Vehicle tire
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- CONTINENTAL REIFEN DEUTSCHLAND GMBH
- Filing Date
- 2025-12-19
- Publication Date
- 2026-07-30
Smart Images
Figure EP2025088438_30072026_PF_FP_ABST
Abstract
Description
[0001] 202406569
[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] A damping element is arranged on the inner layer of the vehicle tire.
[0012] 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 be rotated about an axis of rotation. Vehicle tires are known from the prior art. The vehicle tires known from the prior art have, in particular, a tire carcass with a first side section, a second side section, and a central section arranged between them, wherein the tire carcass has at least one
[0013] Internal202406569
[0014] 2
[0015] The carcass ply comprises a multitude of rubberized reinforcing elements, each extending through the first sidewall, the second sidewall, and the central area of the tire carcass. At least some of these rubberized reinforcing elements form an angle of 80° to 90° with respect to the circumferential direction in the first and second sidewalls, and an angle of 5° to 75° in the central area.
[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 essentially follows in its direction of rotation; this 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 the first component of the tire, which is radially further out than the 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 the first component of the tire, which is radially further in than the second component, is located closer to the axis of rotation than the second component.
[0018] 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 in 202406569
[0019] 3
[0020] Depending on the circumferential direction, it is particularly possible for the person skilled in the art to determine the cord angle, i.e. the relative angle of the load-bearing element to the circumferential direction.
[0021] 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.
[0022] The central area lies radially further inwards than the tread.
[0023] 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.
[0024] 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. Sufficient stability means, in particular, that the vehicle tire can withstand the stresses during normal operation.
[0025] These vehicle tires, known from the prior art, could be remanufactured or intended for remanufacturing, for example, after use in regular operation. Regular operation refers in particular to operation on roads with a specific surface condition and at rolling speeds for which the vehicle tire is technically designed and intended. 202406569
[0026] 4
[0027] The main reason for the possibility of retreading vehicle tires is that the partially angled tire carcass ensures sufficient mechanical stability, allowing, for example, a single belt ply to be added and used to further increase this stability. The fewer belt plies a vehicle tire has, the more suitable it is for retreading.
[0028] As part of tire retreading, it can be beneficial to replace the damping elements of the vehicle tire, as these may be worn. With tires known from the prior art, the attachment of damping elements to the inner tire layer may be such that detaching a damping element from the inner layer requires significant technical effort and, in particular, is not residue-free. This can be the case, for example, if a damping element is directly bonded to the inner tire layer using an adhesive. In such cases, complete separation of the damping element from the inner tire layer might not be possible initially, and components of the damping element could remain on the inner tire layer.This residue could necessitate further, costly processing of the inner tire layer, and the removal of the remaining components of the damping element could involve significant financial costs and environmental burdens.
[0029] The invention is therefore based on the objective of providing a vehicle tire that can be reconditioned and equipped with a new damping element in a less complex manner than is possible with vehicle tires known from the prior art.
[0030] The problem set out in the invention is solved by arranging the damping element on the inner layer of the tire by means of a connecting device, wherein the connecting device comprises a mixture of organopolysiloxanes, wherein the mixture consists of 202406569
[0031] 5
[0032] Organopolysiloxanes, in particular calcium carbonate, siloxanes, trimethoxysilanes, carbon black and / or silicon dioxide.
[0033] Calcium carbonate has the chemical formula CaCO₃. Trimethoxysilanes have the chemical formula CsH₂OsSi₃. Silicon dioxide has the chemical formula SiO₂. Organopolysiloxanes are an example of silicones. Siloxanes can be described by the chemical formula R₃Si-[O-SiR₂]nO-SiR₃. The Rs represent attached hydrogen atoms or alkyl groups. Siloxanes can also occur as chain or ring molecules, hence the [O-SiR₂]n with the n-fold chain. Carbon black can also be called industrial soot. Industrial soot exists in various forms with different surface-to-volume ratios. Industrial soots consist of more than 95% carbon and contain hydrogen, sulfur, and oxygen as additional components.The compound used in the bonding device is, for example, a silicone that cross-links when applied to the tire's inner liner at room temperature. This type of silicone can be referred to as RTV silicone, where RTV stands for Room Temperature Vulcanization. Through cross-linking, the bonding device changes its properties from plastic to permanently elastic, thus forming a bonded connection. The organopolysiloxane mixture is initially liquid when applied to the tire's inner liner; it subsequently cross-links due to atmospheric humidity. The mixture initially has a liquid or paste-like consistency at temperatures of, for example, approximately -20°C to 200°C. Cross-linking of the mixture is also possible within this temperature range.For the silicones in the mixture, the relative humidity of the surrounding atmosphere is particularly effective for crosslinking. The higher this relative humidity, the faster the mixture crosslinks. Crosslinking is achieved, in particular, at 50% relative humidity. Before the mixture is applied to the inner tire liner, the condensation-curing silicone rubbers are stored in a largely airtight environment at temperatures between 5°C and 30°C. Crosslinking of the mixture begins, for example, at temperatures between 0°C and 70°C and upon contact of the mixture with an atmosphere containing water vapor. 202406569.
[0034] 6
[0035] The connecting device thus enables a material-bonded connection to be established between the connecting device and the inner layer of the tire, between the connecting device and a damping element, and thus also a material-bonded connection between the damping element and the inner layer of the tire.
[0036] The inventive feature, in which the damping element is arranged on the inner tire layer by means of a connecting device, wherein the connecting device comprises a mixture of organopolysiloxanes, wherein the mixture of organopolysiloxanes comprises in particular calcium carbonate, siloxanes, trimethoxysilanes, carbon black and / or silicon dioxide, enables, for example, a comparatively simpler and largely residue-free solution of the damping element. This is due to the chemical and physical properties of a mixture of organopolysiloxanes, wherein the mixture comprises in particular calcium carbonate, siloxanes, trimethoxysilanes, carbon black and / or silicon dioxide.
[0037] This results in an improved vehicle tire that can be remanufactured and equipped with a new damping element in a less complex manner than would be the case with vehicle tires known from the state of the art.
[0038] The vehicle tire could be, for example, a car tire, a truck tire, or a two-wheeler tire.
[0039] Further advantageous embodiments of the present invention are the subject of the dependent claims.
[0040] According to a preferred embodiment of the present invention, at least a part of the rubberized reinforcing elements of the carcass layer, with respect to the circumferential direction of the vehicle tire, forms an angle in the range of 85° to 90° in the first side area and in the second side area, preferably 202406569
[0041] 7
[0042] in the range of 88° to 90°. This angle refers to the angle of the rubberized reinforcing elements to the circumferential direction.
[0043] 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.
[0044] 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 direction.
[0045] 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.
[0046] An extension perpendicular to the circumferential direction is an extension parallel to the axis of rotation and perpendicular to the circumferential direction.
[0047] 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 a mechanical
[0048] 8
[0049] This is caused by an influence on the mechanical properties of the vehicle tire that are related to the central area.
[0050] 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.
[0051] 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 enclose an angle relative to each other in the central region 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°.
[0052] 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.
[0053] 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. 202406569
[0054] 9
[0055] The next layer could be, for example, a belt of the vehicle tire or a cap ply of the vehicle tire.
[0056] 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.
[0057] 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 particularly preferably enclose an angle in the range of 0° to 5° with respect to the circumferential direction of the vehicle tire.
[0058] According to a further preferred embodiment of the present invention, the damping element has a radial height of at least 20 mm to 30 mm.
[0059] 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.
[0060] According to a further preferred embodiment of the present invention, the damping element has a uniform axial width. The ratio of the width of the damping element to the width of the central region, in each case transverse to the circumferential direction of the vehicle tire, is in the range of 0.25 to 0.95, preferably in the range of 0.3 to 0.85, particularly preferably in the range of 0.35 to 0.8, and most preferably in the range of 202406569.
[0061] 10
[0062] 0.4 to 0.7. The width of the central area refers to the spatial extent of the central area parallel to the axis of rotation.
[0063] The inventive feature, in which the damping element has a uniform axial width, wherein the ratio of the width of the damping element to the width of the central region, in each case transverse to the circumferential direction of the vehicle tire, is in the range of 0.25 to 0.95, preferably in the range of 0.3 to 0.85, particularly preferably in the range of 0.35 to 0.8, and most preferably in the range of 0.4 to 0.7, ensures a sufficient size of the damping element without impairing the mechanical properties of the vehicle tire. Furthermore, a larger design of the damping element is not required. The design of the damping element relates in particular to its geometric dimensions. The fact that a larger design of the damping element is not required particularly limits the amount of material from which the damping element is formed.This limitation conserves resources and is environmentally and climate-friendly.
[0064] According to a further preferred embodiment of the present invention, the width of the damping element is at least 100 mm to 170 mm.
[0065] According to a further preferred embodiment of the present invention, the damping element is arranged along an inner circumference of the inner tire layer, wherein the extension of the damping element along the inner circumference is 5 mm to 30 mm and in particular 20 mm shorter than the inner circumference.
[0066] According to a further preferred embodiment of the present invention, the connecting device has a thickness of 0.5 mm to 3 mm. This thickness represents the maximum spatial thickness of the connecting device. This thickness is, in particular, a 202406569
[0067] 11
[0068] Extension parallel to a radius of the circle, the shape of which the vehicle tire basically follows; it is therefore, in particular, a radial extension of the connecting device.
[0069] According to a further preferred embodiment of the present invention, the connecting device covers the inner layer of the tire along an inner circumference, wherein an axial width of the connecting device corresponds in particular to the axial width of the damping element or in particular at least to the axial width of the damping element.
[0070] This covering along the inner circumference of the tire is, in particular, parallel to the direction of rotation of the vehicle tire. The covering is a continuous, uninterrupted coating of the inner tire layer. The bonding device preferably covers the inner tire layer along the entire inner circumference of the vehicle tire.
[0071] The inventive feature, in which the connecting device covers the inner layer of the tire along the circumference of the inner tire, wherein an axial width of the connecting device corresponds in particular to the axial width of the damping element or in particular at least to the axial width of the damping element, enables an improved material-bonded connection of the damping element with the inner layer of the tire.
[0072] According to a further preferred embodiment of the present invention, the connecting device is arranged on the inner layer of the tire in the shape of a helix. The axis of the helix is, in particular, parallel to the axis of rotation of the vehicle tire.
[0073] Due to the inventive circumstance whereby the connecting device is arranged on the inner layer of the tire in the shape of a helix, a sufficiently strong material-bonded connection can be achieved using the smallest possible amount of material for the connecting device.
[0074] 12
[0075] The connection device and the inner tire layer are made with the damping element. The bonded connection of the damping element to the inner tire layer is sufficiently strong, in particular, if the damping element does not detach from the inner tire layer due to the mechanical stresses to which it is subjected during operation of the vehicle tire.
[0076] The damping element is made, for example, of a porous material or a foam-like material, in particular polyurethane.
[0077] According to a further preferred embodiment of the present invention, the damping element is made of a polyurethane, wherein the polyurethane is in particular an open-cell foam with a density of 15 kg / m³. 3 up to 40 kg / m 3 and / or a compressive strength of 1.8 kPa to 9 kPa.
[0078] The damping element has, in particular, an axial width of 50 mm to 200 mm and / or a radial height of 10 mm to 50 mm.
[0079] An axial extent or axial width is an extent or width parallel to the axis of rotation of the vehicle tire.
[0080] Before attaching the connecting device to the inner layer of the tire, the inner layer of the tire has been cleaned, for example using water and mechanical friction, preferably by means of a brush, and / or by means of laser cleaning and / or by means of electrochemical corona treatment and / or by means of plasma treatment.
[0081] The connecting device and / or the damping element are arranged on the inner tire layer, for example, in spatially defined areas of the inner tire layer. For instance, the connecting device and / or the damping element may be attached to the inner tire layer according to the inner circumference of the vehicle tire, or according to the shape of a helix or a sinusoid. 202406569
[0082] 13
[0083] In the event that the connecting device and / or the damping element has been attached to the inner layer of the tire according to an inner circumference, the connecting device or the damping element runs along a direction, in particular parallel to the direction of rotation of the vehicle tire.
[0084] In the event that the connecting device and / or the damping element has been attached in the shape of a helix, the axis of the helix is in particular parallel to the axis of rotation of the vehicle tire.
[0085] In the event that the connecting device and / or the damping element has been attached to the inner layer of the tire in a sinusoidal shape, the axis of symmetry of the sinusoidal shape runs in particular parallel to the direction of rotation of the vehicle tire.
[0086] The connecting device may have been attached or applied to the inner layer of the tire using a spraying process.
[0087] The connecting device can be attached to the inner layer of the tire by means of a mechanical application, for example by means of a rolling device, for example with a contact force of 50 N to 500 N and preferably 250 N. The rolling device can be moved, for example, once or twice along an inner circumference of the vehicle tire at a preferred speed of 107s to 3607s and particularly 1807s.
[0088] The damping element can be attached to the connecting device by means of a mechanical application, for example by means of a rolling device, for example at a contact force of 50 N to 500 N and preferably 250 N. The rolling device can be moved once or twice along an inner circumference of the vehicle tire at a speed of 107 s to 360 s and particularly 180 s.
[0089] 14
[0090] The cleaning of the inner tire layer, the application of the connecting device and / or the application of the damping element may have been carried out in a partially or fully automated process, for example by means of a robot, or manually by a person.
[0091] 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.
[0092] It shows:
[0093] Fig. 1: A schematic representation of a vehicle tire according to the invention in one embodiment;
[0094] Fig. 2: A schematic representation of an area of a vehicle tire according to the invention in one embodiment;
[0095] Fig. 3: A schematic representation of a vehicle tire according to the invention in a further embodiment;
[0096] Fig. 4: A schematic representation of a vehicle tire according to the invention in a further embodiment;
[0097] 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;
[0098] Fig. 6: A schematic representation of a vehicle tire according to the invention in a further embodiment;
[0099] Fig. 7: A schematic representation of a vehicle tire according to a further embodiment of the invention; 202406569
[0100] 15
[0101] Fig. 8: A schematic representation of an area of a vehicle tire according to a further embodiment of the invention;
[0102] Fig. 9: A schematic representation of an area of a vehicle tire according to a further embodiment of the invention;
[0103] Fig. 10: A schematic representation of an area of a vehicle tire according to a further embodiment of the invention.
[0104] 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.
[0105] The vehicle tire 1 has the following features:
[0106] 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,
[0107] b) a tread strip 10 that is radially further outwards relative to the tire carcass 4,
[0108] c) a tire inner layer located 4 radially further inwards relative to the tire carcass 11.
[0109] A damping element 12 is arranged on the inner layer 11 of the tire.
[0110] The damping element 12 has, in particular, a radial height 13 of at least 20 mm to 30 mm. This radial height 13 runs parallel to a radius 20 of the vehicle tire 1. The radius 20 of the vehicle tire 1 is a radius of the circle whose shape the vehicle tire 1 essentially follows.
[0111] 16
[0112] In particular, the width 22 of the damping element 12 is at least 100 mm to 170 mm. The width 22 of the damping element 12 is an extension of the damping element 12 parallel to the axis of rotation 2; this width 22 can also be referred to as the axial width 22.
[0113] The damping element 12 is arranged on the inner tire layer 11 by means of a connecting device 29, wherein the connecting device 29 comprises a mixture of organopolysiloxanes, wherein the mixture of organopolysiloxanes comprises in particular calcium carbonate, siloxanes, trimethoxy silanes, carbon black and / or silicon dioxide.
[0114] According to the embodiment shown in Figure 1, the connecting device 29 has in particular a thickness 23 of 0.5 mm to 3 mm.
[0115] 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.
[0116] 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.
[0117] Figure 4 shows a schematic radial section view of a vehicle tire 1 according to the invention, and a section according to a further embodiment. 202406569
[0118] 17
[0119] As shown in Figure 4, the tire carcass 4 comprises two carcass layers 8 and 18.
[0120] 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.
[0121] The rubberized reinforcing elements 9 of the two carcass layers 8, 18 in the central area 7 form an angle 27 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°.
[0122] 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.
[0123] 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 damping element 12 has a uniform axial width 22, wherein the ratio of the width 22 of the damping element 12 to the width 17 of the central area 7, in each case transverse to the circumferential direction or direction of rotation 3 of the vehicle tire 1, is in the range of 0.25 to 0.95, preferably in the range of 0.3 to 0.85, particularly preferably in the range of 0.35 to 0.8, and most preferably in the range of 0.4 to 0.7.
[0124] Figure 8 schematically illustrates a region of a vehicle tire 1 according to a further embodiment of the invention. The figure shown is 202406569.
[0125] 18
[0126] The inner tire layer 11. As shown in Figure 8, the damping element 12 is arranged along an inner circumference 26 of the inner tire layer 11, wherein an extension 25 of the damping element 12 along the inner circumference is 265 mm to 30 mm and, in particular, 20 mm shorter than the inner circumference 26. The inner circumference 26 runs parallel to the direction of rotation 3.
[0127] Figure 9 schematically depicts a region of a vehicle tire 1 according to a further embodiment of the invention. The inner tire layer 11 is shown. As shown in Figure 9, the connecting device 29 covers the inner tire layer 11 along the entire circumference of the tire, with an axial width 24 of the connecting device 29 corresponding in particular to the axial width 22 of the damping element 12, or in particular at least to the axial width 22 of the damping element 12.
[0128] Figure 10 schematically depicts a region of a vehicle tire 1 according to a further embodiment of the invention. The inner tire layer 11 is shown. As shown in Figure 10, the connecting device 29 is arranged in the shape of a helix on which the inner tire layer 11 is attached.
[0129] 19
[0130] Reference symbol list
[0131] 1 vehicle tire
[0132] 2 Rotation axis
[0133] 3. Direction of rotation
[0134] 4 tire carcass
[0135] 5 First page area
[0136] 6 Second page area
[0137] 7 Central Area
[0138] 8 carcass layers
[0139] 9 Rubberized reinforcement elements
[0140] 10 treads
[0141] 11 Tire inner layer
[0142] 12 damping element
[0143] 13 Radial height
[0144] 14 angles in the first side area or in the second side area; 15 angles in the central area
[0145] 16 Width of the contact patch of the vehicle tire
[0146] 17 Width of the central area of the tire carcass
[0147] 18 additional carcass layers
[0148] 19 Further location
[0149] 20 Radius of the vehicle tire
[0150] 21 lanes
[0151] 22 Width of the damping element
[0152] 23 Maximum thickness of the connecting device
[0153] 24 Axial width of the connecting device
[0154] 25. Expansion of the damping element along the inner tire layer
[0155] 26 Inner circumference of the tire inner layer
[0156] 27 angles
[0157] 28 Ground contact area
[0158] 29 Connecting device
Claims
202406569 20 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 area (5) and in the second side area (6) with respect to the circumferential direction (3) and enclose an angle (15) in the range of 5° to 75° in the central area (7), wherein a damping element (12) is arranged on the inner layer (11) of the vehicle tire (1), characterized in that the damping element (12) is arranged on the inner tire layer (11) by means of a connecting device (29), wherein the connecting device (29) comprises a mixture of organopolysiloxanes, wherein the mixture of organopolysiloxanes comprises in particular calcium carbonate, siloxanes, trimethoxysilanes, carbon black and / or silicon dioxide. 202406569 21 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 202406569 22 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 (27) 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 the damping element (12) has a radial height (13) of at least 20 mm to 30 mm.
9. Vehicle tire (1) according to one of the preceding claims, characterized in that the damping element (12) has a uniform axial width (22), wherein a quotient of the width (22) of the damping element (12) and a width (17) of the central area (7), in each case transverse to the circumferential direction (3) of the vehicle tire (1), lies in the range of 0.25 to 0.95, preferably in the range of 0.3 to 0.85, particularly preferably in the range of 0.35 to 0.8, most preferably in the range of 0.4 to 0.
7.
10. Vehicle tire (1) according to the preceding claim, characterized in that the width (22) of the damping element (12) is at least 100 mm to 170 mm.
11. Vehicle tire (1) according to one of the preceding claims, characterized in that the damping element (12) is arranged along an inner circumference (26) of the tire inner layer (11), wherein an extension (25) of the 202406569 23 The damping element (12) is 5 mm to 30 mm and in particular 20 mm shorter than the inner circumference (26) along the inner circumference (26).
12. Vehicle tire (1) according to one of the preceding claims, characterized in that the connecting device (29) has a thickness (23) of 0.5 mm to 3 mm.
13. Vehicle tire (1) according to one of the preceding claims, characterized in that the connecting device (29) covers the inner layer of the tire (11) along an inner circumference of the tire, wherein an axial width (24) of the connecting device (29) corresponds in particular to the axial width (22) of the damping element (12) or in particular at least to the axial width (22) of the damping element (12).
14. Vehicle tire (1) according to one of the preceding claims, characterized in that the connecting device (29) is in the shape of a helix on which the inner tire layer (11) is arranged.
15. Vehicle tire (1) according to one of the preceding claims, characterized in that the damping element (12) is made of a polyurethane, wherein the polyurethane is in particular an open-cell foam with a density of 15 kg / m³ 3 up to 40 kg / m 3 and / or a compressive strength of 1.8 kPa to 9 kPa.