Pneumatic vehicle tyre

Abstract

The invention relates to a pneumatic vehicle tyre having a tread, a carcass (2) and a winding bandage with at least one winding bandage reinforcement, wherein the carcass (2) has a carcass ply (2a) with a carcass reinforcement (2b), and the carcass ply (2a) runs between bead regions via side walls (3). According to the invention, - in the carcass ply (2a), a carcass reinforcement (2b) made of a metallic material (mM) runs at a third angle (α3) which changes between the bead regions (4) in such a way that the carcass reinforcement (2b) runs radially below the tread (6) at a different third angle (α3) than in the bead regions (4) and / or in the region of the side walls (3); - the winding bandage reinforcement (8b) has an elongation at break (D) of between 2% and 6%; and - the pneumatic vehicle tyre (50) has a load index in the range of 71 to 126.

Description

[0001] 202405975

[0002] Description

[0003] Vehicle pneumatic tires

[0004] The invention relates to a vehicle pneumatic tire for passenger cars and / or light commercial vehicles according to the preamble of claim 1.

[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 202405975

[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, [202405975]

[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. 202405975

[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 apex, 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. 202405975

[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, US 20060124221 A1 and WO 2018 / 125181 A1, a carcass is provided that is designed as an angled carcass, i.e., the carcass reinforcement bars run at an angle of between 70° and 90° to the circumferential direction. In JP 2005186794 A, it is further provided that the angle of the carcass reinforcement bars changes in the bead core area. In US 6332487 B1, it is also provided that the carcass reinforcement bars below the tread have a different angle to the circumferential direction than the carcass reinforcement bars in the sidewalls. 202405975

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

[0032] The following invention is based on the objective of providing a vehicle pneumatic tire that has a high load-bearing capacity, is stable and durable, and has an increased service life.

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

[0034] Accordingly, a vehicle pneumatic tire for passenger cars and / or light commercial vehicles is provided, comprising a tread, a carcass and a coiled bandage consisting of one or more than one coiled bandage layer with a coiled bandage extension, wherein

[0035] - the coil bandage is arranged radially above the carcass and radially below the tread, and the coil bandage has at least one coil bandage reinforcement carrier, and

[0036] - the carcass has at least one carcass ply, wherein each carcass ply has at least one carcass reinforcement member and the carcass ply extends between bead areas of the vehicle pneumatic tire over sidewalls of the vehicle pneumatic tire, wherein at least one bead core is arranged in each bead area and each carcass ply is folded over the at least one bead core in the respective bead area, so that a carcass fold is formed, preferably on the axially outer side of the respective bead area, wherein

[0037] - in the carcass layer of the carcass, at least one carcass reinforcement carrier made of a metallic material runs independently of one another at a third angle to the circumferential direction, wherein the third angle of the at least 202405975 carcass reinforcement carrier changes between the bead areas in such a way that the at least one carcass reinforcement carrier runs radially below the tread at a different third angle to the circumferential direction than in the bead areas and / or in the area of ​​the sidewalls of the vehicle pneumatic tire;

[0038] - the at least one coil bandage reinforcement carrier has an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%; and

[0039] - the vehicle tire has a load index in the range of 71 to 126.

[0040] Accordingly, the design stipulates that in the pneumatic tire for passenger cars and / or light commercial vehicles, the metallic carcass reinforcement elements between the bead areas do not run linearly, but at a changing angle. This angle change is such that the bead areas and, if applicable, the sidewalls exhibit the properties of a radial carcass, while the radial area below the tread exhibits the properties of a bias-ply carcass. The radial construction in the bead areas and / or sidewalls increases the tire's efficiency and improves rolling resistance, resulting in overall increased efficiency and reduced fuel consumption. Conversely, the bias-ply construction below the tread allows the carcass reinforcement elements to absorb traction and braking forces with minimal energy loss.

[0041] Furthermore, the number of belt plies in the belt can be reduced, or the belt can be omitted entirely to save weight and material, since the carcass reinforcement layers, angled at least in the tread area, can compensate for the absence of at least one belt ply in terms of stability, stiffness, and durability. Recyclability can also be improved by eliminating a belt ply. 202405975

[0042] Furthermore, such a high-tensile-strength coil bandage, as well as the metallic reinforcing elements in the carcass ply, can advantageously achieve increased stability, stiffness, and resistance. Additionally, the compression on the carcass can be advantageously reduced in a vehicle tire, especially for passenger cars and / or light commercial vehicles, thanks to the metallic reinforcing elements, which are angled at least in the tread area. This is because the high-tensile-strength coil bandage reinforcing elements effectively suppress radial expansion of the underlying material, particularly the carcass ply, and thus circumferential growth of the vehicle tire.

[0043] The reduced longitudinal stiffness or reduced tensile strength of the radially underlying layers, for example due to the angled carcass reinforcement elements, at least in the area of ​​the tread, can also be compensated for by the high tensile strength coil bandage.

[0044] 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)).

[0045] 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 typically used 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 used for air extraction and other auxiliary components. This is particularly advantageous when such auxiliary components are not explicitly described as having a function designated as structural elements.

[0046] 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.

[0047] 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 improves the recyclability of the pneumatic tire and ensures reduced effort for retreading. The use of metallic carcass reinforcing elements reduces the susceptibility to damage when removing, for example, a worn tread. This allows the pneumatic tire to be retreaded by applying a new tread, thus significantly increasing the overall service life of the tire. This can be considered a significant first step towards at least a rudimentary circular economy. 202405975

[0048] During its lifespan, a pneumatic tire with metallic carcass reinforcements offers further significant advantages. The stability, stiffness, and durability of a pneumatic tire with metallic reinforcements, particularly in the carcass, are typically increased. Furthermore, a correspondingly equipped pneumatic tire has a higher load capacity, for example, in the form of a higher load index (also called load-carrying capacity index or load rating), compared to pneumatic tires of the same design and size but with textile carcass reinforcements. This would be advantageous in the future with regard to increasingly heavier electric vehicles, as tire dimensions would not necessarily need to be increased.

[0049] In the context of the present invention, the term "light commercial vehicles" refers to vehicles typically described 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 according to the invention generally ranges from 71 to 126, covering both passenger cars and light commercial vehicles. This typically corresponds to a load capacity of 345 kg to 1700 kg. The vehicle tire 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] 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) is particularly preferred. This preferably applies to vehicle tires for passenger cars. 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) is also particularly preferred. This applies particularly to pneumatic tires for light commercial vehicles.

[0051] Preferably, the vehicle pneumatic tire according to the invention comprises 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 according to the invention is preferably not a tire of category C3. The vehicle pneumatic tire 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] Preferably, the at least one carcass reinforcement member runs radially below the tread at a third angle to the circumferential direction (U) of less than 75°, for example between 5° and 75°, preferably 45°, and the at least one carcass reinforcement member runs in the bead areas and / or in the sidewall area at a different third angle to the circumferential direction of between 75° and 90°. Thus, a greater angle is preferred at least radially below the tread to achieve the aforementioned advantages. However, at least a slight angle can also be provided in the bead areas and the sidewalls to increase the efficiency of the pneumatic tire and improve rolling resistance, thereby achieving an overall increase in efficiency with reduced fuel consumption.

[0053] In the case of a driven wheel, a drive or braking torque is present at that wheel. These torques are transmitted through the sidewalls of the tire, via the respective components of the layered tire structure, to the rim. A portion of these torques is transferred to the carcass's reinforcing elements via tensile forces. Since the 202405975

[0054] If carcass reinforcement beams are made of a metallic material, especially steel, and can also run at a certain angle to the circumferential direction in the bead areas and sidewall areas, the drive or braking torques in the form of tensile forces can be reliably absorbed via the reinforcement beams.

[0055] By choosing the third angle and the metallic material of the carcass reinforcement, it is possible to prevent adjacent reinforcement elements from being subjected to shear stress under applied torque and thus heating up, as can happen with carcass reinforcement elements made of organic or textile materials. Energy dissipation and the resulting increase in power loss can therefore be avoided or at least minimized, thereby increasing the efficiency of the pneumatic tire. Depending on the orientation of the carcass reinforcement elements, the pneumatic tire has a higher efficiency during acceleration and braking, leading to increased range, especially in electric vehicles. During braking, a larger portion of the braking energy can be recuperated and fed back into the battery because less energy is dissipated in the tire.

[0056] Preferably, the at least one carcass reinforcement member runs radially below the tread and / or in the bead areas and / or in the sidewall area at a constant third angle, essentially linearly. In the respective areas, a consistent characteristic is achieved through a linear progression of the carcass reinforcement members, which improves overall handling and also simplifies manufacturing.

[0057] Preferably, it is further provided that the third angle of the at least one carcass reinforcement member is located in transition areas that lie between the tread and the respective sidewall, in particular in 202405975

[0058] The shoulder sections of the vehicle tire change continuously. This simplifies manufacturing, for example by only "deforming" the calendered material webs at the respective transition areas to allow the required change in the third angle.

[0059] Preferably, it is further provided that the 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%, is made of a textile material, in particular aramid, and / or of a metallic material, in particular steel.

[0060] Therefore, various materials can be used as reinforcing elements in the coil bandage, with which these elongations at break can be achieved through appropriate stranding. If the coil bandage reinforcing elements are made of a metallic material, or even exclusively of a metallic material, the previously mentioned improved recyclability and reduced retreading effort can be further enhanced, particularly if the reinforcing elements in both the carcass (for improved recyclability and reduced retreading effort) and the belt (if present, for improved recyclability) are also made exclusively of a metallic material, meaning that the aforementioned layers are free of textile reinforcing elements or do not contain any such elements.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.

[0061] Preferably, the coil bandage is further provided to consist exclusively of coil bandage reinforcement elements with an elongation at break of between 2% and 6%, preferably between 3% and 5.5%, and particularly preferably between 3% and 5%. With such a design, a uniformly high-tensile strength structure with identical coil bandage reinforcement elements can be achieved throughout the entire coil bandage, since the at least one high-tensile strength reinforcement element is the only reinforcement element in the coil bandage.

[0062] Preferably, the at least one 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 (mono)filaments, preferably twisted together. Thus, there are different ways to construct a coil bandage reinforcement carrier with the respective elongation at break property. The twisting can be configured in various ways, with the only limitation 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 must be twisted to achieve a specific elongation at break.

[0063] Preferably, the at least one reinforcing layer of the wound bandage runs at a first angle to the circumferential direction within the wound bandage, wherein the first angle is between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably between 0° and 2°. This prevents undesirable circumferential growth of the vehicle tire at high speeds, as the high-tensile strength structure of the wound bandage is then less compliant. This is particularly advantageous in the solution with the carcass reinforcing layers angled relative to the circumferential direction and also additionally when the belt reinforcing layers (if a belt is present) are angled relative to the circumferential direction. In this case, circumferential growth can be less effectively prevented by these layers, but this is compensated for by the less compliant wound bandage.

[0064] Preferably, the vehicle pneumatic tire further comprises a belt that is radially covered on the outside by the coil bandage, and the belt has one, two, or three belt layers, wherein the belt has at least one belt reinforcement element, preferably made of a metallic material, in particular steel. Preferably, the belt has two or three belt layers, with at least one belt reinforcement element arranged in each belt layer, the reinforcement element extending at a second angle to the circumferential direction, the second angle being between 20° and 55°, and the belt reinforcement elements of radially superimposed belt layers having opposite directions of slope, so that belt reinforcement elements superimposed in the radial direction intersect to form a cross-shaped structure.

[0065] A cross-bracing structure can be formed within the belt to improve circumferential and transverse stiffness. However, with this design, the tensile strength and longitudinal stiffness of the entire belt are limited. This reduces the compression on the radially underlying metallic carcass. While the belt itself can then only partially prevent the circumferential growth of the tire at higher speeds, this can be compensated for by the design of the coiled bandage, for example, through the use of high-tensile-strength coiled bandage reinforcement elements and / or by the small initial angle of the coiled bandage reinforcement elements to the circumferential direction.

[0066] Preferably, the belt is further provided to have only one belt layer, wherein at least one belt reinforcement member is arranged in this single belt layer, running at the second angle to the circumferential direction, the second angle being between 20° and less than 90°. Thus, even with only one belt layer, the compression on the radially underlying metallic carcass can be reduced. However, the second angle can additionally be selected in coordination with the third angle of the carcass reinforcement members such that the at least one belt reinforcement member and the at least one carcass reinforcement member have approximately opposite slope directions, so that the belt-carcass reinforcement members lying one above the other in the radial direction intersect and a cross-shaped structure is formed between them.

[0067] Preferably, the coil bandage is further provided to have an axial coil bandage extension,

[0068] - which is greater than an axial belt extension of the belt, or

[0069] - which is less than or equal to a first axial belt extension of a first belt layer of the belt, and / or

[0070] - which is larger than a second axial belt extension of a second belt layer of the belt, or

[0071] - 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.

[0072] 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 vehicle tire, which could otherwise lead to internal damage or material weakening. However, depending on the vehicle tire design, it is also preferable that excessive compression by the coil bandage reinforcement elements, which typically cover the belt edges in this area, does not occur in the shoulder sections of the vehicle tire. 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 has a 202405975

[0073] This results in a reduction in mass and low heat generation at the belt edges. Furthermore, such a design is particularly preferred if the belt reinforcement elements run at a second angle of between 20° and 55°, preferably between 40° and 45°, to the circumferential direction, i.e., a lower longitudinal tensile strength is achieved.

[0074] The coil bandage layer, in which the coil bandage reinforcement carrier is wound, can preferably form an uninterrupted (i.e. continuous) layer in the axial direction by controlling the coiling head with a constant feed such that axially adjacent coil bandage reinforcement carriers lie against each other or touch each other.Preferably, gaps with a specific width are arranged between at least some axially adjacent windings of the at least one coiled bandage reinforcement carrier, wherein the gap widths 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 the diameter of the coiled bandage reinforcement carrier when the at least one provided coiled bandage reinforcement carrier is wound individually, or the gap widths are, for example, between 0.5 times and 1.5 times the width of a rubber strip, preferably between 3 mm and 10 mm when the at least one provided coiled bandage reinforcement carrier is wound embedded in the rubber strip.

[0075] 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 can preferably be provided that the gap widths are determined by an arrangement of the gaps in side sections of the 202405975

[0076] The coil bandage becomes larger with increasing axial distance of the respective gap to the tire zenith, and / or

[0077] - 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 coil bandage extent around the tire zenith, become smaller with increasing axial distance to the tire zenith.

[0078] This allows, as an alternative or supplement to a shortened version of the spooled bandage above the belt edges or in the sidewalls, preventing excessive compression in the shoulder sections of the tire by the respective spooled bandage reinforcement carrier. This is achieved, for example, by "thinning" the bandage by creating gaps in the area of ​​the belt edges or in the sidewalls. 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 spooled bandage. Furthermore, this "gap spooling" saves material and weight.

[0079] The at least one high-tensile-strength reinforcement layer in the wound bandage is preferably incorporated within an encasing rubber compound (individual sheathing 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 or the tread above it). However, it is also possible for the at least one high-tensile-strength reinforcement layer to be incorporated into the wound bandage without rubber or only partially rubberized. Preferably, the radially underlying belt and / or the radially above it can have an adhesive compound to create a sufficient bond with the respective reinforcement layer in the wound bandage. 202405975

[0080] Preferably, it is further provided that the carcass upturn extends over the respective sidewall, in particular until radially under the belt or the coil bandage, to form a C-construction, or that the carcass upturn does not extend in the sidewall, in particular is arranged only within a bead strip to protect the bead area from a rim, so that a radially upper end of the carcass upturn lies radially below a radially lower end of the sidewall.

[0081] Depending on the design, the sidewall can be further stabilized by the carcass rim, potentially extending below the belt / belt band. Alternatively, the carcass rim can be shortened, offering the advantage that the metallic carcass rim is fully protected by the more robust bead. This area is also subject to less compression, particularly in the tire contact patch when the tire rolls on a surface. Therefore, the stiff metallic carcass rim is also less stressed by compression within the tire, thus ensuring increased durability.

[0082] To provide sufficient space for the carcass bulge within the bead, it is advantageously designed that the bead core has a teardrop-shaped cross-section and that no apex is arranged radially above the bead core between the bead core and the carcass layer, or that the tire is free of an apex. The teardrop-shaped cross-section prevents excessive bending of the stiffer metallic carcass bulge, thus ensuring continued sufficient stability in the bead area.

[0083] The drawings show:

[0084] Fig. 1 shows a sectional view of a vehicle tire; 202405975

[0085] Fig. 2A-2E Detail views of a coil bandage of the vehicle pneumatic tire according to Fig. 1;

[0086] Fig. 3A, 3B Detail views of the belt of the vehicle pneumatic tire according to Fig. 1;

[0087] Figs. 3C-3F show further embodiments of the coil bandage of the vehicle pneumatic tire according to Fig. 1;

[0088] Fig. 4A, 4B, 4D Detail views of a carcass of the vehicle pneumatic tire according to Fig. 1;

[0089] Fig. 4C shows a detailed view of a bead area of ​​the vehicle pneumatic tire in a further embodiment;

[0090] Fig. 5 shows a flowchart of a process for manufacturing the vehicle pneumatic tire according to Fig. 1;

[0091] Fig. 6A-6E shows a tire assembly plant for carrying out the procedure according to Fig. 5.

[0092] 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.

[0093] 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.

[0094] 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 in a ring-like manner to the outer circumference of the belt 7 over the entire axial coil bandage extension A8 of the coil bandage 8, preferably wound onto it in a spiral fashion, as is only partially shown in Fig. 2A 202405975. Furthermore, the one or more coil bandage reinforcement carriers 8b are coated with rubber or embedded in a rubber layer.As will be explained later, either a single rubberized coil bandage reinforcement carrier 8b can be wound in a ring shape on the outer circumference of the belt 7, or several coil bandage reinforcement carriers 8b running side by side can be wound within a rubber strip G wound in a ring shape on the outer circumference of the belt 7.

[0095] 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.

[0096] To achieve this, in addition to selecting a small first angle of al for 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 a material such 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).

[0097] Hybrid cord (steel and textile)) is specified, i.e., the respective coil bandage strength 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 strength carrier 8b and thus also a highly tensile-strength coil bandage 8 is provided.

[0098] 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.

[0099] 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.

[0100] Stranding. The elongation at break D is therefore not only determined by the material, but also by the structural design of the respective coil bandage load-bearing element 8b.

[0101] 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 structure 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.

[0102] 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. 202405975

[0103] In a preferred embodiment, however, it is provided that mainly, preferably exclusively, coil bandage strength carriers 8b made of a 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.

[0104] The targeted selection of the material and / or the construction of the respective coil bandage reinforcement layer 8b to achieve the required elongation at break D (or the 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 20°, in particular less than 35° to the circumferential direction U, as is conventionally the case, but rather as shown in a schematic top view in Fig.3B is shown running at a second angle 2 to the circumferential direction U, which lies between 20° and less than 90° (<90°), in particular between 35° and 55°, preferably between 40° and 45°. In such an embodiment, 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 embodiment by the design of the coil bandage 8, in particular by a suitable selection of D and al.

[0105] In the case of two belt layers 7a; 7a1 , 7a2, as exemplified in Figs. 1 , 3A and 3B, the belt reinforcement members 7b run within the respective belt layer 7a; 7a1 , 7a2 at the specified second angle a2 of preferably between 20° and 55°, in particular between 35° and 55°, to the 202405975

[0106] circumferential direction U, wherein the belt reinforcement beams 7b in each belt layer 7a; 7a1 , 7a2 have a different slope direction, so that the radially superimposed belt reinforcement beams 7b cross each other or form a so-called cross bond.

[0107] 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.

[0108] The second angle a2 of the belt reinforcement elements 7b, between 20° and less than 90°, particularly 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.

[0109] 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 in operation of the 202405975

[0110] The vehicle pneumatic tire 50 is compressed less, particularly to achieve good durability of the carcass reinforcement members 2b under dynamic loads. This is achieved precisely by the fact that the belt reinforcement members 7b run, as described, at the largest possible second angle α2 of between 20° and less than 90°, particularly between 35° and 55°, preferably between 40° and 45° to the circumferential direction U. In this case, the belt reinforcement members 7b can yield more easily under dynamic load, and less compression acts on the radially underlying carcass 2.

[0111] 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:

[0112] 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

[0113] - be equal to the first axial belt extension A71, or

[0114] - 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 202405975, or

[0115] - be less than or equal to the second axial belt extension A72.

[0116] The belt 7, which runs axially aR between shoulder sections 12 of the vehicle tire 50, is then no longer completely covered by the coil bandage 8 at the first belt edge 9a of the first belt layer 7a1 and possibly also at the second belt edge 9b of the second belt layer 7a2. 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 tire 50.

[0117] 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.

[0118] 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. 202405975

[0119] 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 from the tire zenith Z. 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.

[0120] 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.

[0121] 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 202405975

[0122] The condition of the vehicle pneumatic tire 50) is between 40° and 50°, preferably 45°.

[0123] 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.

[0124] 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.

[0125] The carcass upturn 2f does not extend to the sidewalls 3 according to the standard construction shown in Fig. 1. However, in a different so-called C-construction (not shown), the carcass upturn 2f can also extend to below the belt 7 or below the winding band 8.

[0126] In an optional embodiment, in such a carcass 2 consisting of two carcass layers 2a with metallic carcass reinforcement bars 2b in a cross bond, the radially overlying belt 7, for example with metallic belt reinforcement bars 7b in a cross bond (see Fig. 3B), can be omitted. This saves material and therefore also improves the recyclability of the vehicle pneumatic tire 50. However, if a belt 7 is provided, a second angle α2 of the belt reinforcement bars 7b of between 20° and 55°, preferably between 30° and 35°, can be selected due to the design of the carcass 2 as a diagonal carcass with two carcass layers 2a, since the diagonal carcass already experiences less compression due to the third angle α3 of the carcass reinforcement bars 2b.

[0127] 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.

[0128] 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 202405975 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 corresponding angle of the carcass reinforcement elements 2b, and joined at their edge regions 2c by overlap splicing with further carcass strips 2S. Several carcass strips 2S joined in this way then form the carcass layer 2a, which extends in the circumferential direction U.

[0129] 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.

[0130] 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 used here, made of a metallic material mM, 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 the carcass 2.

[0131] 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.

[0132] In the case of such an angled carcass, a belt layer 7a can be omitted in the radially overlying belt 7, whereby the technical effect can already be compensated for by a slight angulation of the carcass reinforcement bars 2b in a single carcass layer 2a. If only one belt layer 7a is provided in such a design, a second angle a2 of the belt reinforcement bars 7b can be selected either between 20° and 55°, preferably between 30° and 35° (as in the diagonal carcass in cross bond), or, for example, between 70° and less than 90°, in coordination with the third angle a3 of the carcass reinforcement bars 2b such that the at least one belt reinforcement bar 7b and the at least one carcass reinforcement bar 2b have opposite directions of inclination.In this way, the radially superimposed belt-Z carcass reinforcement beams 2b, 7b intersect and a cross-brace is formed between them to increase circumferential and transverse stiffness.

[0133] 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.

[0134] In particular, the radially upper end 2g of the carcass high-profile section 2f also lies radially below a radially lower end 3a of the sidewall 3, which in cross-section represents the radially lowest point of the sidewall 3 on the respective tire side. This results in a length between a bead core top 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-profile section 2f of, for example, between 10 mm and 30 mm.

[0135] 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 202405975 rolls on a surface. Furthermore, the material of the bead 4a is more robust than, for example, the sidewall 3, so that forces are also absorbed more effectively.

[0136] 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).

[0137] 3-4-5-4-3-2-1 ,

[0138] 2-3-2-1 ,

[0139] 4-5-4-3-2-1 or

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

[0141] This makes the bead core 5 increasingly pointed radially outwards, thus compensating for the absence of the apex 4b. The carcass high-cut 2f can therefore terminate with a smaller radial extension compared to the embodiment in Fig. 1 and thus run entirely within the bead band 4a to achieve the aforementioned advantages.

[0142] In a further embodiment of the vehicle pneumatic tire 50, the third angle oc3, at which the carcass reinforcement members 2b run within the respective carcass layer 2a between the bead cores 5, can be modified, as shown by way of example in a schematic top view in Fig. 4D. Accordingly, the carcass reinforcement members 2b extend radially rR from the bead cores 5 at least as far as the sidewall 3 in a linear fashion, or at a constant third angle a3 of between 75° and 90° to the circumferential direction U. Thus, the carcass 2 in this area is constructed in a radial manner.

[0143] Radially below the tread 6, the carcass reinforcement members 2b run at a constant third angle α3 of less than 75° to the circumferential direction U, for example between 5° and 75°, preferably 45°, wherein the respective value for the third angle α3 radially below the tread 6 preferably remains constant, i.e., a linear progression is provided. Thus, the carcass 2 in this area is constructed in a diagonal configuration.

[0144] Accordingly, the third angle a3 of the carcass reinforcement members 2b changes continuously in a transition zone BU between the aforementioned values, i.e., from a value between 75° and 90° in the area of ​​the sidewalls 3 to a different value between 5° and 75° radially below the tread 6. The transition zone BU is located approximately in the area of ​​the shoulder sections 12 of the vehicle tire 50, where the sidewall 3 transitions into the tread 6. Thus, the radial construction transitions into the diagonal construction in the area of ​​the shoulder sections 12.

[0145] The radial construction in the area of ​​the sidewalls 3 allows the efficiency of the vehicle pneumatic tire 50 to be increased and the rolling resistance to be improved, while the diagonal construction in the area below the tread 6, as already described for the diagonal carcass, allows driving and braking forces in the form of tension to be absorbed by the carcass reinforcement members 2b with only minor energy losses.

[0146] Such a design with a changing third angle a3 can also be combined with a cross-stitch pattern in the case of two carcass layers 2a within the carcass 2, i.e. the third angle a3 is chosen in such a way that the carcass reinforcement carriers 2b have opposite slope directions and therefore cross radially on top of each other.

[0147] Furthermore, with such a construction featuring a changing third angle α3 of the metallic carcass reinforcement bars 2b, the number of belt plies 7a can be reduced, regardless of the number of carcass plies 2a. If two carcass plies 2a are present in a cross bond, the belt 7 can be omitted entirely. This saves weight and material, as the metallic carcass reinforcement bars 2b, which are at least centrally angled, can compensate for the absence of at least one belt ply 7a in terms of stability, stiffness, and resistance within the respective carcass ply 2a. The absence of a belt ply 7a also improves recyclability.

[0148] The formation of the transition zone BU within the respective carcass layer 2a can be achieved, for example, by a corresponding area-specific distortion or warping of the calendered carcass layers 2a. This changes, for example, the third angle a3 in the central area of ​​the calendered material web, which lies radially below the tread 6 in the vehicle tire 50, while it remains constant in the outer areas of the calendered material web, which are positioned in the area of ​​the sidewall 3.

[0149] 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 50R (“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) through the action of pressure and temperature during the 202405975 of the molding into the vulcanization mold 27, the tire zenith Z expands by up to 4% (in the radial direction rR) 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.

[0150] However, such radial expansion of up to 4% is problematic with a tire blank 50R, 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 a1, as described. Therefore, the manufacturing process described below is used to enable such a construction of the tire blank 50R or the vehicle pneumatic tire 50 in a simple and reliable manner.

[0151] 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. 202405975

[0152] 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.

[0153] In a second step ST2, a ring-shaped tire assembly 23 is positioned radially rR above the build drum 20. This assembly 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 assembly 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 assembly 23 directly on the drum.

[0154] 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 or folded over 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, as described above in the case of two 202405975

[0155] Carcass plies 2a in a cross-bonded structure (Fig. 4A) (diagonal construction) or in a carcass ply 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) or in a single-ply or multi-ply combination of radial and diagonal construction (Fig. 4D), wherein the carcass reinforcement members 2b in a radial construction with an angle carcass and / or in a diagonal construction are located in edge regions 2c of the carcass strips 2S forming the carcass ply 2a with the widened reinforcement member spacing A2b to each other.

[0156] 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.

[0157] In a fourth step ST4, the belt 7, comprising individual belt layers 7a, 7a1, 7a2, which is assembled on a separate belt drum (not shown) away from the main drum 20, is provided via a transfer device 25 and positioned centrally above the main 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 20° and less than 90° to the circumferential direction U and, in the case of two belt layers 7a, 7a1, 7a2, may optionally also be positioned in a crosswise pattern relative to each other. 202405975

[0158] 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.

[0159] 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 extension 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 extension A7 against the already contoured or curved tire package 23.

[0160] 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) with a constant or changing third angle oc3 across the tire width. 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. 202405975

[0161] 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.

[0162] The application of the coil bandage 8 is preferably achieved by winding one or more rubber strips G over an arbitrary winding head 26, as exemplified 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 over the winding head 26 in one or more coil bandage layers 8a, wherein this coil bandage reinforcement carrier 8b is then correspondingly rubberized, i.e., encased in a rubber coating.

[0163] According to a further embodiment, which is preferably used in addition to the surface contoured construction drum 20, it is provided that the coil bandage reinforcement carrier(s) 8b are wound up in the area of ​​the tire zenith Z in such a way that between at least some of the axially 202405975

[0164] In the direction aR adjacent to the windings of the coiled bandage reinforcement carriers 8b, a gap L with a specific gap width BL is formed, as shown in an enlarged view in Fig. 3E and Fig. 3F. This is comparable to the winding of the coiled bandage reinforcement carriers 8b in the side sections 8c of the coiled 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 coiled bandage extent A8, preferably symmetrically around the tire zenith Z.

[0165] 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.

[0166] As shown in Fig. 3F, a single coil bandage reinforcement carrier 8b is wound onto the coil, whereby a gap L with a specific gap width BL is preferably formed between each axially adjacent winding of the coil bandage reinforcement carrier 8b by a corresponding feed of the coiling head 26. The gap width BL can be between 0.5 and 2 times the 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. 202405975

[0167] 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.

[0168] 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.

[0169] 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 50R expands in the radial direction rR during subsequent molding into the vulcanization mold due to the action of pressure and temperature, since this radial expansion, as already described, has a tensile effect in the circumferential direction U on the coil bandage 8 or the individual coil bandage reinforcement carriers 8b.

[0170] In its simplest form, for small radial expansions during forming, for example 1% (relative to the radius of the tire blank 50R), 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. The small radial expansion of the tire blank 50R can, in this case 202405975, 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.

[0171] 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.

[0172] The coil bandage reinforcement carrier 8b thus approaches a straight shape FG with increasing radial expansion of the tire blank 50R during the forming process in order to absorb the increased tensile forces, whereby at this stage with an almost straight course a very high circumferential stiffness is present in the coil bandage 8, particularly 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 carrier 8b.

[0173] 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, of between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, and most preferably between 0° and 2°.

[0174] 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.

[0175] 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 an almost straight shape FG is present after completion of vulcanization, and in particular after completion of molding, or is approached as such. 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.

[0176] In a seventh step, ST7, the remaining components, especially the tread 6, are provided, and the tire blank 50R is then assembled in further steps. The completed 202405975

[0177] In an eighth step (ST8), the tire blank 50R is placed into a vulcanization mold 27 and then heated under pressure to produce the final pneumatic tire 50 made of elastic rubber with its permanently bonded components and the incorporated tread pattern. In a ninth step (ST9), the pneumatic tire 50 can then be removed from the vulcanization mold 27 after vulcanization is complete.

[0178] The advantage of using a construction drum 20 that is already contoured in the axial direction aR is that, before the finished tire blank 50R is inserted into the vulcanization mold 27, only a small gap S remains in the radial direction rR between the tire blank 50R 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 50R 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 50R).

[0179] 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 case 202405975, 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.

[0180] However, as described, instead of or in addition to the contoured construction drum 20, a circumferentially U-shaped coil bandage reinforcement carrier 8b can also be used to generate additional compliance even with a residual elevation R of greater than 1%, wherein the wave shape

[0181] The wavelength WL and wave amplitude WA of FW are adapted, as described, to the residual elevation R or the gap S remaining before molding, so that after completion of vulcanization or even after molding, a largely straight course of the coil bandage reinforcement carriers 8b results at the correspondingly selected first angle oc1. The formation of the gap L can also be combined accordingly.

[0182] 202405975

[0183] Reference symbol list

[0184] 1 inner layer

[0185] 2 Carcass

[0186] 2a Carcass layer

[0187] 2b Carcass reinforcement

[0188] 2c Edge areas of the carcass layer 2a

[0189] 2d edge of the carcass ply 2a

[0190] 2e Overlap area

[0191] 2f Carcass high impact

[0192] 2g radial upper end of the carcass high spot 2f

[0193] 3 side wall

[0194] 3a radial lower end of the side wall 3

[0195] 4 bead area

[0196] 4a Bead band

[0197] 4b Apex

[0198] 5 bead core

[0199] 5a Top of bead core

[0200] 5b Layers of the bead core

[0201] 6 treads

[0202] 7 belts

[0203] 7a Belt position

[0204] 7a1 first belt layer

[0205] 7a2 second belt layer

[0206] 7b Belt reinforcement

[0207] 8 coil bandage

[0208] 8a Coil bandage placement

[0209] 8b Coil bandage reinforcement

[0210] 8c Side sections of the coil bandage 8

[0211] 9a first belt edge of the first belt layer 7a1

[0212] 9b second belt edge of the second belt layer 7a2 202405975

[0213] 10 Filament

[0214] 11 strand

[0215] 12 Shoulder section

[0216] 13 spaces

[0217] 20 construction drum

[0218] 20S Shoulder area of ​​the construction drum 20

[0219] 20Z Zenith of the construction drum 20

[0220] 21 Drum axle

[0221] 22 Outside of the construction drum 20

[0222] 23 tire package

[0223] 24 clamping device

[0224] 25 Transfer facility

[0225] 26 spool head

[0226] 27 Vulcanization form

[0227] 50 vehicle pneumatic tires

[0228] 50R tire blank

[0229] 100 tire assembly system al first angle a2 second angle a3 third angle

[0230] A2b Strength beam spacing

[0231] A7 axial belt extension

[0232] A71 first axial belt extension of the first belt layer 7a1

[0233] A72 second axial belt extension of the second belt layer 7a2

[0234] A8 axial coil bandage extension aR axial direction

[0235] BG rubber strip width

[0236] BL gap width

[0237] BU transition area

[0238] C Cord 202405975

[0239] D Elongation at break

[0240] D2b Carcass Reinforcing Belt Diameter

[0241] D8b coil bandage reinforcement carrier diameter

[0242] D10 Filament Diameter

[0243] DC cord diameter

[0244] F Transition flank

[0245] FG straight-line shape

[0246] FW waveform

[0247] G rubber strips

[0248] H5b Layer height of the layers 5b mm metallic material

[0249] L gap

[0250] L2c edge length

[0251] R residual elevation rA radial axis distance rR radial direction

[0252] S Spalt tM textile material

[0253] U circumferential direction

[0254] WL wavelength

[0255] WA wave amplitude

[0256] Z Tire zenith

Claims

202405975 Patent claims 1. Vehicle pneumatic tire (50) for passenger cars and / or light commercial vehicles, comprising a tread (6), a carcass (2) and a coiled bandage (8) consisting of one or more than one coiled bandage layer (8a) with a coiled bandage extension (A8), wherein - the coil bandage (8) is arranged radially (rR) above the carcass (2) and radially (rR) below the tread (6) and the coil bandage (8) has at least one coil bandage reinforcement carrier (8b), and - the carcass (2) has at least one carcass ply (2a), wherein each carcass ply (2a) has at least one carcass reinforcement carrier (2b) and the carcass ply (2a) extends between bead areas (4) of the vehicle pneumatic tire (50) over sidewalls (3) of the vehicle pneumatic tire (50), wherein at least one bead core (5) is arranged in each bead area (4) and each carcass ply (2a) is folded over the at least one bead core (5) in the respective bead area (4) so ​​that a carcass fold (2f) is formed, characterized in that - in the carcass layer (2a) of the carcass (2) at least one carcass reinforcement member (2b) made of a metallic material (mM) runs at a third angle (oc3) to the circumferential direction (U), wherein the third angle (oc3) of the at least one carcass reinforcement member (2b) changes between the bead areas (4) such that the at least one carcass reinforcement member (2b) runs radially below the tread (6) at a different third angle (oc3) to the circumferential direction (U) than in the bead areas (4) and / or in the area of ​​the sidewalls (3) of the vehicle pneumatic tire (50); - the at least one coil bandage reinforcement carrier (8b) has an elongation at break (D) of between 2% and 6%, preferably between 3% and 5.5%, particularly preferably between 3% and 5%; and - the vehicle pneumatic tire (50) has a load index in the range of 71 to 126. 202405975 2. Vehicle pneumatic tire (50) according to claim 1, characterized in that the at least one carcass reinforcement member (2b) extends radially below the tread (6) at a third angle (oc3) to the circumferential direction (U) of less than 75°, for example between 5° and 75°, preferably 45°, and the at least one carcass reinforcement member (2b) extends in the bead areas (4) and / or in the area of ​​the sidewalls (3) at a different third angle (oc3) to the circumferential direction (U) of between 75° and 90°.

3. Vehicle pneumatic tire (50) according to claim 1 or 2, characterized in that the at least one carcass strength carrier (2b) runs radially below the tread (6) and / or in the bead areas (4) and / or in the area of ​​the sidewalls (3) at a constant third angle (oc3) in a substantially linear manner.

4. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that the third angle (oc3) of the at least one carcass reinforcement carrier (2b) changes continuously in transition areas (BU) located between the tread (6) and the respective sidewall (3), in particular in shoulder sections (12) of the vehicle pneumatic tire (50).

5. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that the 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%, is made of a textile material (tM), 202405975 in particular aramid, and / or is made of a metallic material (mM), in particular steel.

6. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that the coil bandage (8) comprises exclusively coil bandage strength carriers (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%.

7. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that the carcass layer (2a) of the carcass (2) comprises exclusively carcass reinforcement carriers (2b) made of the metallic material (mM), preferably steel.

8. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that the at least one coil bandage strength carrier (8b) runs at a first angle (a1) to the circumferential direction (U) within the coil bandage (8), wherein the first angle (a1) is between 0° and 5°, preferably between 0° and 4°, particularly preferably between 0° and 3°, most preferably from 0° to 2°.

9. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that the vehicle pneumatic tire (50) further comprises a belt (7) which is radially covered on the outside by the coil bandage (8) and the belt (7) comprises one, two or three belt layers (7a; 7a1 , 7a2), wherein the belt (7) comprises at least one belt reinforcement carrier (7b), preferably made of a metallic material (mM), in particular steel. 202405975 10. Vehicle pneumatic tire (50) according to claim 9, characterized in that - the belt (7) has only one belt layer (7a), wherein at least one belt reinforcement member (7b) is arranged in the one belt layer (7a), which extends at a second angle (oc2) to the circumferential direction (U), wherein the second angle (oc2) is between 20° and less than 90°, or - the belt (7) has two or three belt layers (7a; 7a1 , 7a2), wherein in each belt layer (7a; 7a1 , 7a2) at least one belt reinforcement member (7b) is arranged, which runs at the second angle (oc2) to the circumferential direction (U), wherein the second angle (oc2) is between 20° and 55°, and the belt reinforcement members (7b) of radially superimposed belt layers (7a; 7a1 , 7a2) have opposite slope directions, so that belt reinforcement members (7b) superimposed in radial direction (rR) cross over each other to form a cross-shaped structure.

11. Vehicle pneumatic tire (50) according to claim 9 or 10, characterized in that the coil bandage (8) 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).

12. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that between at least some windings adjacent in the axial direction (aR) 202405975 of the at least one coiled bandage reinforcement carrier (8b) gaps (L) with a gap width (BL) are arranged, wherein the gap widths (BL) of the 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 coiled bandage reinforcement carrier diameter (D8b) of the coiled bandage reinforcement carriers (8b) when the at least one provided coiled bandage reinforcement carrier (8b) is wound individually, or the gap widths (BL) are, for example, between 0.5 times and 1.5 times a rubber strip width (BG) of a rubber strip (G), but preferably between 3 mm and 10mm when the at least one provided coil bandage strength carrier (8b) is coiled and embedded in the rubber strip (G).

13. Vehicle pneumatic tire (50) according to one of the preceding claims, characterized in that the carcass high edge (2f) extends over the sidewall (3) to radially below the belt (7) or the carcass high edge (2f) does not extend or extends over the sidewall (3).

14. Vehicle pneumatic tire (50) according to claim 13, characterized in that, in the event that the carcass high edge (2f) does not extend over the sidewall (3), the carcass high edge (2f) is arranged only within a bead band (4a) to protect the bead area (4) from a rim, so that a radially upper end (2g) of the carcass high edge (2f) lies radially below a radially lower end (3a) of the sidewall 3.

15. Vehicle pneumatic tire (50) according to claim 14, characterized in that 202405975 the bead core (5) has a teardrop-shaped cross-section and no apex (4b) is arranged radially above the bead core (5) between the bead core (5) and the carcass layer (2a).

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