Vehicle tire

Abstract

The invention relates to a vehicle tire (1), comprising: a) a tire carcass (4) having a first side region (5), a second side region (6) and a central region (7) in between, the tire carcass comprising at least one carcass ply (8, 18) which has a multiplicity of rubberized tire cords (9), each of which extends through the first side region (5), the second side region (6) and the central region (7) of the tire carcass (4); b) a tread (4) located radially further outward relative to the tire carcass (4), c) a tire inner layer (11) located radially further inward relative to the tire carcass (4), wherein at least a portion of the rubberized tire cords (9) of the carcass ply (8, 18) encloses, in relation to the circumferential direction (3), an angle (14) in the range of 80° to 90° in the first side region (5) and the second side region (6), and an angle (15) in the range of 5° to 75° in the central region (7).

Description

[0001] 202406011

[0002] 1

[0003] Description

[0004] Vehicle tires

[0005] The invention relates to a vehicle tire.

[0006] The invention relates to a vehicle tire comprising:

[0007] a) a tire carcass comprising a first side area, a second side area and a central area arranged between them, comprising at least one carcass ply with a plurality of rubberized reinforcing elements, each extending through the first side area, the second side area and the central area of ​​the tire carcass,

[0008] b) a tread located radially further outwards relative to the tire carcass,

[0009] c) a tire inner layer located radially further inwards relative to the tire carcass,

[0010] wherein at least some of the rubberized reinforcing elements of the carcass layer enclose an angle of 80° to 90° in the circumferential direction in the first side area and in the second side area, and enclose an angle of 5° to 75° in the central area.

[0011] The first side region and the central region form a first transition region, and the second side region and the central region form a second transition region. The first transition region is formed, in particular, by rubberized reinforcing elements of the first side region and the central region that extend from the central region into the first side region. The second transition region is formed, in particular, by rubberized reinforcing elements of the second side region and the central region that extend from the central region into the second side region.

[0012] Internal202406011

[0013] 2

[0014] The circumferential direction can be described in particular as the direction of rotation of the vehicle tire. The direction of rotation is the direction in which the vehicle tire can rotate around an axis of rotation.

[0015] Vehicle tires are known from the prior art. These tires, in particular, have a carcass with a first side section, a second side section, and a central section arranged between them. The carcass comprises at least one carcass ply with a plurality of rubberized reinforcing elements, each extending through the first side section, the second side section, and the central section of the carcass. At least some of the rubberized reinforcing elements of the carcass ply form an angle of 80° to 90° with respect to the circumferential direction in the first and second side sections, and an angle of 5° to 75° in the central section.

[0016] The tire carcasses arranged in vehicle tires according to the state of the art are in particular formed from one or more carcass layers, each comprising a large number of rubberized, i.e. embedded in a cross-linked rubber compound, reinforcing elements.

[0017] The radial direction of a vehicle tire is a direction perpendicular to the tire's axis of rotation. A radial direction runs parallel to the radius of a pneumatic tire. The radius of a vehicle tire is the radius of the circle whose shape the tire generally follows in its direction of rotation; the radius is perpendicular to both the axis of rotation and the direction of rotation. "Radially further out" means, relative to the axis of rotation, that a first component of the tire, which is radially further out than a second component, is located farther from the axis of rotation than the second component. "Radially further in" means, relative to the axis of rotation, that a first component of the tire, which is radially further in than a second component, is located closer to the axis of rotation than the second component. 202406011

[0018] 3

[0019] In a radial tire known from the prior art, the rubberized reinforcing elements of the carcass plies run essentially radially. This means that the rubberized reinforcing elements form an angle of approximately 90° with the circumferential direction of the vehicle tire across the entire width of the carcass. This angle can also be referred to as the cord angle of the reinforcing elements present in the carcass ply. Based on the definition of this cord angle as a function of the circumferential direction, it is particularly possible for a person skilled in the art to determine the cord angle, i.e., the relative angle of the reinforcing element to the circumferential direction.

[0020] The carcass of the vehicle tire according to the invention has three areas: a first side area, a central area, and a second side area. The central area can advantageously be the part of the tire carcass located below the tread in the vehicle tire, whereas the first and second side areas, for example, form the carcass in the area of ​​the sidewalls or sides of the vehicle tire.

[0021] The central area lies radially further inwards than the tread.

[0022] According to the invention, the vehicle tire deviates from a strictly radial construction by using a largely radial arrangement of the reinforcing elements, i.e., with a cord angle of 80° to 90°, only in the first and second sidewall areas. Within the central area of ​​the carcass, however, a cord angle of 5° to 75° is used, resulting in a tire carcass that can be described as a partially angled tire carcass. A cord angle of 5° to 75° means that the rubberized reinforcing elements of the tire carcass form an angle of 5° to 75° with the circumferential direction or the direction of rotation.

[0023] These vehicle tires, known from the prior art, in which cord angles within the central area of ​​the carcass are set in the range of 5° to 75°, exhibit sufficient mechanical stability. Sufficiently stable 202406011

[0024] 4

[0025] This means, in particular, that the vehicle tire can withstand the stresses during regular operation of the vehicle tire.

[0026] These vehicle tires, known from the prior art, might not be optimally designed with regard to mechanical stresses that could occur during normal operation in areas where the central area transitions into the first or second sidewall. Normal operation refers specifically to operation on roads with specific road surface conditions and at rolling speeds for which the vehicle tire is technically designed and intended.

[0027] The invention is therefore based on the objective of providing a vehicle tire that is better designed with regard to possible mechanical loads than could be the case with vehicle tires known from the prior art.

[0028] The problem set out in the invention is solved by the fact that the vehicle tire has a first stabilizing element, wherein the first stabilizing element is provided for the mechanical stabilization of the first transition area, and wherein the vehicle tire has a second stabilizing element, wherein the second stabilizing element is provided for the mechanical stabilization of the second transition area.

[0029] Due to the inventive circumstance, wherein the vehicle tire has a first stabilizing element, wherein the first stabilizing element is provided for the mechanical stabilization of the first transition area, and wherein the vehicle tire has a second stabilizing element, wherein the second stabilizing element is provided for the mechanical stabilization of the second transition area, the first transition area and the 202406011

[0030] 5

[0031] The second transition area is better protected against mechanical stresses by means of the first stabilizing element or the second stabilizing element than could be the case with vehicle tires known from the prior art.

[0032] This results in an improved vehicle tire.

[0033] The vehicle tire could be, for example, a car tire, a truck tire, or a two-wheeler tire.

[0034] Further advantageous embodiments of the present invention are the subject of the dependent claims.

[0035] According to a preferred embodiment of the present invention, at least a portion of the rubberized reinforcing layers of the carcass ply, with respect to the circumferential direction of the vehicle tire, forms an angle of 85° to 90°, preferably 88° to 90°, in the first and second side regions. This angle is the angle of the rubberized reinforcing layers to the circumferential direction.

[0036] According to a further preferred embodiment of the present invention, at least a portion of the rubberized reinforcing layers of the carcass ply, with respect to the circumferential direction of the vehicle tire, forms an angle in the range of 10° to 70°, preferably in the range of 15° to 55°, and particularly preferably in the range of 20° to 35° in the central region. This angle is the angle of the rubberized reinforcing layers to the circumferential direction.

[0037] According to a further preferred embodiment of the present invention, the tread strip is arranged at least partially, preferably completely, above the central area in a radially outward-pointing direction. 202406011

[0038] 6

[0039] According to a further preferred embodiment of the present invention, the quotient of the width of the contact area and the width of the central area, in each case transverse to the circumferential direction of the vehicle tire, is in the range of 0.7 to 2, preferably in the range of 0.8 to 1.6, particularly preferably in the range of 0.9 to 1.2 and most preferably in the range of 0.95 to 1.05.

[0040] An extension perpendicular to the circumferential direction is an extension parallel to the axis of rotation and perpendicular to the circumferential direction.

[0041] Due to the inventive circumstance whereby the quotient of the width of the contact area and the width of the central area, in each case transverse to the circumferential direction of the vehicle tire, lies in the range of 0.7 to 2, preferably in the range of 0.8 to 1.6, particularly preferably in the range of 0.9 to 1.2 and most preferably in the range of 0.95 to 1.05, a maximum possible spatial extent of the damping element within the vehicle tire can be ensured without causing a mechanical influence on the mechanical properties of the vehicle tire that are related to the central area.

[0042] According to a further preferred embodiment of the present invention, the tire carcass comprises two or more carcass layers, wherein in each carcass layer at least a portion of the rubberized reinforcing elements, preferably all of the rubberized reinforcing elements, enclose an angle of 80° to 90° in the first side region and in the second side region, and an angle of 5° to 75° in the central region, relative to the circumferential direction of the vehicle tire. This angle is the angle of the rubberized reinforcing elements to the circumferential direction.

[0043] According to a further preferred embodiment of the present invention, the tire carcass comprises two carcass layers, wherein the rubberized reinforcing elements of the two carcass layers are in the central region relative to each other.

[0044] 7

[0045] include an angle in the range of 30° to 90°, preferably in the range of 40° to 80°, particularly preferably in the range of 50° to 70°, and most preferably in the range of 55° to 65°.

[0046] The inventive feature, in which the tire carcass comprises two carcass layers, wherein the rubberized reinforcing elements of the two carcass layers form an angle relative to each other in the central region of 30° to 90°, preferably in the range of 40° to 80°, particularly preferably in the range of 50° to 70°, and most preferably in the range of 55° to 65°, results in a cross-lamination of the two carcass layers. This cross-lamination leads to an increase in the mechanical stability of the vehicle tire.

[0047] According to a further preferred embodiment of the present invention, at least one further layer, preferably exactly one further layer, is arranged in the vehicle tire between the tread and the tire carcass.

[0048] The next layer could be, for example, a belt of the vehicle tire or a cap ply of the vehicle tire.

[0049] According to a further preferred embodiment of the present invention, at least one of the further layers is a belt layer, wherein the further layer preferably comprises rubberized reinforcing elements which, particularly preferably with respect to the circumferential direction of the vehicle tire, enclose an angle in the range of 10° to 70°, more preferably in the range of 15° to 55°, and even more preferably in the range of 20° to 35°. This angle is the angle of the rubberized reinforcing elements to the circumferential direction.

[0050] According to a further preferred embodiment of the present invention, at least one of the further layers is a cap-ply layer, wherein the further layer preferably comprises rubberized reinforcing elements, which are particularly 202406011

[0051] 8

[0052] preferably including an angle in the range of 0° to 5° with respect to the circumferential direction of the vehicle tire.

[0053] The radial height of a vehicle tire runs parallel to its radius. This radius is the radius of a circle, the shape of which the tire essentially follows.

[0054] According to a further preferred embodiment of the present invention, the first stabilizing element has a maximum spatial distance of 3 cm to the first transition area and / or the second stabilizing element has a maximum spatial distance of 3 cm to the second transition area.

[0055] According to a further preferred embodiment of the present invention, the first stabilizing element is arranged directly at the first transition area and / or the second stabilizing element is arranged directly at the second transition area.

[0056] The fact that the first stabilizing element is located directly at the first transition area and / or the second stabilizing element is located directly at the second transition area means in particular that the first stabilizing element is in immediate and direct physical proximity to the first transition area and / or the second stabilizing element is in immediate and direct physical proximity to the second transition area.

[0057] According to a further preferred embodiment of the present invention, in the case where the vehicle tire has at least one further layer, for example a belt, between the tread and the tire carcass, the first stabilizing element is spatially arranged between the first transition region and a first axial end region of the at least one further layer and / or the second stabilizing element is

[0058] 9

[0059] spatially arranged between the second transition area and a second axial end area of ​​at least one further layer.

[0060] The first axial end region of the at least one further layer is in particular a region of the at least one further layer that is axially furthest away from a geometric center of the vehicle tire with respect to the axis of rotation and starting from an interior of the vehicle tire.

[0061] The second axial end region of the at least one further layer is in particular a region of the at least one further layer that is located axially furthest from a geometric center of the vehicle tire with respect to the axis of rotation and starting from an interior of the vehicle tire.

[0062] The first axial end region of at least one further layer lies spatially and with respect to a plane of symmetry of the vehicle tire opposite the second axial end region of at least one further layer. The plane of symmetry is orthogonal to the axis of rotation; in particular, the geometric center of the vehicle tire lies in the plane of symmetry.

[0063] According to a further preferred embodiment of the present invention, the first stabilizing element is formed from at least one diene rubber and / or the second stabilizing element is formed from at least one diene rubber. The at least one diene rubber is selected from the group consisting of natural polyisoprene, synthetic polyisoprene, epoxidized polyisoprene, butadiene rubber, solution-polymerized styrene-butadiene rubber, emulsion-polymerized styrene-butadiene rubber, polynorbornene, ethylene propylene diene rubber, nitrile rubber, acrylate rubber, styrene-isoprene-butadiene terpolymer, butyl rubber, and halobutyl rubber.

[0064] 10

[0065] Further advantages, features and details, to which the scope of the invention is not limited, will now be described in more detail with reference to the drawings.

[0066] It shows:

[0067] Fig. 1: A schematic representation of a vehicle tire according to the invention in one embodiment;

[0068] Fig. 2: A schematic representation of an area of ​​a vehicle tire according to the invention in one embodiment;

[0069] Fig. 3: A schematic representation of a vehicle tire according to the invention in a further embodiment;

[0070] Fig. 4: A schematic representation of a vehicle tire according to the invention in a further embodiment;

[0071] Fig. 5: A schematic representation of rubberized reinforcing elements of two carcass layers of a tire carcass of a vehicle tire according to a further embodiment according to the invention;

[0072] Fig. 6: A schematic representation of a vehicle tire according to the invention in a further embodiment;

[0073] Fig. 7: A schematic representation of a vehicle tire according to the invention in a further embodiment.

[0074] Figure 1 shows a schematic radial section view of a vehicle tire 1 according to one embodiment of the invention. The vehicle tire 1 is rotatable about an axis of rotation 2 in a direction of rotation 3. The direction of rotation 3 can also be referred to as the circumferential direction.

[0075] 11

[0076] The vehicle tire 1 has the following features:

[0077] a) a tire carcass 4 with a first side area 5, a second side area 6 and a central area 7 arranged between them, comprising at least one carcass layer 8 with a plurality of rubberized reinforcing elements 9 not shown in detail in Figure 1, each extending through the first side area 5, the second side area 6 and the central area 7 of the tire carcass 4,

[0078] b) a tread strip 10 that is radially further outwards relative to the tire carcass 4,

[0079] c) a tire inner layer located 4 radially further inwards relative to the tire carcass 11.

[0080] The vehicle tire 1 follows a radius 20, particularly in its circular shape. The first side area 5 and the central area 7 form a first transition area 12, and the second side area 6 and the central area 7 form a second transition area 13.

[0081] According to the invention, the vehicle tire 1 has a first stabilizing element 23, wherein the first stabilizing element 23 is provided for the mechanical stabilization of the first transition area 12, and the vehicle tire 1 has a second stabilizing element 24, wherein the second stabilizing element 24 is provided for the mechanical stabilization of the second transition area 13.

[0082] In particular, and according to the embodiment of the vehicle tire 1 shown schematically in Figure 1, the first stabilizing element 23 is arranged directly at the first transition area 12 and the second stabilizing element 24 is arranged directly at the second transition area 13.

[0083] 12

[0084] Figure 2 schematically depicts a region of a vehicle tire 1 according to the invention. The tire carcass 4 is shown. As illustrated in Figure 2, a portion of the rubberized reinforcing elements 9 of the carcass layer 8, with respect to the circumferential direction, forms an angle 14 in the range of 80° to 90° in the first side region 5 and in the second side region 6, and forms an angle 15 in the range of 5° to 75° in the central region 7.

[0085] Figure 3 shows a schematic radial section view of a vehicle tire 1 according to a further embodiment of the invention. According to the illustration in Figure 3, the quotient of the width 16 of the contact area 28 of the vehicle tire 1 on a road surface 21 divided by the width 17 of the central area 7, in each case transverse to the circumferential direction or direction of rotation 3, i.e. parallel to the axis of rotation 2, of the vehicle tire 1, lies in the range of 0.7 to 2, preferably in the range of 0.8 to 1.6, particularly preferably in the range of 0.9 to 1.2, and most preferably in the range of 0.95 to 1.05.

[0086] Figure 4 shows a schematic radial section view of a vehicle tire 1 according to the invention, specifically a section according to a further embodiment. As shown in Figure 4, the tire carcass 4 comprises two carcass layers 8 and 18.

[0087] Figure 5 schematically depicts rubberized reinforcing elements 9 corresponding to the embodiment shown in Figure 4. The rubberized reinforcing elements 9 shown in Figure 5 are those of carcass layers 8 and 18. The rubberized reinforcing elements 9 of carcass layer 8 run parallel to each other. The rubberized reinforcing elements 9 of carcass layer 18 also run parallel to each other.

[0088] The rubberized reinforcing elements 9 of the two carcass layers 8, 18 in the central region 7 form an angle 29 relative to each other in the range of 30° to 90°, preferably in the range of 40° to 80°, particularly preferably in the range of 50° to 70°, and most preferably in the range of 55° to 65°.

[0089] 13

[0090] Figure 6 shows a schematic radial section view of a vehicle tire 1 according to a further embodiment of the invention. As shown in Figure 6, at least one further layer 19, preferably exactly one further layer 19, is arranged between the tread 10 and the tire carcass 4.

[0091] According to the exemplary embodiment shown in Figure 6, the first stabilizing element 23 is arranged spatially, in particular, between the first transition region 12 and a first axial end region 25 of the at least one further layer 19 and / or the second stabilizing element 24 is arranged spatially, in particular, between the second transition region 13 and a second axial end region 26 of the at least one further layer 19.

[0092] Figure 7 shows a schematic radial section view of a vehicle tire 1 according to a further embodiment of the invention. As shown in Figure 7, the first stabilizing element 23 has a maximum spatial distance 27 of 3 cm to the first transition area 12 and / or the second stabilizing element 24 has a maximum spatial distance 28 of 3 cm to the second transition area 13. A maximum spatial distance 27 of the first stabilizing element 23 to the first transition area 12 means that the two areas of the first stabilizing element 23 and the first transition area 12 that are spatially closest to each other are no further apart than the maximum spatial distance 27.

[0093] A maximum spatial distance 28 between the second stabilizing element 24 and the second transition area 13 means that the two areas of the second stabilizing element 24 and the second transition area 13 that are spatially closest to each other are no further apart than the maximum spatial distance 28.

[0094] 14

[0095] Reference symbol list

[0096] 1 vehicle tire

[0097] 2 Rotation axis

[0098] 3. Direction of rotation

[0099] 4 tire carcass

[0100] 5 First page area

[0101] 6 Second page area

[0102] 7 Central Area

[0103] 8 carcass layers

[0104] 9 Rubberized reinforcement elements

[0105] 10 treads

[0106] 11 Tire inner layer

[0107] 12 First transition area

[0108] 13 Second transition area

[0109] 14 angles in the first side area or in the second side area; 15 angles in the central area

[0110] 16 Width of the contact patch of the vehicle tire

[0111] 17 Width of the central area of ​​the tire carcass

[0112] 18 additional carcass layers

[0113] 19 Further location

[0114] 20 Radius of the vehicle tire

[0115] 21 lanes

[0116] 22 Ground contact area

[0117] 23 First stabilizing element

[0118] 24 Second stabilizing element

[0119] 25 First axial end region

[0120] 26 Second axial end region

[0121] 27 Maximum spatial distance to the first transition area 28 Maximum spatial distance to the second transition area 29 Angle

Claims

202406011 15 Patent claims 1. Vehicle tire (1), comprising: a) a tire carcass (4) with a first side area (5), a second side area (6) and a central area (7) arranged between them, comprising at least one carcass layer (8, 18) with a plurality of rubberized reinforcing elements (9) which each extend through the first side area (5), the second side area (6) and the central area (7) of the tire carcass (4), b) a tread strip (10) located radially further outwards relative to the tire carcass (4), c) a tire inner layer (11) located radially further inwards relative to the tire carcass (4) , wherein at least a part of the rubberized reinforcing elements (9) of the carcass layer (8, 18) enclose an angle (14) in the range of 80° to 90° in the first side region (5) and in the second side region (6) with respect to the circumferential direction (3) and enclose an angle (15) in the range of 5° to 75° in the central region (7), wherein the first side region (5) and the central region (7) form a first transition region (12) and the second side region (6) and the central region (7) form a second transition region (13), characterized in that the vehicle tire (1) has a first stabilizing element (23), wherein the first stabilizing element (23) is provided for the mechanical stabilization of the first transition area (12), and wherein the vehicle tire (1) has a second stabilizing element (24), wherein the second stabilizing element (24) is provided for the mechanical stabilization of the second transition area (13). 16 2. Vehicle tire (1) according to claim 1, characterized in that at least a part of the rubberized reinforcing elements (9) of the carcass layer (8, 18) with respect to the circumferential direction (3) of the vehicle tire (1) encloses an angle (14) in the range of 85° to 90°, preferably in the range of 88° to 90°, in the first side area (5) and in the second side area (6).

3. Vehicle tire (1) according to one of claims 1 or 2, characterized in that at least a part of the rubberized reinforcing elements (9) of the carcass layer (8, 18) with respect to the circumferential direction (3) of the vehicle tire (1) in the central area (7) includes an angle (15) in the range of 10° to 70°, preferably in the range of 15° to 55°, particularly preferably in the range of 20° to 35°.

4. Vehicle tire (1) according to one of the preceding claims, characterized in that the tread (10) is arranged at least partially, preferably completely, above the central area (7) in a radially outward direction.

5. Vehicle tire (1) according to one of the preceding claims, characterized in that the quotient of the width (16) of the contact area and the width (17) of the central area (7), each transverse to the circumferential direction (3) of the vehicle tire (1), is in the range of 0.7 to 2, preferably in the range of 0.8 to 1.6, particularly preferably in the range of 0.9 to 1.2, most preferably in the range of 0.95 to 1.

05.

6. Vehicle tire (1) according to one of the preceding claims, characterized in that the tire carcass (4) comprises two or more carcass layers (8, 18), wherein in each carcass layer (8, 18) at least a part of the rubberized 202406011 17 Strength carriers (9), preferably all rubberized strength carriers (9), with reference to the circumferential direction (3) of the vehicle tire (1) in the first side area (5) and in the second side area (6) an angle (14) in the range of 80° to 90° and in the central area (7) an angle (15) in the range of 5° to 75°.

7. Vehicle tire (1) according to the preceding claim, characterized in that the tire carcass (4) comprises two carcass layers (8, 18), wherein the rubberized reinforcing elements (9) of the two carcass layers (8, 18) in the central region (7) enclose an angle (29) relative to each other in the range of 30° to 90°, preferably in the range of 40° to 80°, particularly preferably in the range of 50° to 70°, most preferably in the range of 55° to 65°.

8. Vehicle tire (1) according to one of the preceding claims, characterized in that at least one further layer (19), preferably exactly one further layer (19), is arranged in the vehicle tire (1) between the tread (10) and the tire carcass (4).

9. Vehicle tire (1) according to one of the preceding claims, characterized in that the first stabilizing element (23) has a maximum spatial distance (27) of 3 cm to the first transition area (12) and / or the second stabilizing element (24) has a maximum spatial distance (28) of 3 cm to the second transition area (13).

10. Vehicle tire (1) according to one of the preceding claims, characterized in that the first stabilizing element (23) is arranged directly at the first transition area (12) and / or the second 202406011 18 The stabilizing element (24) is arranged directly at the second transition area (13).

11. Vehicle tire (1 ) according to one of the preceding claims, characterized in that, in the case that the vehicle tire (1 ) has at least one further layer (19) between the tread (10) and the tire carcass (4), the first stabilizing element (23) is spatially arranged between the first transition area (12) and a first axial end area (25) of the at least one further layer (19) and / or the second stabilizing element (24) is spatially arranged between the second transition area (13) and a second axial end area (26) of the at least one further layer (19).

12. Vehicle tire (1) according to one of the preceding claims, characterized in that the first stabilizing element (23) is formed from at least one diene rubber and / or the second stabilizing element (24) is formed from at least one diene rubber.

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