Vehicle tyre

Abstract

The invention relates to a vehicle tyre comprising a tread, which tread has a shoulder-side profile rib (2, 21, 22) that has a shoulder flank (2c) and structural elements (SE1, SE2, SE3), which start from the shoulder flank (2c) and around which the shoulder flank circumferentially extends, which structural elements are formed in each case by a depression (4, 6, 8) which has a bottom (4b, 6b, 8b) and at least one shaped portion (5, 7, 9) which is formed in the depression (4, 6, 8), is raised with respect to the bottom (4b, 6b, 8b), does not project beyond the level of the shoulder flank (2c), and is delimited by a top surface (5a, 2c', 2c'') and a shaped-portion edge (5b, 7b, 9b) adjoining the bottom (4b, 6b, 8b). The or each shaped portion (5, 7, 9) is wedge shaped such that, when viewed in the tyre cross section, it has a thickness (sA) which increases continuously over the extent of its top surface (5a, 2c', 2c'') and is determined with respect to the level of the bottom (4b, 6b, 8b) and is surrounded in a U-shaped manner by its shaped-portion edge (5b, 7b, 9b).

Description

[0001] Description

[0002] Vehicle tires

[0003] The invention relates to a vehicle tire with sidewalls and a tread with at least one shoulder-side profile rib having a shoulder flank located outside the ground contact area and extending towards the sidewall, and structural elements extending from the shoulder flank and in particular circumferentially surrounding it, each consisting of a depression with a bottom and at least one raised projection formed in the depression which is not projecting above the level of the shoulder flank and is bounded by a top surface and a projection edge adjoining the bottom.

[0004] Such a vehicle tire is known, for example, from US Patent 2015 / 0224826 A1. This vehicle tire has a tread with shoulder-side profile ribs and shoulder flanks, from which structural elements extend, each consisting of a depression and a block- and polygon-shaped projection located within it. The projection is surrounded by grooves around the depression and bounded by a surface flush with the shoulder flank and a projection edge adjoining the bottom of the depression and completely surrounding the projection.In the described embodiment, the shape is parallelogram-shaped, with two of the parallelogram vertices facing each other circumferentially and the other two parallelogram vertices facing each other transversely to the circumferential direction, and with the shape being provided with a shallow groove that opens into the recess at the parallelogram vertices facing each other transversely to the circumferential direction. This vehicle tire is intended to exhibit good snow and ice performance.

[0005] It is generally known that vehicle tires heat up while driving, especially during longer journeys and / or dynamic driving. In the thicker tread shoulder areas, i.e., those areas with a large amount of rubber, the reduced heat dissipation increases the risk of heat not being optimally dissipated and therefore being "stored," causing the rubber material to expand and swell to such an extent that the tire is damaged. In the case of tires of the type mentioned above, the structural elements extending from the shoulder sidewalls—due to the local reduction in the amount of rubber material—provide a certain cooling effect, but this has so far done little to counteract heat-induced damage. Since the depression also increases local flexibility, the likelihood of cracks forming in the rubber material within the depression is also increased.

[0006] The invention is therefore based on the objective of permanently and significantly reducing the risk of heat-induced damage occurring in the tread shoulder area of ​​a vehicle tire of the type mentioned above.

[0007] The problem set out in the invention is solved by the fact that the or each shaping is designed in such a wedge shape that, viewed in the tire cross-section, it has a continuously increasing thickness over the extent of its surface, determined relative to the level of the ground, and is surrounded by its shaping edge in a U-shape.

[0008] The wedge shape of the tread pattern creates significant turbulence in the airflow as the vehicle drives past it, resulting in a particularly pronounced cooling effect in the shoulder and shoulder areas. Simultaneously, the forces and stresses occurring in the area of ​​the tread pattern during rolling are minimized and, in particular, evenly distributed and dispersed, ensuring a reliable and continuous improvement in the cooling effect of the structural elements.According to a preferred embodiment, the shape has a maximum extent of 10% to 45%, particularly up to 40%, of the length of the recess, determined tangentially to the circumferential direction along the top surface. The length of the recess is determined along a straight auxiliary line that runs perpendicularly between two straight and parallel reference lines that contact the boundary edge of the recess located at the level of the shoulder flank. These reference lines are positioned such that the distance between them, determined circumferentially, is maximized. Such a shape, with its length precisely matched to the recess, generates further improved turbulence during travel in the passing airflow, thus enhancing its cooling effect.

[0009] According to a preferred embodiment

[0010] - the depression has a length of 20.0 mm to 50.0 mm, which is determined along a straight auxiliary line that runs perpendicularly between two straight and parallel reference lines that contact the boundary edge of the depression located on the shoulder flank at the level of the shoulder flank, and which are positioned such that the distance determined between them in the circumferential direction is greatest, or - the length of the depression is 20.0 mm to 50.0 mm.

[0011] This measure is also advantageous with regard to the cooling effect.

[0012] The described mode of operation of the shaping is further improved if the shaping, viewed in tire cross-sections, has a maximum extent along its surface of 20% to 80% of the width of the recess, wherein the width of the recess is determined along a straight auxiliary line that runs perpendicularly between two straight and parallel reference lines contacting the boundary edge of the recess located at the shoulder flank at the level of the shoulder flank, which are positioned such that the distance between them, determined perpendicular to the circumferential direction, is greatest. According to a further preferred embodiment

[0013] - the recess has a width of 10.0 mm to 25.0 mm, in particular 12.0 mm to 23.0 mm, which is determined along a straight auxiliary line that runs perpendicularly between two straight and parallel reference lines that contact the boundary edge of the recess located on the shoulder flank at the level of the shoulder flank, and which are positioned such that the distance determined between them perpendicular to the circumferential direction is greatest,

[0014] or

[0015] - the width of the recess is 10.0 mm to 25.0 mm, in particular 12.0 mm to 23.0 mm.

[0016] This measure also contributes to a pronounced cooling effect.

[0017] It is also advantageous if the width of the depression is 40% to 60% of the length of the depression.

[0018] Crack resistance in the area of ​​the structural elements is particularly high if – according to another explanation – the bottom of the recess, viewed in the tire cross-section, is straight, continuously curved inwards, or continuously curved outwards. With such a bottom, the stresses introduced into the recess are distributed particularly evenly across the recess, so that no or hardly any crack-inducing stress peaks occur, crack resistance in the area of ​​the structural elements is improved, and the described function of the structural elements is thus continuously maintained to a high degree.

[0019] According to a further preferred embodiment, the recess has a constant depth relative to the ground, determined perpendicular to the level of the shoulder flank, with the top surface of the recess inclined relative to the ground and the shoulder flank. This contributes to a further increase in the cooling effect of the air turbulence caused by the structural elements. According to an alternative preferred embodiment to the previous preferred embodiment, the recess has a depth relative to the ground, determined perpendicular to the level of the shoulder flank, which, viewed in the tire cross-section, continuously increases or decreases along the length of the base towards the sidewall, with the thickness of the recess(s) increasing with increasing depth.This design also contributes to a further increase in the cooling effect of the air turbulence caused by the structural elements.

[0020] An advantageous further development of the aforementioned alternative preferred embodiment consists in the fact that the depression tapers off at least in certain areas, with the bottom connecting tangentially to the shoulder flank at this point(s) when viewed in the tire cross-section. At the edge point(s) where the depression tapers off, i.e., where it no longer has any depth, the bottom transitions smoothly into the shoulder flank, thereby further improving crack resistance in the area of ​​the structural elements.

[0021] In the latter two preferred embodiments, it is advantageous if the constant depth of the recess is between 2.0 mm and 4.0 mm, or if the depth at the deepest point of the recess has a maximum value of between 2.0 mm and 4.0 mm. This contributes to a further enhancement of the cooling effect caused by the air turbulence.

[0022] According to a further advantageous embodiment, the recess is designed to project into the recess towards the side wall or towards the periphery of the tread, and in particular also transversely to the circumferential direction, such that the top surface of the recess is formed by a shoulder flank section of the shoulder flank, which is flush with the rest of the shoulder flank. The stresses occurring in such recesses are particularly low, making them especially durable in this respect. According to an alternative, further advantageous embodiment, the recess is designed within the recess such that the top surface of the recess neither abuts the shoulder flank nor projects above its level. Such recesses are protected from contact with curbs or from any loose foreign objects, such as pebbles, which are particularly common on gravel roads.

[0023] In an alternative, further advantageous embodiment, the improvement lies in the fact that the thickness of the recess has a maximum value of 20% to 50%, in particular 25% to 40%, preferably up to 35%, of the constant depth of the recess or the maximum value of the depth of the recess. This further improves the protection against contact with curbs or loose foreign objects.

[0024] According to a further preferred embodiment, the recess has one or more boundary surfaces extending towards the bottom, which originate from the boundary edge of the recess located on the shoulder flank, wherein the boundary surface(s) extend at an angle of 90° to 150°, in particular at least 100°, relative to the bottom in a section viewed from above and perpendicular to a boundary edge. This contributes to stabilizing the recess and thus to further improving its crack resistance.

[0025] Further features, advantages, and details of the invention will now be described in more detail with reference to the drawing, which schematically illustrates exemplary embodiments of the invention. The drawing shows

[0026] Fig. 1 is a top view of a simplified circumferential section of a tread of a vehicle tire, developed into a plane, with a first embodiment of the invention; Fig. 1a is an enlarged top view of detail Z1a of Fig. 1.

[0027] Fig. 1b shows a section along the line Ib-Ib of Fig. 1a,

[0028] Fig. 1c shows a section along the line Ic-Ic of Fig. 1a,

[0029] Fig. 1d shows an oblique view according to the viewing direction indicated by the arrow S1d in Fig. 1a,

[0030] Fig. 2 shows a top view of a simplified circumferential section of a tread of a vehicle tire, developed into a plane, with a second embodiment of the invention.

[0031] Fig. 2a is an enlarged top view of detail Z2a of Fig. 2,

[0032] Fig. 2b shows a section along the line 11b-11b of Fig. 2a,

[0033] Fig. 2c shows a section along the line 11c-11c of Fig. 2a,

[0034] Fig. 2d shows a section along the line 11d-11d of Fig. 2a,

[0035] Fig. 2e shows an oblique view according to the viewing direction indicated by the arrow S2e in Fig. 2a,

[0036] Fig. 3 shows a top view of a simplified circumferential section of a tread of a vehicle tire, developed into a plane, with a third embodiment of the invention.

[0037] Fig. 3a is an enlarged top view of detail Z3a of Fig. 3,

[0038] Fig. 3b shows a section along line 11b-11b of Fig. 3a, Fig. 3c shows a section along line 11c-11c of Fig. 3a and

[0039] Fig. 3d shows an oblique view according to the viewing direction indicated by the arrow S3d in Fig. 3a.

[0040] Vehicle tires designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, preferably for commercial vehicles, in particular for buses or trucks, and preferably pneumatic vehicle tires, especially preferably pneumatic vehicle tires of radial design.

[0041] Commercial vehicle tires are specifically designed for rims with a rim diameter of 17.5, 19.5 or 22.5 inches and have a load index of preferably >126.

[0042] Figures 1, 2, and 3 each show a top view of a tread of a commercial vehicle tire unfolded into a plane. The tire's equatorial plane is indicated by a line AA, the circumferential direction by a double arrow U, the axial direction by a double arrow A, and the lateral edges of the tread's contact patch (determined with a tire mounted on a standard rim, loaded at 70% of its maximum load capacity, with an internal pressure of 85% of the standard pressure, according to ETRTO standards) are marked by two lines L. The axial direction is understood to be the direction parallel to the axis of rotation of the commercial vehicle tire and therefore perpendicular to the tire's equatorial plane. The radial direction is understood to be the direction perpendicular to both the circumferential and axial directions of the tread unfolded into a plane. The tire cross-section is known to be spanned by the radial and axial directions.

[0043] The tread has two central profile ribs 1 and two shoulder-side profile ribs 2₁ (Fig. 1), 2₂ (Fig. 2), 2₃ (Fig. 3), which are separated from each other by circumferential grooves 3. The circumferential grooves 3 are radially designed to the respective intended tread depth, which is typically 12.0 mm to 26.0 mm for commercial vehicle tires. If circumferential grooves 3 of different depths are provided, the tread depth is understood to be the depth of the deepest circumferential groove(s). The profile ribs 1, 2₁, 2₂, 2₃ are shown in simplified form, can be structured with transverse grooves and / or cuts in a manner known per se, and each has a kink-free outer rib surface 1a (profile rib 1), 2a (profile rib 2i, 22, 2s) located at the tread periphery.

[0044] The shoulder-side profile ribs 2₁, 2₂, 2₃ are each bounded on the outer side of the tread by a shoulder flank 2c located outside the ground contact area and extending towards the sidewall (not shown). When viewed in cross-section of the tire with the tread unfolded in a plane, the shoulder flank 2c appears either as a straight line or as a line that curves almost imperceptibly inwards into the shoulder-side profile rib 2i, 22, 2s (see Fig. 1b, Fig. 1c, Fig. 2b, Fig. 2c, Fig. 2d, Fig. 3b, Fig. 3c). According to Fig. 1a, Fig. 2a and Fig. 3a, a transition surface 2b is formed between the shoulder flank 2c and the outer rib surface 2a, which is bounded on the outer rib surface 2a by a surface edge Ri and on the shoulder flank 2c by a surface edge R2, wherein the surface edges Ri, R2 are concentric to each other in the circumferential direction.

[0045] In the shoulder-side profile ribs 2₁, the transition surface 2b is a chamfer-like inclined surface (Fig. 1, Fig. 1a), so that the surface edges Ri, R2 are sharp edges. In the shoulder-side profile ribs 2₂, 2₃, the transition surface 2b is an outwardly curved transition radius (Fig. 2, Fig. 2a, Fig. 3a, Fig. 3b, Fig. 3c), so that the surface edges Ri, R2 are rounded edges. The shoulder flank 2c has a maximum width bs (width at the widest point, shown only in Fig. 3d), measured at its level, relative to the surface edge R2, and determined transversely to the circumferential direction.

[0046] As further shown in Fig. 1, Fig. 2 and Fig. 3, each shoulder-side profile rib 2₁, 2₂, 23 is provided in the region of its shoulder flank 2c with a number of circumferentially successive, circumferentially elongated structural elements SE₁ (profile ribs 2₁, Fig. 1), SE₂ (profile ribs 2₂, Fig. 2), SE₃ (profile ribs 2₃, Fig. 3) which are completely encircled by the shoulder flank 2c, wherein the structural elements SE₁, SE₂, SE3 formed in one shoulder-side profile rib 2₁, 2₂, 23 are circumferentially offset from the structural elements SE₁, SE₂, SE3 formed in the other shoulder-side profile rib 2₁, 2₂, 23. Structural elements SE₁, SE₂, SE3 belonging to the same shoulder-side profile rib 2₁, 2₂, 23, which follow each other directly in the circumferential direction, have distances ai of in particular 20.0 mm to 40.0 mm determined as the smallest possible distances at the level of the shoulder flank 2c in the circumferential direction.

[0047] The further development of the structural elements SE₁, SE₂, SE3 will be explained below using individual structural elements SE₁, SE₂, SE3 as examples.

[0048] Regarding the structural element SE₁

[0049] According to Fig. 1a and Fig. 1d, the structural element SE₁ is symmetrical with respect to a tire cross-sectional plane E₁ spanned by the axial direction (Fig. 1: double arrow A) and the radial direction. As Fig. 1d shows, the structural element SE₁ is formed by a recess 4 and a wedge-shaped projection 5 formed in this recess, such that the recess 4 and the projection 5 are symmetrical with respect to the tire cross-sectional plane E₁.

[0050] As further shown in Fig. 1d, the recess 4 projects from the shoulder flank 2c into the shoulder-side profile rib 2i, the recess 4 being completely surrounded by the shoulder flank 2c and – viewed perpendicularly to the shoulder flank 2c – having the shape of an isosceles trapezoid with rounded corners with respect to its outer circumference, the base sides of the trapezoid intersecting the tire cross-sectional plane Ei and being perpendicular to each other in the circumferential direction (double arrow U), and the base of the trapezoid (longer trapezoid base) facing the sidewall and the shorter trapezoid base facing the outer surface of the rib 2a (Fig. 1a) and thus the transition surface 2b (Fig. 1a).The recess 4 has an outwardly curved boundary edge 4a at the level of the shoulder flank 2c, which is formed by a boundary section 4a1 forming the base of the trapezoid, a boundary section 4a2 forming the shorter base of the trapezoid, two boundary sections 4as each forming a leg of the trapezoid, and boundary sections 4a4 located between the boundary sections 4ai, 4a2, 4as at the rounded corners, each of which is continuously curved. The boundary sections 4ai, 4a2 forming the bases of the trapezoid each run straight and tangentially to the circumferential direction, or alternatively at an angle of up to 3° to the circumferential direction.The edge sections 4as forming the legs of the trapezoid enclose an acute angle a of 60° to 80° with the edge section 4ai forming the base of the trapezoid - with respect to their outer ends lying on the shoulder flank 2c - and an obtuse angle ß of 105° to 125°, in particular of 110° to 120°, with the edge section 4a2 forming the shorter base of the trapezoid - with respect to their outer ends lying on the shoulder flank 2c.

[0051] The depression 4 is bounded in its interior by a base 4b which does not adjoin the boundary edge 4a, and which is therefore set into the shoulder-side profile rib 1 opposite the shoulder flank 2c, and which reproduces the outer shape of the depression 4 in a reduced form, and in the circumferential direction by two boundary surfaces 4bs adjoining the edge sections 4as, boundary surfaces 4bi, 4b2 adjoining the boundary edges 4ai, 4a2 and continuously curved corner surfaces 4b4 adjoining the edge sections 4a4.

[0052] The boundary surfaces 4b1, 4b2, 4b3 and the corner surfaces 4b4, viewed in plan view perpendicular to the associated edge section 4ai, 4a2, 4as, 4a4, each run straight and relative to the base 4b at an angle y (Fig. 1b: shown for boundary surfaces 4bi, 4b2) of 90° to 145°, in particular of 120° to 140°. "Perpendicular to the edge section 4a4" means perpendicular to a tangent locally applied to the edge section 4a4. Between the base 4b and each boundary surface 4b1, 4b2, 4b3 as well as between the base 4b and each corner surface 4b4, an inwardly curved transition rounding 4c is formed, which connects tangentially (without kinks) to the base 4b and tangentially to the respective boundary surface 4b1, 4b2, 4b3 or corner surface 4b4.

[0053] As further shown in Figs. 1a and 1d, the recess 4 has a length cv of 20.0 mm to 30.0 mm, which is determined along a straight auxiliary line hi that runs perpendicularly between two straight and parallel reference lines Li contacting the boundary edge 4a at the level of the shoulder flank 2c, and which are positioned such that the circumferential distance between them is greatest. Furthermore, according to Fig. 1d, the recess 4 has a width bv of 10.0 mm to 15.0 mm, which is determined along a straight auxiliary line h2 that runs perpendicularly between two straight and parallel reference lines L2 contacting the boundary edge 4a at the level of the shoulder flank 2c, and which are positioned such that the circumferential distance between them, i.e., perpendicular to a tangent with respect to the circumferential direction, is greatest.The reference lines L2 coincide with the outer ends of the edge sections 4ai, 4a2. Preferably, the width bv of the recess 4 is additionally selected such that it is at most 50% of the maximum width bs (shown only in Fig. 3d) of the shoulder flank 2c. The recess 4 also has a constant depth tv (Fig. 1b) of 2.0 mm to 4.0 mm, measured perpendicular to the level of the shoulder flank 2c and referenced to the base 4b.

[0054] As Fig. 1d further shows, the aforementioned projection 5 is raised above the level of the base 4b, and therefore projects from the level of the base 4b towards the shoulder flank 2c, whereby the projection 5 does not project above the level of the shoulder flank 2c and therefore, viewed in tire cross-sections (see Fig. 1c, cf. position of line Ic-Ic in Fig. 1a), does not project above the shoulder flank 2c* projected into the respective section plane in the circumferential direction (Fig.

[0055] 1c). The shape 5 is bounded by an isosceles trapezoidal top surface 5a and a U-shaped forming edge 5b surrounding it, the forming edge 5b being tangential (without kinks) to the top surface 5a and tangential to the base 4b.

[0056] According to Fig. 1c, the top surface 5a, viewed in tire cross-sections (compare the position of line Ic-Ic in Fig. 1a), is straight or, as in the exemplary embodiment, continuously curved inwards (arc-shaped). In Fig. 1c, a straight reference line L* connecting the top surface 5a between its ends is shown. Viewed in tire cross-sections, the top surface 5a has a maximum distance a determined perpendicular to the reference line L*. DF1 (corresponds to the largest possible distance determined in this way) from 0.50 mm to 1.50 mm.

[0057] The top surface 5a, viewed in tire cross-sections, is inclined relative to the bottom 4b and the shoulder flank 2c in such a way that the shape 5 has a thickness SA, determined perpendicular to the level of the bottom 4b (shown as a dashed line in Fig. 1c), which increases continuously towards the sidewall over the entire extent of the top surface 5a, wherein the thickness SA has a maximum value SAmax (greatest value of the thickness SA) of 20% to 50%, in particular of 25% to 40%, preferably of up to 35%, of the depth tv (Fig. 1b) of the recess 4.

[0058] The shape 5, viewed in tire cross-sections, has a maximum extent ei, determined along the top surface 5a, of 45% to 55% of the width bv (Fig. 1d) of the recess 5, and a maximum extent e2 (Fig. 1d), determined tangentially to the circumferential direction, and therefore perpendicular to the maximum extent ei, of 25% to 35% of the length cv (Fig. 1d) of the recess 5. The maximum extent ei and the width bv are specifically coordinated such that the shape 5, with respect to the top surface 5a and viewed in the tire cross-section, has a distance aDF2, determined parallel to the auxiliary line h2 (Fig. 1d), of 0.5 mm to 1.5 mm from the boundary surfaces 4bi. The maximum extent ei, e2 is the largest possible extent determined in the manner described. (See structural element SE2.)

[0059] According to Fig. 2a and Fig. 2e, the structural element SE2 is asymmetrically designed. As Fig. 2e shows, the structural element SE2 is formed by a recess 6 and a wedge-shaped projection 7.

[0060] As further shown in Fig. 2e, the recess 6 extends from the shoulder flank 2c into the shoulder-side profile rib 22, with the recess 6 completely surrounding the shoulder flank 2c.

[0061] The recess 6 has a sharp-edged boundary edge 6a at the level of the shoulder flank 2c, wherein the formation 7 projects from the side wall in the direction of the outer rib surface 2a (Fig. 2a), i.e. in the direction of the transition surface 2b (Fig. 2a), into the recess 6 such that the boundary edge 6a is formed section by section on the formation 7 and that the formation 7 does not have its own top surface, but is bounded by the shoulder flank 2c.

[0062] The projection 7 is not centered in the recess 6 with respect to the circumferential direction, but is offset relative to the recess 6 in one circumferential direction, wherein the recess 6 comprises a parallelogram-shaped outlet section 6' located on one side of the projection 7, which will be discussed in more detail later.

[0063] The structural element SE2, viewed from a perpendicular perspective of the shoulder flank 2c, has the shape of an isosceles trapezoid with partially rounded corners and a trapezoidal base TB (shown as a dashed line) facing the side wall and intersecting the shape 7. This base is tangential to the circumferential direction. The trapezoidal bases are perpendicular to each other (double arrow U), with the base TB facing the side wall and the shorter base facing the outer surface of the rib 2a. The parallelogram-shaped end section 6' extends from the trapezoidal leg of structural element SE2 that is closer to the shape 7 and then adjoins the trapezoidal base TB.

[0064] The boundary edge 6a is formed from a boundary section 6ai forming an end section of the trapezoidal base TB, a boundary section 6a2 forming the shorter base of the trapezoid, a boundary section 6as facing away from the outlet section 6' and forming a leg of the trapezoid, a boundary section 6a4 forming a leg of the trapezoid and also bordering the outlet section 6', two continuously curved boundary sections 6as located at the rounded corners of the trapezoid and running between boundary section 6a2 and boundary section 6as and between boundary section 6a2 and boundary section 6a4 respectively, and a boundary area 6a' formed at the projection 7. The boundary sections 6ai and 6a2 each run straight and tangentially to the circumferential direction, or alternatively at an angle of up to 3° to the circumferential direction.The boundary sections 6as, 6a4, which form the legs of the trapezoid, each form an acute angle a' of 60° to 85° with the base of the trapezoid TB and an obtuse angle ß' of 95° to 110° with the boundary section 6a2, which forms the shorter base of the trapezoid.

[0065] The shape 7 is bounded by a trapezoidal shoulder flank section 2c' forming a cover surface, whose trapezoidal base TB' is a section of the aforementioned trapezoidal base TB of the structural element SE2 and which is also bounded by the edge region 6a', as well as by a shape edge 7b that surrounds the shape 7 in a U-shape.

[0066] The boundary region 6a' comprises a boundary section 6ai' forming the shorter base of the trapezoid of the shoulder flank section 2c', a boundary section 6a2' extending towards the boundary section 6ai, facing away from the outlet section 6', forming a leg of the trapezoid, and a boundary section 6a3' facing the outlet section 6, forming a leg of the trapezoid, projecting beyond the trapezoid base TB, TB' and thus co-limiting the outlet section 6', wherein a tangential edge rounding 6a'4 is formed between each of the boundary sections 6ai', 6a2', and 6as'. The boundary sections 6a2' and 6as' each form an obtuse angle θ' of 95° to 130° with the boundary section 6ai'.

[0067] The depression 6 is bounded internally by a base 6b which does not adjoin the boundary edge 6a, and is therefore set into the shoulder-side profile rib 22 opposite the shoulder flank 2c, and which reproduces the external shape of the depression 6 in a reduced form, in the circumferential direction by two boundary surfaces 6b5, 6b4 adjoining the edge sections 6as, 6a4, boundary surfaces 6bi, 6b2 adjoining the boundary edges 6ai, 6a2, continuously curved corner surfaces 6b5 adjoining the edge sections 6as and the already mentioned forming edge 7b, which adjoins the edge area 6a'.

[0068] The boundary surfaces 6b1, 6b2, 6b3, 6b4, the corner surfaces 6b5, and the forming edge 7b, viewed in a section perpendicular to the corresponding edge section 6ai, 6a2, 6as, 6a4, 6as, 6a'2, 6a's or the edge rounding 6a4', respectively, run straight and relative to the base 6b at an angle y' (Fig. 2b: shown for boundary surface 6b2) of 90° to 145°, in particular from 120° to 140°. The angle y' refers to a tangent that passes through the end of the base 6b closest to the respective boundary surface 6b1, 6b2, 6b3, 6b4 or corner surface 6b5 and is adjacent to the base 6b (tangent not shown).Between the base 6b and each boundary surface 6b1, 6b2, 6b3, 6b4, between the base 6b and each corner surface 6b5, and between the base 6b and the forming edge 7b, inwardly curved transition curves 6c are formed, which connect tangentially (without kinks) to the base 6b, the respective boundary surface 6b1, 6b2, 6b3, 6b4, the respective corner surface 6b4 and the forming edge 7b. The outlet section 6' is bounded by a parallelogram-shaped end section 6b' of the base 6b, a triangular outlet section 6b4 of the boundary surfaces 6b4 and a triangular outlet section 7b' of the forming edge 7b, wherein the end section 6b' transitions into the shoulder flank 2c at its end applied to the trapezoidal base TB, in particular transitioning tangentially, and wherein the triangular outlet sections 6b4, 7b' terminate at the shoulder flank 2c.

[0069] As Fig. 2e shows, the recess 6 has a length cv, which - analogous to recess 4 (Fig. 1a, Fig. 1d) - is determined along an auxiliary line hi (between two reference lines Li), a width bv, which - analogous to recess 4 (Fig.

[0070] 1a, Fig. 1d) - along an auxiliary line h2 (between two reference lines L2), and a depth tv (Fig. 2b) determined perpendicular to the level of the shoulder flank 2c and referenced to the ground 6b. The length cv of the depression 6 is 20.0 mm to 30.0 mm and the width bv is 10.0 mm to 15.0 mm.

[0071] The bottom 6b, as shown in Fig. 2b, Fig. 2c, Fig. 2d, viewed in tire cross-sections (cf. position of line llb-llb, llc-llc, lld-lld in Fig. 2a), is straight or continuously convex outwards and inclined such that the depth tv (Fig. 2b) of the depression 6 decreases continuously towards the side wall and has a maximum value tvmax (Fig. 2b) of 2.0 mm to 4.0 mm.

[0072] According to Fig. 2e, the shape 7, viewed in tire cross-sections, has a maximum extent ei of 20% to 35%, in particular 23% to 33%, of the width bv of the depression 6, determined along the shoulder flank section 2c' between the trapezoidal base TB' and the edge section 6ai'; a maximum extent e2 of 35% to 45% of the length cv of the depression 6, determined along the shoulder flank section 2c' at the trapezoidal base TB', therefore perpendicular to the maximum extent ei; and a thickness SA, determined perpendicular to the level of the bottom 6b and related to the shoulder flank section 2c', which decreases continuously towards the sidewall over the extent of the shoulder flank section 2c', wherein the thickness SA has a maximum value SAmax, which results from the locally present depth tv of the depression 4.

[0073] Regarding structural element SE3

[0074] According to Fig. 3d, the structural element SE3 is symmetrical with respect to a tire cross-sectional plane Ei spanned by the axial direction (Fig. 3: double arrow A) and the radial direction, and, viewed perpendicularly to the shoulder flank 2c, has a U-shaped form with respect to its outer circumference, the legs of the U being located on opposite sides of the tire cross-sectional plane Ei and pointing towards the outer rib surface 2a and the transition surface 2b. The structural element SE3 is formed by a recess 8 and two wedge-shaped projections 9, one projection 9 being located on one side of the tire cross-sectional plane Ei and the other projection 9 being located on the other side of the tire cross-sectional plane Ei.

[0075] The recess 8 projects from the shoulder flank 2c into the shoulder-side profile rib 2s, being completely surrounded by the shoulder flank 2c. At the level of the shoulder flank 2c, the recess 8 has a shallow, U-shaped, sharp-edged boundary rim 8a, which is formed by a straight edge section 8ai passing through the tire cross-sectional plane Ei, and two U-shaped edge sections 8a2, which are partly straight and partly curved. Each of the U-shaped edge sections 8a2 has a straight end section 8a2' facing away from the edge section 8ai, which is perpendicular to the circumferential direction.

[0076] The recess 8 is bounded internally by a bottom 8b that does not adjoin the boundary edge 8a and is therefore set into the shoulder-side profile rib 2s opposite the shoulder flank 2c, and by a boundary surface 8b1 that is generally U-shaped and adjoins the boundary edge 8a. Viewed in plan view from a section perpendicular to the respective edge section 8a1, 8a2, the boundary surface 8b1 runs straight and at an angle y" (Fig. 3b) of 130° to 150° relative to the bottom 8b. "Perpendicular to the edge section 8a2" means, in the curved areas of the edge section 8a2, perpendicular to a tangent locally applied to the edge section 8a2.

[0077] Between the base 8b and the boundary surface 8b1, an inwardly curved transition curve 8c is formed, which connects tangentially (without kinks) to the base 8b and tangentially to the boundary surface 8b1, with the transition curve 8c extending within the ends of the edge sections 8a2' facing the side wall.

[0078] The projections 9 extend from the end of the recess 8 facing the outer surface 2a of the rib into the recess 8 in the direction of the side wall (not shown), terminating within the recess 8, so that the base 8b has an E-shaped form, with the three crossbars of the E pointing towards the outer surface 2a of the rib and the projections 9 being bounded by the shoulder flank 2c. Each projection 9 is symmetrical with respect to a tire cross-sectional plane E2 running parallel to the tire cross-sectional plane Ei.

[0079] Each formation 9 is bounded by a rectangular shoulder flank section 2c" forming a cover surface, elongated transversely to the circumferential direction, with rounded corners lying inside the depression 8 and a U-shaped forming edge 9b surrounding the formation 9 and adjoining the bottom 8b of the depression 8.

[0080] The recess 8 has a length cv (Fig. 3a), which - analogous to recess 4 (Fig. 1a, Fig. 1d) - is determined along an auxiliary line hi (between two reference lines Li), a width bv (Fig. 3d), which - analogous to recess 4 (Fig. 1a, Fig.

[0081] 1 d) - is determined along an auxiliary line h2 (between two reference lines L2), and a depth tv (Fig. 3b) is determined perpendicular to the level of the shoulder flank 2c and referenced to the floor 8b. The length cv of the depression 8 is 40.0 mm to 50.0 mm and the width bv of the depression 8 is 15.0 mm to 25.0 mm. The width bv of the depression 8 is preferably also selected such that it is at least 50% of the maximum width bs of the shoulder flank 2c.

[0082] The base 8b, as shown in Fig. 3b, is either straight or continuously curved inwards when viewed in tire cross-sections (see the position of line 111-111 in Fig. 3a) and is inclined such that the depth tv of the recess 8 increases continuously towards the sidewall (not shown) and has a maximum value tv max (Fig. 2b) of 2.0 mm to 4.0 mm. In the exemplary embodiment, the base 8b is furthermore continuously curved inwards such that, viewed in the tire cross-section, it transitions tangentially into the shoulder flank 2c at its ends facing the outer rib surface 2a (see Fig. 3d), i.e., at the free ends of the E-crossbars (Note: The lines visible at these points in Fig. 3d therefore indicate the transition between the differently curved surfaces (shoulder flank 2c and base 8b) and are not edges).

[0083] The shape 9, viewed in cross-section lying in the tire cross-sectional plane E2, has a maximum extent ei (Fig. 3c, Fig. 3d) determined along the shoulder flank section 2c" of 70% to 85% of the width bv (Fig. 3d) of the recess 8, and a maximum extent e2 (Fig. 3d) determined perpendicular to the maximum extent ei of 10% to 20%, in particular up to 15%, of the length cv (Fig. 3a) of the recess 8. According to Fig. 3c, the shape 9, viewed in tire cross-sections, has a thickness SA, determined perpendicular to the level of the base 8b (shown as a dashed line), which is related to the shoulder flank section 2c" (cf. Fig. 3d) and extends towards the sidewall (not shown) and therefore corresponds to the depth tv (Fig. 3b) over the extent of the shoulder flank section 2c" continuously increases, with the strength SA having a maximum value SAmax (greatest value of the strength SA), the size of which results from the dimensions already mentioned.The maximum extent ei and the width bv are in particular coordinated such that the shape 9, with reference to the shoulder flank section 2c" and considered in the tire cross-section, has a distance aDF2 of 0.5 mm to 1.5 mm to the boundary surface 8b1 determined parallel to the auxiliary line h2.

[0084] The invention is not limited to the described embodiments.

[0085] The design of the intended recesses of the structural elements is preferably such that the width of the recess is 40% to 60% of the length of the recess.

[0086] At least one shoulder-side profile rib is provided, which is equipped with corresponding structural elements. Reference numeral list

[0087] 1 middle profile rib

[0088] 1a Rib outer surface 21, 22, 23 Shoulder-side profile rib 2a Rib outer surface

[0089] 2b Transition area

[0090] 2c Shoulder flank

[0091] 2c* projected shoulder flank 2c', 2c" shoulder flank section 3 circumferential groove

[0092] 4. Further Study

[0093] 4a boundary edge 4a1, 4a2, 4a3, 4a4 edge section

[0094] 4b Floor

[0095] 4b1, 4b2, 4b3 Boundary surface 4b4 Corner surface

[0096] 4c Transition rounding

[0097] 5 wedge-shaped shape 5a cover surface

[0098] 5b Forming edge

[0099] 6. Further Study

[0100] 6' Run-out section

[0101] 6a Boundary edge 6a1, 6a2, 6a3, 6a4, 6a5.. Edge section

[0102] 6a' Edge area

[0103] 6ai', 6a2', 6as' edge section

[0104] 6a4' Edge rounding

[0105] 6b Ground 6b' End section

[0106] 6b1, 6b2, 6b3, 6b4 Boundary area

[0107] 6b4 Outlet section

[0108] 6b5 Corner surface

[0109] 6c Transitional rounding

[0110] 7 wedge-shaped shape

[0111] 7b Forming edge

[0112] 7b' Run-out section

[0113] 8 In-depth study

[0114] 8a Boundary edge

[0115] 8a1, 8a2 marginal section

[0116] 8a2' End section

[0117] 8b Floor

[0118] 8b1 Boundary area

[0119] 8c Transitional rounding

[0120] 9 wedge-shaped shapes

[0121] 9b Forming edge

[0122] A double arrow (axial direction)

[0123] AA line (tire equatorial plane)

[0124] AI distance

[0125] a DF1 , a DF2 maximum distance

[0126] bs maximum width

[0127] bv width

[0128] ei, e2 maximum extent

[0129] Egg, E2 tire cross-sectional plane

[0130] c v length

[0131] Hi, h2 guideline

[0132] L line (lateral edge of the ground contact area) L*, L1, L2 reference line

[0133] Ri, R2 surface edge

[0134] SA strength

[0135] SAmax. Maximum value SEi, SE2, SE3 Structural element

[0136] S1d, S2e, S3d arrow (direction of view)

[0137] TB, TB' Trapezoidal base

[0138] TV. Depth

[0139] tvmax maximum value

[0140] U Double arrow (circumferential direction) Z1a, Z2a, Z3a. Detail

[0141] a, a' acute angle

[0142] ß, ß' obtuse angle

[0143] Y> Y'> Y" angle

[0144] obtuse angle

Claims

1. Patent claims 1. Vehicle tires with sidewalls and a tread with at least one shoulder-side profile rib (2, 2i, 22) having a shoulder flank (2c) located outside the ground contact area and extending towards the sidewall, and structural elements (SE1, SE2, SE3) extending from the shoulder flank (2c) and in particular circumferentially surrounding it, each of which consists of a recess (4, 6, 8) with a bottom (4b, 6b, 8b) and at least one projection (5, 7, 9) formed in the recess (4, 6, 8) that is raised above the bottom (4b, 6b, 8b) and does not project above the level of the shoulder flank (2c), which is bounded by a top surface (5a, 2c', 2c") and a projection edge (5b, 7b, 9b) adjoining the bottom (4b, 6b, 8b), 3.dadu rc hgekennzeichnet, 4. that the or each shape (5, 7, 9) is designed in such a wedge shape that, viewed in the tire cross-section, it has a thickness (SA) determined over the extent of its top surface (5a, 2c', 2c“) which increases continuously relative to the level of the ground (4b, 6b, 8b) and is surrounded in a U-shape by its shape edge (5b, 7b, 9b).

2. Vehicle tire according to claim 1, characterized in that the shape (5, 7, 9) has a maximum extent (62) of 10% to 45%, in particular up to 40%, of the length (cv) of the recess (4, 6, 8) determined tangentially to the circumferential direction along the top surface (5a, 2c', 2c"), wherein the length (cv) of the recess (4, 6, 8) is determined along a straight auxiliary line (hi) which runs perpendicularly between two straight and parallel reference lines (Li) which contact the boundary edge (4a, 6a, 8a) of the recess (4, 6, 8) located on the shoulder flank (2c) at the level of the shoulder flank (2c), and which are positioned such that the distance between them determined in the circumferential direction is greatest.

3. Vehicle tires according to claim 1 or 2, characterized in that, 7. that the depression (4, 6, 8) has a length (cv) of 20.0 mm to 50.0 mm, which is determined along a straight auxiliary line (hi) that runs perpendicularly between two straight and parallel reference lines (Li) that contact the boundary edge (4a, 6a, 8a) of the depression (4, 6, 8) located on the shoulder flank (2c) at the level of the shoulder flank (2c), and which are positioned such that the distance determined between them in the circumferential direction is greatest, or 8.- that the length (cv) of the depression (4, 6, 8) is 20.0 mm to 50.0 mm.

4. Vehicle tire according to one of claims 1 to 3, characterized in that the shape (5, 7, 9), viewed in tire cross-sections, has a maximum extent (ei) determined along its top surface (5a, 2c', 2c“) of 20% to 80% of the width (bv) of the recess (4, 6, 8), wherein the width (bv) of the recess (4, 6, 8) is determined along a straight auxiliary line (h2) which runs perpendicularly between two straight and parallel reference lines (L2) which contact the boundary edge (4a, 6a, 8a) of the recess (4, 6, 8) located on the shoulder flank (2c) and which are positioned such that the distance between them determined perpendicular to the circumferential direction is greatest.

5. Vehicle tire according to one of claims 1 to 4, characterized in that, 11. that the recess (4, 6, 8) has a width (bv) of 10.0 mm to 25.0 mm, in particular of 12.0 mm to 23.0 mm, which is determined along a straight auxiliary line (h2) that runs perpendicularly between two straight and parallel reference lines (L2) that contact the boundary edge (4a, 6a, 8a) of the recess (4, 6, 8) located on the shoulder flank (2c) at the level of the shoulder flank (2c), and which are positioned such that the distance between them determined perpendicular to the circumferential direction is greatest, 12th or 13. that the width (bv) of the recess (4, 6, 8) is 10.0 mm to 25.0 mm, in particular 12.0 mm to 23.0 mm.

6. Vehicle tire according to claims 3 and 5, characterized in that the width (bv) of the recess (4, 6, 8) is 40% to 60% of the length (cv) of the recess (4, 6, 8).

7. Vehicle tire according to one of claims 1 to 6, characterized in that the bottom (4b, 6b, 8b) of the depression (4, 6, 8), viewed in the tire cross-section, is straight, continuously curved inwards or continuously curved outwards.

8. Vehicle tire according to one of claims 1 to 7, characterized in that the depression (4) has a constant depth (tv) determined perpendicular to the level of the shoulder flank (2c) and related to the ground (4b), wherein the top surface (5a) of the shape (5) is inclined relative to the ground (4b) and to the shoulder flank (2c).

9. Vehicle tire according to one of claims 1 to 7, characterized in that the recess (6, 8) has a depth (tv) determined perpendicular to the level of the shoulder flank (2c) and related to the base (6b, 8b), which, viewed in the tire cross-section, continuously increases or decreases over the extent of the base (6b, 8b) towards the sidewall, wherein the thickness (SA) of each feature (5, 7, 9) increases with increasing depth (tv).

10. Vehicle tire according to claim 9, characterized in that the depression (6, 8) tapers off at least in certain areas, wherein the bottom (6b, 8b) connects tangentially to the shoulder flank (2c) at this or these point(s), viewed in the tire cross-section.

11. Vehicle tire according to one of claims 8 to 10, characterized in that the constant depth (tv) of the recess (4) is 2.0 mm to 4.0 mm or that the depth (tv) at the deepest point of the recess (6, 8) has a maximum value (tvmax) of 2.0 mm to 4.0 mm.

12. Vehicle tire according to one of claims 1 to 11, characterized in that the shape (7, 9) is designed to project into the recess (6, 8) in such a way as to the sidewall or in the direction of the tread periphery, in particular additionally transversely to the circumferential direction, such that the top surface (2c', 2c“) of the shape (7, 9) is formed by a shoulder flank section (2c', 2c“) of the shoulder flank (2c), which is level with the other shoulder flank (2c).

13. Vehicle tire according to one of claims 1 to 11, characterized in that the shape (5) is formed within the recess (4) such that the top surface (5a) of the shape (5) neither adjoins the shoulder flank (2c) nor projects above the level of the shoulder flank (2c).

14. Vehicle tire according to claims 11 and 13, characterized in that the thickness (SA) of the shape (5) has a maximum value (SAmax) of 20% to 50%, in particular of 25% to 40%, preferably of up to 35%, of the constant depth (tv) of the recess (4) or of the maximum value (tvmax) of the depth (tv) of the recess (6, 8).

15. Vehicle tire according to one of claims 1 to 14, characterized in that the recess (4, 6, 8) has one or more boundary surfaces (4b1, 4b2, 4b3, 6b1, 6b2, 6b3, 6b4, 8b1) extending towards the ground (4b, 6b, 8b) and extending from the boundary edge (4a, 6a, 8a) of the recess (4, 6, 8) located on the shoulder flank (2c), wherein the boundary surface(s) (4b1, 4b2, 4b3, 6b1, 6b2, 6b3, 6b4, 8b1) are, viewed in a top view in a section perpendicular to a boundary edge (4a, 6a, 8a), at an angle (y, y', y") of 90° to 150°, in particular at least 100°.

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