Tread, vehicle tire and associated rubber compound

Abstract

A tread for a vehicle tire, wherein the tread - comprises a rubber compound comprising (a) one or more than one natural rubber, (b) one or more than one carbon black, and (c) one or more than one silica filler, and - has a profile with at least two circumferential grooves (1), wherein a respective circumferential groove (1) delimits a respective shoulder region (s) of the tread from an axially central region (z), wherein the axially central region (z) contains central negative elements (2, 3, 4, 5, 6, 7) extending in a transverse and / or oblique direction and the shoulder regions (s) contain shoulder-side negative elements (8, 9), - the one or more than one natural rubber is present in a total amount of at most 55 phr, - the total amount of (b) is greater than the total amount of (c), - the profile has a negative volume of more than 16%, and - the shoulder-side negative elements (8, 9) extend in relation to the axial direction at an angle of extent α in the range from 8° to 17°.

Description

[0001] Treads, vehicle tires and associated rubber compound

[0002] Description

[0003] The invention relates to a tread for a vehicle tire, wherein the tread

[0004] - a rubber mixture comprising

[0005] (a) one or more than one natural rubber,

[0006] (b) one or more than one soot, and

[0007] (c) one or more silica fillers, and

[0008] - has a profile which comprises at least two circumferential grooves, wherein each circumferential groove delimits a shoulder region of the tread from an axially central region, wherein central negative elements extending in the transverse and / or oblique direction are arranged in the axially central region and shoulder-side negative elements are arranged in the shoulder regions.

[0009] Treads of the type described above are known per se.

[0010] Rubber compounds with the specified ingredients have proven their worth in tire manufacturing, particularly as tread materials. Compared to a non-treaded tread, a tread pattern based on the described basic pattern achieves improved wet, mud, and snow performance.

[0011] The tread of a vehicle tire must meet a variety of requirements. Particularly important properties are traction, handling, rolling resistance, abrasion properties, and durability under mechanical stress. Durability under mechanical stress also includes resistance to curb contact. These properties are generally influenced by both the tread profile and the rubber compound on which the tread is based. For example, a relatively closed tread design with a relatively low negative volume is generally advantageous for handling, rolling resistance, abrasion properties, and durability of the tread, whereas a relatively open tread design with a relatively large negative volume is advantageous for high traction.Furthermore, for example, a rubber compound that achieves particularly good resistance to curb contact may result in rather high and thus unfavorable rolling resistance. This contradiction already demonstrates that there is a multidimensional conflict of objectives regarding desirable tread properties, influenced by a multitude of variables in both the tread pattern and the rubber compound.

[0012] The invention is based on the object of creating a tread with good traction properties that simultaneously exhibits good handling, low rolling resistance, and good durability under mechanical stress. In particular, the objective was to simultaneously ensure comparatively high (and even improved) durability under mechanical stress and exceptionally favorable rolling resistance.

[0013] Our own investigations have surprisingly shown that this problem can be solved at an unexpectedly high level by a specific tread design in combination with a rubber compound tailored to it. In particular, the problem is solved according to the invention in that a corresponding rubber compound comprises one or more natural rubbers in a total amount of not more than 55 phr, wherein the total amount of one or more carbon blacks is greater than the total amount of one or more silica fillers, wherein the tread has a negative volume of more than 16%, wherein the shoulder-side negative elements run at an extension angle α relative to the axial direction, and wherein α assumes a value in the range from 8° to 17°.

[0014] To maintain the rolling resistance of a tread at a very good level despite a comparatively high negative volume, suitable measures are required. For this purpose, the tread according to the invention uses a specifically defined rubber compound optimized for rolling resistance. Thanks to its unusual composition, the rubber compound also surprisingly exhibits excellent robustness and offers good prerequisites for a tread based on it to be highly resistant to curb contact. To achieve this, the invention departs from the realm of conventional tire compounds and combines a carbon black content that is unusually high for modern passenger car tires with a natural rubber content that is unusually low for truck tires.In addition to the effect of the rubber compound, the resistance to curb contact is increased to an excellent level by the inventive extension angle a of the shoulder-side negative elements. This effect is particularly noticeable synergistically in conjunction with the inventive rubber compound. With this unusual combination of interlocking features, the invention achieves excellent traction with low rolling resistance and, at the same time, high durability under mechanical stress compared to the prior art.

[0015] Where the directional terms axial, in the axial direction, radial, in the radial direction and in the circumferential direction are used in this text, these refer to the tread as intended on a vehicle tire or the vehicle tire as intended on a vehicle and the rolling movement it performs. Here, the radial direction refers to a direction perpendicular to the axis of rotation of the vehicle tire and intersecting the axis of rotation. In the radial direction inward refers to the orientation that faces the axis of rotation in the radial direction. In the radial direction outward refers to the orientation that faces away from the axis of rotation in the radial direction. The circumferential direction refers to the direction of a rolling movement around the axis of rotation.When the vehicle is moving forward, a position at the front in the circumferential direction on the vehicle tire passes through a minimum distance from the road surface earlier than a position at the rear in the circumferential direction during a 180° rotation of the vehicle tire. The axial direction refers to a direction parallel to the axis of rotation. Pointing axially inward refers to an orientation that is axially facing a tire equator, a tire equator plane or a tire equator line. The tire equator plane is a plane perpendicular to the axis of rotation of the vehicle tire that runs through the center of the axial width of the vehicle tire, with the tire equator line running in the tire equator plane and on the surface of the vehicle tire. The transverse direction is a direction that consists of components of the radial direction and / or the axial direction.

[0016] In particular, the circumferential direction and the transverse direction can run on a base surface of the tread. The base surface coincides with the smooth surface that the tread would have if no small-scale profile elements, such as grooves or snow edges, were provided. Small-scale profile elements are characterized in at least one of the three dimensions: radial direction, axial direction, and circumferential direction, by a dimension and / or by a radius of curvature that is smaller than a maximum tread depth in the vehicle tire. Specifically, the base surface remains physically intact wherever no such profile elements are provided. The retained sections of the base surface can be at least partially intended for contact with a road surface and coincide with a running surface of the tread.Where, for example, a groove runs through a tread of a vehicle tire, the base surface continues as an imaginary surface above the groove; where, for example, a snow edge is located on the tread, the base surface continues as an imaginary surface below the snow edge. All described features relate in particular to a new condition of the tread. The effects achieved with the features of the main claim can be supported and further enhanced by preferred embodiments and configurations.

[0017] In a preferred embodiment, the extension angle α of the shoulder-side negative elements assumes a value in the range from 9° to 15°, particularly preferably from 10° to 14°. The shoulder-side negative elements do not have to extend in a straight line through the tread, but can be curved or have one or more bends. However, there is preferably a main extension direction along which the shoulder-side negative elements have their greatest extension through the tread. In particular, the extension of a shoulder-side negative element along the main extension direction is preferably at least twice as large, more preferably at least five times as large, as an extension perpendicular to the main extension direction. The extension angle α is measured based on the main extension direction.The shoulder-side negative elements impart particularly advantageous mechanical properties to the tread in the event of contact with a curb. The inventive angle of extension a provides an excellent compromise between stiffness and flexibility, particularly at an oblique approach angle and during grinding contact with the curb. This is especially true in combination with the rubber compound described above and / or below.

[0018] According to one embodiment, the shoulder-side negative elements can have a maximum depth of 3 mm, wherein a continuous circumferential rib is formed in the shoulder region below this depth. Due to its high rigidity, this embodiment is particularly suitable for use on a vehicle tire intended for a steering axle, for example. According to an alternative embodiment, the shoulder-side negative elements can have a depth of more than 3 mm and preferably between 40% and 60% of the maximum tread depth, so that shoulder-side tread blocks are defined between the shoulder-side negative elements. In this way, greater traction can be achieved. Such a tread is particularly suitable, for example, for use on a vehicle tire intended for a drive axle and / or for off-road use.A shoulder-side negative element can also have a variable depth along its extension through the tread. According to one embodiment, the shoulder-side negative elements have the maximum tread depth axially on the outside and axially on the inside, at the transition to a circumferential groove bordering the shoulder area, and have a depth between 40% and 60% of the maximum tread depth at the center of their extension. This allows the stiffness of the tire shoulder to be maintained at a sufficiently high level despite good traction properties.

[0019] Alternatively or in addition to the shoulder-side negative elements, further surface elements and / or fine sipes can be formed in the shoulder area of ​​the tread. Surface elements are characterized by a maximum depth of 3 mm. Fine sipes are characterized by a width of less than 3 mm, preferably less than 1.5 mm. According to one embodiment, shoulder-side negative elements with a depth between 40% and 60% of the maximum tread depth can divide the shoulder area into shoulder-side tread blocks, with a shoulder-side surface element running transversely through a shoulder-side tread block essentially parallel to the shoulder-side negative elements. Such surface elements can achieve additional traction without significantly further reducing the stiffness of the tire shoulder.Two negative elements run essentially parallel to one another if their main directions of extension do not deviate from each other by more than 3°, preferably not more than 1.5°. A ratio between a maximum tread depth and a pitch length is preferably in a range of 19% to 35%. An expected correlation would initially be that a comparatively high negative volume of more than 16% is associated with a larger ratio between maximum tread depth and pitch length. According to the invention, however, the negative volume is distributed in the profile of the tread such that the ratio between maximum tread depth and pitch length remains comparatively small. In this way, the profile can be kept comparatively hard and the tread retains good rolling resistance properties despite the comparatively high negative volume, even independently of a rubber mixture according to the invention.In combination with the rubber compound according to the invention, a profile with the above-mentioned ratio between maximum profile depth and pitch length gives the tread particularly excellent rolling resistance properties.

[0020] The ratio between the maximum tread depth and the pitch length can range from 21% to 27%. This can create a particularly hard tread pattern, which in turn contributes to particularly good rolling resistance and good handling. This design can be particularly suitable for use on a vehicle tire intended for a steering axle.

[0021] Alternatively, the ratio between maximum tread depth and pitch length can be in the range of 25% to 32%. This is conducive to better traction compared to smaller ratios between maximum tread depth and pitch length. Such a tread pattern may be particularly suitable for use on a vehicle tire intended for a drive axle.

[0022] The central negative elements can comprise transverse and / or oblique grooves, wherein a depth of the transverse and / or oblique grooves can be between 40% and 60% of the maximum tread depth. In this way, a good compromise between traction and rigidity can be found in the axially central region, according to which the transverse and / or oblique grooves are pronounced enough for high traction and are designed in particular for use on a vehicle tire intended for a drive axle. The central negative elements can comprise a supplementary sipe, wherein the supplementary sipe runs along a groove bottom of at least one of the transverse or oblique grooves, wherein the supplementary sipe extends radially inward from the groove bottom by a depth between 40% and 60% of the maximum tread depth. According to one embodiment, supplementary sipes are provided in all transverse and / or oblique grooves in the axially central region.The combination of groove and complementary fine sipe ensures good traction and high drainage capacity without compromising the rigidity of the tread pattern too much.

[0023] Alternatively or in addition to the transverse and / or oblique grooves and the additional fine incisions, surface elements and / or further fine incisions may be formed in the axially central region of the tread.

[0024] In one embodiment, the transverse and / or oblique grooves together with the supplementary fine incisions divide a tread area between two circumferential grooves into central profile blocks, wherein a secondary central negative element in the form of a fine incision runs transversely through a respective central profile block substantially parallel to the transverse and / or oblique grooves and supplementary fine incisions, and wherein the secondary central negative element in the form of a fine incision can extend to a depth of, for example, 2 mm less than the maximum profile depth.

[0025] Alternatively, combinations of primary surface elements and sipes can act as separators of central tread blocks in a tread area between two circumferential grooves. In this case, a sipe can run along the base of each primary surface element, with the sipe extending to a depth of, for example, 3.2 mm less than the maximum tread depth. A secondary surface element can run through each central tread block essentially parallel to the combinations of primary surface elements and sipes.

[0026] In a preferred embodiment, the tread pattern comprises a total of four circumferential grooves, wherein two axially central circumferential grooves can divide the axially central region into three sub-regions. The circumferential grooves can have a zigzag pattern. This can create additional edge length in the transverse direction and thus increase traction, particularly on wet, wintry and / or muddy surfaces. The two circumferential grooves separating the two shoulder regions of the tread from the axially central region can have a zigzag pattern with a wavelength of one pitch length. The two axially central circumferential grooves can have a zigzag pattern with two wavelengths per pitch length. An axial back and forth movement of the groove pattern is referred to as the wavelength of the zigzag pattern.

[0027] The tread pattern can have a negative volume between 16.1% and 18.5%, preferably between 16.5% and 17.0%. To the extent that more or less negative volume is provided in the tread by shoulder-side negative elements and / or central negative elements running transversely and / or obliquely to the circumferential direction, the circumferential grooves can be made correspondingly narrower or wider to achieve the desired negative volume overall.

[0028] The present invention additionally relates to a vehicle tire comprising a tread according to the invention, preferably a tread according to the invention as described as preferred in the present text. Vehicle tires designed according to the invention are tires of any design, in particular radial tires, and tires of any type, in particular pneumatic vehicle tires for motor vehicles, such as passenger cars, light trucks, or commercial vehicles. Vehicle tires according to the invention can be designed for rim sizes in a range between 16 inches and 22 inches, preferably in a range between 17.5 inches and 19.5 inches. In a preferred embodiment, a vehicle tire according to the invention has a carcass with reinforcements, wherein the reinforcements can comprise steel and preferably consist of more than 90% of the volume of the reinforcements made of steel.In a preferred embodiment, a vehicle tire according to the invention has a load index in a range from 1000 kg to 2500 kg, preferably from 1400 kg to 2000 kg. The vehicle tires according to the invention are particularly suitable for use on vehicles with an unladen weight of 2500 kg to 4500 kg, for example, large pickup trucks. The profile can be adjusted according to the alternatives described above and / or below for use on a steering axle or a drive axle, for lighter or heavier vehicles, and for driving on asphalt or off-road.

[0029] As already explained above in the text, a balanced interaction between profile properties (see above text) and properties of the associated rubber mixture (see following text) is crucial for the present invention.

[0030] A tread often comprises a so-called base and a so-called cap, with the base being arranged radially below the cap and the profile of the tread being formed in the cap. Preferably, the rubber mixture according to the invention, described above and / or below, is used in the cap; more preferably, the cap consists of the rubber mixture.

[0031] According to the invention, the rubber mixture used for the tread comprises

[0032] (a) one or more than one natural rubber,

[0033] (b) one or more than one soot, and

[0034] (c) one or more silica fillers, wherein - the one or more natural rubbers are present in a total amount of not more than 55 phr, and

[0035] - the total amount of (b) is greater than the total amount of (c). This means that, relative to the total amounts, more carbon black is used as silica filler in the rubber compound.

[0036] Preferred is a tread according to the invention, preferably as described above or below as preferred, wherein (a) is present in the rubber mixture in a total amount in the range from 35 to 55 phr, preferably from 35 to 52 phr, more preferably from 36 to 49 phr, more preferably from 36 to 46 phr, most preferably from 37 to 43 phr. It is crucial that a total amount of 55 phr is not exceeded. If this is the case, a deterioration in rolling resistance and / or abrasion resistance is predominantly observed (typically both), which is undesirable. If, on the other hand, this total amount of 55 phr is not exceeded, very good stiffness and stability or resistance is generally achieved while at the same time achieving the desired rolling resistance. This improves further if, in particular, the preferred ranges mentioned above are adhered to.

[0037] Preferably, the one or more natural rubbers are natural polyisoprenes, typically designated NR (natural rubber). A natural polyisoprene (NR) is understood to mean a rubber obtained by harvesting sources such as rubber trees (Hevea brasiliensis) or non-rubber tree sources (such as guayule or dandelion (e.g. Taraxacum koksaghyz)). Furthermore, in the context of the present invention, natural rubber or natural polyisoprene (NR) is not understood to mean synthetic polyisoprene (IR). Natural rubber preferably predominantly comprises c / s-1,4-polyisoprene. In principle, it is particularly preferred that the one or more natural rubbers are high-c / s natural rubbers, preferably with a c / s-1,4 content of greater than 90% by weight, preferably greater than 95%, most preferably 99% or greater.In addition to the aforementioned one or more natural rubbers according to (a), preferably natural polyisoprene, the rubber mixture preferably additionally comprises one or more diene rubbers, which are preferably selected from the group consisting of synthetic polyisoprene (IR), epoxidized polyisoprene (ENR), butadiene rubber (BR), butadiene-isoprene rubber, solution-polymerized styrene-butadiene rubber (SSBR), emulsion-polymerized styrene-butadiene rubber (ESBR), and hydrogenated styrene-butadiene rubber. A particularly preferred diene rubber is the styrene-butadiene rubber (SBR), preferably the solution-polymerized styrene-butadiene rubber (SSBR), very particularly preferably in modified form by means of substituents (so-called functionalized styrene-butadiene rubbers).

[0038] Preferred is a tread according to the invention, preferably as described above or below as preferred, wherein the one or more additional diene rubbers are present in a total amount of at least 45 phr in the rubber mixture, preferably in a range from 45 to 65 phr, preferably from 48 to 65 phr, more preferably from 51 to 64 phr, preferably from 54 to 64 phr, most preferably from 57 to 63 phr.

[0039] The additional one or more than one diene rubber is preferably used as solid and / or liquid diene rubber in order to obtain the required rubber mixture in the tread according to the invention.

[0040] Very particularly preferred is a tread according to the invention, preferably as described above or below as preferred, wherein the rubber mixture further

[0041] (d) comprises one or more than one functionalized styrene-butadiene rubber, wherein the ratio, based on phr, of the total amount of (d) to the total amount of (a) is preferably in the range from 0.8 to 1.95, more preferably from 0.9 to 1.9, preferably from 0.95 to 1.85, more preferably from 1.1 to 1.8, most preferably from 1.2 to 1.75, more preferably from 1.35 to 1.65, most preferably from 1.45 to 1.55.

[0042] In the context of the present invention, this specific rubber falls under the above-mentioned additional one or more than one diene rubber as a specific form thereof.

[0043] Further preferred is a tread according to the invention, preferably as described above or below as preferred, wherein the one or more than one functionalized styrene-butadiene rubber according to (d) is present in a total amount in the range from 45 to 65 phr, preferably from 48 to 65 phr, more preferably from 51 to 64 phr, preferably from 54 to 64 phr, most preferably from 57 to 63 phr.

[0044] Particularly preferred is a tread according to the invention, preferably as described above or below as preferred, wherein the rubber mixture comprises only one additional diene rubber, particularly preferably only one natural rubber and only one additional diene rubber, wherein particularly preferably the only one additional diene rubber is the above-mentioned functionalized styrene-butadiene rubber. What has been said in the present text regarding one or more additional diene rubbers preferably also applies accordingly to this specific embodiment. In some cases, however, it is also preferred that, in addition to the functionalized styrene-butadiene rubber according to (d), one or more further diene rubbers are present in the rubber mixture, preferably selected from the above-mentioned group of diene rubbers.

[0045] A tread according to the invention is preferred, preferably as described above or below as preferred, wherein the one or more functionalized styrene-butadiene rubbers according to (d) comprise one or more solution-polymerized styrene-butadiene rubbers (SSBRs). This form of styrene-butadiene rubber is preferably the only styrene-butadiene rubber in the rubber mixture. As already explained above, this styrene-butadiene rubber or solution-polymerized styrene-butadiene rubber is functionalized, i.e., modified by means of substituents. Preferably, these are end-group functionalizations, particularly preferably mono-end-group functionalizations. This means that in a polymer chain, (predominantly) only one of the two possible ends is modified with a substituent.The substituents preferably include hydroxyl groups, ethoxy groups, epoxy groups, nitrogen-containing groups (preferably comprising amino groups and / or ammonium groups), carboxy groups, and silicon-containing groups. Particular preference is given to silicon-containing groups, and organosilicon groups are especially preferred. Particularly preferred organosilicon groups include silane groups and / or siloxane groups. Very particular preference is given to substituents that have the ability to interact with both carbon black and a silica filler, with a weak, coordinative interaction preferably occurring with carbon black and a covalent bond preferably being formed with a silica filler. This is preferably made possible by a substituent that combines at least two of the above-mentioned groups in one substituent.Particularly preferred is therefore a substituent comprising a silicon-containing group (preferably an organosilicon group) in combination with a nitrogen-containing group (preferably an amino and / or ammonium group). Although the substituent has the ability to interact with both the carbon black and the silica filler, preferably only one interaction ultimately occurs, primarily for steric reasons.

[0046] A tread according to the invention is preferred, preferably as described above and / or below as preferred, wherein in the rubber mixture, the one or more functionalized styrene-butadiene rubbers according to (d) have a weight-average molecular weight Mw of 200,000 to 600,000 g / mol, preferably of 250,000 to 575,000 g / mol, more preferably of 300,000 to 550,000 g / mol, very particularly preferably of 350,000 to 545,000 g / mol, and most particularly preferably of 400,000 to 540,000 g / mol. The weight-average molecular weight is determined by gel permeation chromatography (GPC; polybutadiene standard). The Mw data refers to the corresponding polymer including the substituents.

[0047] A tread according to the invention is preferred, preferably as described above and / or below as preferred, wherein in the rubber mixture the one or more than one diene rubber, preferably the one or more than one functionalized styrene-butadiene rubber according to (d), each have a glass transition temperature T g of -20 °C or less, preferably in a range of -20 to -110 °C, more preferably from -30 to -100 °C, even more preferably from -36 to -93 °C, even more preferably from -41 to -86 °C, most preferably from -48 to -78 °C, most preferably from -55 to -70 °C.

[0048] Preferred is a tread according to the invention, preferably as described above and / or below as preferred, wherein in the rubber mixture the one or more than one functionalized styrene-butadiene rubber according to (d) each has a styrene content in a range from 1 to 30 wt.%, based on the total weight of the polymer, preferably from 4 to 25 wt.%, more preferably from 8 to 20 wt.%, most preferably from 11 to 18 wt.%.

[0049] Preference is given to a tread according to the invention, preferably as described above and / or below as preferred, wherein in the rubber mixture the one or more functionalized styrene-butadiene rubbers according to (d) each have a vinyl content of less than 50%, based on all original butadiene monomers in the polymer, preferably in a range from 5 to 48%, more preferably from 15 to 45%, even more preferably from 17 to 38%, most preferably from 24 to 36%. Vinyl groups typically occur sporadically throughout the entire backbone and form exposed double bonds in side groups due to 1,2-polymerization of the butadiene. The vinyl content is preferably less than 50% and greater than 20%.

[0050] In addition to the rubbers already mentioned, the rubber mixture used also generally includes fillers such as carbon black and silica fillers (mixture components (b) and (c)).

[0051] A tread according to the invention is preferred, preferably as described above and / or below as preferred, wherein in the

[0052] Rubber mixture

[0053] (b) is present in a total amount in the range of 40 to 60 phr, preferably 44 to 58 phr, more preferably 47 to 56 phr, preferably 49 to 54 phr, most preferably 51 to 54 phr, and / or

[0054] (c) is present in a total amount in the range of from 8 to 25 phr, preferably from 9 to 21 phr, more preferably from 10 to 17 phr, preferably from 11 to 15 phr, most preferably from 12 to 14 phr.

[0055] In the context of the present invention, it is crucial that (b) (i.e., the total amount of carbon black) is present in a significantly larger total amount than the total amount of (c) (i.e., the total amount of silica filler). The rubber compound, and thus a resulting component, therefore exhibits advantageous electrical conductivity because the total amount of carbon black is in a comparatively high range. This leads to advantageous dissipation of electrical charges.

[0056] Preferably, the one or more silica fillers comprise amorphous silica and / or fumed silica. A particularly preferred amorphous silica comprises precipitated silica, also typically referred to as precipitated silica. More preferably, the total amount of silica filler comprises exclusively silicas.

[0057] Particularly preferred is amorphous silicon dioxide, preferably precipitated silica, with a nitrogen surface area (BET surface area) (according to DIN ISO 9277 and DIN 66132) in the range of 35 to 400 m 2 / g, preferably from 50 to 350 m 2 / g, particularly preferably from 85 to 320 m 2 / g, most preferably from 120 to 235 m 2 / g, furthermore particularly preferred from 140 to 200 m 2 / g, and / or (preferably and) with a CTAB surface area (according to ASTM D 3765) in the range of 30 to 400 m 2 / g, preferably from 50 to 330 m 2 / g, particularly preferably from 80 to 300 m 2 / g, most preferably from 115 to 200 m 2 / g, furthermore particularly preferred from 140 to 190 m 2 / g. In some cases, a BET surface area in the range of 100 to 400 m 2 / g preferably, more preferably from 120 to 350 m 2 / g, particularly preferably from 145 to 300 m 2 / g, most preferably from 120 to 235 m 2 / g, and / or (preferably and) a preferred CTAB surface area in the range of 100 to 400 m 2 / g, more preferably from 120 to 350 m 2 / g, particularly preferably from 140 to 300 m 2 / g, most preferably from 150 to 270 m 2 / g. Such silicon dioxide, for example, leads to particularly good physical properties of the vulcanizates in rubber compounds for tire treads. Furthermore, it can offer advantages in compound processing due to a reduction in mixing time while maintaining consistent product properties, which often leads to improved productivity. A type U silica, Itrasil® VN3 (trade name) from Evonik, is particularly preferred. Highly dispersible silicas (so-called HD silicas) are also preferred. Preferred highly dispersible silicas include Zeosil® 1165 MP from Solvay, Ultrasil 7000 from Evonik, and Hi-Sil 134G from PPG Industries.

[0058] In principle, all types of carbon black known to those skilled in the art are suitable as carbon black. Preferably, the one or more carbon blacks according to (b) are selected from the group consisting of industrial carbon black and pyrolysis carbon black, with industrial carbon black being preferred. Preferably, the one or more carbon blacks have an iodine number, according to ASTM D 1510 (also referred to as the iodine adsorption number), in a range from 30 to 250 g / kg, preferably from 35 to 215 g / kg, more preferably from 40 to 180 g / kg, very particularly preferably from 45 to 140 g / kg, and especially preferably from 80 to 140 g / kg, and / or a DBP number, according to ASTM D 2414, in a range from 30 to 200 ml / 100 g, preferably from 70 to 170 ml / 100 g, more preferably from 90 to 140 ml / 100 g. The DBP number according to ASTM D 2414 determines the specific absorption volume of a carbon black or a light filler using dibutyl phthalate.The use of such a carbon black in the rubber mixture according to the invention, particularly for vehicle tires, typically ensures the best possible compromise between abrasion resistance and heat buildup, which in turn influences the ecologically relevant rolling resistance. Particular preference is given to a carbon black with an iodine number in the range of 100 to 135 g / kg and a DBP number in the range of 110 to 140 ml / 100 g. A carbon black of the type N121 and / or N339 is very particularly preferred. The carbon black further preferably has a CTAB surface area (according to ASTM D 3765) in the range of 50 to 250 m². 2 / g, preferably from 70 to 200 m 2 / g, particularly preferably from 90 to 180 m 2 / g, most preferably from 100 to 140 m 2 / G.

[0059] In addition to the mixture components (a), (b), (c), and (d), the rubber mixture to be used according to the invention comprises one or more additional additives. These are preferably conventional additives in the typical amounts that are added during the production of a corresponding rubber mixture, preferably in at least one basic mixing stage.

[0060] Preferably, the one or more further additives comprise: i) plasticizers, preferably selected from the group consisting of oils and resins; ii) ageing inhibitors, preferably comprising para-phenylenediamines and / or dihydroquinolines; particularly preferably selected from the group consisting of N-phenyl-N'-(1,3-dimethylbutyl)-p-phenylenediamine (6PPD), N,N'-diphenyl-p-phenylenediamine (DPPD), N-(1-phenylethyl)-N'-phenyl-p-phenylenediamine (SPPD), N,N'-ditolyl-p-phenylenediamine (DTPD), N-(1,4-dimethylpentyl)-N'-phenyl-p-phenylenediamine (7PPD), N-isopropyl-N'-phenyl-p-phenylenediamine (IPPD), and 2,2,4-trimethyl-1,2-dihydroquinoline (TMQ); iii) activators; preferably comprising zinc compounds (including zinc complexes) and / or fatty acids; particularly preferably comprising zinc oxide, stearic acid and / or zinc ethylhexanoate; iv) agents for binding fillers (in particular for carbon blacks and silicas);preferably comprising S-(3-aminopropyl)thiosulfuric acid, its metal salts (particularly for bonding to carbon black) and / or silane coupling agents (particularly for bonding to silicon dioxide, in particular to silicic acid); v) antiozonant waxes; vi) resins, preferably tackifier resins that are not plasticizer resins; vii) mastication aids; preferably comprising 2,2'-dibenzamidodiphenyl disulfide (DBD); and / or viii) processing aids; preferably comprising fatty acid esters and / or metal soaps, preferred metal soaps comprising zinc soaps and / or calcium soaps.

[0061] Preferred oils as plasticizers according to i) include mineral oils and / or vegetable oils. A particularly preferred vegetable oil includes rapeseed oil. Vegetable oils typically include triglycerides. Preferred mineral oils include aromatic, naphthenic, and / or paraffinic mineral oils. Particularly preferred mineral oils include MES (mild extraction solvate), DAE (distilled aromatic extracts), RAE (residual aromatic extract), TDAE (treated distillate aromatic extract), and rubber-to-liquid oils (RTL). In some cases, a combination of one or more mineral oils and one or more vegetable oils is particularly preferred. In the context of the present invention, RAE is a very particularly preferred plasticizer.

[0062] Preferred resins as plasticizers according to i) include hydrocarbon resins or natural resins. Particularly preferably, the resins comprise one of the group consisting of AMS resins, terpene resins, phenolic resins, coumarone-indene resins, aliphatic hydrocarbon resins, aromatic

[0063] Hydrocarbon resins and natural resins.

[0064] Preference is given to a tread according to the invention, preferably as described above and / or below as preferred, wherein the plasticizer according to i) is present in the rubber mixture in a total amount in the range from 1 to 20 phr, preferably from 2 to 12 phr, particularly preferably from 3 to 8 phr, very particularly preferably in the range from 3 to 5 phr.

[0065] Preferred is a tread according to the invention, preferably as described above and / or below as preferred, wherein the anti-aging agents according to ii) are present in the rubber mixture in a total amount in the range from 1 to 15 phr, preferably from 1.5 to 10 phr, particularly preferably from 2 to 7 phr, very particularly preferably in the range from 2.5 to 5 phr.

[0066] A tread according to the invention is preferred, preferably as described above and / or below as preferred, wherein the activators according to iii) are present in the rubber mixture in a total amount in the range from 1 to 10 phr, preferably from 1.5 to 8 phr, particularly preferably from 2 to 6 phr, most preferably in the range from 2.5 to 4 phr. Particularly preferred activators comprise zinc oxide and / or stearic acid. The zinc oxide is preferably in the form of granules and / or powder. The zinc oxide preferably has a BET surface area of ​​up to 100 m 2 / g, preferably in a range of 1 to 100 m 2 / g. In some cases, a zinc oxide is preferred, with a BET surface area of ​​less than 10 m 2 / g. In other cases, a zinc oxide is preferred, with a BET surface area in the range of 10 to 100 m 2 / g. In some cases, so-called "nano-zinc oxides" are preferred.

[0067] A tread according to the invention is preferred, preferably as described above and / or below as preferred, wherein the agents for binding fillers (so-called coupling agents) according to iv) are present in the rubber mixture in a total amount in the range from 0.1 to 10 phr, preferably from 0.5 to 5 phr, particularly preferably from 1 to 2.5 phr. Particularly preferred coupling agents include silane coupling agents, preferably sulfur-containing silane coupling agents.

[0068] Silane coupling agents typically react with the surface silanol groups of silicon dioxide (especially silica) or other polar groups, either during mixing of the rubber mixture (in situ) or prior to its addition to the rubber mixture during pretreatment (premodification). Preferred silane coupling agents include bifunctional organosilanes, which possess at least one alkoxy, cycloalkoxy, or phenoxy group as a leaving group on the silicon atom and, as an additional functionality, a group that can (optionally after cleavage) enter into a chemical reaction with the double bonds of the polymer. Preferred groups include -SCN, -SH, -NH2, and / or -Sx- (where x = 2 to 8). Silane coupling agents with an -SH group are typically also referred to as mercaptosilanes. Preferred mercaptosilanes include blocked mercaptosilanes, preferably according to WO 99 / 09036 A1.The use of such mercaptosilanes as coupling agents is particularly preferred in the context of the present invention and is therefore preferably present in the rubber mixture according to the invention. These are present either in free form or already bound to the silica filler (pre-modification), preferably in free form. Particularly preferred silane coupling agents include 3-mercaptopropyltriethoxysilane, 3-thiocyanatopropyltrimethoxysilane, 3,3'-bis(triethoxysilylpropyl)polysulfides having 2 to 8 sulfur atoms (particularly preferably 3,3'-bis(triethoxysilylpropyl)tetrasulfide (TESPT) and / or its disulfide (TESPD)), and / or mixtures of the sulfides, each preferably with a different number of sulfur atoms. In some cases, TESPT is preferred, particularly preferably as a mixture with carbon black (trade name X50S® from Evonik).Preferred silane coupling agents additionally or alternatively include those according to WO 2008 / 083241 A1, WO 2008 / 083242 A1, WO 2008 / 083243 A1, WO 2008 / 083244 A1 and / or WO 2023 / 104252 A1. Further preferred silane coupling agents, additionally or alternatively, include silanes marketed under the name NXT in various variants by Momentive, USA (preferably 3-octanoylthio-1-propyltriethoxysilane) and / or silanes marketed under the name VP Si 363® by Evonik Industries.

[0069] A tread according to the invention is preferred, preferably as described above and / or below as preferred, wherein the rubber mixture used is vulcanized or partially vulcanized, preferably vulcanized. This means that it is preferably used in a fully vulcanized or at least partially vulcanized state in the tread, particularly preferably in a pneumatic vehicle tire. In the context of the present invention, the terms "vulcanized" and "crosslinked" are used synonymously. Therefore, the rubber mixture is preferably a crosslinked rubber mixture. However, it is of course clear to those skilled in the art that the rubber mixture is typically unvulcanized until the relevant processing or use.

[0070] The vulcanization or curing of the rubber mixture used preferably takes place in the presence of sulfur and / or sulfur donors, preferably with the assistance of vulcanization accelerators, with some vulcanization accelerators preferably also being sulfur donors. A tread according to the invention is preferred, preferably as described above and / or below as preferred, wherein the rubber mixture comprises sulfur and / or one or more sulfur donors.

[0071] There are no particular restrictions regarding the sulfur donors, so that in principle all sulfur donors known to the person skilled in the art are suitable, as long as they provide sulfur in an appropriate form under the prevailing conditions. The one or more sulfur donors are preferably selected from the group consisting of thiuram disulfides, thiuram tetrasulfides, dithiophosphates, and polysulfides. Preferred thiuram disulfides include tetrabenzylthiuram disulfide (TBzTD), tetramethylthiuram disulfide (TMTD), and / or tetraethylthiuram disulfide (TETD). Preferred thiuram tetrasulfides include dipentamethylenethiuram tetrasulfide (DPTT). Preferred dithiophosphates include bis(diisopropyl)thiophosphoryl disulfide (DIPDIS), zinc dichloryl dithiophosphate, and / or zinc alkyl dithiophosphate. Preferred polysulfides include bis(O,O-2-ethylhexylthiophosphoryl)polysulfide, diarylpolysulfides and / or dialkylpolysulfides.A rubber mixture according to the invention preferably comprises (alternatively or in addition to a sulfur donor) one or more vulcanization accelerators. Preferred vulcanization accelerators include thiazole accelerators, mercapto accelerators, sulfenamide accelerators, thiocarbamate accelerators, thiuram accelerators, thiophosphate accelerators, thiourea accelerators, xanthate accelerators, and / or guanidine accelerators. Particularly preferred is one or more than one sulfenamide accelerator and / or one or more than one guanidine accelerator, most particularly one or more than one accelerator selected from the group consisting of N-cyclohexyl-2-benzothiazolesufenamide (CBS), N,N-dicyclohexylbenzothiazole-2-sulfenamide (DCBS), benzothiazyl-2-sulfenemorpholide (MBS), N-tert-butyl-2-benzothiazylsulfenamide (TBBS) and diphenylguanidine (DPG).

[0072] A tread according to the invention, preferably as described above and / or below as preferred, is preferred, wherein the rubber mixture comprises one or more than one vulcanization retarder. The presence of a vulcanization retarder contributes, for example, to a better-balanced vulcanization process. A preferred vulcanization retarder comprises N-(cyclohexylthio)phthalimide (CTP).

[0073] The rubber mixture used is preferably manufactured or provided, particularly preferably manufactured. This is preferably carried out according to processes customary in the rubber industry, in which firstly a base mixture with all components except (i.e. minus) the vulcanization system is provided in one or more mixing stages, wherein the vulcanization system comprises the sulfur and the vulcanization-influencing compounds, i.e. preferably the total amount of sulfur, sulfur donor, vulcanization accelerator and vulcanization retarder. By adding the vulcanization system in a final mixing stage, a finished mixture is produced which is preferably further processed by extrusion and / or calendering and brought into the desired shape. The shape achieved in this way preferably determines the subsequent use, for example in a tread for a pneumatic vehicle tire.

[0074] Our own investigations have shown that, in the context of the present invention, an unexpected synergy is achieved in the interaction of selected profile properties and a specifically defined rubber mixture. This means that, in addition to these selected profile properties, the rubber mixture also has a significant separate significance. The present invention therefore also relates to a particularly specific rubber mixture that is particularly suitable for the production of treads for vehicle tires with the above-mentioned advantageous properties. This rubber mixture according to the invention comprises

[0075] (a) one or more natural rubbers in a total amount in the range of 35 to 55 phr,

[0076] (b) one or more carbon blacks in a total amount in the range of 40 to 60 phr,

[0077] (c) one or more silica fillers in a total amount in the range of 8 to 25 phr,

[0078] (d) one or more end-group functionalized styrene-butadiene rubbers in a total amount in the range of 45 to 65 phr and having a vinyl content of less than 50%, based on all original butadiene monomers in the polymer.

[0079] Our own investigations have shown that such a specific rubber mixture in particular provides an excellent basis for the required tread characteristics. The above statements regarding the rubber mixture for use in the tread according to the invention, in particular preferred features of the rubber mixture, also apply mutatis mutandis to this particularly specific rubber mixture according to the invention.

[0080] The tread can be developed with further features that are described in connection with the particularly specific rubber mixture and / or the vehicle tire according to the invention. The vehicle tire according to the invention can be developed with further features that are described in connection with the particularly specific rubber mixture and / or the tread according to the invention.

[0081] The invention is described below by way of example with reference to advantageous embodiments in the accompanying drawings. They show:

[0082] Figure 1 shows a schematic and partial plan view of an embodiment of a tread according to the invention,

[0083] Figure 2 shows a schematic and partial perspective view of the tread shown in Figure 1,

[0084] Figure 3 shows a schematic and partial plan view of a further embodiment of a tread according to the invention,

[0085] Figure 4 shows schematically and in detail a perspective view of a mold for producing the tread shown in Figure 3.

[0086] Figure 1 shows a circumferential section of an embodiment of a tread according to the invention, which is particularly suitable for use on a vehicle tire intended for a steering axle. The tread is shown in a developed state, with the circumferential direction in the plane of the drawing running from top to bottom and the transverse direction from left to right. Four circumferential grooves 1 run through the tread, with the two axially outer circumferential grooves 1 each delimiting a shoulder region s from the axially central region z.

[0087] In the axially central region z, central negative elements 2, 3, 4 run in an oblique direction between two circumferential grooves 1 each. As can be seen more clearly in Figure 2, the central negative elements 2, 4 are shallow compared to the maximum profile depth t (cf. the depth t2 of the central negative element 2 marked in Figure 2) and can also be referred to as surface elements 2, 4. Primary surface elements 2 are wider than secondary surface elements 4. At the bottom of each primary surface element 2 there is a fine incision 3 which, according to Figure 2, extends radially with a depth ts to almost the maximum profile depth t. According to Figure 1, the fine incisions 3 run in a zigzag shape along their longitudinal extent and can also run in a zigzag or curved manner in the radial direction; a fine incision shaped in this three-dimensional way is also referred to as a matrix fine incision or matrix lamella.A pitch length p is measurable between two circumferentially adjacent, similar central negative elements 2, 3, in the case illustrated in Figure 1, in particular between two fine incisions 3. The pitch length can be slightly variable along the circumferential direction in a manner known per se within the scope of a pitch length variation. From a functional perspective, regions of the tread 1 extending between each two circumferential grooves 1 and along each pitch length can be referred to as tread blocks 12. The secondary surface elements 4 each extend obliquely approximately through the center of one of these central tread blocks 12.

[0088] As can be seen in Figure 1, shoulder-side negative elements 8 run in the shoulder areas s. As can be seen in Figure 2, these have a shallow depth ts compared to the maximum tread depth t. A continuous circumferential rib 10 runs beneath the shoulder-side negative elements 8; from a functional point of view, a division of the shoulder areas s into tread blocks is not necessary in this case. According to Figure 1, the shoulder-side negative elements 8 each run at an extension angle α to the axial direction or transverse direction, with α assuming a value of approximately 14°. The angle α is determined between the two ends of a negative element 8, with the negative elements 8 in the example shown following a slightly bent course with two partial sections each and can have slightly higher or lower angles of inclination relative to the axial direction in the two partial sections compared to the extension angle α.

[0089] Figure 3 shows a circumferential section of another embodiment of a tread according to the invention, which is particularly suitable for use on a vehicle tire intended for a drive axle. The tread is shown in a developed state, with the circumferential direction in the plane of the drawing running from top to bottom and the transverse direction from left to right. Four circumferential grooves 1 run through the tread, with the two axially outer circumferential grooves 1 each delimiting a shoulder region s from the axially central region z.

[0090] In the axially central region z, central negative elements 5, 6, 7 extend obliquely between each pair of circumferential grooves 1. Their depth profile can be seen in Figure 4. Figure 4 shows a perspective view of the underside of a mold for producing the tread according to Figure 3, wherein the underside comes into direct contact with the tread during the shaping of the profile in order, among other things, to emboss the negative elements 5, 6, 7, 9 into the tread. Elements of the mold are identified in Figure 4 with the same reference symbols as corresponding profile features in Figure 3.Combinations of one oblique groove 5 and one additional fine incision 6 can be seen as primary central negative elements 5, 6, wherein the oblique groove 5 and the additional fine incision 6 each extend over a depth ts, te of approximately half the maximum tread depth t, so that the additional fine incision 6 extends radially to near the maximum tread depth t. The additional fine incisions 6 run in a zigzag shape along their longitudinal extent according to Figure 3 and are also modulated in a zigzag shape in the radial direction according to Figure 4; a fine incision formed three-dimensionally in this way is also referred to as a matrix fine incision or matrix lamella. Matrix fine incisions are provided as secondary central negative elements 7, which extend in an oblique direction between two adjacent circumferential grooves 1 and radially to near the maximum tread depth t.A pitch length p is measurable between two circumferentially adjacent, similar combinations of central negative elements 5, 6, in the case illustrated in Figure 3, in particular between two supplementary fine incisions 6. The pitch length can be slightly variable along the circumferential direction in a manner known per se within the scope of a pitch length variation. From a functional perspective, the circumferential grooves 1 and the combinations of the primary negative elements 5, 6 divide the axially central region z of the tread 1 into tread blocks 12, with the secondary central negative elements 7 each running obliquely approximately through the center of one of these central tread blocks 12.

[0091] As can be seen from Figure 3, shoulder-side negative elements 9 run in the shoulder areas s. As can be seen in Figure 4, these have a depth tg of approximately half the maximum profile depth t in their smallest radial extent and extend to a maximum of the maximum profile depth t. The shoulder-side negative elements 9 divide the shoulder areas s into shoulder-side profile blocks 11. According to Figure 3, the shoulder-side negative elements 9 each run at an extension angle α with respect to the axial direction or transverse direction, where α takes on a value of approximately 12°. The angle α is determined between the two ends of a negative element 9, whereby chamfers at the axial ends of the negative elements 9, which can be seen in Figure 3, are not taken into account.In the circumferential direction, approximately centrally and essentially parallel to the shoulder-side negative elements 9, additional shoulder-side surface elements run through the shoulder-side profile blocks 11. Examples.

[0092] The advantageous properties are explained below using concrete (but not necessarily limiting) mixing examples of

[0093] Rubber compounds are specified and further explained.

[0094] An overview of the components used for rubber compounds can be found in

[0095] Table 1 summarizes the results; the corresponding mixtures are shown in Table 2, where “V” stands for comparative examples not according to the invention and “E” for examples according to the invention.

[0096] Table 1 , used mixture components

[0097] Table 2, Rubber compounds (data in phr) The following experimental results were obtained with the compounds described in Table 2 (see Table 3 below). Test specimens were produced by vulcanization at 140 °C for 30 minutes. Table 3: Experimental results on test specimens * 1 Time t to reach 10%, 40%, or 90% of crosslinking (S'max) according to ASTM D5289 from 2012 determined using a “Moving Die Rheometer” (MDR 2000) at 140 °C

[0098] * 2 Loss factor tan ö (10%) and dynamic storage modulus (G'(1%) and G'(100%)) based on ASTM D6601 (from 2012) from the second strain sweep at 1 Hz and 70 °C, whereby the test specimens were prepared in the apparatus by vulcanization under pressure at 170 °C for 10 minutes

[0099] #1 Shore A at room temperature using a durometer according to DIN ISO 7619-1

[0100] #2 at room temperature and 70°C according to DIN 53504:2017-03

[0101] #3 “High Speed ​​Tear Energy” test, high-speed elongation at break as tear energy per deformed volume at room temperature according to DIN EN 10 045

[0102] #4 Tear resistance according to Graves at 100°C according to DIN 53 515; given as average length to width

[0103] #5 Loss factor tan d (60°C ) at 60 °C in accordance with DIN53513 on a sample with 10 mm diameter, at 10 Hz, 50 N preload, ±30 N amplitude force, measured value after 30 s test time

[0104] #6 Rebound resilience at RT and 70 °C according to ISO 4662:2017-06

[0105] The non-inventive comparative mixture V represents a known and typical rubber mixture for use in the production of treads for vehicle tires for use on large pickup trucks with an unladen weight of approximately 2500 kg to 4500 kg. Considerable advantages were achieved compared to such a known mixture.

[0106] Table 3 shows that the elongation at break at room temperature increased impressively by approximately 10% (from 379 to 415). This means that a significant improvement in stability or resistance / durability was achieved, while at the same time the good resistance or durability under mechanical stress remained unchanged, remaining at a comparatively high value of approximately 339% (elongation at break at 70°C). The elongation at break at 70°C is, as a first approximation, a very suitable parameter for determining whether a rubber compound or a vehicle tire based on it exhibits particularly good resistance to high mechanical loads, such as those caused by crossing curbs.

[0107] In addition, Table 3 shows a significant increase of at least 15% in tensile strength at room temperature and a further improvement of at least 5% at 70°C. This results in improved tear behavior of the corresponding rubber compound and thus improved cut resistance. This also has a beneficial effect on handling on poor road conditions. The increased high-speed elongation at break and tear resistance also demonstrate a significant improvement in resistance and durability.

[0108] Surprisingly, it was found that a significant improvement in rolling resistance was achieved. Both tan d (10%) and tan d (60°C) showed a significant reduction of approximately 10%.

[0109] The rebound resilience shows a slight but significant increase at both room temperature and 70°C. This underscores the aforementioned improvements in the tan d values ​​and the associated improvement in rolling resistance.

[0110] Furthermore, Table 3 shows that an increase in stress values ​​of approximately 5% was achieved at both room temperature and 70°C. This results in improved dynamic stiffness and thus leads to more pleasant driving characteristics, especially on damaged road surfaces.

[0111] For further experimental testing, treads were produced using both the rubber compound according to the invention and the comparison compound, which were then installed in test pneumatic tires (test tire dimension: 225 / 70 R19.5). In addition, the tread for a pneumatic tire according to the invention comprises the profile features defined in the claims and, in particular, the profile features shown in Figures 1 to 4, with profile features according to Figures 1 and 2 referring to an embodiment particularly suitable for steering axle tires, and profile features according to Figures 3 and 4 referring to an embodiment particularly suitable for drive axle tires.The pneumatic tire based on the comparison compound (comparison test tire) had partially different tread characteristics, with the extension angle a of the shoulder-side negative elements being more than 17° in particular in the steering axle tire and the negative volume being less than 16% in particular in the drive tire.

[0112] It has surprisingly been shown that with such test pneumatic tires according to the invention, an improved rolling resistance of up to 9% could be achieved, especially for drive axle tires and at least 2% for steer axle tires, compared to corresponding reference test tires (measured according to ISO 28580). This is a surprisingly and unexpectedly high value.

[0113] Furthermore, a surprisingly high level of resistance and durability under mechanical stress was observed, particularly with regard to simulated curb contact tests. This observation was very surprising, as the elongation at break at 70°C (see Table 3) initially showed no significant increase compared to the reference compound, and therefore an immediate improvement was not to be expected. This parameter is typically already an indicator of resistance under high mechanical stress. However, the test with a pneumatic tire according to the invention showed that particularly good (and thus increased) resistance was indeed achieved. This improvement was observed by means of a mass loss during the test.During this test, the material loss due to damage was determined, with significantly lower weight loss due to material loss being observed for pneumatic tires according to the invention. Specifically, this means that the steering axle tires experienced approximately 15% less material loss (reduction from 82 g to 70 g), and the drive axle tires experienced a surprising 60% less material loss (reduction from 226 g to 84 g). Without necessarily being bound to any theory, it can be assumed that the advantageous tread design, in combination with the advantageous rubber compound, in particular, causes this surprising effect.

[0114] This impressively demonstrates that a significant improvement in resistance and durability under mechanical stress has been achieved, with a considerable improvement in rolling resistance also being observed.

[0115] List of reference symbols

[0116] 1 circumferential groove

[0117] 2 central negative element / primary surface element

[0118] 3 central negative element / fine incision

[0119] 4 central negative element / secondary surface element

[0120] 5 (primary) central negative element / oblique groove

[0121] 6 (primary) central negative element / supplementary fine incision

[0122] 7 (secondary) central negative element

[0123] 8 shoulder-side negative element

[0124] 9 shoulder-side negative element

[0125] 10 circumferential rib

[0126] 11 shoulder-side profile block

[0127] 12 central profile block p pitch length s shoulder area t maximum profile depth t2 depth of the primary surface element 2 t3 depth of the fine sipe 3 ts depth of the shoulder-side negative element 8 tg depth of the shoulder-side negative element 9 z central area a extension angle of an element 8, 9 vs. the axial direction

Claims

Patent claims 1 . Tread for a vehicle tire, the tread - a rubber mixture comprising (a) one or more than one natural rubber, (b) one or more than one soot, and (c) one or more silica fillers, and - has a profile which comprises at least two circumferential grooves (1 ), wherein each circumferential groove (1 ) delimits a shoulder region (s) of the tread from an axially central region (z), wherein in the axially central region (z) central negative elements (2, 3, 4, 5, 6, 7) are arranged and shoulder-side negative elements (8, 9) are arranged in the shoulder areas (s), characterized in that - the one or more natural rubbers are present in a total amount not exceeding 55 phr, - the total amount of (b) is greater than the total amount of (c), - the profile has a negative volume of more than 16%, and - the shoulder-side negative elements (8, 9) extend at an extension angle a relative to the axial direction, wherein a assumes a value in the range from 8° to 17°.

2. Tread according to one of claims 1 or 2, characterized in that the shoulder-side negative elements (8) have a depth (ts) of maximum 3 mm and that in the shoulder region (s) below this depth (ts) a continuous circumferential rib (10) is formed.

3. Tread according to one of claims 1 or 2, characterized in that the shoulder-side negative elements (9) have a depth (tg) of more than 3 mm and preferably between 40% and 60% of the maximum profile depth (t), so that shoulder-side profile blocks (11) are defined between the shoulder-side negative elements (9).

4. Tread according to one of claims 1 to 3, characterized in that a ratio between a maximum profile depth (t) and a pitch length (p) is in a range of 19% to 35%.

5. Tread according to claim 4, characterized in that the ratio between the maximum profile depth (t) and the pitch length (p) is in a range of 21% to 27%.

6. Tread according to claim 4, characterized in that the ratio between the maximum profile depth (t) and the pitch length (p) is in a range of 25% to 32%.

7. Tread according to one of claims 1 to 6, characterized in that the central negative elements (5, 6, 7) comprise transverse and / or oblique grooves (5), wherein a depth (ts) of the transverse and / or oblique grooves (5) is between 40% and 60% of the maximum tread depth (t).

8. Tread according to claim 7, characterized in that the central negative elements (5, 6, 7) comprise a supplementary fine cut (6), wherein the supplementary fine cut (6) runs along a groove bottom of at least one of the transverse or oblique grooves (5), wherein the supplementary fine cut (6) extends radially inwards from the groove bottom by a depth (te) between 40% to 60% of the maximum tread depth (t).

9. Tread according to one of claims 1 to 8, wherein (a) is present in the rubber mixture in a total amount in the range of 35 to 55 phr, preferably 35 to 52 phr, more preferably 36 to 49 phr, preferably 36 to 46 phr, most preferably 37 to 43 phr.

10. Tread according to one of claims 1 to 9, wherein the rubber mixture further (d) comprises one or more than one functionalized styrene-butadiene rubber, wherein the ratio, based on phr, of the total amount of (d) to the total amount of (a) is preferably in the range from 0.8 to 1.95, more preferably from 0.9 to 1.9, preferably from 0.95 to 1.85, more preferably from 1.1 to 1.8, most preferably from 1.2 to 1.75, more preferably from 1.35 to 1.65, most preferably from 1.45 to 1.

55.

11. Tread according to claim 10, wherein (d) is present in a total amount in the range of 45 to 65 phr, preferably 48 to 65 phr, more preferably 51 to 64 phr, preferably 54 to 64 phr, most preferably 57 to 63 phr.

12. Tread according to one of claims 10 or 11, wherein the one or more functionalized styrene-butadiene rubbers according to (d) comprise one or more solution-polymerized styrene-butadiene rubbers (SSBR).

13. Tread according to one of claims 10 to 12, wherein in the rubber mixture the one or more than one functionalized styrene-butadiene rubber according to (d) each has a vinyl content of less than 50%, based on all original butadiene monomers in the polymer, preferably in a range from 5 to 48%, more preferably from 15 to 45%, even more preferably from 17 to 38%, most preferably from 24 to 36%.

14. Tread according to one of claims 1 to 13, wherein in the rubber mixture (b) is present in a total amount in the range of 40 to 60 phr, preferably 44 to 58 phr, more preferably 47 to 56 phr, preferably 49 to 54 phr, most preferably 51 to 54 phr, and / or (c) is present in a total amount in the range of from 8 to 25 phr, preferably from 9 to 21 phr, more preferably from 10 to 17 phr, preferably from 11 to 15 phr, most preferably from 12 to 14 phr.

15. A vehicle tire comprising a tread according to any one of claims 1 to 14.

16. Rubber mixture comprising (a) one or more natural rubbers in a total amount in the range of 35 to 55 phr, (b) one or more carbon blacks in a total amount in the range of 40 to 60 phr, (c) one or more silica fillers in a total amount in the range of 8 to 25 phr, (d) one or more end-group functionalized styrene-butadiene rubbers in a total amount in the range of 45 to 65 phr and having a vinyl content of less than 50%, based on all original butadiene monomers in the polymer.

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