WO2007147686A1

WO2007147686A1 - Vehicle tyres with a side wall reinforcing profile

Info

Publication number: WO2007147686A1
Application number: PCT/EP2007/054611
Authority: WO
Inventors: Torsten Ideker; Claus Ropers; Jörg Buschmeier; Silvia Kaiser
Original assignee: Continental Aktiengesellschaft
Priority date: 2006-06-21
Filing date: 2007-05-14
Publication date: 2007-12-27
Also published as: DE102006028829A1

Abstract

The invention relates to vehicle tyres having emergency properties, characterised in that at least one reinforcing profile (9) is introduced into a region of each side wall. The reinforcing profile (9b) on the wall facing the exterior of the vehicle comprises one or two parts, and the reinforcing profile (9a) on the wall facing the interior of the vehicle, is at least a three-part reinforcing profile which comprises at least three part-cores (10, 11, 12) that are arranged in a radial manner under one another, the radially upper part-core (11) and the radially lower part-core (12) consisting of a hard elastomer material and the central part-core (10), which is arranged radially between the lower and the upper part-core, consisting of a soft elastomer material.

Description

VEHICLE AIR TIRES WITH SIDE WALL REINFORCEMENT PROFILE

description

The invention relates to a pneumatic vehicle tire with emergency running properties, comprising at least one profiled tread, a multi-layer belt, a hermetically executed inner layer, an at least single-layer carcass, bead cores, side walls and from at least one area each sidewall introduced reinforcing profile, which closed annular over the side wall is arranged and receives the vehicle pneumatic tire in case of breakdown in air pressure loss over a certain distance selbst¬ self-sustaining.

Such self-supporting in the event of a breakdown, pneumatic vehicle tires are well known in various embodiments. The reinforcing profiles introduced in the region of the sidewalls of the tire are designed with respect to their cross-sectional shape and their elastomeric, usually hard mixture in such a way that they are capable of self-supporting the tire in the event of a sudden loss of compressed air, so that they continue on a certain run-flat route is possible. A self-supporting in the event of a breakdown in compressed air loss pneumatic vehicle tire of the type mentioned is known from DE 2 331 530 A. The one-piece, in the cross-section lunar-shaped reinforcing profile, which is arranged between the inner layer and carcass ply, consists of a harder elastomeric mixture and extends below the belt and into the vicinity of the bead area. In the case of loss of compressed air, the self-supporting ability of the run-flat tire is achieved by applying compression to the reinforcing profile arranged in the tire sidewall, while the carcass resting against the reinforcing profile is subjected to tensile stress. Through this interaction of the carcass and reinforcement profile, the tire becomes self-supporting and the seat of the bead profile on the rim is maintained. The disadvantage, however, is that in normal operation of the tire, the side walls are stiffened by the arrangement of the reinforcing profiles, whereby the compression properties and comfort are significantly impaired.

These aforementioned disadvantages are to be avoided with the not yet published DE 10 2005 060 468. DE 10 2004 060 468 discloses a pneumatic vehicle tire with reinforcing profiles, wherein the reinforcing profile arranged inside the side wall is identically constructed in both side walls and consists of three radially arranged sub-cores, the radially upper sub-core and the radially lower sub-core consists of a hard elastomeric material and wherein the intermediate central core arranged between the upper and lower partial cores consists of a soft elastomeric material. By such a design of the reinforcing profile, the vibrations that are transmitted in the normal driving mode by the increased support portion of the side walls in the vehicle, by the soft elastomeric

Material existing central sub-core, which acts as a decoupling layer, reduced and attenuated. The deflection characteristics and the comfort are improved. A similar solution proposes the also unpublished DE 10 2005 022 695, in that the three-part reinforcing profile, which is identical in both side walls of the tire, additionally has an axially outer rubber layer, which also consists of a soft elastomeric material.

Although the ride comfort and the compression properties of the tire have been substantially improved despite reinforced sidewalls due to the three-part structure of the elastomeric materials of the reinforcing profile arranged one below the other in the radial direction.

However, the route obtained in emergency operation is not extended by these measures described above and still in need of extension. Because the efforts go to get the longest possible run-flat route to reach a remote workshop or even the own home in run-flat condition in the event of a breakdown, even in remote areas. It is the object of the present invention to provide a pneumatic vehicle tire with runflat features, which has good compression characteristics and a high ride comfort, but still maintains a long route in emergency operation self-sustaining.

The object is achieved in a simple manner in that the reinforcing profile of the vehicle-side side is configured in one or two parts, while the reinforcing profile of the vehicle inner side wall is an at least three-part reinforcing profile, which consists of at least three radially spaced sub-cores, the radially upper sub-core and whose radially lower part core each consists of a hard elastomeric material, and in that the middle part core arranged radially between the upper and lower part core consists of a soft elastomeric material.

It is provided with respect to the reinforcing profiles an asymmetrically constructed runflat tire having on one side - on the vehicle inner side wall - a multi-part, a decoupling layer contained arrangement, while in the vehicle outer tire wall, a one- or two-part reinforcing profile is arranged. The reinforcing profile of the vehicle inner side wall has radially arranged mutually arranged partial cores, while the reinforcing profile of the vehicle outer side wall is formed integrally or in two parts, wherein in a bipartite the sub-cores of the vehicle outer reinforcing profile are arranged radially adjacent to each other and therefore has no decoupling layer of soft elastomeric material.

Surprisingly, it has been shown that such, in relation to the

Reinforcement profiles asymmetrically constructed run-flat tires over a much longer runflat track self-sustaining is maintained as a symmetrically constructed runflat tire. Nevertheless, the tire has good compression characteristics and a high level of ride comfort during normal driving. The vehicle is usually arranged with a camber. The fall causes the vehicle interior area of the floor on the floor surface when driving straight ahead more heavily loaded is, as the vehicle outer area of the ground contact patch. The lintel has an advantageous effect on the stability of the vehicle when cornering.

The sidewall of the more heavily loaded vehicle interior side has the multi-part reinforcing profile with decoupling layer, so that despite the stiffened by the reinforcing profile side wall irregularities mitgemindert be introduced into the vehicle.

The vehicle-mounted multi-part reinforcing profile, the radial middle part of which is made of soft, elastomeric material, acts like a compression rubber or vibration damper in normal operation of the tire and is also referred to as a "decoupling layer." Therefore, non-uniformities and obstacles are transmitted to the vehicle, disturbing In the event of a breakdown in the event of a loss of compressed air, the tire tread has an increased impact due to its special multi-part construction, the lintel, so that as a result of the compensation, the reinforcing profiles of both tire sidewalls are evenly loaded is via the central soft part core, which is more compressible and deformable than the harder radially above and below arranged part cores. It is obtained a much longer runflat because the reinforcing profiles are retained due to even load sharing longer. In the case of cornering, the vehicle-internal reinforcement profile may lengthen.

The soft elastomeric material of the decoupling layer has a high tensile strength.

It is advantageous if the height (in radial extent) of the central part of the core between 05 - 10mm at a height of the reinforcing profile of 60 - 120mm between the belt and bead and when the soft elastomeric material existing middle part of the core is disposed within a range, the between the equator height and the radially upper end of the apex plus / minus 20mm. This represents the buckling area of the side walls in emergency, which is therefore particularly stressed and affects the durability of the reinforcing profile. "Equator height" means the widest extent of the tire parallel to the ground contact patch, measured on the heating mold in which the unvulcanised tire is vulcanised.

In further embodiments of the reinforcing profile arranged inside the vehicle, it may have two or more soft part cores arranged radially one below the other in the middle region of the profile, the soft part cores being arranged at a distance from one another by cores of harder elastomeric material. As a result, the tire fall in run flat is particularly well compensated.

The Shore A hardness of the middle split core in the aforementioned practical embodiments is between 50 and 65, in particular between 55 and 60, while the Shore A hardness of the hard elastomeric material is between 65 and 85, in particular between 70-80.

In another embodiment, the multi-part reinforcing profile on the vehicle-side side wall on an axially outer layer on soft elastomeric material. The soft elastomeric compound can absorb the compression stresses that occur in the hard core under stress in the event of a breakdown and protects the hard part cores against cracks. The aforementioned embodiment of the reinforcing profile can be produced cost-effectively, in particular, if the axially outer layer consists of the same material as the radially middle part core.

In a further embodiment, the axially outer layer and the radially middle part core consist of different elastomeric mixtures. As a result, a better co-vulcanization is achieved with the adjacent material. All of the aforementioned embodiments of the reinforcing profile arranged in the sidewall of the vehicle may have the following forms of the middle part core made of soft elastomeric material:

The central sub-core may have the outline shape of a wedge or a trapezium whose broader base is directed outwards. The central sub-core may have a double-concave shape, or the outline of a hyperbola, the middle sub-core may be ogival shaped or have straight edges. However, the shape of the middle part of the core is always chosen such that it acts as a decoupling layer and reduces irregularities in normal operation of the tire, however, large forces transfers in the run-flat. The shape of the decoupling layer causes a nonlinearity.

It is advantageous if the Shore A hardness of the reinforcing profile arranged on the vehicle outer side is between 65-85, in particular between 70-80 Shore A.

Further features, advantages and details of the invention will now be described with reference to FIG

Drawings illustrating schematic embodiments, explained in more detail. It show the:

1 shows a cross section through an embodiment of a run-flat tire according to the invention;

2 shows a cross section through a further embodiment.

3 shows a cross section through third embodiment;

4 shows a cross section through the fourth embodiment;

5 shows a cross section through the fifth embodiment.

In Fig. 1 is a cross section through an embodiment of an inventive

Run-flat tire shown. The left half of the drawing represents the vehicle outside area

Fa and the right half of the drawing represent the vehicle interior area Fi

Components of which the illustrated tire is composed are a profiled tread 1, a belt 2 consisting of two layers 2a in the embodiment shown, a carcass 3, in particular a single-layered carcass 3, which is largely air-tight Inner layer 4, beads 5 with bead cores 6 and bead core profiles 7, and side walls 8 and approximately crescent-shaped reinforcing profiles 9. The two layers of the belt 2 consist in a known manner from embedded in a rubber compound reinforcements made of steel cord, which run parallel to each other within each layer wherein the steel cords of the one layer are oriented in intersecting relationship with the steel cords of the second layer and each enclose an angle between 20 ° and 35 ° with the tire circumferential direction. The carcass 3 can also be designed in a conventional and known manner and thus have reinforcing threads of a textile material or steel cord embedded in a rubber compound and extending in the radial direction. The carcass 3 is guided around the bead cores 6 from axially inside to axially outside, their elevations 3a run next to the bead core profiles 7 in the direction belt 2. The carcass can also be clamped in the embodiments according to the invention between bead cores and then need to have no carcass turn-up.

The two reinforcing profiles 9a, 9b made of elastomeric material, in particular of a rubber compound, have been positioned on the inner layer 4 during the construction of the tire and are therefore located between it and the carcass 3. The thickness of the reinforcing profiles 9a, 9b takes both the direction of the belt 2 and 5 direction bead. Direction Belt 2 extends each reinforcing profile 9a, 9b to below the edge regions thereof. In the direction of the bead 5, each reinforcing profile 9a, 9b terminates just above the bead core 6. Over the predominant region of the length of the side wall, each reinforcing profile 9a, 9b has a nearly constant thickness, its thickness being up to 15 mm, in particular 9 to 11 mm.

Essential to the invention is that the tire is constructed asymmetrically with respect to the reinforcing profiles 9a, 9b. Because the reinforcing profile 9 b, which is arranged in the vehicle outer side wall, is made in one piece of an elastomeric mixture, while the reinforcing profile 9 a, which is arranged in the side wall of the vehicle interior side, a decoupling layer 10. The outer contour of the two reinforcing profiles 9a, 9b is in all the invention Embodiments are identical, however, the internal structure of the reinforcing profiles 9a, 9b is asymmetric inside and outside the vehicle. The vehicle-internal reinforcement profile 9a consists of three sub-cores, namely a radially central sub-core 10, a radially upper sub-core 11 and a radially lower sub-core 12. The rubber mixture of the sub-cores 11, 12 and the sub-core 10 differ from each other in terms of their hardness. The partial core 10 consists of a softer mixture with a hardness of 55 Shore-A. The elastomeric mixture of the hard part cores 11, 12 has a hardness of 75 Shore A.

The vehicle-mounted multi-part reinforcing profile 9a, whose radial middle part 10 consists of soft, elastomeric material, acts in normal operation of the tire similar to a compression rubber or a vibration damper. Therefore, irregularities and obstacles are reduced in the vehicle, disturbing vibrations are prevented, and the ride comfort and the deflection are improved. In the event of a breakdown in the case of compressed air loss, the tire tread has an increased impact. When compressed air is lost, only the reinforced sidewalls carry the vehicle. The vehicle-inner reinforcing profile 9a is subjected to greater compression than the vehicle-outer reinforcing profile 9b. The vehicle-inner reinforcing profile 9a compensates for the fall due to its special structure, so that the reinforcing profiles of both tire sidewalls are uniformly loaded. The compensation of the camber occurs due to the central soft part of the core 10, which is more compressible and deformable than the harder radially above and below arranged part cores 11, 12. There is a much longer runflat route.

The production according to the invention carried out reinforcing profiles can be done by means of a duplex extruder or the reinforcing profile can be spooled.

The vehicle-internal reinforcing profile 9a may be constructed differently in cross-section. However, it has at least one of soft elastomeric material existing decoupling layer 10, which is approximately at the central cross-sectional height of the

Reinforcing profile 9a is arranged. The middle sub-core 10 can be different Have cross-sectional shapes, to which connect the radially above and below arranged part of the core 10,11 positively. In Fig.l, the middle part of core 10 in the form of a double concave coil, in Fig. 2 it has the shape of a narrow wedge, in Figure 3 it is shown as a trapezoid with a broad base to the outside axially and in Fig. 4 it finally semicircular, or has the shape of a hyperbola. Other shapes, in particular semicircular, trumpet-shaped, ogival, etc., are conceivable. 5 shows a fifth embodiment of a tire according to the invention is shown in cross section. The tire differs from the aforementioned embodiments in that the reinforcing profile 9a of the vehicle interior side axially outward, so directed towards the vehicle interior, a layer of soft elastomeric material 13 which extends in a decoupling region between the two partial cores 11,12. The soft elastomeric mixture 13 can absorb the compression stresses occurring in the hard cores under stress in the event of a breakdown and protects the hard part cores against cracks. The embodiment of Figure 5 differs from the other embodiments further characterized in that the vehicle outer reinforcing profile 9b consists of two elastomeric materials, wherein axially inside a harder elastomeric material and axially outside a softer elastomeric material 13 'is used. The soft, axially outwardly disposed elastomeric material 13 'extends over the entire radial extent of the reinforcing profile 9b and has a width of 05, -1,0mm.

It is important that the middle, soft sub-core 10, which acts as a decoupling layer, is arranged only in the reinforcing profile 9a of the vehicle inside sidewall and equalizes the tire tread in emergency so that the load on the reinforcing profiles on both tire sidewalls is the same and in the bending region of the Reinforcement 9a arranged and designed so that in the emergency, the two upper and lower split cores 11, 12 can be supported against each other, so that the runnability of the tire is guaranteed. During normal operation of the gas-filled tire, the middle soft part core 10 produces a vibration damper between the upper and lower part cores. List of Reference Numerals (part of the description)

1 tread

2 belts

3 carcass

4 inner layer

5 bead

6 bead core

7 Apex (bead core profile)

8 side wall

9 reinforcement profile

10 middle subkernel

11 Upper part core

12 Lower sub-core

13 rubber layer

Fi vehicles

Fa outside the vehicle

Claims

claims

1. pneumatic vehicle tire with emergency running properties, consisting of at least one profiled tread (1), a multi-layer belt bandage (2), an airtight running inner layer (4), a carcass (3) executed at least in one layer,

Bead cores (6), side walls (8) and at least one each in the region of each side wall (8) is arranged closed and self-supporting the pneumatic vehicle tire in case of breakdown in air pressure reduction over a certain distance, characterized in that the reinforcing profile (9b) of the vehicle outside a - Is designed in two parts, while the reinforcing profile (9a) of the vehicle inner side wall is an at least three-part reinforcing profile, which consists of at least three radially mutually arranged sub-cores (10,11,12), the radially upper sub-core (11) and its radially lower

Partial core (12) each consists of a hard elastomeric material and that the radially arranged between the upper and lower part of the core middle part core (10) consists of a soft elastomeric material.

2. Vehicle tire according to claim 1, characterized in that the height of the central part of the core (10) of the vehicle inside arranged reinforcing profile (9a) is between 0.5 - 10mm.

A vehicle tire according to any one of the preceding claims, characterized in that the middle elastomeric material core (10) of the inboard reinforcing profile (9a) is disposed within a range between the equatorial height and the radially upper end of the apex plus / minus 20mm (7) lies.

4. Vehicle tire according to one or more of the preceding claims, characterized in that two or more soft part cores (10) of the vehicle inner reinforcing profile (9a) are arranged radially with each other, wherein the soft part cores (10) arranged by cores made of harder elastomeric material from each other are.

5. Vehicle tire according to one or more of the preceding claims, characterized in that the Shore A hardness of the central part of the core (10) of the vehicle interior

Reinforcement profile (9a) between 50 and 65, in particular between 55 and 60.

6. Vehicle tire according to one or more of the preceding claims, characterized in that the Shore A hardness of the hard elastomeric material (11, 12) of the vehicle interior reinforcing profile (9a) is between 65 and 85, in particular between 70-80.

7. Vehicle tire according to one or more of the preceding claims, characterized in that the multi-part reinforcing profile (9a, 9b) on the vehicle interior and / or vehicle outer tire sidewall an axially outer layer (13) made of soft elastomeric material.

8. Vehicle tire according to claim 7, characterized in that the axially outer layer (13) made of the same material as the radially middle

Part core (10) is made.

9. Vehicle tire according to claim 7, characterized in that the axially outer layer (13) and the radially middle part core (10) consist of different elastomeric mixtures.

10. Vehicle tire according to one of claims 1-9, characterized in that the middle part of the core (10) of the vehicle interior reinforcing profile (9a) has the outline shape of a wedge.

11. Vehicle tire according to one of claims 1-9, characterized in that the middle part of the core (10) of the vehicle interior reinforcing profile (9a) has the outline shape of a trapezoid whose broader base is directed outwards.

12. Vehicle tire according to one of claims 1-9, characterized in that the middle part of the core (10) of the vehicle inner reinforcing profile (9a) has a double-concave shape.

13. Vehicle tire according to one of claims 1-9, characterized in that the middle part of the core (10) of the vehicle interior reinforcing profile (9a) has the outline of a hyperbola.

14. Vehicle tire according to one of claims 1-9, characterized in that the middle part of the core (10) of the vehicle interior reinforcing profile (9a) is ogival shaped.

15. Vehicle tire according to one of claims 1 - 9, characterized in that the middle sub-core (10) of the vehicle-internal reinforcing profile (9a) has straight edges.