Method for producing a pneumatic vehicle tyre

Abstract

The invention relates to a method for producing a pneumatic vehicle tyre, comprising the steps of: - providing a construction drum (20) having an outer side contoured in the axial direction; - positioning and fixing a tyre package above the construction drum (20), wherein the tyre package has an inner layer (1), a carcass (2) having at least one carcass reinforcement made of a metallic material, and bead regions; - expanding the construction drum (20) such that the tyre package rests against the contoured outer side of the construction drum (20); - providing a cap ply reinforcement (8b) having an elongation at break of between 2% and 6% and forming a cap ply (8) above the contoured tyre package by winding the cap ply reinforcement (8b) in at least one cap ply layer such that the cap ply (8) assumes a contoured shape at least in some regions; - applying a tread above the formed cap ply (8) and producing a green tyre; - moulding the green tyre into a vulcanisation mould and vulcanising the green tyre; - removing the pneumatic vehicle tyre from the vulcanisation mould after vulcanisation has been completed.

Description

[0001] 202305705

[0002] Description

[0003] Method for manufacturing a vehicle pneumatic tire

[0004] The invention relates to a method for manufacturing a pneumatic tire for passenger cars and / or light commercial vehicles.

[0005] Due to the large number of vehicle tires used worldwide, the amount of used tires accumulating over time is a growing environmental problem. Burning, burying, or dumping them are rightly not sustainable disposal methods, especially since used tires themselves are now considered a valuable resource.

[0006] Recycling used tires is not unknown, but it is a complex and costly process that currently achieves little to no complete recovery. One well-known method is thermal decomposition, also called pyrolysis, used to recover materials such as pyrolysis carbon black and pyrolysis oils, which can then be reused in the tire manufacturing process. However, even these methods typically do not achieve a fully circular economy.

[0007] A typical tire construction poses drastic challenges to such a desirable circular economy. For example, it is known that noise absorbers, adhesives used for noise absorbers, and sealants pose a major problem due to their residual stickiness in almost every separation process. But even used tires that do not contain such noise absorbers, adhesives, and / or sealants, or that have already been stripped of them, present a significant challenge for efficient separation and recycling processes.

[0008] For example, a used tire, especially for passenger cars and light commercial vehicles, contains steel cords as belt reinforcement and in the 202305705

[0009] The bead, carcass reinforcement in the carcass, and belt reinforcement in the wound bandage, if one is used, are made of a textile material. Typically, all reinforcements are embedded in an encasing rubber compound (often also referred to as the rubber compound), frequently with the aid of adhesion promoters. This often results in a strong bond between the reinforcement and the rubber compound being maintained throughout the tire's lifespan. The bond between textile reinforcements and the encasing rubber compound is usually significantly stronger than that between steel cords and their rubber compound. Consequently, subsequent separation of textile reinforcements from the encasing rubber compound is very difficult (if not impossible). In contrast, steel cords, i.e.,Reinforcing elements made of a metallic material are much easier to separate from those made of a rubber compound.

[0010] Furthermore, pneumatic tires with coiled casings containing textile reinforcements have a limited lifespan, as retreading is typically not an option. Removing the worn tread and applying a new one often fails because the coiled casing or its textile reinforcements are damaged during the mechanical removal of the worn tread. This usually renders the tire unusable, or at least unsuitable, for retreading.

[0011] Furthermore, in the conventional manufacturing of, for example, radial tires for passenger cars or light commercial vehicles, the contouring of the belt and the coil band, if a coil band is used, generally only takes place during the vulcanization of the tire. This is done by shaping the tire blank, which is built up on cylindrical drums, using a bellows inflated inside the tire blank placed in the tire heating mold. A disadvantage of this method is that during vulcanization, [202305705]

[0012] Material displacement and uneven expansion in the axial direction can occur. To counteract this, DE 102004 058 522 A1 describes the use of a contoured construction drum. The method described therein uses a steel belt, and the contoured construction drum ensures uniform expansion and distortion-free forming in the axial direction. Furthermore, it allows the wound bandage to be applied "near the final contour," thus easily ensuring the desired bandage tension. This is achieved using a wound bandage with highly elastic nylon threads as the bandage's reinforcing layer. A disadvantage of this method is that, depending on the design of the vehicle tire, the highly elastic nylon threads can cause undesirable radial expansion of the underlying material.

[0013] WO 2023 / 090022 A1 further specifies carcass reinforcement bars made of an organic material in radial construction, coil bandage reinforcement bars made of a highly elongated organic material with an elongation at break of >10%, and belt reinforcement bars made of steel within two belt layers. The coil bandage covers the belt edges of the belt.

[0014] In JP 2023 544389 A, a single carcass ply with textile carcass reinforcing elements, a belt with two belt plies, each with steel reinforcing elements, is described. A coiled bandage is wound radially outwards on these plies. This bandage consists of coiled bandage reinforcing elements made of an organic material, running at an angle of less than 10° to the circumferential direction. The coiled bandage covers the belt edges.

[0015] In KR 102352893 B1 it is further described that radially above two carcass layers there are two belt layers with steel belt reinforcements, the angles of which to the circumferential direction change over the longitudinal extent of the belt reinforcements, with a larger angle to the circumferential direction at the tire zenith.

[0016] The circumferential direction is more pronounced in the shoulder areas. Furthermore, the belt's reinforcing elements from different belt layers are arranged in such a way that they intersect in a cross-shaped pattern at opposite angles. Radially above the belt layers, the tread is directly adjacent.

[0017] KR 20050094681 A describes winding a coil bandage onto a belt, which consists of coil bandage reinforcement carriers made of a microfiber steel cord having a tensile strength of between 25kgf and 29kgf.

[0018] EP 1900549 A1 further describes that a coiled bandage made of curved coiled bandage reinforcement elements or coiled bandage reinforcement elements with a wave shape, each made of steel and exhibiting a tensile strength of between 2000 MPa and 5000 MPa, is arranged between the tread and a belt ply. This is intended to compensate for the circumferential growth in the coiled bandage during vulcanization. No metallic material is provided for the carcass or the belt. Furthermore, the coiled bandage covers the belt edges of the belt plies.

[0019] US Patent 11179970 B2 describes a belt with steel reinforcing bars arranged in a cross pattern, the angle of which varies longitudinally and is a maximum of 35° to the circumferential direction. A coil bandage covers the belt, the reinforcing bars of which are made of a highly ductile organic material. The coil bandage does not cover the belt edges of the radially underlying belt.

[0020] JP 6798273 B2 describes a carcass with carcass reinforcement elements made of an organic material at an angle between 75° and 90° to the circumferential direction. Radially above this, a belt with high-tensile belt reinforcement elements, particularly made of steel, is provided, which intersect and whose angles vary along the longitudinal axis, with smaller angles at the tire zenith than at the tire shoulders. A coiled bandage is not provided.

[0021] KR 101467464 B1 describes a belt with layers whose reinforcing belts are arranged in a cross pattern and have an angle of less than 25° to the circumferential direction. A coil bandage is not included.

[0022] US Patent 5365988 A describes a belt with steel belt reinforcements, wherein a radially overlying coil bandage with non-metallic coil bandage reinforcements covers the belt edges. The belt reinforcements are arranged in a cross pattern. Radially beneath this is a carcass with carcass reinforcements made of a rubberized fabric.

[0023] In JP 6538520 B2, a belt made of reinforcing belts of a metallic material is provided, with the coil bandage covering the belt edges. The coil bandage consists of organic coil bandage reinforcing belts running at an angle of between 0° and 5° to the circumferential direction. The carcass has carcass reinforcing belts made of an organic material.

[0024] CN 211663006 U describes a coil bandage that covers the belt edges of the radially underlying belt. Additional coil bandage strips run in the shoulder area, and at the tire's zenith, adjacent coil bandage strips may be wound with a gap.

[0025] US patent 2019160874 A1 describes a coil bandage made of organic coil bandage reinforcement, where the coil bandage also extends over the belt edges. 202305705

[0026] JP 2010095057 A describes a belt that is not covered by the circumferentially running coil bandage, wherein the belt reinforcement members are coiled in a wavy manner in the circumferential direction. The coil bandage, made of metallic or organic reinforcement members, is placed only on the sides and next to the belt, wherein the coil bandage reinforcement members have a lower modulus of elasticity than the circumferentially running belt reinforcement members.

[0027] EP 1094956 B1 describes a run-flat tire which has a non-metallic, circumferentially extending reinforcing layer between the carcass and the belt, or alternatively, above the belt. The reinforcing materials of the layer are wound spirally around the circumference of the carcass or belt.

[0028] DE 4208705 A1 describes a steel belt whose belt edges are covered by a textile-reinforced strip.

[0029] KR 100976580 B1 describes a pneumatic tire for heavy vehicles, such as trucks or buses, with a corrugated, coiled belt reinforcement. This type of tire does not have a coiled band.

[0030] In GB 770673 A, CN 114056007 A and WO 2018 / 125181 A1, a carcass is provided which is designed as an angle carcass, i.e. the carcass reinforcement members run at an angle of between 70° and 90° to the circumferential direction.

[0031] US 5058649 A, KR 100187594 B1, US 5524688 A and WO 2019105620 A1 each stipulate that there is no apex radially above the bead cores in the bead area between them and the carcass plies with carcass reinforcement made of a non-metallic material. 202305705

[0032] The following invention is based on the objective of providing a method by which the manufacture of a vehicle pneumatic tire is made possible that allows a high load, is stable and resistant and achieves an increased service life.

[0033] This problem is solved by a method according to the independent claim. The dependent claims specify preferred embodiments.

[0034] Accordingly, a method for manufacturing a vehicle pneumatic tire for passenger cars and / or light commercial vehicles, in particular with a load index in the range of 71 to 126, is provided, which includes at least the following steps:

[0035] - Providing a construction drum that can be rotated about a drum axis, wherein the construction drum has an outer surface extending radially outwards on which a tire package can be fully accommodated, wherein the outer surface has a radial axial distance to the drum axis, the radial axial distance being at its maximum at a zenith of the construction drum and decreasing axially from the zenith towards shoulder areas of the construction drum, so that a construction drum with an axially contoured outer surface, preferably a rounded outer surface, in particular a convexly curved outer surface, is provided;

[0036] - Positioning and fixing a ring-shaped tire package in a radial direction above the provided construction drum, wherein the tire package comprises at least: a ring-shaped inner layer, a ring-shaped carcass arranged radially above it, consisting of at least one carcass ply with at least one carcass reinforcement made of a metallic material, and

[0037] Bead areas with bead cores; 202305705

[0038] - Expanding the provided construction drum in a radial direction, so that the provided and fixed tire package at least partially adheres to the axially contoured outer surface of the construction drum, so that the tire package at least partially assumes an axially contoured shape;

[0039] - Providing at least one coil bandage reinforcement carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, and forming a coil bandage in a radial direction above the axially contoured tire package by coiling or laying the at least one provided coil bandage reinforcement carrier in at least one coil bandage layer over an axial coil bandage extension, so that the coil bandage assumes an axially contoured shape at least in some areas;

[0040] - Applying a tread strip in a radial direction above the formed coil bandage and completing a tire blank;

[0041] - Molding the finished tire blank into a vulcanization mold and vulcanizing the tire blank;

[0042] - Removing the vehicle tire from the vulcanization mold after completion of vulcanization.

[0043] The inventors have recognized that the inventive method also allows the use of a reinforcing element for the coiled bandage that exhibits high tensile strength or the specified elongation at break. Typically, such high-tensile-strength reinforcing elements in the coiled bandage can only withstand limited tensile force during molding into the vulcanization mold due to their significantly reduced circumferential flexibility. Therefore, such high-tensile-strength reinforcing elements are not normally used in pneumatic tires for passenger cars and / or light commercial vehicles. However, the use of the inventive method makes it possible to use such a high-tensile-strength coiled bandage, as well as the metallic 202305705

[0044] The goal is to construct a pneumatic tire specifically for passenger cars and / or light commercial vehicles using reinforcing elements in the carcass layer. This tire offers increased stability, stiffness, and resistance, while also allowing for a targeted reduction in compression on the carcass with its metallic reinforcing elements. This is achieved because the high-tensile-strength coiled bandage reinforcing elements effectively suppress radial expansion of the underlying material, particularly the carcass layer, and thus circumferential growth of the pneumatic tire.

[0045] This is also advantageous when reduced longitudinal stiffness or reduced tensile strength of the radially underlying layers needs to be compensated for, for example, in the case of a carcass design as an angled carcass or a diagonal carcass, or in the case of a belt (if present) with a cross-stitch pattern. Furthermore, a correspondingly equipped pneumatic tire exhibits a higher load limit, for example, in the form of a higher load index (also called load capacity index or load rating), compared to pneumatic tires of the same design and size but with conventionally used textile reinforcements. Such a construction is only made possible by the method according to the invention.

[0046] Because of the contoured drum, a high-tensile-strength material can be used in the wound bandage, as this material is adapted to or approximated to the shape of the finished pneumatic tire even before vulcanization, especially before being molded into the vulcanization mold. This results in a smaller residual ridge between the tread and the mold, leading to lower tensile forces on the wound bandage and its reinforcing elements during the molding process. These forces can be absorbed without damage by the high-tensile-strength material. 202305705

[0047] Within the scope of the present invention, the elongation at break with the aforementioned percentage values ​​is understood to mean that the respective spool bandage reinforcement, which is neither rubberized nor installed in the vehicle pneumatic tire, can be stretched by a maximum of 6%, preferably by a maximum of 5.5%, and particularly by a maximum of 5%, before it breaks. Such an elongation at break can be achieved by a suitable design (stranding, twisting) of the respective reinforcement and / or by a suitable material selection for the respective reinforcement. The elongation at break is defined in accordance with ASTM D2969-04 from 2010 (for steel filaments / cords) or ASTM D885 from 2023 (for textile filaments / cords and for hybrid filaments / cords (steel and textile)).

[0048] Furthermore, the feature "made of a metallic material" in the context of the present invention means that a corresponding metallic reinforcement consists essentially of the respective metallic material, for example, steel. The feature "made of steel" also means that a small proportion of a metal / metal alloy not typically referred to as steel is not excluded. For example, steel provided with a brass coating is included in this feature. Preferably, a metallic reinforcement made of steel comprises 90 percent or more by weight of steel, based on the total mass of the metallic reinforcement, preferably 92 percent or more by weight, particularly preferably 95 percent or more by weight, most preferably 97 percent or more by weight, and most preferably 99 percent or more by weight.

[0049] In the context of the present invention, the term "light commercial vehicles" means vehicles typically referred to as vans. Vehicle tires are typically assigned to a vehicle class by their dimensions, a load index (corresponding to a load capacity in kg per tire), and a speed rating. The load index of the vehicle tire produced according to the invention is generally in the range of 71 to 126 and covers both passenger cars and such light commercial vehicles. This typically corresponds to a load capacity of 345 kg to 1700 kg. The vehicle tire produced according to the invention is therefore either a passenger car tire or a light commercial vehicle tire. In the context of the present invention, the load index is referenced to a tire pressure of 2.5 bar for single tires.

[0050] Particularly preferred is the manufacture of a vehicle tire with a load index in the range of 74 (375 kg) to 114 (1180 kg), preferably from 77 (412 kg) to 109 (1030 kg), more preferably from 80 (450 kg) to 107 (975 kg), and most preferably from 83 (487 kg) to 104 (900 kg). This applies preferably to vehicle tires for passenger cars. Also particularly preferred is the manufacture of a vehicle tire with a load index in the range of 105 (925 kg) to 126 (1700 kg), preferably from 110 (1060 kg) to 124 (1600 kg), more preferably from 115 (1215 kg) to 122 (1500 kg), and most preferably from 116 (1250 kg) to 120 (1400 kg). This applies particularly to pneumatic tires for light commercial vehicles.

[0051] Preferably, the method according to the invention comprises the manufacture of vehicle pneumatic tires of category C1 and / or C2 according to the classification of tires based on Regulation (EC) No. 661 / 2009 of the European Parliament and of the Council of 13 July 2009. Accordingly, the vehicle pneumatic tire manufactured according to the invention is preferably not a tire of category C3. The vehicle pneumatic tire manufactured according to the invention is also not a bicycle tire and not a motorcycle tire, preferably not a two-wheeler tire, and not a truck tire and not a heavy-duty tire.

[0052] According to a preferred embodiment, it is provided that, prior to the radial expansion of the provided construction drum, a belt with at least one belt layer, preferably a maximum of three belt layers, each consisting of at least one belt reinforcement carrier, is provided and positioned radially above the positioned and fixed annularly rotating tire package, so that the provided belt, during or after the radial expansion of the construction drum, applies a flat surface to the axially contoured tire package from the radial outside, and the belt assumes an axially contoured shape at least in some areas, wherein in particular a belt is provided which has at least one belt reinforcement carrier, preferably exclusively belt reinforcement carriers, made of a metallic material, in particular steel.

[0053] A belt can also be incorporated into the manufacture of the vehicle tire, if desired for the tire's design. In this case, it is preferably provided that the spool bandage is formed radially above the axially contoured tire package by winding or laying the at least one provided spool bandage reinforcement carrier, with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, onto the axially contoured belt, so that the belt lies radially between the tire package and the spool bandage, in particular between the tire package carcass and the spool bandage. The spool bandage thus covers the belt radially outwards and is designed as a belt bandage, which then also serves to limit circumferential growth of the belt as well as the carcass.

[0054] The belt or individual belt layers can also be omitted if, for example, the carcass and the coil bandage are designed accordingly to compensate for the absence of the belt, for example in the case of a cross-stitch in the carcass with carcass reinforcement beams angled relative to the circumferential direction within two carcass layers in a diagonal construction or in the case of an angled carcass with carcass reinforcement beams angled relative to the circumferential direction within only one 202305705

[0055] Carcass layer. Without such a belt or with a reduced number of belt layers, material and weight can be saved, and depending on the material selection in the other layers of the vehicle pneumatic tire, the recyclability of the vehicle pneumatic tire can also be improved.

[0056] Recyclability can also be improved by making at least one belt reinforcement, preferably all belt reinforcements, from a metallic material, particularly steel. During its service life, such a pneumatic tire with metallic belt reinforcements offers further significant advantages. For example, the stability, stiffness, and resistance of a pneumatic tire with metallic reinforcements are typically increased not only in the carcass but also in the belt. Furthermore, a correspondingly equipped pneumatic tire has a higher load limit, for example, in the form of a higher load index (also called load capacity index or load rating), compared to pneumatic tires of the same design and size but with textile belt reinforcements.This would be advantageous in the future with regard to increasingly heavy electric vehicles, as the tire dimensions would not necessarily have to be increased.

[0057] It is particularly preferred that a belt with one or two layers is provided and positioned. This is preferably intended for pneumatic tires for passenger cars. It is also particularly preferred to provide and position a belt with two or three layers. This is preferably intended for pneumatic tires for light commercial vehicles.

[0058] Preferably, in the presence of a belt, it is further provided that a coil bandage is formed by winding on the provided at least one coil bandage reinforcement carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, which has an axial coil bandage extension.

[0059] - which is greater than an axial belt extension of the belt, or

[0060] - which is less than or equal to a first axial belt extension of a first belt layer of the belt, and / or

[0061] - which is larger than a second axial belt extension of a second belt layer of the belt, or

[0062] - which is less than or equal to the second axial belt extension of the second belt layer of the belt, with the coil bandage covering a tire zenith of the vehicle pneumatic tire.

[0063] A variable construction is therefore possible, in which all belt edges, or at least some belt edges, are covered by the coil bandage to protect them or the belt reinforcement elements from unwanted movement within the tire, which could otherwise lead to internal damage or material weakening. However, depending on the tire design, it is also preferable to avoid excessive compression in the shoulder sections of the tire by the coil bandage reinforcement elements, which typically cover the belt edges in this area. To achieve this, the coil bandage reinforcement elements can be wound or laid onto the belt in such a way that the coil bandage does not protrude axially beyond the belt edges. This also results in a reduction in mass and less heat generation at the belt edges.Moreover, such a design is particularly preferred if the belt reinforcement beams run at a second angle of between 35° and 55°, preferably between 40° and 45°, to the circumferential direction, i.e., a lower longitudinal tensile strength is formed.

[0064] Preferably, it is further provided that the at least one provided coil bandage reinforcement carrier of the coil bandage with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, is wound individually in a radial direction above the axially contoured tire package to form the coil bandage, or the at least one provided coil bandage reinforcement carrier of the coil bandage with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, is embedded in a rubber strip, and the rubber strip with the embedded coil bandage reinforcement carrier is wound in a radial direction above the axially contoured tire package.

[0065] Several options are therefore possible for winding the high-tensile-strength material. The at least one high-tensile-strength reinforcement element in the wound bandage is preferably incorporated within an encasing rubber compound (a single sheath or the rubber strip), whereby this rubber compound can in turn form a strong bond with other rubber compounds in the vehicle tire (e.g., in the underlying belt (if present), the underlying carcass, or the tread above it). However, it is also possible for the at least one high-tensile-strength reinforcement element to be incorporated into the wound bandage without rubber or only partially rubberized.Preferably, the radially underlying belt (if present) or the radially underlying carcass and / or the radially above it tread strip may have an adhesive compound to create a sufficient bond strength to the respective coil bandage reinforcement carrier in the coil bandage.

[0066] The winding bandage layer, in which the winding bandage reinforcement carrier is wound, can preferably form an uninterrupted (i.e., continuous) layer in the axial direction by controlling the winding head with a constant feed such that axially adjacent winding bandage reinforcement carriers lie against or touch each other. However, it can also be provided that the at least one provided winding bandage reinforcement carrier, with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, is wound radially above the tire package in such a way that gaps with a specific gap width are formed between at least some axially adjacent windings of the at least one winding bandage reinforcement carrier.wherein the gap widths of the formed gaps are identical or the gap widths change with increasing axial distance of the respective gap to a tire zenith of the vehicle pneumatic tire, wherein the gap widths are, for example, between 0.5 times and 2 times a spool bandage reinforcement carrier diameter when the at least one provided spool bandage reinforcement carrier is wound individually in the radial direction above the axially contoured tire package, or the gap widths are, for example, between 0.5 times and 1.5 times a rubber strip width, but preferably between 3 mm and 10 mm, when the at least one provided spool bandage reinforcement carrier is embedded in the rubber strip and wound in the radial direction above the axially contoured tire package.

[0067] It is therefore also possible to create an "interrupted" coil bandage, for example by so-called "gap spooling," meaning that in certain areas the individual coil bandage reinforcement carriers or the rubber strips with the embedded coil bandage reinforcement carriers do not touch. Rather, they are coiled with interruptions. It may be preferably provided that

[0068] - the gap widths increase with increasing axial distance of the respective gap to the tire zenith when the gaps are arranged in side sections of the coil bandage, and / or

[0069] - the gap widths when the gaps are arranged in the area of ​​the tire zenith, preferably over an axial extent of between 10% and 70% of the 202305705

[0070] The expansion of the coil bandage around the tire zenith decreases with increasing axial distance to the tire zenith.

[0071] This can be used as an alternative or supplement to a shortened version of the spool bandage above the belt edges or in the sidewalls. This prevents excessive compression in the shoulder sections of the tire by the respective spool bandage reinforcement carrier, for example, by "thinning" the bandage by creating gaps in the belt edge or sidewall area. Alternatively or additionally, such "thinning" in the area around the tire's zenith can also reduce compression on the radially underlying layers in this area below the spool bandage. Furthermore, this "gap spooling" saves material and weight.

[0072] Preferably, it is further provided that only coiled bandage reinforcement carriers with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, are provided, so that by coiling the provided coiled bandage reinforcement carriers a coiled bandage is formed which is composed exclusively of coiled bandage reinforcement carriers with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%; and / or a tire package with a carcass is provided which in the at least one carcass layer has exclusively carcass reinforcement carriers made of a metallic material, preferably steel.

[0073] With this design, a uniformly high-tensile strength structure with identical reinforcing elements can be achieved in the coiled tire, since the at least one high-tensile-strength reinforcing element is the only reinforcing element in the coiled tire. Furthermore, the carcass is preferably free of, or does not contain, for example, textile reinforcing elements, or the at least one metallic carcass reinforcing element is the only reinforcing element in the carcass. This ensures the improved recyclability already mentioned for the belt and also reduces the effort required for retreading. The use of metallic carcass reinforcing elements reduces the susceptibility to damage when removing, for example, a worn tread.This allows for the complete retreading of a suitable vehicle tire by applying a new tread, thus significantly increasing its overall lifespan. This can be seen as a significant first step towards at least a rudimentary circular economy. Furthermore, stability, stiffness, and durability are increased, resulting in a higher load-bearing capacity.

[0074] It is clear to those skilled in the art whether a particular element is considered a structural element in a given position or not. For example, in the context of the present invention, threads or filaments that typically serve for the classical distribution and / or conduction of electrical voltages are not structural elements within the meaning of the present invention. This applies equally to conventional threads or filaments for air drainage and other auxiliary components. This is particularly advantageous whenever such auxiliary components are not explicitly described as having a function designated as structural elements.

[0075] Preferably, the at least one provided reinforcing element of the coiled bandage is made of a textile material, particularly aramid, and / or a metallic material, particularly steel, with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and most preferably between 3% and 5%. Thus, different materials are possible as reinforcing elements in the coiled bandage, with which these elongations at break can be achieved through appropriate stranding.When the coiled bandage reinforcement carriers are made of a metallic material, especially exclusively of a metallic material, the improved recyclability already mentioned for the belt and also a reduced effort for retreading can be guaranteed even better, especially if the reinforcement carriers are made exclusively of a metallic material both in the carcass (for improved recyclability and reduced effort in retreading) and in the belt (if present, for improved recyclability).

[0076] Furthermore, it may be provided that the at least one high-tensile-strength coil bandage reinforcement layer exhibits an elongation behavior that differs from the elongation behavior of the at least one metallic carcass reinforcement layer. Thus, different implementations in the respective layers are possible.

[0077] Preferably, it is further provided that the at least one provided coil bandage reinforcement carrier is wound up in such a way that a coil bandage is formed in which the at least one wound coil bandage reinforcement carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, runs at a first angle to the circumferential direction, which in the vulcanized state of the vehicle pneumatic tire is between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, most preferably between 0° and 2°.

[0078] This prevents undesirable circumferential growth of the vehicle tire at high speeds, as the highly tensile-strength construction of the coiled casing is then less compliant. This is particularly advantageous when the carcass reinforcement members (in a bias-ply or angled carcass) and / or the belt reinforcement members (if a belt is present) are angled relative to the circumferential direction. In that case, the 202305705

[0079] Circumference growth is less strongly prevented by these layers, but this is compensated for by the less compliant coil bandage.

[0080] Preferably, the at least one provided coil bandage reinforcement carrier with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, is formed by a single filament or monofilament, or by a cord or multifilament made of several or a composite of (mono)filaments 10, preferably twisted together. Thus, there are different ways to form a coil bandage reinforcement carrier with the respective elongation at break property. The twisting can be configured in different ways, with the only restriction regarding the cord configuration being that it results in the aforementioned elongation at break of the entire coil bandage reinforcement carrier. It is clear to those skilled in the art how the filaments within such a cord are to be twisted to achieve a specific elongation at break.

[0081] Preferably, it is further provided that the at least one provided coil bandage reinforcement carrier has a wave shape in the circumferential direction with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, wherein the at least one coil bandage reinforcement carrier with the wave shape is wound in such a way in the radial direction above the axially contoured tire package in order to form the coil bandage that it retains its wave shape until the finished tire blank is formed into the vulcanization mold and the wave shape preferably changes during the forming of the tire blank into the vulcanization mold.

[0082] In addition to a contoured construction drum, a wave shape can also be provided for the high-tensile-strength coil bandage reinforcement carriers, whereby the wave shape for the remaining residual elevation can cause the 202305705

[0083] The tensile forces that develop during expansion during molding are absorbed or reduced. During molding into the vulcanization mold, the wave shape approximates a straight line, thus optimizing the tensile forces on the at least one high-tensile-strength coil bandage reinforcement layer.

[0084] Preferably, the expansion of the provided construction drum is carried out radially, and the outer surface of the provided construction drum is designed axially such that, before the finished tire blank is inserted into the vulcanization mold, the residual protrusion of the tire blank is less than or equal to 4%, preferably less than or equal to 2%, and particularly less than or equal to 1%, wherein the tire blank expands radially by this residual protrusion during insertion. The design of the tire blank is thus optimized to leave only a minimal residual protrusion, which can be compensated for without damage by the high-tensile-strength material of the winding drum and the corresponding structure.

[0085] In particular, it is provided that the circumferential shape of the at least one coiled bandage reinforcement carrier is selected depending on the residual elevation, in particular such that the wavelength of the wave-shaped coiled bandage reinforcement carrier increases during the molding into the vulcanization mold and the wave amplitude decreases, and that the at least one coiled bandage reinforcement carrier thereby approaches or assumes a straight shape during vulcanization, in particular during the molding.

[0086] The drawings show:

[0087] Fig. 1 shows a sectional view of a vehicle tire; 202305705

[0088] Fig. 2A-2E Detail views of a coil bandage of the vehicle pneumatic tire according to Fig. 1;

[0089] Fig. 3A, 3B Detail views of the belt of the vehicle pneumatic tire according to Fig. 1;

[0090] Figs. 3C-3F show further embodiments of the coil bandage of the vehicle pneumatic tire according to Fig. 1;

[0091] Fig. 4A, 4B Detail views of a carcass of the vehicle pneumatic tire according to Fig. 1;

[0092] Fig. 4C shows a detailed view of a bead area of ​​the vehicle pneumatic tire in a further embodiment;

[0093] Fig. 5 shows a flowchart of a process for manufacturing the vehicle pneumatic tire according to Fig. 1;

[0094] Fig. 6A-6E shows a tire assembly plant for carrying out the procedure according to Fig. 5.

[0095] Figure 1 schematically shows a vehicle pneumatic tire 50 in a radial cross-section, which is intended for passenger cars or light commercial vehicles and accordingly has a load index (corresponding to a load capacity in kg per tire) in the range of 71 to 126.The vehicle pneumatic tire 50 comprises at least: a largely airtight inner layer 1; a carcass 2, which, for example, extends in a conventional manner from a tire zenith Z of the vehicle pneumatic tire 50 over sidewalls 3 to bead areas 4 and is anchored there by wrapping around tensile-resistant bead cores 5; a profiled tread 6 located radially outside the carcass 2, which is preferably formed by a cap and a base and has a profile with an application-specific tread depth; a belt 7 arranged in the radial direction rR between the tread 6 and the carcass 2, which has at least one belt layer 7a, preferably two belt layers 7a (as shown, a first belt layer 7a1 and a second belt layer 7a2) or also three belt layers 7a (not shown); and a coil bandage 8 covering the belt 7 radially outwards, which has at least one coil bandage layer 8a.

[0096] According to the embodiment shown in Fig. 1, the coil bandage 8 covers the belt edges 9 of the belt 7, i.e., both a first belt edge 9a of the first belt layer 7a1 and a second belt edge 9b of the second belt layer 7a2. The coil bandage 8 extends axially aR to both sides beyond these belt edges 9, 9a, 9b, or rather, the axial extension A8 of the coil bandage 8 is greater than the axial extension A7 of the belt 7. In the illustrated embodiment, the axial extension A7 is defined by a first axial extension A71 of the axially wider first belt layer 7a1. This allows the belt edges 9, 9a, 9b to be held down and protected for high-speed resistance and durability.

[0097] According to the detail shown in Fig. 2A, the coil bandage 8 further comprises, within the respective coil bandage layer 8a, one or more coil bandage reinforcement carriers 8b in the form of individual wires or filaments 10 or in the form of cords C made up of several twisted or intertwined filaments 10 (see Fig. 2B), wherein the one or more coil bandage reinforcement carriers 8b run parallel to each other and substantially along a circumferential direction U of the vehicle tire 50. The one or more coil bandage reinforcement carriers 8b are applied annularly over the entire axial coil bandage extension A8 of the coil bandage 8 on the outer circumference of the belt 7, preferably wound on it in a spiral manner, as is only partially shown in Fig. 2A. Furthermore, the one or more coil bandage reinforcement carriers 8b are coated with rubber or embedded in a 202305705

[0098] embedded in a rubber layer. As will be explained later, either a single rubberized coil bandage reinforcement carrier 8b can be wound ring-shaped around the outer circumference of the belt 7, or several adjacent coil bandage reinforcement carriers 8b can be wound within a rubber strip G wound ring-shaped around the outer circumference of the belt 7.

[0099] As shown in a schematic top view in Fig. 2C, the one or more coil bandage reinforcement carriers 8b within the respective coil bandage layer 8a extend at a first angle al to the circumferential direction U, wherein this first angle al in the vulcanized state of the vehicle pneumatic tire 50 is preferably between 0° and 5°, more preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably between 0° and 2°. In this embodiment, this small first angle al relative to the circumferential direction U is intended to prevent undesirable circumferential growth of the vehicle pneumatic tire 50 at high speeds.

[0100] To achieve this, in addition to selecting a small first angle al of one or more coil bandage reinforcement elements 8b, it is further provided that the coil bandage 8 as a whole has a high tensile stiffness or high tensile strength in order to effectively suppress radial expansion of the radially underlying material. For this purpose, the respective coil bandage reinforcement element 8b is designed and / or manufactured from such a material that the elongation at break D of the respective coil bandage reinforcement element 8b is between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. The elongation at break D is determined in accordance with ASTM D2969-04 from 2010 (for steel cords) or ASTM D885 from 2023 (for textile cords and hybrid cords (steel and textile)), i.e.The respective coil bandage reinforcement carrier 8b, which is neither rubberized nor installed in the vehicle pneumatic tire 50, can be stretched by a maximum of 6%, preferably by a maximum of 5.5%, and in particular by a maximum of 5%, before it breaks. In this way, a highly tensile-strength coil bandage reinforcement carrier 8b and thus also a highly tensile-strength coil bandage 8 is provided.

[0101] For example, a metallic material mM can be selected for the respective coil bandage reinforcement carrier 8b, preferably steel. The metallic material mM is in the form of individual filaments 10 or, preferably, in the form of cords C made up of twisted filaments 10, as illustrated by way of example in Fig. 2B. Accordingly, at least two, preferably three (as shown), metallic filaments 10 are individually twisted together to form several strands 11, the individual strands 11 being in turn also twisted together to form a single cord-like coil bandage reinforcement carrier 8b. Thus, for example, a single coil bandage reinforcement carrier 8b can be constructed in a 3 x 3 structure (three twisted strands 11, each with three twisted filaments 10). However, a cord C can also consist of only one strand 11 with a corresponding number of twisted filaments 10.

[0102] In the case of such a cord C, the filament diameter D10 of the individual twisted or stranded metallic filaments 10 is, for example, between 0.1 mm and 0.3 mm, preferably between 0.14 mm and 0.25 mm. Depending on the type of twisting or stranding, this results in a cord diameter DC of, for example, between 0.3 mm and 1.2 mm, preferably between 0.5 mm and 1 mm. A single metallic filament 10 already exhibits an elongation at break D of, for example, approximately 2%. However, if the individual filaments 10 are twisted, the elongation at break D of the respective coil bandage reinforcement carrier 8b, designed as a cord C, increases to, for example, between 3.5% and 6%, depending on the type of twisting or stranding.

[0103] Stranding. The elongation at break D is therefore not only determined by the material, 202305705 but also by the structural design of the respective coil bandage strength carrier 8b.

[0104] However, a textile material tM can also be used, for example aramid, from which the respective coil bandage reinforcement carrier 8b is preferably formed in the form of a multifilament cord or a cord C made of several intertwined filaments 10, for example aramid fibers, as shown in cross-section in Fig. 2D. Accordingly, a plurality, for example more than 100, preferably more than 200, intertwined textile filaments 10 are combined to form a cord C. The cord diameter DC of the respective textile cord C is, as with the metallic filaments 10, for example between 0.3 mm and 1.2 mm, preferably between 0.5 mm and 1.2 mm. In such a form as a textile multifilament yarn or as a textile cord C, such a coil bandage strength carrier 8b exhibits, depending on the type of twisting or stranding, i.e., whether as an x1 cord, as in Fig.The design is represented in 2D, or as an x2 cord (with two such twisted textile cords C), or, depending on the twist level, exhibits an elongation at break D of, for example, between 2% and 6%. For a textile material tM, x2 cords are preferred because they offer better fatigue resistance.

[0105] Hybrid variants are also possible. For example, textile filaments 10 can be combined with metallic filaments 10 within a coil bandage reinforcement carrier 8b. In such hybrid variants, the material and / or the structural design of the respective coil bandage reinforcement carrier 8b must be selected such that an elongation at break D of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%, is achieved.

[0106] In a preferred embodiment, however, it is provided that mainly, preferably exclusively, coil bandage strength carriers 8b made of a 202305705 metallic material mM are used in order to enable, in addition to the high tensile strength, an improved recyclability of the vehicle pneumatic tire 50 or also a retreading of the vehicle pneumatic tire 50 without increased effort.

[0107] The targeted selection of the material and / or the construction of the respective coiled bandage reinforcement layer 8b to achieve the required elongation at break D (or high tensile strength) as well as the targeted selection of the small first angle a2 is particularly advantageous when a reduced longitudinal stiffness or a reduced tensile strength of the radially underlying belt 7 needs to be compensated for. In some embodiments of the vehicle pneumatic tire 50, it may be provided that the belt reinforcement layers 7b shown schematically in Fig. 3A in the one or more belt layers 7a, 7a1, 7a2 of the belt 7 do not run at a shallow second angle a2 of less than 35° to the circumferential direction U as is conventional, but rather, as shown in a schematic top view in Fig. 3B, at a second angle 2 to the circumferential direction U, which lies between 35° and 55°, preferably between 40° and 45°.In such a design, the tensile strength or longitudinal stiffness of the entire belt 7 is limited, so that the belt 7 itself can only partially prevent the circumferential growth of the vehicle tire 50 at higher speeds. This is compensated for in the above design by the construction of the coil bandage 8, in particular by an appropriate selection of D and al.

[0108] In the case of two belt layers 7a; 7a1, 7a2, as exemplified in Figs. 1, 3A and 3B, the belt reinforcement bars 7b run within the respective belt layer 7a; 7a1, 7a2 at the specified second angle α2 to the circumferential direction U, whereby the belt reinforcement bars 7b in each belt layer 7a; 7a1, 7a2 have a different slope direction, so that the radially superimposed belt reinforcement bars 7b cross each other or form a so-called cross-brace. 202305705

[0109] The belt reinforcement elements 7b, like the respective coil bandage reinforcement element 8b, can be made of a metallic material mM, preferably steel. Metallic belt reinforcement elements 7b can also be combined with belt reinforcement elements 7b made of a textile material tM, for example, polyester, nylon, rayon, aramid, or the like. However, it is preferred to use only belt reinforcement elements 7b made of a metallic material mM in order to enable improved recyclability of the vehicle pneumatic tire 50. The belt reinforcement elements 7b are also available in the form of individual wires or filaments 10 and / or in the form of cords C made of several twisted or intertwined filaments 10. Furthermore, the belt reinforcement elements 7b are also preferably coated with rubber or embedded in a rubber layer.

[0110] The second angle a2 of the belt reinforcement elements 7b, between 35° and 55°, preferably between 40° and 45°, can be selected, for example, when the radially underlying carcass 2 has carcass reinforcement elements 2b in the individual carcass layers 2a in the form of wires or filaments 10 embedded or sheathed in rubber, or cords C consisting of several filaments 10, which, according to the invention, are at least partially, preferably exclusively, made of a metallic material mM, particularly preferably steel. This allows not only the provision of a robust pneumatic tire 50, but also improved recyclability.

[0111] In the case of a carcass 2 made of metallic carcass reinforcement members 2b, it must also be ensured that the carcass reinforcement members 2b are compressed less during operation of the vehicle pneumatic tire 50, in particular to achieve good durability of the carcass reinforcement members 2b under dynamic loads. This is achieved precisely by ensuring that the belt reinforcement members 7b, as described, are subjected to the largest possible second 202305705

[0112] The angle oc2 is between 35° and 55°, preferably between 40° and 45° to the circumferential direction U. In this case, the belt reinforcement elements 7b can yield more easily under dynamic loading, and less compression acts on the radially underlying carcass 2.

[0113] In summary, a pneumatic tire 50 for passenger cars and / or light commercial vehicles utilizes a carcass 2 with metallic carcass reinforcement elements 2b, and the resulting properties are addressed by a corresponding design of the belt 7 and the wound band 8 as described. Depending on the design and application of such a pneumatic tire 50 for passenger cars and / or light commercial vehicles, when using a carcass 2 with metallic carcass reinforcement elements 2b, it may also be possible to construct the belt 7 and / or the wound band 8 differently from the designs described above, as illustrated below:

[0114] According to one embodiment, for example, the axial spool bandage extension A8 may be less than or equal to the axial belt extension A7 or the first axial belt extension A71 of the axially wider or radially lower first belt layer 7a1, as indicated by dashed lines in Fig. 3C for various variants. Accordingly, the axial spool bandage extension A8 of the spool bandage 8

[0115] - be equal to the first axial belt extension A71, or

[0116] - smaller than the first axial belt extension A71 but larger than a second axial belt extension A72 of the radially upper second belt layer 7a2, or

[0117] - be less than or equal to the second axial belt extension A72.

[0118] The belt 7, which runs in axial direction aR between shoulder sections 12 of the vehicle pneumatic tire 50, is then attached to the first belt edge 9a of the first belt layer 7a1 and, if necessary, also to the second belt edge 9b of the second 202305705

[0119] Belt layer 7a2 is no longer completely covered by the coil bandage 8. Compared to the embodiment in Fig. 1, side sections 8c of the coil bandage 8 are therefore omitted, or the respective coil bandage reinforcement carrier 8b wound onto the belt 7 extends, if at all, only a small portion into the shoulder sections 12 of the vehicle pneumatic tire 50.

[0120] This, in combination with the selected larger second angle a2 of the belt reinforcement 7b (lower longitudinal tensile strength) and in conjunction with the metallic material mM of the carcass reinforcement 2b, prevents excessive compression in the shoulder sections 12 of the vehicle tire 50 by the respective coil band reinforcement 8b. Furthermore, the lower mass and reduced heat generation at the belt edges 9a, 9b have a positive effect on the high-speed performance of the vehicle tire 50.

[0121] This embodiment can also be used for certain applications of the vehicle pneumatic tire 50 with a coiled bandage 8, where the respective coiled bandage reinforcement carrier 8b does not exhibit an elongation at break D of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. In this case as well, excessive compression by the respective coiled bandage reinforcement carrier 8b in the shoulder sections 12 of the vehicle pneumatic tire 50 can be prevented. However, this compression occurs more frequently with highly tensile-strength coiled bandage reinforcement carriers 8b, so that the reduced axial elongation offers an even greater advantage.

[0122] Instead of or in addition to this shortened version of the coil bandage 8, it can be provided that the respective coil bandage reinforcement carrier 8b is wound onto the radially underlying belt 7 in such a way that at least in the side sections 8c of the coil bandage 8 a gap L with a gap width BL is formed between axially adjacent windings of the coil bandage reinforcement carriers 8b. The gap width BL can be constant or it can increase with increasing axial distance Z from the tire's zenith. In the side sections 8c of the coil bandage 8, a gap width BL of, for example, between 0.5 times and 2 times a coil bandage reinforcement carrier diameter D8b, i.e., the cord diameter DC of the coil bandage reinforcement carriers 8b designed as cords C or the filament diameter D10 of the coil bandage reinforcement carriers 8b designed as individual filaments 10, can be selected.

[0123] In the radial direction rR above the first belt edge 9a of the first belt layer 7a1 and, if applicable, also the second belt edge 9b of the second belt layer 7a2, the windings of the respective coiled bandage reinforcement carrier 8b are thus "thinned out." This also prevents excessive compression by the respective coiled bandage reinforcement carrier 8b in the shoulder sections 12 of the vehicle tire 50, in combination with the selected larger second angle a2 of the belt reinforcement carrier 7b (lower longitudinal tensile strength) and in conjunction with the metallic material mM of the carcass reinforcement carrier 2b. Furthermore, material can be saved and the weight of the vehicle tire 50 reduced.

[0124] According to a further embodiment, it is provided that the carcass reinforcement elements 2b of the carcass 2 running between the two bead areas 4 enclose a third angle a3 to the circumferential direction U, which in the case of a radial construction of the vehicle pneumatic tire 50 (in the vulcanized state of the vehicle pneumatic tire 50) is between 70° and 90°, or in the case of a diagonal construction of the vehicle pneumatic tire 50 (in the vulcanized state of the vehicle pneumatic tire 50) is between 40° and 50°, preferably 45°.

[0125] The design as a 50-series pneumatic tire with a diagonal construction offers the advantage that drive and braking forces in the form of tension can be absorbed by the carcass reinforcement elements 2b with only minimal energy losses. This is because, due to their angle relative to the circumferential direction U, these elements are displaced less during acceleration and braking, resulting in less energy loss as heat. This is particularly relevant for electric vehicles, as it not only achieves higher efficiency during acceleration but also allows a larger portion of the braking energy to be recuperated and fed back into the energy storage system, since less energy is dissipated in the 50-series pneumatic tire. Overall, this results in increased efficiency during operation.

[0126] According to a preferred embodiment, also shown in Fig. 4A, two carcass plies 2a are provided within the carcass 2, each carcass ply 2a having carcass reinforcement bars 2b running at the third angle α3 to the circumferential direction U. As shown in Fig. 1, the carcass ply 2a is folded over or folded up around the tensile-resistant bead cores 5, i.e., a carcass fold 2f is formed on the axially outer side of the respective bead area 5. However, in each carcass ply 2a, the carcass reinforcement bars 2b have a different direction of slope, so that the radially superimposed carcass reinforcement bars 2b cross over each other or form a so-called cross-lamination. This allows the carcass reinforcement bars 2b made of metallic material to remain relatively flexible overall, resulting in lower rolling resistance at high speeds.

[0127] In the standard construction shown in Fig. 1, the carcass fold 2f does not extend to the sidewalls 3. In a different so-called C-construction (not shown), the carcass fold 2f can, however, extend to below the belt 7 or below the winding band 8.

[0128] In an optional version, in such a design the carcass 2 can consist of two carcass layers 2a with metallic carcass reinforcement elements 2b in 202305705

[0129] The cross-bonding of the radially overlying belt 7, for example with metallic belt reinforcement elements 7b and in a cross-bonding arrangement (see Fig. 3B), is omitted. This saves material and therefore also improves the recyclability of the vehicle pneumatic tire 50.

[0130] To optimize the compression on the carcass 2, the coil bandage 8, which continues to lie radially above it, can be shortened in its side sections 8c and / or have coil bandage reinforcement carriers 8b which, as described above with reference to Fig. 3D, have a correspondingly enlarged gap L, so that the coil bandage reinforcement carriers 8b are “thinned” in the side sections 8c of the coil bandage 8.

[0131] Furthermore, in a design as a vehicle pneumatic tire 50 in radial construction or in diagonal construction, it can be provided that between adjacent carcass reinforcement carriers 2b in edge areas 2c of carcass strips 2S, from which the respective carcass layer 2a is composed in circumferential direction U, a reinforcement carrier spacing A2b is left, which corresponds between 1 times and 1.5 times a carcass reinforcement carrier diameter D2b of the carcass reinforcement carriers 2b, as shown in Fig. 4B. This can be achieved, for example, by omitting every second carcass reinforcement carrier 2b in the two edge regions 2c of a calendered material web, within which the parallel carcass reinforcement carriers 2b are embedded in rubber, i.e., a correspondingly large space 13 is formed between the carcass reinforcement carriers 2b with the reinforcement carrier spacing A2b.From this calendered material web, the carcass strips 2S are then cut to the appropriate length and with the appropriate angle of the carcass reinforcement elements 2b, and joined at their edge regions 2c by overlap splicing with further carcass strips 2S. Several such joined carcass strips 2S then form the carcass layer 2a, which extends in the circumferential direction U. 202305705.

[0132] The edge regions 2c extend over an edge length L2c of, for example, between 3 mm and 10 mm, preferably over 5 mm, starting from an edge edge 2d of the respective carcass strip 2S. With edge regions 2c of the respective carcass strip 2S designed in this way, it can be achieved that during overlap splicing during the preparation of the respective carcass layer 2a, i.e., during the surface overlapping of the two edge regions 2c of adjacent carcass strips 2S in an overlap area 2e, the carcass reinforcement carriers 2b in the radially overlapping edge regions 2c are offset from each other in the circumferential direction U. In particular, these are arranged such that a carcass reinforcement carrier 2b is arranged within a carcass strip 2S in the radial direction rR adjacent to a space 13 within the respective radially adjacent carcass strip 2S.

[0133] In this way, unlike conventional overlap splicing, the overlap area 2e between two carcass strips 2S does not contain twice as many carcass reinforcement elements 2b as outside the overlap area 2e within the respective carcass strip 2S, but rather a similar number of carcass reinforcement elements 2b as outside the overlap area 2e within the respective carcass strip 2S. This results in the additional advantage, particularly with the carcass reinforcement elements 2b made of a metallic material mM used here, that the modulus and the flexural strength (and thus the restoring moments) within the multiple overlap areas 2e on the circumference of the carcass layer 2a largely correspond to the modulus and the flexural strength outside the overlap areas 2e within the respective carcass strip 2S or the carcass layer 2a formed from it.This also prevents the unintentional opening of the carcass flap 2f of carcass 2. 202305705.

[0134] In a radial-construction vehicle tire 50 with only one carcass ply 2a, the carcass reinforcement members 2b can also be arranged to run at a third angle α3 to the circumferential direction U of greater than 70° but less than 90°, thus forming a so-called angled carcass. This slight angulation of the carcass reinforcement members 2b relative to the circumferential direction U increases the efficiency of the vehicle tire 50 and also improves rolling resistance due to the metallic carcass reinforcement members 2b. For example, a standard carcass rib construction 2f, as shown in Fig. 1, or preferably a C-shaped carcass rib construction 2f, which extends at least to the belt 7 or to the coil band 8, can be provided.In the case of such an angled carcass, a belt layer 7a can be omitted in the radially above belt 7, whereby the technical effect can already be compensated by a slight angulation of the carcass reinforcement carriers 2b.

[0135] Furthermore, as shown in Fig. 4C, it is provided that in the case of the carcass reinforcement members 2b made of a metallic material mM, the carcass rim 2f does not extend into the sidewall 3 in a standard design, but is only arranged within a bead strip 4a (rim strip) that protects the bead area 4 from the rim. In the bead area 4, the inflated pneumatic tire 50 is generally pressed against the rim by the more robust bead strip 4a, so that the pneumatic tire 50 is protected from damage in this area. At a transition edge F, the bead strip 4a transitions radially rR into the sidewall 3, with a radially upper end 2g of the carcass rim 2f lying radially below this transition edge F.

[0136] In particular, the radially upper end 2g of the carcass high-cut 2f also lies radially below a radially lower end 3a of the sidewall 3, which in cross-section is the radially lowest point of the sidewall 3 on the respective 202305705

[0137] This represents the tire sidewall. This results in a length between the upper surface 5a of the bead core 5, formed by the radially uppermost layer of the bead core 5, and the radially upper end 2g of the carcass high edge 2f of, for example, between 10mm and 30mm.

[0138] In this design, the carcass high-profile section 2f is additionally protected, since this area radially below the transition edge F is already less compressed, especially in the tire contact patch when the vehicle tire 50 rolls on a surface. Furthermore, the material of the bead 4a is more robust than, for example, the sidewall 3, so that forces are absorbed more effectively.

[0139] Furthermore, in this design, no apex 4b (as in Fig. 1 with radially longer carcass rise 2f) is arranged radially above the bead core 5 between it and the carcass ply 2a. To avoid excessively sharp bends in the carcass ply 2a in the area of ​​the bead core's upper surface 5a, the bead core 5 has a teardrop-shaped cross-section. This can be achieved, for example, by constructing the bead core 5 in several layers 5b, each with a layer height H5b (or a wire thickness of the wires forming the bead core 5) of, for example, between 1.2 mm and 1.7 mm, according to one of the following configurations or arrangements: 3-4-3-2-1 (as shown).

[0140] 3-4-5-4-3-2-1 ,

[0141] 2-3-2-1 ,

[0142] 4-5-4-3-2-1 or

[0143] 3-4-5-4-3-2-1 .

[0144] This makes the bead core 5 increasingly pointed radially outwards, thus compensating for the loss of the apex 4b. The carcass high-cut 2f can therefore already be achieved with a smaller radial extent compared to 202305705.

[0145] The design shown in Fig. 1 ends and therefore only runs within the bead band 4a in order to achieve the above advantages.

[0146] The tire assembly process, by means of which the vehicle pneumatic tire 50 shown in Fig. 1 for a passenger car and / or for light commercial vehicles with a carcass 2 made of metallic carcass reinforcement members 2b as described above can be manufactured in the individual embodiments, is described below with reference to Figures 5 and 6A-6E. The problem here is that the tire blank 50RR (“green tire”, i.e., the tire blank) assembled from the individual components (inner layer 1, carcass 2, belt 7, coil band 8, tread 6, bead core 5, etc.) is not a complete unit of measurement.in the unvulcanized state) expands by up to 4% (in the radial direction rR) in the tire zenith Z by the action of pressure and temperature during the molding into the vulcanization mold 27 and also to a lesser percentage in the shoulder sections 12, before the final vehicle pneumatic tire 50 made of elastic rubber and with its inseparably bonded components and the incorporated profile is completed in the vulcanization tool.

[0147] However, such radial expansion of up to 4% is problematic with a tire blank 50RR, which, as described, has at least a carcass 2 with metallic carcass reinforcement members 2b and, in certain embodiments, also a coiled bandage 8 with high-tensile-strength coiled bandage reinforcement members 8b, which run at a small first angle oc1 to the circumferential direction U of preferably between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably from 0° to 2°. Particularly across the tire cross-section, this results in uneven expansion of the respective materials, which can lead to material displacements relative to the surrounding components as well as to an uneven stress distribution in the respective reinforcement members 2b, 7b, 8b.Furthermore, changing the first angle oc1 of the coil bandage reinforcement carriers 8b to compensate for radial expansion during vulcanization is only possible to a limited extent, especially with small first angles oc1, as described. Therefore, the manufacturing process described below is used to enable such a construction of the tire blank 50RR or the vehicle pneumatic tire 50 in a simple and reliable manner.

[0148] As shown in Figures 5 and 6A, in a first step ST1 a construction drum 20 is provided as part of a tire building system 100, which can be rotated about a drum axis 21. The construction drum 20 generally consists of segments distributed around its circumference, each of which is movable in the radial direction rR to allow the outer diameter of the construction drum 20 to be reduced or increased.

[0149] According to a preferred embodiment, the construction drum 20 is surface contoured, i.e., its outer surface 22 is not planar but has a convexly curved shape or a rounded cross-sectional contour, as shown in Fig. 6A. The outer surface 22 thus has a radial axial distance rA to the drum axis 21, which is at its maximum at the zenith 20Z of the construction drum 20. This radial axial distance rA decreases from the zenith 20Z on both sides in the axial direction aR towards the shoulder regions 20S of the construction drum 20. The outer surface 22 of the construction drum 20 is thus largely or almost completely adapted to the cross-sectional contour of the components of the finished pneumatic tire 50, i.e., the carcass 2, the belt 7, or the spool band 8.

[0150] In a second step ST2, a ring-shaped tire package 23 is positioned radially rR above the build drum 20. This package consists at least of the inner layer 1, the carcass 2, and the bead sections 4 with the bead cores 5 and optionally other components, each of which runs ring-shaped. The tire package 23 is preferably assembled from its individual components on a separate drum (not shown) and positioned radially above the outer surface 22 of the build drum 20 via a transfer device (not shown). Alternatively, the individual components can be wound directly onto the build drum 20 to assemble the tire package 23 directly on the drum.

[0151] The carcass 2 is constructed according to the respective embodiment as described above, i.e., with one or two carcass plies 2a, each with carcass reinforcement members 2b made of a metallic material, in particular steel. The carcass plies 2a are folded over or folded up around the tensile-resistant bead cores 5 in a standard construction as shown in Fig. 1 or 4C, i.e., the carcass fold 2f is formed on the axially outer side of the respective bead area 5, either with apex 4b (see Fig. 1) or without apex (see Fig. 4C). However, a C-construction as described above is also possible. The carcass plies 2a themselves are then, for example, in a cross-bonded arrangement as described above for two carcass plies 2a (Fig. 4C).4A) (diagonal construction) or in the case of a carcass layer 2a in radial construction with carcass reinforcement members 2b running at 90° or in radial construction with greater than 70° and less than 90° (angle carcass) wherein the carcass reinforcement members 2b in the case of a radial construction with an angle carcass or in the case of a diagonal construction are located in edge areas 2c of the carcass strips 2S forming the carcass layer 2a with the widened reinforcement member spacing A2b to each other.

[0152] In a third step ST3, the assembled tire package 23 is fixed centrally, for example in a conventional manner using clamping devices 24 arranged (axially) on both sides of the construction drum 20, on which the side walls 3 may already be positioned. In this state, which is shown in Fig. 6B, the construction drum 20 (or its segments) is still in its retracted state, in which the tire package 23 is clamped between the clamping devices 24 and the outer surface 22 of the construction drum 20 only touches it tangentially at the zenith 20Z.

[0153] In a fourth step ST4, the belt 7, comprising the individual belt layers 7a, 7a1, 7a2, which is assembled on a separate belt drum (not shown) away from the construction drum 20, is provided via a transfer device 25 and positioned centrally above the construction drum 20. The belt 7 is constructed according to one of the respective embodiments as described above, i.e., it can have one or more belt layers 7a, 7a1, 7a2 with belt reinforcement elements 7b made of a metallic material mM or a textile material tM, which preferably run at the second angle a2 of between 35° and 55° to the circumferential direction U and, in the case of two belt layers 7a, 7a1, 7a2, may optionally also be positioned in a cross pattern relative to each other.

[0154] In a fifth step ST5, the construction drum 20 is enlarged radially rR, as shown in Fig. 6C, while the clamping devices 24 are simultaneously moved axially aR. This causes the tire package 23, particularly in its central region, to conform to the convexly curved shape of the outer surface 22 of the construction drum 20 in the illustrated embodiment, so that the tire package 23 also assumes a curved shape. At the same time, this radial expansion of the construction drum 20 presses the radially upper carcass 2 of the tire package 23 against the belt 7 positioned radially above it.

[0155] Through appropriate measures, the belt 7 conforms fully to the curved tire package 23 or the radially upper carcass 2 over its entire axial belt extent A7, so that in this embodiment the belt 7 is also adapted to the curved shape of the outer surface 22 of the construction drum 20. The full-surface conformity of the belt 7 to the tire package 23 or the carcass 2 can be achieved, for example, by an inflatable cuff on the transfer device 25, by radial deformability of the transfer device 25, or by other means that cause the belt 7 to be pressed fully and over its entire axial belt extent A7 against the already contoured or curved tire package 23.

[0156] In some of the embodiments described above, the belt 7 can also be omitted, particularly in the case of a carcass 2 made of metallic carcass reinforcement members 2b in a cross bond (see Fig. 4A). In this case, the fourth step ST4 is omitted, and the tire package 23 is then simply adapted to the convexly curved shape of the outer surface 22 of the carcass 20 by means of the radial expansion of the construction drum 20 in the fifth step ST5.

[0157] In a sixth step ST6, at least one coil bandage reinforcement carrier 8b is provided, and a coil bandage 8 with one or more coil bandage layers 8a is then applied radially above the contoured or curved belt 7 (or, if the belt 7 is omitted, directly radially above the contoured or curved tire package 23 or the contoured or curved carcass 2). In this embodiment, the coil bandage 8 thus also conforms fully to the curved belt 7, the curved tire package 23, or the radially superior carcass 2 over its entire axial coil bandage extent A8, so that the coil bandage 8 is also adapted to the curved shape of the outer surface 22 of the construction drum 20.

[0158] The application of the coil bandage 8 is preferably carried out by winding one or more rubber strips G over an arbitrary winding head 26, as shown by way of example in Fig. 6D, so that one or more coil bandage layers 8a are formed within the coil bandage 8. Accordingly, several, for example between three and five, coil bandage reinforcement carriers 8b are embedded in the respective rubber strip G. The rubber strip G therefore has a rubber strip width BG of, for example, between 3 mm and 10 mm, in particular between 4 mm and 7 mm. The winding of the rubber strips G can be carried out overlapping or butt-to-butt. However, it can also be provided that a single coil bandage reinforcement carrier 8b is wound onto the coil head 26 in one or more coil bandage layers 8a 202305705, wherein this coil bandage reinforcement carrier 8b is then accordingly rubberized, i.e., coated with a rubber coating.

[0159] According to a further embodiment, which is preferably used in addition to the surface-contoured construction drum 20, the coil bandage reinforcement carrier(s) 8b are wound in the region of the tire zenith Z in such a way that a gap L with a specific gap width BL forms between at least some of the axially adjacent windings aR of the coil bandage reinforcement carrier(s), as shown in an enlarged view in Fig. 3E and Fig. 3F. This is comparable to the winding of the coil bandage reinforcement carrier(s) 8b in the side sections 8c of the coil bandage 8, as described with reference to Fig. 3D. The gaps L are preferably located on both sides of the tire zenith Z over an axial extent of between 10% and 70% of the coil bandage extent A8, preferably symmetrically around the tire zenith Z.

[0160] As shown in Fig. 3E, several coil bandage reinforcement elements 8b are wound onto the rubber strips G. In this embodiment, the gap L is formed by advancing the coiling head 26 axially aR, winding adjacent rubber strips G with a gap width BL apart from each other. Therefore, a gap L does not form between each winding of the coil bandage reinforcement elements 8b, but only between the axially outer and axially inner coil bandage reinforcement elements 8b of axially adjacent rubber strips G. The gap width BL can be between 0.5 and 1.5 times the rubber strip width BG, but preferably between 3 mm and 10 mm.

[0161] According to Fig. 3F, it is provided that a single coil bandage reinforcement carrier 8b is wound up, whereby by a corresponding feed of the 202305705

[0162] In the winding head 26, a gap L with a specific gap width BL is preferably formed between each axially adjacent winding of the winding bandage reinforcement carrier 8b. The gap width BL can be between 0.5 and 2 times the diameter D8b of the winding bandage reinforcement carrier, i.e., the cord diameter DC of the winding bandage reinforcement carriers 8b designed as cords C or the filament diameter D10 of the winding bandage reinforcement carriers 8b designed as individual filaments 10.

[0163] In both designs, the gap width BL of all formed gaps L can be constant or decrease with increasing distance from the tire's apex Z. Such gaps L also allow for material and weight savings. Furthermore, they can reduce compression on the radially underlying layers.

[0164] The provided coil bandage 8 is constructed according to one of the respective embodiments as described above, i.e., with highly tensile-strength coil bandage reinforcement carriers 8b, which have an elongation at break D of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. The respective coil bandage reinforcement carrier 8b is thus, for example, made of a metallic material mM or a textile material tM, and the coil bandage 8 has an axial coil bandage extension A8, which, depending on the application, is greater than, less than, or equal to the first and / or second axial belt extension A71, A72.

[0165] The design and stranding of the coil bandage reinforcement carriers 8b must be adapted according to the respective embodiment to the material used for the coil bandage reinforcement carriers 8b and how much the finished tire blank 50RR expands in the radial direction rR during subsequent molding into the vulcanization mold 27 due to the action of pressure and temperature, since this radial expansion, as already described 202305705, acts in the circumferential direction U on the coil bandage 8 or the individual coil bandage reinforcement carriers 8b.

[0166] In its simplest form, for small radial expansions during forming, for example 1% (relative to the radius of the tire blank 50RR), a coil bandage reinforcement carrier 8b can be selected which has a straight shape FG, as shown in Fig. 2C for a small first angle oc1. In this case, the small radial expansion of the tire blank 50RR can be absorbed by the respective coil bandage reinforcement carrier 8b without damage in the form of tensile forces in the circumferential direction U, even if the respective coil bandage reinforcement carrier 8b runs at the small first angle oc1 described above and / or has the elongation at break D described above of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. For further optimization, the gap L described above can additionally be formed between individual coil bandage reinforcement carriers 8b in the area of ​​the tire zenith Z.

[0167] According to an alternative embodiment, however, it can also be provided that the individually wound rubberized coil bandage reinforcement carrier 8b or the multiple coil bandage reinforcement carriers 8b embedded in the wound rubber strips G run in a wave shape FW in the circumferential direction U, as shown by way of example in Fig. 2E. The tensile forces in the circumferential direction U caused by the radial expansion on the coil bandage reinforcement carriers 8b then cause the wavelength WL of the coil bandage reinforcement carrier 8b to increase and the wave amplitude WA to decrease, i.e. the “wave” to be pulled apart.

[0168] The coil bandage reinforcement carrier 8b thus approaches a straight shape FG with increasing radial expansion of the tire blank 50RR during the forming process in order to absorb the increased tensile forces, whereby in this 202305705

[0169] In the stage with an almost straight course, a very high circumferential stiffness is present in the coil bandage 8, especially when a small first angle oc1 of between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, most preferably from 0° to 2°, is selected for the coil bandage reinforcement carriers 8b.

[0170] Preferably, the waveform FW is selected with respect to its wavelength WL and wave amplitude WA such that, after completion of vulcanization, and in particular after molding, an almost straight shape FG is present or at least approximates one. This not only achieves the aforementioned very high circumferential stiffness but also enables the selection of a high-tensile-strength coil bandage reinforcement element 8b, even when a very small first angle oc1 for the coil bandage reinforcement element 8b is chosen, between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably between 0° and 2°.

[0171] In principle, this design can also be combined with corrugated coil bandage reinforcement carriers 8b with the gap L described above between individual corrugated coil bandage reinforcement carriers 8b in the area of ​​the tire zenith Z in order to achieve reduced compression both centrally on the belt 7 and on the carcass 2.

[0172] In principle, for such coiled bandage reinforcement elements 8b with a circumferential waveform FW U, a construction drum 20 that is planar and uncontoured on the outside 22 or less contoured in the axial direction aR can also be used. The increased radial expansion during molding, which can then amount to up to 4%, for example, can be compensated for by a waveform FW with a correspondingly selected wavelength WL and wave amplitude WA, in which, after completion of vulcanization, and especially after completion of molding, an almost straight shape FG is present or closely approximates one. For optimal compensation, the gap L described above between individual corrugated coiled bandage reinforcement elements 8b in the area of ​​the tire zenith Z can also be provided in an uncontoured construction drum 20.

[0173] In a seventh step, ST7, the remaining components, particularly the tread 6, are provided, and the tire blank 50RR is assembled in subsequent steps. The completed tire blank 50RR is then placed in a vulcanization mold 27 in an eighth step, ST8, and subsequently heated under pressure to produce the final pneumatic tire 50 made of elastic rubber with its permanently bonded components and integrated tread pattern. The pneumatic tire 50 can then be removed from the vulcanization mold 27 in a ninth step, ST9, after vulcanization is complete.

[0174] The advantage of using a construction drum 20 that is already contoured in the axial direction aR is that, before the finished tire blank 50RR is inserted into the vulcanization mold 27, only a small gap S remains in the radial direction rR between the tire blank 50RR and the vulcanization mold 27, as schematically indicated in Fig. 6E (dashed line: the state with an uncontoured construction drum). This is because the individual components of the tire blank 50RR were already adapted to the shape of the finished vehicle tire 50 during its construction via the convexly curved outer surface 22. In the subsequent vulcanization process, the heating during insertion results in a minimized residual protrusion R in the radial direction rR, which corresponds to the gap S through which the components of the vehicle tire 50 yield. This residual protrusion R is preferably in the range of 1% (relative to the radius of the tire blank 50RR). 202305705

[0175] Such radial expansions around the remaining residual elevation R are generally still easily accommodated by the components used, in particular the carcass 2 made of metallic carcass reinforcement members 2b and, depending on the embodiment, also of coiled bandage reinforcement members 8b, which run at the first angle oc1 of between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably from 0° to 2°, to the circumferential direction U. This is particularly advantageous for an embodiment of the vehicle pneumatic tire 50 in which highly tensile-strength coiled bandage reinforcement members 8b are used, as described above. In this case, the coil bandage reinforcement carriers 8b can only absorb a limited tensile force due to the greatly reduced compliance in the circumferential direction U, but this is usually sufficient with a residual elevation R in the range of 1% during the molding into the vulcanization mold 27.

[0176] As described, however, instead of or in addition to the contoured construction drum 20, a circumferentially U-shaped coiled bandage reinforcement carrier 8b can also be used to generate additional compliance even with a residual protrusion R greater than 1%, whereby the waveform FW, with its wavelength WL and wave amplitude WA, is adapted as described to the residual protrusion R or the gap S remaining before molding, so that after completion of vulcanization or even after molding, a largely straight course of the coiled bandage reinforcement carrier 8b results at the correspondingly selected first angle oc1. The formation of the gap L can also be combined accordingly. 202305705

[0177] Reference symbol list

[0178] 1 inner layer

[0179] 2 Carcass

[0180] 2a Carcass layer

[0181] 2b Carcass reinforcement

[0182] 2c Edge areas of the carcass layer 2a

[0183] 2d edge of the carcass ply 2a

[0184] 2e Overlap area

[0185] 2f Carcass high impact

[0186] 2g radial upper end of the carcass high spot 2f

[0187] 3 side wall

[0188] 3a radial lower end of the side wall 3

[0189] 4 bead area

[0190] 4a Bead band

[0191] 4b Apex

[0192] 5 bead core

[0193] 5a Top of bead core

[0194] 5b Layers of the bead core

[0195] 6 treads

[0196] 7 belts

[0197] 7a Belt position

[0198] 7a1 first belt layer

[0199] 7a2 second belt layer

[0200] 7b Belt reinforcement

[0201] 8 coil bandage

[0202] 8a Coil bandage placement

[0203] 8b Coil bandage reinforcement

[0204] 8c Side sections of the coil bandage 8

[0205] 9a first belt edge of the first belt layer 7a1

[0206] 9b second belt edge of the second belt layer 7a2 202305705

[0207] 10 Filament

[0208] 11 strand

[0209] 12 Shoulder section

[0210] 13 spaces

[0211] 20 construction drum

[0212] 20S Shoulder area of ​​the construction drum 20

[0213] 20Z Zenith of the construction drum 20

[0214] 21 Drum axle

[0215] 22 Outside of the construction drum 20

[0216] 23 tire package

[0217] 24 clamping device

[0218] 25 Transfer facility

[0219] 26 spool head

[0220] 27 Vulcanization form

[0221] 50 vehicle pneumatic tires

[0222] 50R tire blank

[0223] 100 tire assembly system al first angle a2 second angle a3 third angle

[0224] A2b Strength beam spacing

[0225] A7 axial belt extension

[0226] A71 first axial belt extension of the first belt layer 7a1

[0227] A72 second axial belt extension of the second belt layer 7a2

[0228] A8 axial coil bandage extension aR axial direction

[0229] BG rubber strip width

[0230] BL gap width

[0231] C Cord

[0232] D Elongation at break 202305705

[0233] D2b Carcass Reinforcing Belt Diameter

[0234] D8b coil bandage reinforcement carrier diameter

[0235] D10 Filament Diameter

[0236] DC cord diameter

[0237] F Transition flank

[0238] FG straight-line shape

[0239] FW waveform

[0240] G rubber strips

[0241] H5b Layer height of the layers 5b mm metallic material

[0242] L gap

[0243] L2c edge length

[0244] R residual elevation rA radial axis distance rR radial direction

[0245] S Spalt tM textile material

[0246] U circumferential direction

[0247] WL wavelength

[0248] WA wave amplitude

[0249] Z Tire zenith

Claims

202305705 Patent claims 1. Method for manufacturing a vehicle pneumatic tire (50) for passenger cars and / or light commercial vehicles, in particular with a load index in the range of 71 to 126, comprising at least the following steps: - Providing a construction drum (20) (ST1) which can be rotated about a drum axis (21), wherein the construction drum (20) has an outer surface (22) extending radially outwards (rR) on which a tire package (23) can be fully accommodated, wherein the outer surface (22) has a radial axis distance (rA) to the drum axis (21), wherein the radial axis distance (rA) is at its maximum at a zenith (20Z) of the construction drum (20) and decreases from the zenith (20Z) in the axial direction (aR) towards shoulder regions (20S) of the construction drum (20), so that a construction drum (20) with an outer surface (22) contoured in the axial direction (aR) is provided; - Positioning and fixing a ring-shaped tire package (23) in a radial direction (rR) above the provided construction drum (20) (ST2) (ST3), wherein the tire package (23) comprises at least: a ring-shaped inner layer (1), a ring-shaped carcass (2) above it in a radial direction (rR) consisting of at least one carcass layer (2a) with at least one carcass reinforcement carrier (2b) made of a metallic material (mM), and bead areas (4) with bead cores (5); - Expanding the provided construction drum (20) in a radial direction (rR) (ST5) so that the provided and fixed tire package (23) at least partially conforms to the axially contoured (aR) outer surface (22) of the construction drum (20), so that the tire package (23) assumes an axially contoured (aR) shape at least partially; - Providing at least one coil bandage strength carrier (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, and forming a coil bandage (8) in the radial direction (rR) above the axial direction (aR) 202305705 contoured tire package (23) by winding the at least one provided coil bandage strength carrier (8b) in at least one coil bandage layer (8a) over an axial coil bandage extension (A8) (ST6), so that the coil bandage (8) assumes a contoured shape in the axial direction (aR) at least in some areas; - Applying a tread strip (6) in a radial direction (rR) above the formed coil bandage (8) and completing a tire blank (50R) (ST7); - Molding the finished tire blank (50R) into a vulcanization mold (27) and vulcanizing the tire blank (50R) (ST8); - Removal of the vehicle pneumatic tire (50) from the vulcanization mold (27) after completion of vulcanization (ST9).

2. Method according to claim 1, characterized in that, prior to the expansion of the provided construction drum (20) in the radial direction (rR) (ST5), a belt (7) with at least one belt layer (7a) made of at least one belt reinforcement (7b) is provided and positioned in the radial direction (rR) above the positioned and fixed annularly rotating tire package (23) (ST4), so that the provided belt (7) during or after the expansion of the construction drum (20) in the radial direction (rR) forms a flat surface against the axially contoured tire package (23) from the radial outside and the belt (7) assumes a shape contoured in the axial direction (aR) at least in some areas, wherein in particular a belt (7) is provided which has at least one belt reinforcement (7b), preferably exclusively belt reinforcement (7b), made of a metallic material (mM), in particular steel.

3. Method according to claim 2, characterized in that by winding up the provided at least one coil bandage- 202305705 a coil bandage (8) is formed from a reinforcing member (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, which has an axial coil bandage extension (A8), - which is larger than an axial belt extension (A7) of the belt (7), or - which is less than or equal to a first axial belt extension (A71 ) of a first belt layer (7a1 ) of the belt (7), and / or - which is larger than a second axial belt extension (A72) of a second belt layer (7a2) of the belt (7), or - which is less than or equal to the second axial belt extension (A72) of the second belt layer (7a2) of the belt (7), wherein the coil bandage (8) covers a tire zenith (Z) of the vehicle pneumatic tire (50).

4. Method according to claim 2 or 3, characterized in that the coil bandage (8) is formed in the radial direction (rR) above the axially contoured (aR) tire package (23) by coiling the at least one provided coil bandage strength carrier (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, onto the axially contoured (aR) belt (7), so that the belt (7) lies in the radial direction (rR) between the tire package (23) and the coil bandage (8), in particular between the carcass (2) of the tire package (23) and the coil bandage (8).

5. Method according to one of the preceding claims, characterized in that the at least one provided coil bandage strength carrier (8b) of the coil bandage (8) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, is individually applied in the radial direction (rR) above the axial direction (aR) 202305705 contoured tire package (23) is wound onto the spool bandage (8) to form the spool bandage, or the at least one provided spool bandage strength carrier (8b) of the spool bandage (8) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, is embedded in a rubber strip (G), and the rubber strip (G) with the embedded spool bandage strength carrier (8b) is wound onto the spool in a radial direction (rR) above the tire package (23) contoured in an axial direction (aR).

6. Method according to claim 5, characterized in that the at least one provided coil bandage strength carrier (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, is wound in a radial direction (rR) above the tire package (23) such that gaps (L) with a gap width (BL) are formed between at least some axially adjacent windings (aR) of the at least one coil bandage strength carrier (8b), wherein the gap widths (BL) of the formed gaps (L) are identical or the gap widths (BL) change with increasing axial distance of the respective gap (L) to a tire zenith (Z) of the vehicle pneumatic tire (50), wherein the gap widths (BL) are, for example, between 0.5 times and 2 times a The diameter of the coil bandage reinforcement carrier (D8b) of the coil bandage reinforcement carrier (8b) is,when the at least one provided coil bandage reinforcement carrier (8b) is wound individually in the radial direction (rR) above the axially contoured (aR) tire package (23), or the gap widths (BL) are, for example, between 0.5 and 1.5 times a rubber strip width (BG) of the rubber strip (G), but preferably between 3 mm and 10 mm, when the at least one, 202305705 supplied coil bandage strength carrier (8b) in which rubber strip (G) is embedded in radial direction (rR) above the axially contoured (aR) tire package (23).

7. Method according to claim 6, characterized in that - the gap widths (BL) become larger when the gaps (L) are arranged in side sections (8c) of the coil bandage (8) with increasing axial distance of the respective gap (L) to the tire zenith (Z), and / or - the gap widths (BL) become smaller with increasing axial distance to the tire zenith (Z) when the gaps (L) are arranged in the area of ​​the tire zenith (Z), preferably over an axial extent of between 10% and 70% of the coil bandage extent (A8) around the tire zenith (Z).

8. A method according to any of the preceding claims, characterized in that only coiled bandage reinforcement carriers (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, are provided, so that by coiling the provided coiled bandage reinforcement carriers (8b) a coiled bandage (8) is formed which is composed exclusively of coiled bandage reinforcement carriers (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%; and / or a tire package (23) with a carcass (2) is provided which in the at least one carcass layer (2a) comprises exclusively carcass reinforcement carriers (2b) made of a metallic material (mM), preferably steel.

9. Method according to one of the preceding claims, characterized in that the at least one provided coil bandage strength carrier (8b) is equipped with a 202305705 elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, made of a textile material (tM), in particular aramid, and / or of a metallic material (mM), in particular steel.

10. Method according to one of the preceding claims, characterized in that the at least one provided coil bandage reinforcement carrier (8b) is wound up in such a way that a coil bandage (8) is formed in which the at least one wound coil bandage reinforcement carrier (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, runs at a first angle (a1) to the circumferential direction (U) which is between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, most preferably from 0° to 2°.

11. Method according to one of the preceding claims, characterized in that the at least one provided coil bandage strength carrier (8b) with an elongation at break (D) of between 2% and 6%, preferably of between 3% and 5.5%, particularly preferably of between 3% and 5%, is formed by a single filament (10) or by a cord (C) of several filaments (10), preferably of filaments (10) twisted together.

12. Method according to one of the preceding claims, characterized in that the at least one provided coil bandage reinforcement carrier (8b) with an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%, has a wave shape (WF) in the circumferential direction (U), wherein the at least one coil bandage reinforcement carrier (8b) with the wave shape (WF) is such in the radial direction (rR) 202305705 is wound above the axially contoured (aR) tire package (23) to form the tire bandage (8), in such a way that it retains its wave shape (WF) until the finished tire blank (50R) is formed into the vulcanization mold (27) and the wave shape (WF) preferably only changes during the forming of the tire blank (50R) into the vulcanization mold (27).

13. Method according to one of the preceding claims, characterized in that the expansion of the provided construction drum (20) in the radial direction (rR) is carried out and the outer surface (22) of the provided construction drum (20) is constructed in the axial direction (aR) such that, prior to the insertion of the finished tire blank (50R) into the vulcanization mold (27), a residual protrusion (R) of the tire blank (50R) is less than or equal to 4%, preferably less than or equal to 2%, in particular less than or equal to 1%, wherein the tire blank (50R) expands in the radial direction (rR) by this residual protrusion (R) during insertion into the vulcanization mold (27).

14. Method according to claim 13, characterized in that the circumferential direction (U) of the at least one coil bandage reinforcement carrier (8b) is selected depending on the residual elevation (R), in particular such that the wavelength (WL) of the wave-shaped coil bandage reinforcement carrier (8b) increases during the molding into the vulcanization mold (27) and the wave amplitude (WA) decreases and the at least one coil bandage reinforcement carrier (8b) thereby approaches or assumes a straight shape (FG) during the molding.

15. Method according to one of the preceding claims, characterized in that 202305705 a construction drum (20) is provided, the outer surface (22) of which is contoured in the axial direction (aR) is rounded, in particular convexly curved.

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