Pneumatic vehicle tyres with reinforcing layers

Abstract

The invention relates to pneumatic vehicle tyres, characterised in that a tyre reinforcement contains a multifilament yarn made of PA 6.6, which has a fineness of 100 dtex to 1500 dtex, in that the raw yarn made of PA 6.6 of the multifilament yarn made of PA 6.6 has a fineness-related maximum tensile strength of greater than 87 cN / tex and a hot shrinkage of greater than 6%, determined at 180°C under a pretension of 0.05 cN / dtex with an exposure time of two minutes, in that a carcass reinforcement contains a multifilament yarn of rayon having a fineness of 150 dtex to 1400 dtex, in that the raw yarn made of rayon of the multifilament yarn made of rayon has a fineness-related maximum tensile strength in a range from ≥ 45 cN / tex to ≤ 55 cN / tex, and in that a belt reinforcement contains a steel monofilament having a tensile strength of 3000 N / mm^2 to 4100 N / mm^2 and a carbon content of 0.79% by weight to 1.10% by weight. Such a pneumatic vehicle tyre with further improved environmental friendliness is still sufficiently robust to withstand particular stresses, such as improper use.

Description

[0001] Description

[0002] Pneumatic vehicle tires having reinforcement layers

[0003] The invention relates to a pneumatic vehicle tire, comprising a carcass having a carcass ply, a belt arranged radially outside the carcass and having a belt ply, and a belt bandage having a bandage layer resting radially outside on the belt, wherein the carcass ply, the belt ply and the bandage layer each have strength members which are embedded in rubber material within the respective layer, arranged parallel and spaced from one another, wherein the strength members of the bandage layer are textile strength members, each formed from at least one multifilament yarn made of polyamide 6.6 (PA 6.6), wherein the strength members of the carcass ply are textile strength members, each formed from at least one multifilament yarn made of rayon, and wherein the strength members of the belt layer are each formed from at least one steel monofilament.

[0004] Reinforcement layers for pneumatic vehicle tires, such as the carcass ply, the belt ply, and / or the bandage ply, are of utmost importance and are generally known to those skilled in the art. The reinforcement layers comprise a multitude of reinforcing, thread-like elements, the so-called reinforcement members. The reinforcement members are completely embedded in elastomeric material, for example, by calendering. The reinforcement members of these reinforcement layers take the form of woven fabrics or calendered, continuously wound reinforcement members, for example.

[0005] The rubberized reinforcement layers of appropriate size and design are combined with other components to form a pneumatic vehicle tire. In a pneumatic vehicle tire, the reinforcement layers reinforce the respective components of the tire. At the same time, the pneumatic vehicle tire must be improved with regard to other boundary conditions, such as low rolling resistance. This can be achieved by using comparatively thin and high-strength reinforcement layers. However, the reinforcement layers must still meet the demanding requirements of the respective component of the pneumatic vehicle tire. Especially in highly stressed areas, the interaction of the reinforcement layers of various tire components must be considered to ensure adequate technical properties of the entire tire.For example, in the head area of ​​the pneumatic vehicle tire, in which the reinforcement layers of the carcass, the belt and the belt bandage are arranged to overlap each other at least in sections, not only the required technical properties of the individual components must be taken into account, but the strength and robustness of the entire head area must be ensured.

[0006] To ensure the strength and robustness of a pneumatic vehicle tire, it is common practice to equip the tire's head area with sufficient thickness to ensure strength and robustness against exceptional loads, such as driving over obstacles. However, this, in turn, has a negative impact on other properties, such as low rolling resistance.

[0007] A pneumatic vehicle tire, in particular of a radial design, generally comprises a carcass containing at least one carcass ply, the carcass extending from a crown region of the tire over sidewalls to bead regions and usually anchored there by wrapping tensile bead cores, a profiled tread located radially outside the carcass, and a belt arranged between the tread and the carcass, usually having at least two belt plies, as well as a belt bandage with at least one bandage ply, lying radially outside on the belt and covering at least the belt edges. In a radial design tire, the carcass is designed as a radial carcass, with all or some of the reinforcement members of the radial carcass running approximately in the radial direction in an area of ​​the sidewalls. In this application, "approximately in" a direction means at an angle of 0 to 8° with respect to the respective direction.

[0008] The reinforcements of the carcass, especially the radial carcass, must be sufficiently strong to adequately absorb the forces occurring during tire operation and to ensure long-term durability. In particular, the carcass resists the tire's internal pressure. Driving behavior, especially during high-speed use, is further positively influenced by a high modulus of elasticity at strains of up to approximately 2% to 4% of the carcass' reinforcements. In addition, a reinforcing layer of the carcass during tire production should allow for sufficient elevation during tire construction and in the vulcanization mold to ensure precise tire shaping.In addition, the reinforcements of the carcass should have a high maximum tensile strength and a high elongation at break in order to increase the durability of the tire and to have improved durability with regard to forced elongation, which can occur, for example, when driving through a pothole.

[0009] The belt bandage serves to prevent the tire from buckling due to the centrifugal forces that occur during ferry operation, particularly during high-speed operation. The strength members of the at least one bandage layer of the belt bandage run approximately in the circumferential direction. The at least one bandage layer of the belt bandage is applied during tire production in the form of layers, strips, or individual strength members with strength members embedded in an unvulcanized rubber compound, which are wound or spooled onto the belt. The strength members of the belt bandage are intended to allow sufficient buckling during crowning and in the vulcanization mold during tire production so that the tire can be precisely shaped, and they are intended to ensure good high-speed suitability for ferry operation after the tire has been finished.In order to meet these requirements, the reinforcements should have a breaking elongation sufficient for tire production and should be able to be stretched up to an elongation of approximately 3% to 4% with moderate force and from a higher elongation only with very high force.

[0010] The belt typically consists of at least two belt layers arranged at an angle to each other. The belt improves the stiffness of the tread in both the longitudinal and transverse directions. This serves to transfer power while driving, improves lateral grip, and reduces tire wear.

[0011] Efforts are also being made to further improve the properties of the belt bandage component. EP3254870 A1 and EP3254871 A1 each disclose a reinforcement layer of the belt bandage whose strength member comprises at least one multifilament yarn made of polyamide 6.6. The raw yarn made of polyamide 6.6 has a tenacity-related strength that, at an elongation of 4%, lies in a range of 1.35 cN / dtex to 1.60 cN / dtex, and the strength member has a tenacity-related strength that, at an elongation of 4%, lies in an advantageous range. The comparatively thin reinforcement layers have an advantageous modulus of elasticity for use in the belt bandage and are more fatigue-resistant with regard to alternating compressive and bending stresses.

[0012] Efforts to make the reinforcing layer(s) of the carcass environmentally friendly by using reinforcements made of renewable cellulose-based viscose and a comparatively thin design of the reinforcements are known from EP 2759624 A1. This document discloses a carcass ply comprising a viscose multifilament yarn as the reinforcement with a tensile strength sufficient for the carcass in a range of > 45 cN / tex to < 55 cN / tex.

[0013] EP 3544826 A1 discloses belt layers comprising steel monofilaments with a tensile strength of 3080 N / mm 2 up to 4190 N / mm 2 as a reinforcement. DE10 2019 218 723 A1 discloses a belt layer comprising steel cords of construction 1 + 2 made of three steel filaments with a tensile strength of 3000 N / mm 2 up to 4000 N / mm 2 the same diameter.

[0014] The trend is towards further improving the environmental friendliness, particularly the rolling resistance, of rubber products by optimizing the reinforcement layer(s) of a component of the rubber product. By deliberately reducing the fineness or diameter of the strength members of a reinforcement layer, the resulting reduction in the thickness of the reinforcement layer can reduce energy consumption when the tire component deforms during operation. However, such optimization of the reinforcement layer comes at the expense of other properties, such as the robustness of the component. If multiple tire components are to contribute to optimization, the interaction of the individually optimized components in particularly stressed areas of the tire must also be considered.This applies, for example, to the head area, where the reinforcement layers of various components, especially the carcass, the belt, and the belt bandage, interact. The robustness of the entire tire must also be ensured even under extreme conditions, such as those that can arise from improper use, such as driving with under-inflation or overloading.

[0015] It was therefore the primary object of the present invention to provide a pneumatic vehicle tire which, while being further improved in terms of environmental friendliness, still has sufficient robustness against particular stresses, such as improper use.

[0016] The object is achieved by a pneumatic vehicle tire according to the features of claim 1.

[0017] The pneumatic vehicle tire according to the invention is characterized in that the multifilament yarn made of PA 6.6 has a fineness of 100 dtex to 1500 dtex, that a raw yarn made of PA 6.6 of the multifilament yarn made of PA 6.6 has a fineness-related maximum tensile force of greater than 87 cN / tex, determined according to ASTM D885, and a hot shrinkage of greater than 6%, determined at 180°C under a pretension of 0.05 cN / dtex with an exposure time of two minutes.

[0018] The pneumatic vehicle tire according to the invention is further characterized in that the multifilament yarn made of rayon has a fineness of 150 dtex to 1400 dtex and that a raw yarn made of rayon of the multifilament yarn made of rayon has a fineness-related maximum tensile strength in a range of > 45 cN / tex to < 55 cN / tex, determined according to ASTM D885.

[0019] The pneumatic vehicle tire according to the invention is further characterized in that the steel monofilament has a tensile strength of 3000 N / mm A2 to 4100 N / mm A 2, determined according to ASTM D2969, and having a carbon content of 0.79 wt% to 1.10 wt%.

[0020] “Raw yarn” means a multifilament yarn that is spun without any twist and is therefore not yet hot-drawn and impregnated.

[0021] A "textile reinforcement" refers to a reinforcement made of one, two, or more multifilament yarns made of a textile material, such as PA 6.6 or rayon, where the multifilament yarn(s) have already undergone the process of hot drawing, including impregnation and twisting. In a textile reinforcement made of two or more multifilament yarns, the two or more multifilament yarns can be end-twisted together to form a cord.

[0022] Characteristics of the strength members can be determined before the strength members are embedded in the respective reinforcement layer.

[0023] The force-strain data for determining the tensile strength per unit of the raw yarns or the textile reinforcements, as well as the tensile strength per unit of 4% elongation of the raw yarns or the textile reinforcements, are each determined according to ASTM D885. The hot shrinkage of the raw yarns or the textile reinforcements is determined at 180 °C under a pre-tension for a two-minute exposure time. For PA 6.6, the pre-tension is 0.05 cN / dtex.

[0024] The tensile strength of the steel monofilaments is determined according to ASTM D2969.

[0025] Amazingly, it has been found that precisely the targeted combination of the aforementioned reinforcement layers with high-strength reinforcement members results in a tire that, despite the comparatively thin reinforcement layers of the various components (carcass, belt bandage, and belt), still offers sufficient robustness against special stresses, such as improper use. What is crucial here is that the reinforcement members of the at least one bandage layer and the at least one carcass layer, as well as the at least one belt layer, are made of high-strength raw yarns or steel monofilaments, as well as the shrinkage behavior of the raw yarns made of PA 6, which is adapted to the requirements of the bandage layer.6 and the shrinkage behavior of the raw rayon yarns, which is adapted to the requirements of the carcass ply, still ensure sufficient robustness of the tire against special stresses, such as improper use, even with a comparatively low fineness of the individual reinforcements. This applies particularly to the particularly stressed head area, where the aforementioned components are arranged overlapping one another in the radial direction. In particular, the aforementioned reinforcement layers can be arranged overlapping one another in the radial direction.

[0026] The high-strength design of the reinforcements of the bandage layer, the carcass layer and the belt layer enables the comparatively thin combination of reinforcement layers to improve rolling resistance while maintaining sufficient robustness.

[0027] The reinforcement layers of the components can thus be made comparatively thin, further reducing the rolling resistance of the pneumatic vehicle tire. At the same time, the reinforcement layers still meet the specific requirements of the respective components—carcass, belt, or belt bandage—of the pneumatic vehicle tire, and their combination enables a tire with sufficient robustness to withstand special stresses, such as improper use of the pneumatic vehicle tire.

[0028] The use of rayon further improves environmental friendliness.

[0029] It has been shown that the pneumatic vehicle tire according to the invention, while being further improved in terms of environmental friendliness, still has sufficient robustness against particular stresses, such as improper use.

[0030] An advantageous embodiment is provided by the fact that the raw yarn made of PA 6.6 has a fineness-related strength which, at an elongation of 4%, lies in a range of 13.5 cN / tex to 16.0 cN / tex.

[0031] The textile reinforcements of the tire layer thus exhibit a comparatively high modulus of elasticity for PA 6.6 at an elongation of 4%, while also offering advantageous fatigue resistance with regard to alternating compressive and flexural stresses. Thus, the elongation required for tire production is maintained up to approximately 3%, while higher forces must be applied at higher elongations, which is advantageous for the tire's high-speed operation.

[0032] An advantageous embodiment is provided in that the textile strength members of the bandage layer are each designed as a first bandage strength member, wherein the first bandage strength members are each formed from exactly one of the multifilament yarns made of PA 6.6 and have a fineness-related strength which, at an elongation of 4%, is in a range of 20.5 cN / tex to 28.0 cN / tex, and a twist factor a' of the twist of the multifilament yarn made of PA 6.6 of 30 to 40.

[0033] Despite the resulting particularly thin tire layer, the tire's durability and robustness are sufficiently ensured. The pneumatic vehicle tire constructed in this way is lightweight and offers favorable rolling resistance.

[0034] The twist factor a' of the twist of a multifilament yarn is defined as (twist of the multifilament yarn [t / m]) ■ (fineness of the multifilament yarn [tex] / 1000) 1 / 2The twist factor a' is a measure of the twist per meter of the multifilament yarn, related to the total fineness of the multifilament yarn.

[0035] It is advantageous if the twist factor a' of the multifilament PA 6.6 yarn of the first bandage reinforcement lies in a range of 30 to 40. This twist factor a' represents a favorable compromise regarding fatigue resistance and strength. A lower twist factor a' would be disadvantageous with regard to fatigue resistance, while a higher twist factor would result in lower strength of the textile reinforcement.

[0036] The first bandage reinforcement is made from exactly one of the PA 6.6 multifilament yarns and thus has the PA 6.6 x1 construction. It is advisable for the PA 6.6 multifilament yarn to have a fineness of 700 dtex.

[0037] An advantageous embodiment is provided in that the textile reinforcements of the bandage layer are each designed as second bandage reinforcements, wherein the second bandage reinforcements are each designed as a cord of the PA 6.6 x 2 construction and have a fineness-related maximum tensile force of more than 74 cN / tex, a fineness-related strength which, at an elongation of 4%, lies in a range of 12 cN / tex to 20 cN / tex, a hot shrinkage of 4.0% to 7.0%, determined at 180 °C under a pretension of 0.05 cN / dtex with an exposure time of two minutes, and a twist factor a of the final twist of the cord of 100 to 250. The use of such high-strength reinforcements enables comparatively thin reinforcement layers. Such a tire is characterized by low weight and thus advantageous rolling resistance while at the same time providing sufficient durability and robustness.

[0038] The twist factor a of the final twist of a cord is defined as (Twist of the final twist [t / m]) ■ (Fineness of the cord [tex] / 1000) 1 / 2 The twist factor a is a measure of the twist per meter of the cord, related to the total fineness of the cord.

[0039] It is advantageous if the twist factor a of the final twist of this cord of the PA 6.6 x2 construction of the second drum strength member is in a range of 100 to 250. This twist factor represents a favorable compromise between fatigue resistance and strength. A lower twist factor would be disadvantageous in terms of fatigue resistance, while a higher twist factor would result in lower strength of the cord.

[0040] The second bandage reinforcement is designed as a PA 6.6 x2 cord and is thus made of exactly two PA 6.6 multifilament yarns, which are end-twisted together to form the cord. It is advisable for the two PA 6.6 multifilament yarns to each have a count of 470 dtex or 700 dtex.

[0041] An advantageous embodiment is provided in that the raw yarn made of rayon has a fineness-related strength which, at an elongation of 4%, lies in a range of 20 cN / tex to 30 cN / tex according to ASTM D885.

[0042] Such a tire is characterized by low weight and thus favorable rolling resistance, while simultaneously offering sufficient durability and robustness. An advantageous embodiment is provided by the textile reinforcements of the carcass ply being designed as first carcass reinforcements, with the first carcass reinforcements each being formed as a cord of the rayon x 2 construction. The first carcass reinforcements have a tensile strength per unit of more than 45 cN / tex, a tensile strength per unit of 4% within a range of 18 cN / tex to 35 cN / tex according to ASTM D885, and a final twist factor a of 200 to 300.

[0043] The first carcass reinforcements are characterized by their high-strength properties. Such tires are characterized by low weight and thus favorable rolling resistance, while simultaneously offering sufficient durability and robustness.

[0044] It is advantageous if the twist factor a of the final twist of this cord of the Rayon x 2 construction is in a range of 150 to 250. This twist factor represents a favorable compromise between fatigue resistance and strength. A lower twist factor would be disadvantageous in terms of fatigue resistance, while a higher twist factor would result in lower strength of the cord.

[0045] The first carcass reinforcement is constructed as a rayon x2 cord, consisting of exactly two multifilament rayon yarns that are end-twisted together to form the cord. It is advisable for the two multifilament rayon yarns to each have a count of 620 dtex or 1220 dtex.

[0046] It is expedient if the textile reinforcements of the bandage layer are designed as first bandage reinforcements of the PA 6.6 x 1 construction and the textile reinforcements of the carcass layer are designed as first carcass reinforcements of the Rayon x 2 construction. However, it is also expedient if the textile reinforcements of the bandage layer are designed as second bandage reinforcements of the PA 6.6 x 2 construction and the textile reinforcements of the carcass layer are designed as first carcass reinforcements of the Rayon x 2 construction.

[0047] An advantageous embodiment is provided by the multifilament yarn made of PA 6.6 having a fineness of 450 dtex to 750 dtex, preferably 470 dtex to 700 dtex. Such a fineness of the multifilament yarn made of PA 6.6 has proven particularly suitable for use in the tire according to the invention.

[0048] An advantageous embodiment is provided by the multifilament rayon yarn having a fineness of 600 dtex to 1250 dtex, preferably 620 dtex to 1220 dtex. Such a fineness of the multifilament rayon yarn has proven particularly suitable for use in the tire according to the invention.

[0049] An advantageous embodiment is provided in that the strength members of the belt layer are designed as first belt strength members, that the first belt strength members are each formed from exactly one of the steel monofilaments, that the steel monofilament has a tensile strength of 3400 N / mm A2 to 4100 N / mm A 2 and that the belt layer has a strength of in particular 30 kN / dm to 50 kN / dm.

[0050] Such a tire is characterized by its low weight and thus advantageous rolling resistance while at the same time being sufficiently durable and robust.

[0051] Preferably, the steel monofilament has a diameter of 0.33 mm to 0.40 mm, particularly preferably 0.33 mm, 0.35 mm or 0.40 mm. An advantageous embodiment is provided in that the strength members of the belt layer are designed as second belt strength members, that the second belt strength members are each formed from two or more of the steel monofilaments, preferably forming the construction x2 or 1 + 2 or 1 + 3, particularly preferably forming the construction x2 or 1 + 2, that the steel monofilaments have a tensile strength of 3000 N / mm A 2 to 4000 N / mm A2 and that the belt layer has a strength of in particular 30 kN / dm to 75 kN / dm.

[0052] Such a tire is characterized by its low weight and thus advantageous rolling resistance while at the same time being sufficiently durable and robust.

[0053] The second belt strength members are formed from several, preferably two or three, steel monofilaments. The strength members of the belt layer preferably each have the construction x2 or 1 + 2 or 1 + 3, particularly preferably the construction x2 or 1 + 2.

[0054] It has been found to be advantageous if the belt layer with the second belt strength members as strength members has a strength of 30 kN / dm to 75 kN / dm.

[0055] Preferably, the steel monofilaments of the second belt strength members have diameters of 0.20 mm to 0.30 mm.

[0056] It is advisable if the strength members of construction 1 + 2 have a diameter of the steel monofilaments of 0.29 mm.

[0057] An advantageous embodiment is provided in that the steel monofilament has a diameter of 0.20 mm to 0.42 mm, preferably 0.20 mm to 0.30 mm or 0.33 mm to 0.40 mm. A diameter of 0.20 mm to 0.42 mm has proven particularly suitable for use in the tire according to the invention.

[0058] For a strength member of the belt layer formed from exactly one steel monofilament, a diameter of 0.33 mm to 0.42 mm, preferably 0.35 mm to 0.40 mm, has proven to be particularly suitable.

[0059] For a strength member of the belt layer formed from two or more of the steel monofilaments, preferably having the construction 1 + 2, a diameter of 0.20 mm to 0.30 mm, preferably 0.29 mm, has proven to be particularly suitable.

[0060] An advantageous embodiment is provided in that the PA 6.6 is formed entirely or partially from bio-based PA 6.6.

[0061] In the context of the present invention, the term “bio-based polymer” means a polymer which is composed entirely or at least partially of monomers whose starting monomers were obtained directly from biomass.

[0062] The polymer can be made entirely from monomers derived from biomass, meaning that, within the scope of the invention, 100% by weight of the starting monomers are directly derived from biomass. This optimizes the pneumatic vehicle tire according to the invention, particularly with regard to sustainability, while simultaneously offering excellent properties.

[0063] However, the polymer can also be produced only partially from monomers from biomass, especially if some of the monomers on which the polymer is based are not accessible via biomass. In the context of the present invention, "at least partially produced from biomass" means that more than 0 wt. % of the starting monomers were obtained directly from biomass. As a result, the pneumatic vehicle tire according to the invention is optimized with regard to the flexibility and sustainability required (depending on the availability of starting materials) while simultaneously exhibiting very good properties. As is known to those skilled in the art, the proportion of bio-based materials, i.e. the proportion of renewable raw materials in the polymer, can be determined according to ASTM D 6866 (C-14 method).

[0064] However, the PA 6.6 can also be made from non-biobased PA 6.6, meaning that, within the scope of the invention, none of the starting monomers of the respective polymer were directly obtained from biomass. It can be conventional, particularly petroleum-based, PA 6.6.

[0065] An advantageous embodiment is provided in that the PA 6.6 is formed entirely or partially from recycled PA 6.6.

[0066] In the context of the present invention, the term "recycled PA 6.6" refers to PA 6.6 obtained by at least one recycling process. The recycling process can be any recycling process known to those skilled in the art, such as, in particular, chemical and / or mechanical recycling.

[0067] The starting materials for recycling are mainly bottles, clothing and yarn waste.

[0068] In the context of the present invention, mechanical recycling processes also include temperature treatments, such as remelting.

[0069] In the context of this invention, chemical recycling refers to any type of chemical processing of waste and the subsequent recovery of new products or raw materials from it. This can also mean complete chemical degeneration into molecules in which the material source, i.e., the chemical nature of the waste, is no longer immediately recognizable, and subsequent synthesis from these molecules to polymers, which are then used as recycled polymers in the respective multifilament yarn. Furthermore, industrial yarn waste can also be recycled and used as material for textile reinforcement, as is particularly the case with PA 6.6. Depending on the type and similarity of the yarn waste to the required materials, chemical and / or mechanical recycling is appropriate.

[0070] To ensure reliable adhesion of the textile reinforcements to the rubber, it is advisable to provide the textile reinforcements with an adhesive impregnation, e.g., with a dip in a one- or two-bath process. The dip can be a known RFL dip (resorcinol formaldehyde latex) or an environmentally and health-friendly RFL-free alternative, as described, for example, in DE 102014211362 A1, WO 2019015792 A1, EP 3702521 A1, EP 3702522 A1, or EP 3702523 A1.

[0071] The carcass of the pneumatic vehicle tire comprises one or more carcass plies according to the invention. A particularly simple carcass is achieved when all reinforcement layers of the carcass are designed as carcass plies according to the invention. The carcass is preferably single-layer and formed by exactly one carcass ply according to the invention.

[0072] The belt bandage of the pneumatic vehicle tire comprises one or more bandage layers according to the invention. A particularly simple belt bandage is achieved when all reinforcement layers of the belt bandage are designed as bandage layers according to the invention. Preferably, the belt bandage is single-layered and formed by exactly one bandage layer according to the invention.

[0073] The belt of the pneumatic vehicle tire comprises one, two, or more belt plies according to the invention. The belt preferably comprises two belt plies constructed according to the invention, the reinforcement members of which are arranged intersecting at an angle and with stiffening opposite to the circumferential direction. A particularly simple belt is achieved when all reinforcement plies of the belt are constructed as belt plies according to the invention.

[0074] The pneumatic vehicle tire is manufactured in particular in a manner known to the person skilled in the art using devices known to the person skilled in the art.

[0075] In particular, an unvulcanized green body of an unvulcanized vehicle tire comprising the reinforcement layers according to the invention, including all described embodiments, is first prepared by stacking the corresponding components, which comprise unvulcanized rubber mixtures, on top of one another. The green body is then vulcanized.

[0076] The pneumatic vehicle tire according to the invention is preferably a tire for a passenger car, a van, or a light truck. It is preferably a radial tire.

[0077] The invention encompasses all advantageous embodiments, which are reflected, among other things, in the patent claims. In particular, the invention also encompasses embodiments resulting from the combination of different features with varying degrees of preference, so that a combination of a first feature designated as "preferred" with another feature designated, for example, as "particularly preferred" is also encompassed by the invention.

[0078] In the following, the invention is explained in more detail using two exemplary embodiments according to the invention, without, however, being limited to these.

[0079] The two pneumatic vehicle tires designed according to the invention, in particular of a radial design, have a carcass formed from a carcass ply, a belt arranged radially outside the carcass and formed from two belt layers, and a belt bandage formed by at least one bandage layer resting radially outside on the belt and covering at least the belt edges. The carcass ply, the belt layers, and the bandage layer each have reinforcements embedded in rubber material within the respective layer, arranged parallel and spaced from one another, wherein the reinforcements of the bandage layer are textile reinforcements, each formed from at least one multifilament yarn made of polyamide 6.6 (PA 6.6), wherein the reinforcements of the carcass ply are textile reinforcements, each formed from at least one multifilament rayon yarn, and wherein the reinforcements of the belt plies are each formed from at least one steel monofilament. The reinforcements of the two belt plies are arranged at an angle and with stiffening opposite to the circumferential direction.

[0080] The two pneumatic vehicle tires according to the invention have the following reinforcements in their reinforcement layers (in the order of bandage layer, carcass layer, belt layer):

[0081] First pneumatic tire: PA6.6 700x1 , Rayon 620x2, Steel 1x0.35 Second pneumatic tire: PA6.6470x2, Rayon 1220x2, Steel 1 +2x0.29

[0082] The textile reinforcements of the bandage layer of the two pneumatic vehicle tires are characterized by the fact that the multifilament yarn made of PA 6.6 has a fineness of 100 dtex to 1500 dtex, that the raw yarn made of PA 6.6 of the multifilament yarn made of PA 6.6 has a fineness-related maximum tensile strength of greater than 87 cN / tex, determined according to ASTM D885, and a hot shrinkage of greater than 6%, determined at 180°C under a pretension of 0.05 cN / dtex with an exposure time of two minutes.

[0083] Furthermore, the raw yarn made of PA 6.6 has a fineness-related strength which, at an elongation of 4%, lies in a range of 13.5 cN / tex to 16.0 cN / tex.

[0084] The textile reinforcements of the carcass ply of both pneumatic vehicle tires are characterized by the multifilament rayon yarn having a fineness of 150 dtex to 1400 dtex, and the raw rayon yarn of the multifilament rayon yarn having a fineness-related maximum tensile strength in a range of > 45 cN / tex to < 55 cN / tex, determined according to ASTM D885. Furthermore, the raw rayon yarn of the multifilament rayon yarn has a fineness-related strength that, at an elongation of 4%, lies in a range of 20 cN / tex to 30 cN / tex according to ASTM D885.

[0085] The strength members of the belt layers of the two pneumatic vehicle tires are characterized by the fact that the steel monofilament has a tensile strength of 3000 N / mm A 2 to 4100 N / mm A 2, determined according to ASTM D2969, and having a carbon content of 0.79 wt% to 0.95 wt%.

[0086] The first pneumatic vehicle tire according to the invention, in particular of radial design, is characterized with regard to the tire layer in that the textile reinforcements of the tire layer according to the invention are formed as first tire reinforcements, each made of exactly one of the multifilament yarns made of PA 6.6. The multifilament yarn made of PA 6.6 has a fineness of 700 dtex. Furthermore, the first tire reinforcements have a fineness-related strength, which at an elongation of 4% lies in a range of 20.5 cN / tex to 28.0 cN / tex, and a twist factor a' of the twist of the multifilament yarn made of PA 6.6 of 30 to 40.

[0087] The first pneumatic vehicle tire according to the invention is characterized with respect to the carcass ply in that the textile reinforcements of the carcass ply according to the invention are each designed as first carcass reinforcements. They have the Rayon x2 construction, with the multifilament rayon yarns having a fineness of 620 dtex. The first carcass reinforcements have a fineness-related maximum tensile strength of greater than 45 cN / tex, a fineness-related strength which, at an elongation of 4%, is between 18 cN / tex and 35 cN / tex according to ASTM D885, and a twist factor a of the final twist of 200 to 300. The first pneumatic vehicle tire according to the invention is characterized with respect to the belt plies in that the reinforcements of the belt plies are each formed from three of the steel monofilaments and have the 1 + 2 construction. The steel monofilaments have a diameter of 0.29 mm and a tensile strength of 3593 N / mm A2. The belt layer has a strength of 64 kN / dm.

[0088] The second pneumatic vehicle tire according to the invention is characterized with regard to the tire ply in that the reinforcements of the tire ply according to the invention are designed as second tire reinforcements. They have the PA 6.6 x2 construction, with the multifilament yarns made of PA 6.6 having a fineness of 470 dtex. The second tire reinforcements have a tensile strength of more than 74 cN / tex, a tensile strength of 12 cN / tex to 20 cN / tex at an elongation of 4%, a heat shrinkage of 4.0% to 7.0%, determined at 180°C under a pretension of 0.05 cN / dtex with an exposure time of two minutes, and a twist factor a of the final twist of the cord of 100 to 250.

[0089] The second pneumatic vehicle tire according to the invention is characterized with regard to the carcass ply in that the textile reinforcements of the carcass ply according to the invention are each designed as first carcass reinforcements. They have a Rayon x2 construction, with the multifilament rayon yarns having a fineness of 1220 dtex. The first carcass reinforcements have a fineness-related maximum tensile strength of greater than 45 cN / tex, a fineness-related strength of 18 cN / tex to 35 cN / tex at an elongation of 4% according to ASTM D885, and a twist factor a of the final twist of 200 to 300.

[0090] The second pneumatic vehicle tire according to the invention is further characterized with regard to the belt layers in that the strength members of the belt layers are each formed from exactly one of the steel monofilaments, that the steel monofilament has a diameter of 0.35 mm and a tensile strength of 3742 N / mm A2 and that the belt layer has a strength of 34 kN / dm. It has been shown that the two pneumatic vehicle tires designed according to the invention, thanks to the combination of high-strength materials in the reinforcement layers of the carcass, the belt bandage, and the belt, still exhibit sufficient robustness against special stresses despite the comparatively low material usage. At the same time, the rolling resistance is further improved due to the comparatively low material usage.

Claims

Patent claims 1. Pneumatic vehicle tire, comprising a carcass having a carcass ply, a belt arranged radially outside the carcass and having at least one belt ply, and a belt bandage having a bandage layer lying radially outside on the belt, wherein the carcass ply, the belt ply and the bandage layer each have reinforcements which are embedded in rubber material within the respective layer, arranged parallel and spaced from one another, • wherein the reinforcements of the bandage layer are textile reinforcements, each formed from at least one multifilament yarn of polyamide 6.6 (PA 6.6), • wherein the reinforcements of the carcass ply are textile reinforcements, each formed from at least one multifilament yarn made of rayon, and • wherein the strength members of the belt layer are each formed from at least one steel monofilament, characterized in that the multifilament yarn made of PA 6.6 has a fineness of 100 dtex to 1500 dtex, that a raw yarn made of PA 6.6 of the multifilament yarn made of PA 6.6 • a tensile strength of greater than 87 cN / tex, determined according to ASTM D885, and • has a heat shrinkage of more than 6%, determined at 180°C under a pre-tension of 0.05 cN / dtex for two minutes of exposure, that the multifilament yarn made of rayon has a fineness of 150 dtex to 1400 dtex, that a raw yarn made of rayon of the multifilament yarn made of rayon • has a tensile strength in a range of > 45 cN / tex to < 55 cN / tex, determined according to ASTM D885, and that the steel monofilament a tensile strength of 3000 N / mm A 2 to 4100 N / mm A 2, determined according to ASTM D2969, and a carbon content of 0.79 wt% to 1.10 wt%.

2. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the raw yarn made of PA 6.6 has a fineness-related strength which, at an elongation of 4%, is in a range from 13.5 cN / tex to 16.0 cN / tex.

3. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the textile reinforcements of the bandage layer are designed as first bandage reinforcements, wherein the first bandage reinforcements are each formed from exactly one of the multifilament yarns made of PA 6.6 and • a tenacity related to the fineness, which at an elongation of 4% lies in a range of 20.5 cN / tex to 28.0 cN / tex, and • have a twist factor a' of the twist of the multifilament yarn made of PA 6.6 of 30 to 40.

4. Pneumatic vehicle tire according to at least one of claims 1 to 2, characterized in that the textile reinforcements of the bandage layer are designed as second bandage reinforcements, that the second bandage reinforcements are each designed as a cord of the construction PA 6.6 x 2 and • a maximum tensile strength of more than 74 cN / tex, • a tenacity related to the fineness, which at an elongation of 4% lies in a range of 12 cN / tex to 20 cN / tex, • a heat shrinkage of 4.0% to 7.0%, determined at 180 °C under a pre-tension of 0.05 cN / dtex with an exposure time of two minutes, and • have a twist factor a of the final twist of the cord of 100 to 250. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the raw yarn made of rayon has a fineness-related strength which, at an elongation of 4%, lies in a range of 20 cN / tex to 30 cN / tex according to ASTM D885. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the textile reinforcements of the carcass ply are designed as first carcass reinforcements, that the first carcass reinforcements are each designed as a cord of the rayon x 2 construction, and • have a maximum tensile strength of more than 45 cN / tex, • have a tenacity-related strength which, at an elongation of 4%, is in the range of 18 cN / tex to 35 cN / tex according to ASTM D885 and • have a twist factor a of the final twist of 200 to 300. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in • that the multifilament yarn made of PA 6.6 has a fineness of 450 dtex to 750 dtex, preferably 470 dtex to 700 dtex, and / or • that the multifilament yarn made of rayon has a fineness of 600 dtex to 1250 dtex, preferably from 620 dtex to 1220 dtex. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the strength members of the belt layer are designed as first belt strength members, that the first belt strength members are each formed from exactly one of the steel monofilaments, that the steel monofilament has a tensile strength of 3400 N / mm A 2 to 4100 N / mm A 2 and that the belt layer has a strength of in particular 30 kN / dm to 50 kN / dm.

9. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the strength members of the belt layer are designed as second belt strength members, that the second belt strength members are each formed from two or more of the steel monofilaments, preferably forming the construction x2 or 1 + 2 or 1 + 3, particularly preferably forming the construction x2 or 1 + 2, that the steel monofilaments have a tensile strength of 3000 N / mm A 2 to 4000 N / mm A 2 and that the belt layer has a strength of in particular 30 kN / dm to 75 kN / dm.

10. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the steel monofilament has a diameter of 0.20 mm to 0.42 mm, preferably of 0.20 mm to 0.30 mm or of 0.33 mm to 0.40 mm.

11. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the PA 6.6 is formed entirely or partially from bio-based PA 6.

6.

12. Pneumatic vehicle tire according to at least one of the preceding claims, characterized in that the PA 6.6 is formed wholly or partly from recycled PA 6.6.