Pneumatic vehicle tyre

Abstract

The invention relates to a pneumatic vehicle tyre (1), comprising: a tyre carcass (4) having a first side region (5), a second side region (6) and a central region (7) arranged therebetween, the tyre carcass (4) comprising at least one carcass ply (8) having a multitude of rubberised reinforcing members (9) which each extend through the first side region (5), the second side region (6) and the central region (7) of the tyre carcass (4).

Description

[0001] Description

[0002] Pneumatic vehicle tires

[0003] The invention relates to a pneumatic vehicle tire.

[0004] The invention is based on a pneumatic vehicle tire, comprising: a) a tire carcass with a first side region, a second side region and a central region arranged therebetween, comprising at least one carcass ply with a plurality of rubberized strength members, each of which extends through the first side region, the second side region and the central region of the tire carcass, b) a tread located radially further outward relative to the tire carcass, c) a tire inner layer located radially further inward relative to the tire carcass, wherein at least some of the rubberized strength members of the carcass ply enclose an angle in the range of 80° to 90° in the first side region and in the second side region with respect to the circumferential direction and enclose an angle in the range of 5° to 75° in the central region.

[0005] The circumferential direction can be referred to in particular as the direction of rotation of the pneumatic vehicle tire. This direction of rotation is the direction in which the pneumatic vehicle tire can rotate about a rotational axis.

[0006] Pneumatic vehicle tires are known from the prior art. The pneumatic vehicle tires known from the prior art have, in particular, a tire carcass with a first side region, a second side region, and a central region arranged therebetween, wherein the tire carcass has at least one carcass ply with a plurality of rubberized strength members, each extending through the first side region, the second side region, and the central region of the tire carcass. At least some of the rubberized strength members of the carcass ply enclose an angle in the range of 80° to 90° with respect to the circumferential direction in the first side region and the second side region, and an angle in the range of 5° to 75° in the central region.

[0007] The tire carcasses arranged in pneumatic vehicle tires according to the state of the art are formed in particular from one or more carcass plies, each of which comprises a plurality of rubberized strength members, i.e., those embedded in a cross-linked rubber mixture.

[0008] The radial direction of a pneumatic vehicle tire is a direction perpendicular to the tire's axis of rotation. A radial direction runs parallel to the tire's radius. The radius of a pneumatic vehicle tire is the radius of the circle whose shape the tire generally follows in the direction of rotation. The radius is perpendicular to the axis of rotation and perpendicular to the direction of rotation. "Radially further out" means, with respect to the axis of rotation, that a first component of the pneumatic vehicle tire, which is radially further out than a second component of the pneumatic vehicle tire, is further away from the axis of rotation than the second component of the pneumatic vehicle tire.Radially further inward means, with respect to the axis of rotation, that a first component of the pneumatic vehicle tire, which is located radially further inward than a second component of the pneumatic vehicle tire, is closer to the axis of rotation than the second component of the pneumatic vehicle tire.

[0009] In a so-called radial tire, known from the prior art, the rubberized reinforcements of the carcass plies run essentially radially. This means that the rubberized reinforcements form an angle of approximately 90° with the circumferential direction across the entire width of the carcass, transverse to the circumferential direction of the pneumatic vehicle tire. This angle can also be referred to as the cord angle of the reinforcements present in the carcass ply. Based on the definition of this cord angle as a function of the circumferential direction, it is particularly possible for a person skilled in the art to determine the cord angle, i.e., the relative angle of the reinforcement to the circumferential direction.

[0010] The carcass of the pneumatic vehicle tire according to the invention has three regions: a first side region, a central region, and a second side region. The central region can expediently be the region of the tire carcass located below the tread in the pneumatic vehicle tire, whereas the first and second side regions, for example, form the carcass in the region of the flanks or sides of the pneumatic vehicle tire.

[0011] The central area is located radially further inward than the tread.

[0012] According to the invention, the pneumatic vehicle tire deviates from a strictly radial design by adopting a largely radial arrangement of the reinforcements, i.e., with a cord angle of 80° to 90°, only in the first and second lateral regions. Within the central region of the carcass, however, a cord angle in the range of 5° to 75° is set, resulting in a tire carcass that can be described as a partially angled tire carcass. A cord angle of 5° to 75° means that the rubberized reinforcements of the tire carcass form an angle of 5° to 75° with the circumferential direction or the circumferential direction.

[0013] These pneumatic vehicle tires known from the prior art, in which cord angles are set in the range of 5° to 75° within the central region of the carcass, exhibit fundamental mechanical stability. Fundamentally stable means, in particular, that the pneumatic vehicle tire can withstand the stresses encountered during normal operation of the pneumatic vehicle tire. These pneumatic vehicle tires known from the prior art, in which cord angles are set in the range of 5° to 75° within the central region of the carcass, also exhibit reduced mass and thus a lower weight than is the case with pneumatic vehicle tires known from the prior art. This lower weight leads to improved driving characteristics of the pneumatic vehicle tire.With these prior art pneumatic vehicle tires, noise could be generated during ferry operation due to the rolling of the pneumatic vehicle tire on a road surface. Means for dampening the resulting noise are known from the prior art. The use of these noise-damping agents could result in such an increase in the mass of the pneumatic vehicle tire that the improved handling characteristics achieved due to the reduced mass could be impaired.

[0014] The invention is therefore based on the object of providing a pneumatic vehicle tire which enables sufficient damping of any noise that may arise, while at the same time avoiding a disadvantageous increase in the mass of the vehicle.

[0015] The object of the invention is achieved in that the tire inner layer has an air permeability of maximum 4.5 ■ 10' 17units at a temperature of 70°C, with the inner tire layer having a maximum thickness of 5 mm.

[0016] The temperature is the temperature of the inner layer of the tire.

[0017] The maximum thickness of the tire inner liner is the maximum spatial extent of the tire inner liner parallel to a normal vector of the tire inner surface. The tire inner surface of the tire inner liner is the surface of the tire inner liner oriented toward the interior of the pneumatic tire.

[0018] Due to the fact according to the invention, according to which the tire inner layer has an air permeability of maximum 4.5 ■ 10' 17Units at a temperature of 70°C, wherein the tire inner layer has a maximum thickness of 5 mm, a tire inner layer made of such a material is used, which enables sufficient noise dampening and wherein the tire inner layer has a lower mass than would be the case with other noise-damping means with the same degree of acoustic dampening. The background is that a tire inner layer with such low permeability to air achieves sufficient acoustic dampening and at the same time has a lower mass than would be the case with other noise-damping means with higher permeability to air and the same degree of acoustic dampening.

[0019] The material from which the inner tire layer of the pneumatic vehicle tire according to the invention is formed is, for example, a material that has the highest possible density and / or the lowest possible viscosity and / or the lowest possible energy absorption capacity. For example, the material has a density of at least 1.3 g / cm 3 and / or a Mooney viscosity of not more than 40 and / or a rebound energy of at least 55%.

[0020] In particular, the entire tire inner layer has an air permeability of maximum 4.5 ■ 10' 17 Units at a temperature of 70° C, with the tire inner layer having a maximum thickness of 5 mm.

[0021] In particular, the entire tire inner layer has an air permeability of maximum 4.5 ■ 10' 17 Units at a temperature of 70° C, with the tire inner layer having a maximum thickness of 5 mm.

[0022] This provides an improved pneumatic vehicle tire.

[0023] A pneumatic vehicle tire is, for example, a car tire, a truck tire or a two-wheel tire.

[0024] Further advantageous embodiments of the present invention are the subject of the subclaims.

[0025] According to a preferred embodiment of the present invention, at least some of the rubberized reinforcement members of the carcass ply form an angle in the range of 85° to 90°, preferably in the range of 88° to 90°, with respect to the circumferential direction of the pneumatic vehicle tire in the first lateral region and in the second lateral region. This angle is the angle of the rubberized reinforcement members to the circumferential direction. According to a next preferred embodiment of the present invention, at least some of the rubberized reinforcement members of the carcass ply form an angle in the range of 10° to 70°, preferably in the range of 15° to 55°, particularly preferably in the range of 20° to 35°, with respect to the circumferential direction of the pneumatic vehicle tire in the central region. This angle is the angle of the rubberized reinforcement members to the circumferential direction.

[0026] According to a next preferred embodiment of the present invention, the tread is arranged at least partially, preferably completely, above the central region in a radially outward direction.

[0027] According to a next preferred embodiment of the present invention, the quotient of the width of the contact area and the width of the central region, in each case transverse to the circumferential direction of the pneumatic vehicle tire, is in the range from 0.7 to 2, preferably in the range from 0.8 to 1.6, particularly preferably in the range from 0.9 to 1.2 and very particularly preferably in the range from 0.95 to 1.05.

[0028] An extension transverse to the circumferential direction is an extension parallel to the axis of rotation and perpendicular to the circumferential direction.

[0029] Due to the fact according to the invention, according to which the quotient of the width of the contact area and the width of the central region, in each case transversely to the circumferential direction of the pneumatic vehicle tire, is in the range from 0.7 to 2, preferably in the range from 0.8 to 1.6, particularly preferably in the range from 0.9 to 1.2 and very particularly preferably in the range from 0.95 to 1.05, a maximum possible spatial extension of the damping element within the pneumatic vehicle tire can be ensured without causing a mechanical influence on the mechanical properties of the pneumatic vehicle tire that are effectively related to the central region.According to a next preferred embodiment of the present invention, the tire carcass comprises two or more carcass plies, wherein in each carcass ply, at least some of the rubberized reinforcement members, preferably all of the rubberized reinforcement members, form an angle in the range of 80° to 90° in the first lateral region and in the second lateral region relative to the circumferential direction of the pneumatic vehicle tire, and an angle in the range of 5° to 75° in the central region. This angle is the angle of the rubberized reinforcement members to the circumferential direction.

[0030] According to a next preferred embodiment of the present invention, the tire carcass comprises two carcass plies, wherein the rubberized reinforcement members of the two carcass plies in the central region enclose an angle relative to one another in the range of 30° to 90°, preferably in the range of 40° to 80°, particularly preferably in the range of 50° to 70°, most particularly preferably in the range of 55° to 65°.

[0031] The fact according to the invention, according to which the tire carcass comprises two carcass plies, with the rubberized reinforcement members of the two carcass plies enclosing an angle relative to each other in the central region in the range of 30° to 90°, preferably in the range of 40° to 80°, particularly preferably in the range of 50° to 70°, and most preferably in the range of 55° to 65°, creates a cross-bond between the two carcass plies. This cross-bond leads to an increase in the mechanical stability of the pneumatic vehicle tire.

[0032] According to a next preferred embodiment of the present invention, the tire inner layer has a density of at least 1.3 g / cm 3 and preferably a density of at least 1.8 g / cm 3 on.

[0033] Due to the fact according to the invention, according to which the tire inner layer has a density of at least 1.3 g / cm 3 and preferably a density of at least 1.8 g / cm 3 , further improved noise dampening is achieved, while at the same time, the tire inner layer uses such a low mass that there is no significant impairment of driving characteristics. For example, these tire inner layer densities ensure the lowest possible rolling resistance of the pneumatic vehicle tire.

[0034] According to a next preferred embodiment of the present invention, the tire inner layer has a first side region, a second side region and a central region arranged therebetween, wherein the central region of the tire inner layer is located, starting from the rotation axis, in a radial direction between the rotation axis and the central region of the tire carcass, wherein at least the central region of the tire inner layer has an air permeability of at most 4.5 10' 17 units at a temperature of 70°C, with the inner tire layer having a maximum thickness of 5 mm.

[0035] According to a next preferred embodiment of the present invention, the tire inner layer has a first side region, a second side region and a central region arranged therebetween, wherein the central region of the tire inner layer is located, starting from the rotation axis, in a radial direction between the rotation axis and the central region of the tire carcass, wherein only the central region of the tire inner layer has an air permeability of at most 4.5 ■ 10' 17 units at a temperature of 70°C, with the inner tire layer having a maximum thickness of 5 mm.

[0036] According to a next preferred embodiment of the present invention, the maximum thickness of the tire inner layer is 1.5 to 2.5 mm.

[0037] Further advantages, features, and details, to which the invention is not limited in scope, will now be described in more detail with reference to the drawings. It shows:

[0038] Fig. 1: A schematic representation of a pneumatic vehicle tire according to the invention according to an embodiment;

[0039] Fig. 2: A schematic representation of a region of a pneumatic vehicle tire according to the invention according to an embodiment;

[0040] Fig. 3: A schematic representation of a pneumatic vehicle tire according to the invention according to a further embodiment;

[0041] Fig. 4: A schematic representation of a pneumatic vehicle tire according to the invention according to a further embodiment;

[0042] Fig. 5: A schematic representation of rubberized reinforcement members of two carcass plies of a tire carcass of a pneumatic vehicle tire according to the invention according to a further embodiment;

[0043] Fig. 6: A schematic representation of a pneumatic vehicle tire according to the invention according to a further embodiment.

[0044] Figure 1 schematically shows a radial sectional view of a pneumatic vehicle tire 1 according to the invention, according to one embodiment. The pneumatic vehicle tire 1 is rotatable about a rotation axis 2 in a circumferential direction 3. The circumferential direction 3 can also be referred to as the circumferential direction.

[0045] The pneumatic vehicle tire 1 comprises: a) a tire carcass 4 with a first side region 5, a second side region 6 and a central region 7 arranged therebetween, comprising at least one carcass ply 8 with a plurality of rubberized reinforcement members 9 (not shown), which each extend through the first side region 5, the second side region 6 and the central region 7 of the

[0046] Tire carcass 4 extend, b) a tread 10 located radially further outward relative to the tire carcass 4, c) a tire inner layer 11 located radially further inward relative to the tire carcass 4, wherein at least some of the rubberized reinforcement members 9 of the carcass ply 8 enclose an angle 14 in the range from 80° to 90° in the first side region 5 and in the second side region 6 with respect to the circumferential direction 3 and enclose an angle 15 in the range from 5° to 75° in the central region 7.

[0047] The tire inner layer 11 has an air permeability of maximum 4.5 ■ 10' 17 Units at a temperature of 70° C, wherein the tire inner layer 11 has a maximum thickness 12 of 5 mm.

[0048] In particular, the maximum thickness 12 of the tire inner layer 11 is 1.5 to 2.5 mm.

[0049] The temperature is the temperature of the tire inner layer 11 .

[0050] The maximum thickness 12 of the tire inner layer 11 is the maximum spatial extent of the tire inner layer 11 parallel to a normal vector 22 of a tire inner surface 13 of the tire inner layer 11. The tire inner surface 13 of the tire inner layer 11 is the surface of the tire inner layer 11 oriented toward a vehicle pneumatic tire interior 23.

[0051] Figure 2 schematically illustrates a region of a pneumatic vehicle tire 1 according to the invention. The tire carcass 4 is shown. According to the illustration in Figure 2, a portion of the rubberized reinforcement members 9 of the carcass ply 8 forms an angle 14 in the range of 80° to 90° in the first lateral region 5 and the second lateral region 6 relative to the circumferential direction, and an angle 15 in the range of 5° to 75° in the central region 7.According to the illustration in Figure 3, the quotient of the width 16 of the contact area 20 of the pneumatic vehicle tire 1 on a road surface 21 divided by the width 17 of the central region 7, in each case transverse to the circumferential direction or direction of rotation 3, i.e. parallel to the axis of rotation 2, of the pneumatic vehicle tire 1, is in the range from 0.7 to 2, preferably in the range from 0.8 to 1.6, particularly preferably in the range from 0.9 to 1.2, very particularly preferably in the range from 0.95 to 1.05.

[0052] Figure 4 shows a schematic radial sectional view of a pneumatic vehicle tire 1 according to a further embodiment. As shown in Figure 4, the tire carcass 4 comprises two carcass plies 8 and 18.

[0053] Figure 5 schematically shows rubberized reinforcement members 9 corresponding to the embodiment shown in Figure 4. The rubberized reinforcement members 9 shown in Figure 5 are rubberized reinforcement members 9 of carcass plies 8 and 18. The rubberized reinforcement members 9 of carcass ply 8 run parallel to one another. The rubberized reinforcement members 9 of carcass ply 18 run parallel to one another.

[0054] The rubberized reinforcement members 9 of the two carcass plies 8, 18 in the central region 7 enclose an angle 19 relative to one another in the range from 30° to 90°, preferably in the range from 40° to 80°, particularly preferably in the range from 50° to 70°, most particularly preferably in the range from 55° to 65°.

[0055] Figure 6 shows a schematic radial sectional view of a pneumatic vehicle tire 1 according to the invention in accordance with a further embodiment. According to the illustration in Figure 6, the tire inner layer 11 has a first side region 24, a second side region 25 and a central region 26 arranged therebetween, wherein the central region 26 of the tire inner layer 11, starting from the rotational axis 2, lies in a radial direction 27 between the rotational axis 2 and the central region 7 of the tire carcass 4, wherein at least the central region 26 of the tire inner layer 11 has an air permeability of a maximum of 4.5 10' 17 units at a temperature of 70° C, wherein the tire inner layer 11 has a maximum thickness 12 of 5 mm.

[0056] In particular, only the central region 26 of the tire inner layer 11 has an air permeability of maximum 4.5 10' 17Units at a temperature of 70° C, with the tire inner layer 11 having a maximum thickness 12 of 5 mm.

[0057] List of reference symbols

[0058] 1 pneumatic vehicle tire

[0059] 2 rotation axis

[0060] 3 Direction of rotation

[0061] 4 Tire carcass

[0062] 5 First page area

[0063] 6 Second page area

[0064] 7 Central area

[0065] 8 Carcass ply

[0066] 9 Rubberized reinforcements

[0067] 10 treads

[0068] 11 Tire inner layer

[0069] 12 Maximum thickness of the tire inner layer

[0070] 13 Tire inner surface

[0071] 14 angles

[0072] 15 angles

[0073] 16 Width of the contact area

[0074] 17 Width of the central area

[0075] 18 Carcass ply

[0076] 19 angles

[0077] 20 contact area

[0078] 21 Roadway

[0079] 22 Normal vector of the tire inner surface

[0080] 23 Vehicle pneumatic tire interior

[0081] 24 First side area of ​​the tire inner layer

[0082] 25 Second side area of ​​the tire inner layer

[0083] 26 Central area of ​​the tire inner layer

[0084] 27 Radial direction

Claims

Patent claims 1. Vehicle pneumatic tire (1) comprising: a) a tire carcass (4) with a first side region (5), a second side region (6) and a central region (7) arranged between them, comprising at least one carcass ply (8) with a plurality of rubberized reinforcing elements (9) extending through the first side region (5), the second side region (6) and the central region (7) of the tire carcass (4), b) a tread strip (10) located radially outside the tire carcass (4), c) an inner tire ply (11) located radially inside the tire carcass (4), wherein at least a portion of the rubberized reinforcing elements (9) of the carcass ply (8) forms an angle (14) in the range of 80° to 90° with respect to the circumferential direction (3) in the first side region (5) and in the second side region (6) and an angle (15) in the range of 5° to 75° in the central region (7). includes, characterized by,that the inner tire layer (11 ) has a maximum air permeability of 4.5 ■ 10', 17 units at a temperature of 70° C, wherein the inner tire layer (11 ) has a maximum thickness (12) of 5 mm.

2. Vehicle pneumatic tire (1 ) according to claim 1 , characterized in that at least a part of the rubberized reinforcing elements (9) of the carcass layer (8) with respect to the circumferential direction (3) of the vehicle pneumatic tire (1 ) encloses an angle (14) in the range of 85° to 90°, preferably in the range of 88° to 90°, in the first side area (5) and in the second side area (6).

3. Vehicle pneumatic tire (1 ) according to one of claims 1 or 2, characterized in that at least a part of the rubberized reinforcing elements (9) of the carcass layer (8) with respect to the circumferential direction (3) of the vehicle pneumatic tire (1 ) in the central area (7) includes an angle (15) in the range of 10° to 70°, preferably in the range of 15° to 55°, particularly preferably in the range of 20° to 35°.

4. Vehicle pneumatic tire (1 ) according to one of the preceding claims, characterized in that the tread (10) is arranged at least partially, preferably completely, above the central area (7) in a radially outward direction.

5. Vehicle pneumatic tire (1 ) according to one of the preceding claims, characterized in that the quotient of the width (16) of the contact area and the width (17) of the central area (7), each transverse to the circumferential direction (3) of the vehicle pneumatic tire (1 ), is in the range of 0.7 to 2, preferably in the range of 0.8 to 1.6, particularly preferably in the range of 0.9 to 1.2, most preferably in the range of 0.95 to 1.

05.

6. Vehicle pneumatic tire (1 ) according to one of the preceding claims, characterized in that the tire carcass (4) comprises two or more carcass layers (8, 18), wherein in each carcass layer (8, 18) at least a part of the rubberized reinforcing elements (9), preferably all rubberized reinforcing elements (9), with reference to the circumferential direction (3) of the vehicle pneumatic tire (1 ) in the first side area (5) and in the second side area (6) encloses an angle (14) in the range of 80° to 90° and in the central area (7) an angle (15) in the range of 5° to 75°.

7. Vehicle pneumatic tire (1) according to the preceding claim, characterized in that the tire carcass (4) comprises two carcass layers (8, 18), wherein the rubberized reinforcing elements (9) of the two carcass layers (8, 18) in the central region (7) enclose an angle (19) relative to each other in the range of 30° to 90°, preferably in the range of 40° to 80°, particularly preferably in the range of 50° to 70°, most preferably in the range of 55° to 65°.

8. Vehicle pneumatic tire (1) according to one of the preceding claims, characterized in that the tire inner layer (11) has a density of at least 1.3 g / cm³ 3 and preferably a density of at least 1.8 g / cm³ 3 exhibits.

9. Vehicle pneumatic tire (1) according to one of the preceding claims, characterized in that the tire inner layer (11) has a first side region (24), a second side region (25) and a central region (26) arranged between them, wherein the central region (26) of the tire inner layer (11) lies in a radial direction (27) between the axis of rotation (2) and the central region (7) of the tire carcass (4), wherein at least the central region (26) of the tire inner layer (11) has an air permeability of at most 4.5 10⁻⁵ 17 units at a temperature of 70°C, wherein the inner tire layer (11) has a maximum thickness (12) of 5 mm.

10. Vehicle pneumatic tire (1) according to one of the preceding claims, characterized in that the tire inner layer (11) has a first side region (24), a second side region (25) and a central region (26) arranged between them, wherein the central region (26) of the tire inner layer (11) lies in a radial direction (27) between the axis of rotation (2) and the central region (7) of the tire carcass (4), wherein only the central region (26) of the The inner tire layer (11) has a maximum air permeability of 4.5 10' 17 Units at a temperature of 70°C, wherein the inner tire layer (11) has a maximum thickness (12) of 5 mm.

11. Vehicle pneumatic tire (1) according to one of the preceding claims, characterized in that the maximum thickness (12) of the inner tire layer (11) is 1.5 to 2.5 mm.

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