the inventors' assessment, particularly good marking results can be achieved when the marking grooves are curved in such a way that they at least partially follow the curvature of the vehicle tire sidewall. Particularly advantageous are marking grooves that are concentric with the vehicle tire, i.e., those that run on a circular path with the same center point as the vehicle tire. This corresponds to a marking groove whose longitudinal direction or center line forms an angle of 90° with the radial direction of the vehicle tire over the entire groove length.A vehicle tire according to the invention is therefore preferred, wherein the identification grooves at least partially, preferably predominantly, particularly preferably for substantially all identification grooves, at least in sections, preferably over the entire groove length, enclose an angle in the range of 70° to 90°, preferably in the range of 80° to 90°, particularly preferably in the range of 85° to 90°, very particularly preferably substantially of 90°, with the radial direction of the vehicle tire.
[0033] A vehicle tire according to the invention is preferred, wherein the identification grooves are arranged parallel to one another at least partially, preferably predominantly, particularly preferably for substantially all identification grooves. Additionally or alternatively, a vehicle tire according to the invention is preferred, wherein the average distance between two adjacent identification grooves is in the range from 0.5 to 10 mm, preferably in the range from 1 to 6 mm, particularly preferably in the range from 1.5 to 5 mm. Additionally or alternatively, a vehicle tire according to the invention is also preferred, wherein the center lines of all identification grooves are arranged equidistant from one another at least in sections, preferably over the entire length.The corresponding designs not only regularly result in a particularly visually appealing marking, but are also advantageous from a manufacturing point of view, as they can be implemented particularly reliably and efficiently using automated material-removing processes in a vulcanization mold, for example.
[0034] Even if, for example, in the case of V-shaped marking grooves, it is conceivable to provide the inner ribbing at least partially in the wall areas of the marking grooves, an arrangement at the bottom of the marking grooves is advantageous in terms of the achievable optical effect. Accordingly, a vehicle tire according to the invention is also preferred, wherein the inner ribbing is arranged at the bottom of the marking grooves.
[0035] Analogous to the above statements regarding the number of identification grooves, it is advantageous to provide a larger number of elevations or depressions in order to improve the adjustability of contrasts, wherein particularly pronounced contrasts can be achieved if elevations and depressions are arranged alternately, wherein it is preferred for all embodiments if the inner corrugation extends across the entire width of the identification grooves. Against this background, a vehicle tire according to the invention is preferred, wherein the inner corrugation in each identification groove has 15 or more, preferably 30 or more, particularly preferably 45 or more, elevations and / or depressions. Correspondingly, a vehicle tire according to the invention is also preferred, wherein the inner corrugation comprises a plurality of, preferably alternating, elongate elevations and depressions.Additionally or alternatively, a vehicle tire according to the invention is also preferred, wherein the elongated elevations or depressions extend predominantly, preferably more than 80%, particularly preferably substantially completely, from one edge of the marking groove to the other edge of the marking groove.
[0036] The inventors have also succeeded in specifying particularly suitable dimensions for the internal corrugation. Preferred is a vehicle tire according to the invention, wherein the elongate elevations or depressions along the longitudinal direction of the identification groove have a distance from the next elevation or depression in the range of 0.2 to 2 mm, preferably in the range of 0.3 to 1.5 mm, particularly preferably in the range of 0.5 to 1 mm, based on the center lines of the elevations or depressions. Additionally or alternatively, preferred is a vehicle tire according to the invention wherein the elongate elevations or depressions have an average width along the longitudinal direction of the identification groove in the range of 0.01 *b to 0.2 *b, preferably in the range of 0.02 *b to 0.1 *b, where b is the average width of the identification groove.A vehicle tire according to the invention is also preferred, wherein the elongated elevations or depressions in each marking groove, preferably in all marking grooves, have the same cross-sectional shape and width.
[0037] The specific design of the vehicle tires according to the invention also allows, in particular, the number and positioning of the elements of the inner corrugation to control the brightness effect achieved in a particular area. Therefore, a vehicle tire according to the invention is preferred, wherein the distance between two adjacent elongated elevations or depressions varies along the longitudinal direction of the marking groove, and / or wherein the density of elongated elevations and / or depressions per unit length varies along the longitudinal direction of the marking groove. Additionally or alternatively, a vehicle tire according to the invention is preferred, wherein the total number of elongated elevations or depressions differs between different marking grooves.
[0038] The inventors were also able to identify preferred values with regard to the angles of the elongated elevations or depressions relative to the longitudinal direction. A vehicle tire according to the invention is preferred, wherein the elongated elevations and / or depressions each form an angle of 30° or more, preferably of 40° or more, particularly preferably of 50° or more, with the longitudinal direction of the marking grooves, and / or wherein the elongated elevations and / or depressions each form an angle in the range of 25° to 85°, preferably in the range of 35° to 75°, particularly preferably in the range of 45° to 65°, with the longitudinal direction of the marking grooves. A vehicle tire according to the invention is particularly preferred, wherein all of the elongated elevations or depressions form substantially the same angle with the longitudinal direction of the marking grooves.In addition or alternatively, a vehicle tire according to the invention is preferred, wherein the elongated elevations or depressions of an identification groove, preferably the elongated elevations or depressions of all identification grooves, run substantially parallel to one another.
[0039] In addition, it may be expedient to provide a specific orientation of the elevations or depressions relative to the radial direction of the vehicle tire. A vehicle tire according to the invention is preferred, wherein the elongated elevations and / or depressions form an angle with the radial direction of the vehicle tire in the range of 0° to 70°, preferably in the range of 0° to 60°, particularly preferably in the range of 0° to 50°, and most preferably in the range of 0° to 40°, and / or wherein the elongated elevations or depressions form an angle of 10° or more, preferably 20° or more, particularly preferably 30° or more, with the radial direction of the vehicle tire.
[0040] Particularly when manufacturing a vehicle tire using a vulcanization mold with an embossed marking area designed to form the marking area, it is advantageous if the elongated elevations or depressions in the marking grooves are largely aligned with one another. This is due to the fact that during the production of the molded parts, the marking elevations are usually formed first, on which the surface ribbing is then created using material-removing processes, which will later be transferred to the vehicle tire.From a manufacturing perspective, it is expedient to move the tools used for processing essentially in straight lines transverse to the marking elevations, so that aligned elevations and / or depressions are created on adjacent marking elevations, which, upon vulcanization, result in complementary, aligned elevations and / or depressions in the marking grooves. Accordingly, a vehicle tire according to the invention is preferred, wherein the elongated elevations and / or depressions of an identification groove, preferably of all marking grooves, are at least partially, preferably predominantly, particularly preferably substantially completely aligned with elongated elevations and / or depressions of an adjacent marking groove.It is particularly preferred in this respect if, with the exception of the outermost elevations and / or depressions of the outermost marking grooves in the marking area, all elevations and / or depressions are aligned with elongated elevations and / or depressions of an adjacent marking groove. It is also particularly preferred in this respect if the elevations and / or depressions in the middle third of the marking grooves are aligned with elongated elevations and / or depressions of several other marking grooves.
[0041] A vehicle tire according to the invention is preferred, wherein the surface proportion of identification grooves and / or the surface proportion of elongated elevations or depressions in the identification region varies between two partial surfaces of the identification region, and / or wherein the identification region comprises a plurality of partial surfaces which differ from one another with regard to the surface proportions of identification grooves and / or elongated elevations and / or depressions.
[0042] The inventors have succeeded in identifying a method for the particularly efficient production of the vehicle tires according to the invention. The invention also relates to a method for producing a vehicle tire according to the invention, comprising the method steps: a) producing an unvulcanized green vehicle tire, comprising a vulcanizable rubber mixture in at least one component of the sidewall of the unvulcanized green vehicle tire, and b) vulcanizing the unvulcanized green vehicle tire in a vulcanization mold to obtain a vehicle tire, wherein the vulcanization mold comprises an embossed marking area in the region of at least one sidewall of the vehicle tire, wherein the embossed marking area comprises a plurality of elongated marking elevations, wherein the elongated marking elevations each have a surface ribbing with a plurality of elongated elevations and / or depressions.which run on the surface of the elongated marking protrusions transversely to the longitudinal direction of the marking protrusions, so that the elongated protrusions and depressions each enclose an angle in the range of 20° to 90° with the longitudinal direction of the marking protrusions. The protrusions and / or depressions of the surface ridges can, if necessary, also be referred to as embossed protrusions or embossed depressions to distinguish them from the protrusions and / or depressions of the inner ridges of the vehicle tire.
[0043] Also disclosed is a method for producing a vehicle tire according to the invention, comprising the method steps: a) producing an unvulcanized green vehicle tire, and b) vulcanizing the unvulcanized green vehicle tire to obtain a vehicle tire, wherein the marking region in the sidewall of the vehicle tire is produced using a material-removing process, in particular using a laser. In the method according to the invention, the vulcanization mold thus comprises, in the region of the future marking region, a marking embossed region which, with the marking elevations and the surface corrugation arranged thereon, comprises elements complementary to the marking grooves and the inner corrugation, so that vulcanization takes place such that the marking region in the vehicle tire is formed as a negative of the marking embossed region.
[0044] The embossed marking area required for the process according to the invention can advantageously be produced in the vulcanization mold using conventional methods. A process according to the invention is preferred in which the vulcanization mold is produced using a material-removing process.
[0045] The method according to the invention is not limited compared to the prior art with regard to the vulcanizable rubber mixture used in the unvulcanized green vehicle tire, since the rubber mixtures commonly used in vehicle tire production on the surface of the vehicle tires are already designed to have a structure imprinted or embossed during the vulcanization process.An example of a process according to the invention is one in which the vulcanizable rubber mixture comprises at least one diene rubber, wherein the diene rubber is preferably selected from the group consisting of natural polyisoprene, synthetic polyisoprene, epoxidized polyisoprene, butadiene rubber, solution-polymerized styrene-butadiene rubber, emulsion-polymerized styrene-butadiene rubber, polynorbornene, ethylene-propylene-diene rubber, styrene-isoprene-butadiene terpolymer, and isoprene-butadiene copolymer, wherein the diene rubber is particularly preferably selected from the group consisting of natural polyisoprene (NR), synthetic polyisoprene (IR), butadiene rubber (BR), solution-polymerized styrene-butadiene rubber (SSBR) and emulsion-polymerized Styrene-butadiene rubber (ESBR).
[0046] In connection with the invention, the use of a plurality of marking grooves for improved marking of the sidewall of a vehicle tire with more precise adjustability of contrast differences and / or reflection behavior is also disclosed, wherein the marking grooves each have an internal corrugation with a plurality of elongated elevations and / or depressions which run inside the marking grooves transversely to the longitudinal direction of the marking grooves, so that the elongated elevations and depressions each enclose an angle in the range of 20° to 90° with the longitudinal direction of the marking grooves.
[0047] Preferred embodiments of the invention are explained and described in more detail below with reference to the accompanying figures. In the figures:
[0048] Fig. 1 is a schematic representation of an exemplary vehicle tire according to the invention in a preferred embodiment;
[0049] Fig. 2 is a schematic representation of an exemplary marking groove in plan view;
[0050] Fig. 3 is a schematic sectional view through exemplary marking grooves; and
[0051] Fig. 4 is an exemplary representation of a marking in the sidewall of a vehicle tire according to the invention.
[0052] Fig. 1 shows a schematic representation of an exemplary vehicle tire 10 according to the invention, which comprises, for example, a profiled tread 12, which is flanked in the usual way on both sides by sidewalls 14. The vehicle tire 10 shown in Fig. 1 is designed as a pneumatic vehicle tire and can be, for example, a passenger car tire.
[0053] The exemplary vehicle tire 10 shown in the side view comprises a marking area 16 in the upper region of the side wall 14, in which the vehicle tire 10 is provided with a marking, which can be, for example, a manufacturer's marking, as shown, for example, in Fig. 4.
[0054] In Fig. 1, three identification grooves 18a, 18b and 18c are shown by way of example, which run in the identification area 16 and which, in the example shown, extend exactly horizontally over the sidewall 14, so that they have an angle a of 90° at exactly one point with the radial direction of the vehicle tire 10, which is shown in Fig. 1 by a dashed line.
[0055] Fig. 2 shows a very schematic representation of an identification groove 18a, such as could be present in the identification area 16 of the vehicle tire 10. Fig. 2 serves to visualize the basic principle of the invention. The identification groove 18a shown in plan view has an inner corrugation 20, the elongated elements of which extend at the bottom of the identification groove 18a from one edge to the other, transversely to the longitudinal direction of the identification groove 18a. The elongated elements of the inner corrugation 20, which can be elevations 22a-e or depressions 24a-e and of which the center line running through the highest or lowest point is shown, enclose an angle ß with the longitudinal direction of the identification groove 18a, which angle is approximately 70° in the example shown in Fig. 2.
[0056] Fig. 2 visualizes that the distance between the parallel elongated elements of the inner groove 20 and the respective next elongated element varies along the longitudinal direction of the marking groove 18a, so that the local density of the elongated elements differs at different points in the marking groove 18a. This creates differently light and dark areas within the marking groove 18a, which, in addition to the design of the marking grooves 18a-c, for example, with regard to groove density, groove width, and groove depth, advantageously provide a further dimension for adjusting the contrast through the inner groove 20.
[0057] In Fig. 2, a broken section line is drawn, which is intended to indicate a theoretical section through the identification groove 18a. Exemplary sectional views through the identification groove 18a corresponding to this section are shown schematically in Fig. 3, whereby the dotted areas of the section line have been hidden for reasons of clarity. Fig. 3 shows two different configurations of the inner corrugation 20, namely with elevations 22a, 22b, 22c, 22d and 22e or with corresponding depressions 24a, 24b, 24c, 24d and 24e, whereby the respective elements in both cases have a triangular cross-sectional area and their maximum height or depth corresponds approximately 50% of the groove depth of the identification groove 18a. However, an embodiment in the sense of the upper illustration of Fig. 3, ie with elevations 22a-e, is preferred in the opinion of the inventors.
[0058] Fig. 4 shows an exemplary marking in a marking region 16 on the sidewall 14 of a vehicle tire 10 according to the invention and illustrates the interaction of marking grooves 18a-c with the inner corrugation 20. The marking region 16 comprises eleven marking grooves 18a-c, which enclose an angle of 90° with the radial direction of the vehicle tire 10 over their entire length and accordingly describe a circular arc that is concentric with the vehicle tire 10. The marking grooves 18a-c run essentially parallel with respect to their center lines and are essentially equidistant from one another. Along the longitudinal direction of the marking grooves 18a-c, the groove width and the groove cross-section change, while the marking grooves 18a-c taper in the respective end regions with regard to both the groove width and the groove depth.All marking grooves 18a-c comprise a large number of elongated elevations 22a-e, each extending transversely to the longitudinal direction of the marking grooves 18a-c, at an angle of approximately 50°, in the vast majority of cases completely through the marking grooves 18a-c, with the elongated elevations 22a-e running essentially parallel to one another. By varying the design of the marking grooves 18a-c and simultaneously adjusting the local density of elongated elevations 22a-e, a wide range of brightness impressions can be realized and even subtle contrast differences can be precisely adjusted. The exemplary vehicle tire 10 in Fig.4 is also designed in a preferred form in that, apart from the outermost elevations 22a-e of the outermost marking grooves 18a-c in the marking area 16, all elevations 22a-e are in line with at least one elongated elevation 22a-e of an adjacent marking groove 18a-c and are accordingly aligned therewith, wherein the elevations 22a-e in the central part of the marking area 16 are each even aligned with elongated elevations 22a-e of several other marking grooves 18a-c.
[0059] A marking as shown in Fig. 4 can be particularly efficiently embossed into the sidewall 14 during the vulcanization process during the manufacture of the vehicle tire 10 by means of a complementary vulcanization mold.
[0060] 10 vehicle tires
[0061] 12 treads
[0062] 14 Side wall 16 Marking area
[0063] 18a-c Marking grooves
[0064] 20 Internal corrugation
[0065] 22a-e surveys
[0066] 24a-e recesses
Claims
Claims 1. Vehicle tire (10) comprising a tread (12) intended for contact with the road surface and two sidewalls (14) adjoining the tread (12), wherein at least one sidewall (14) comprises at least one marking area (16), wherein the marking area (16) comprises a plurality of marking grooves (18a-c) extending in the sidewall (14) of the vehicle tire (10), wherein the marking grooves (18a-c) each have an internal ribbing (20) with a plurality of elongated projections (22a-e) and / or depressions (24a-e) extending transversely inside the marking grooves (18a-c) to the longitudinal direction of the marking grooves (18a-c), such that the elongated projections (22a-e) and depressions (24a-e) each form an angle of 20° to the longitudinal direction of the marking grooves (18a-c). Include a 90° angle.
2. Vehicle tire (10) according to claim 1, wherein the marking area (16) comprises five or more marking grooves (18a-c).
3. Vehicle tire (10) according to one of claims 1 or 2, wherein the marking grooves (18a-c) have at least partially varying groove widths and / or groove cross-sections along the longitudinal direction.
4. Vehicle tire (10) according to one of claims 1 to 3, wherein the marking grooves (18a-c) are at least partially at least section by section enclose an angle in the range of 70° to 90° with the radial direction of the vehicle tire (10).
5. Vehicle tire (10) according to one of claims 1 to 4, wherein the inner ribbing (20) is arranged at the bottom of the marking grooves (18a-c).
6. Vehicle tire (10) according to one of claims 1 to 5, wherein the inner ribbing (20) in each marking groove (18a-c) has 15 or more protrusions (22a-e) or depressions (24a-e).
7. Vehicle tire (10) according to one of claims 1 to 6, wherein the elongated protrusions (22a-e) or depressions (24a-e) each extend from one edge of the marking groove (18a-c) to the other edge of the marking groove (18a-c).
8. Vehicle tire (10) according to one of claims 1 to 7, wherein the elongated protrusions (22a-e) or depressions (24a-e) of a marking groove (18a-c) run substantially parallel to each other.
9. Vehicle tire (10) according to one of claims 1 to 8, wherein the elongated protrusions (22a-e) and / or depressions (24a-e) of a marking groove (18a-c) are at least partially aligned with elongated protrusions (22a-e) and / or depressions (24a-e) of an adjacent marking groove (18a-c).
10. A method for manufacturing a vehicle tire (10) according to any one of claims 1 to 9, comprising the process steps of: a) manufacturing an unvulcanized vehicle tire blank, comprising a vulcanizable rubber compound in at least one component of the sidewall of the unvulcanized vehicle tire blank, and b) vulcanizing the unvulcanized vehicle tire blank in a vulcanization mold to obtain the vehicle tire (10), wherein the vulcanization mold comprises a marking embossing area in the region of at least one sidewall (14) of the vehicle tire (10), wherein the marking embossing area comprises a plurality of elongated marking projections, wherein the elongated marking projections each have a surface ribbing with a plurality of elongated projections and / or depressions extending transversely to the longitudinal direction of the marking projections on the surface of the elongated marking projections.so that the elongated protrusions and depressions each enclose an angle in the range of 20° to 90° with the longitudinal direction of the marking protrusions.
11. Method according to claim 10, wherein the vulcanization is carried out such that the marking area (16) in the vehicle tire (10) is formed as a negative of the marking embossing area.