CH673014A5

CH673014A5 -

Info

Publication number: CH673014A5
Application number: CH459286A
Authority: CH
Inventors: Horst Dipl-Ing Stumpf
Original assignee: Semperit Ag
Priority date: 1985-12-11
Filing date: 1986-11-18
Publication date: 1990-01-31
Also published as: DE3640222C2; ATA358685A; DE3640222A1; AT386571B

Description

15 Die Erfindung wird nun unter Bezugnahme auf Beispiele, welche in der Zeichnung schematisch dargestellt sind, weiter erläutert. In der Zeichnung zeigt Fig. 1 eine Ausführungsform eines erfindungsgemäss ausgebildeten Fahrzeugluftreifens, der auf eine Felge aufgezogen ist, im Schnitt und Fig. 2 15 The invention will now be further explained with reference to examples which are shown schematically in the drawing. In the drawing, FIG. 1 shows an embodiment of a pneumatic vehicle tire designed according to the invention, which is mounted on a rim, in section, and FIG. 2

der Laufgeräusche des Reifens als auch im Hinblick auf gute 20 denselben in einer Seitenansicht; Fig. 3 zeigt eine Ausfüh- the running noise of the tire as well as with respect to a good 20 same in a side view; 3 shows an embodiment

Notlaufeigenschaften des Reifens besonders vorteilhaft. Run-flat properties of the tire are particularly advantageous.

So ist es besonders günstig, wenn man vorsieht, dass der Verlauf der Karkasse in den Seitenwänden, im Schnitt betrachtet, abgesehen vom unmittelbaren Bereich der breitesten Stelle B* des Reifens mit dem Schmiegkreisradius p, zum Wulst hin geradlinig bzw. nahezu geradlinig ist. Durch diese Ausbildung wirken die Kordfäden der Karkasse in den Seitenwänden in Art der Speichen eines Rades und positionieren so den steifen Ring wirksam in Bezug auf die Wulstkerne der Wülste, sodass trotz weicher Bettung des steifen Ringes, welche ein günstiges Geräuschverhalten des Reifens ergibt, auch sehr gute Seitenführungs- und Notlaufeigenschaften gewährleistet sind. Es ist dabei weiter vorteilhaft, wenn man vorsieht, dass der der grössten Breite B* des Reifens entsprechende Radius R*, gemessen von der Reifenachse, zum Radius R0 der Karkasse im Scheitelbereich des Reifens, ebenfalls gemessen von der Reifenachse, in folgender Beziehung steht: So it is particularly favorable if one provides that the course of the carcass in the side walls, viewed in section, apart from the immediate area of the widest point B * of the tire with the osculating radius p, is straight or almost straight towards the bead. With this design, the cords of the carcass act like spokes of a wheel in the side walls and thus effectively position the stiff ring in relation to the bead cores of the beads, so that despite the soft bedding of the stiff ring, which results in a favorable noise behavior of the tire, also very much good cornering and emergency running properties are guaranteed. It is further advantageous to provide that the radius R * corresponding to the greatest width B * of the tire, measured from the tire axis, relates to the radius R0 of the carcass in the crown region of the tire, also measured from the tire axis, in the following relationship:

R* Ro R * Ro

> 0,85. > 0.85.

Diese Ausbildung unterstützt die vorerwähnten Führungseigenschaften und ist auch für die angestrebte Geringhaltung der Laufgeräusche von Vorteil. Es ist dabei weiter günstig, wenn man vorsieht, dass zwischen der Meridianlänge SM der Karkasse in der Seitenwand und der dem Radialabstand zwischen den beiden Endpunkten der Meridianlänge SM entsprechenden Seitenwandhöhe Hs folgende Beziehung besteht: This training supports the above-mentioned leadership qualities and is also advantageous for the aim of keeping running noise to a minimum. It is further advantageous if the following relationship exists between the meridian length SM of the carcass in the side wall and the side wall height Hs corresponding to the radial distance between the two end points of the meridian length SM:

Sm Hs Sm Hs

1,8 > 1.8>

> 1,05, > 1.05.

wobei die Meridianlänge SM der Karkasse vom Schnittpunkt einer an der Stelle der grössten Breite des Reifens parallel zur 55 gebnis erzielt Rotationsachse des Reifens verlaufenden Gerade mit der Karkasse zum Wulstkern gemessen ist. the meridian length SM of the carcass is measured from the point of intersection of a straight line with the carcass to the bead core which runs parallel to the result of the greatest width of the tire.

Um bei der vorgesehenen weichen Bettung der als Ring ausgebildeten gürtelartigen Verstärkung ein besonders gutes Seitenkraft-Aufnahmevermögen zu erzielen, kann man vorteilhaft vorsehen, dass der zwischen einer an die Karkasse im Eintrittsabschnitt derselben in den Bereich des Ringes angelegten Tangente und der Seitenrichtung gebildete Eintritts-winkel der Karkasse in den Bereich des steifen Ringes g 20' In order to achieve a particularly good lateral force absorption capacity in the intended soft bedding of the belt-like reinforcement designed as a ring, it can advantageously be provided that the entry angle formed between a tangent to the carcass in the entry section thereof in the area of the ring and the lateral direction the carcass in the area of the rigid ring g 20 '

rungsfonn eines erfindungsgemäss ausgebildeten Fahrzeugluftreifens im Schnitt; Fig. 4 zeigt den Bereich der gürtelartigen Verstärkung eines erfindungsgemässen Fahrzeugluftreifens gleichfalls im Schnitt; Fig. 5 zeigt in schematisierter 25 Darstellung den Aufbau einer gürtelartigen Verstärkung, welche bei einem erfindungsgemässen Fahrzeugluftreifen vorgesehen ist, und Fig. 6 zeigt diese gürtelartige Verstärkung in einem Schnitt gemäss der Linie VI-VI in Fig. 5; Fig. 7 zeigt eine Variante zur Ausführungsform nach den Fig. 5 30 und 6; uiid die Fig. 8 und 9 zeigen weitere Varianten gürtelartiger Verstärkungen, wie sie für erfindungsgemäss ausgebildete Fahrzeugluftreifen vorgesehen werden können, in einer der Fig. 5 entsprechenden Darstellung. rungsfonn a pneumatic vehicle tire designed according to the invention in section; 4 shows the area of the belt-like reinforcement of a pneumatic vehicle tire according to the invention, likewise in section; Fig. 5 shows a schematic representation of the structure of a belt-like reinforcement which is provided in a pneumatic vehicle tire according to the invention, and Fig. 6 shows this belt-like reinforcement in a section along the line VI-VI in Fig. 5; FIG. 7 shows a variant of the embodiment according to FIGS. 5 30 and 6; FIGS. 8 and 9 show further variants of belt-like reinforcements, as can be provided for pneumatic vehicle tires designed according to the invention, in a representation corresponding to FIG. 5.

Der in Fig. 1 dargestellte Reifen 1 ist auf einer Felge 35 montiert. Der Reifen 1 hat eine ein- oder mehrlagige Karkasse 3, deren freie Endbereiche durch Umschlingen von Wulstkernen 4 in den Reifenseitenwänden 7 gehalten sind. Der Reifen ist mit einer unterhalb des Laufflächenteiles 5 angeordneten gürtelartigen Verstärkung, welche in Form eines 40 in Umfangsrichtung zug- und drucksteifen und in radialer Richtung biegesteifen Ringes 6 ausgebildet ist, versehen. The tire 1 shown in FIG. 1 is mounted on a rim 35. The tire 1 has a single-layer or multi-layer carcass 3, the free end regions of which are held in the tire side walls 7 by looping around bead cores 4. The tire is provided with a belt-like reinforcement arranged underneath the tread part 5, which is designed in the form of a ring 6 which is rigid in the circumferential direction and is stiff in the radial direction and is stiff in the radial direction.

Der steife Ring 6 ist gegenüber der Felge durch die Seitenwände 7 des Reifens elastisch gebettet. Es bildet so der steife Ring 6 durch seine durch die Seitenwände 7 verkörper-45 te elastische Bettung ein schwingungsfähiges Gebilde, wobei der steife Ring 6 gegenüber der Felge Schwingungen in Umfangsrichtung, welche durch Pfeile A versinnbildlicht sind, weiter Schwingungen in radialer Richtung, welche durch Pfeile B versinnbildlicht sind, und Schwingungen in meridio-50 naler Richtung, welche durch Pfeile C versinnbildlicht sind, ausführt. Diese Schwingungen werden durch die Rollbewegung des Reifens angeregt, ihre Eigenfrequenzen sind kleiner als 50 Hz. Bei Eigenfrequenzen von ca. 30 Hz wird ein hinsichtlich der Geräuschentwicklung besonders günstiges Er- The rigid ring 6 is elastically embedded with respect to the rim by the side walls 7 of the tire. The rigid ring 6 thus forms an oscillatory structure through its elastic bedding embodied by the side walls 7, the rigid ring 6 with respect to the rim vibrations in the circumferential direction, which are symbolized by arrows A, further vibrations in the radial direction, which are caused by Arrows B are symbolized, and vibrations in the meridional direction, which are symbolized by arrows C, are carried out. These vibrations are stimulated by the rolling motion of the tire, their natural frequencies are less than 50 Hz. At natural frequencies of approx. 30 Hz, a particularly favorable result in terms of noise development is achieved.

60 60

Die Karkasse 3 verläuft in den Seitenwänden 7 des Reifens 1 im Schnitt gesehen im wesentlichen gerade zum Wulst 4 hin, sofern man vom unmittelbaren Bereich der breitesten Stelle B* des Reifens absieht, wo sich die Karkasse 3 mit dem Schmiegkreisradius zum steifen Ring 6 hinwendet. Hie-durch wird eine gute Führung für den steifen Ring 6 auch bei sehr nachgiebiger elastischer Bettung desselben durch die Seitenwände erzielt, was z.B. für die Seitenführungseigenschaften des Reifens und für die Notlaufeigenschaften dessel- The carcass 3 runs in the side walls 7 of the tire 1, viewed in section, essentially straight towards the bead 4, provided that the immediate area of the widest point B * of the tire, where the carcass 3 with the osculating radius turns towards the rigid ring 6. In this way, good guidance for the rigid ring 6 is achieved even with very flexible elastic bedding of the same through the side walls, which e.g. for the cornering properties of the tire and for the emergency running properties of the

ist, und dass der zwischen einer an die Karkasse im Wulstbe- 65 ben von Bedeutung ist. and that the one between the carcass in the bead quiver is important.

reich angelegten Tangente und der Seitenrichtung gebildete Eine Konfiguration vorstehend genannter Art liegt auch richly formed tangent and the lateral direction. A configuration of the aforementioned type also lies

Eintrittswinkel der Karkasse in den Wulstbereich 2; 70° ist. bei der in Fig. 3 dargestellten Ausführungsform vor. Die Es ist weiters für das Abrollverhalten des Reifens, welches ja Karkasse 3 geht aus dem unter dem steifen Ring 6 gelegenen Entry angle of the carcass into the bead area 2; Is 70 °. in the embodiment shown in FIG. 3. It is also for the rolling behavior of the tire, which carcass 3 goes from the one located under the rigid ring 6

5 5

673 014 673 014

Bereich mit dem Schmiegkreisradius p in einen im wesentlichen geradlinigen Verlauf zum Wulstkern 4 über. Damit ist die Kordlänge der in den Seitenwänden 7 des Reifens verlaufenden Karkassenabschnitte sehr kurz, sodass der Ring 6 gut gehalten ist. Es ist dabei auch vorteilhaft, dass die mechanisch massgebliche grösste Breite B* des Reifens 1, das heisst der grösste Abstand der in den beiden Seitenwänden 7 liegenden Abschnitte der Karkasse 3 voneinander in unmittelbarer Nähe der Schulterbereiche des Reifens 1 vorhegt und in radialer Richtung, die in Fig. 3 durch den Pfeil z angedeutet ist, einen geringen Abstand vom steifen Ring 6 hat. Die grösste Breite B* liegt auf einem Radius R* von der Rotationsachse des Reifens. Es ist dabei günstig, wenn die Beziehung Area with the osculating circle radius p in an essentially straight course to the bead core 4. The cord length of the carcass sections running in the side walls 7 of the tire is thus very short, so that the ring 6 is held well. It is also advantageous that the mechanically relevant greatest width B * of the tire 1, that is to say the greatest distance between the sections of the carcass 3 lying in the two side walls 7, is present in the immediate vicinity of the shoulder regions of the tire 1 and in the radial direction is indicated by the arrow z in Fig. 3, has a small distance from the rigid ring 6. The greatest width B * lies on a radius R * from the axis of rotation of the tire. It is beneficial if the relationship

R* Rn R * Rn

> 0,85 > 0.85

eingehalten wird, wobei R0 der Radius der Karkasse 3 im Scheitelbereich des Reifens 1 ist. is observed, where R0 is the radius of the carcass 3 in the apex region of the tire 1.

Es ist weiters günstig, wenn die Geometrie des Reifens der Beziehung It is also beneficial if the geometry of the tire is related

Sm Hs Sm Hs

1,8 > 1.8>

> 1,05 > 1.05

genügt; in dieser Beziehung ist mit SM die Meridianlänge der ein- oder mehrlagigen Karkasse 3 in der Seitenwand 7 zwischen dem Wulstkern 4 und dem Schnittpunkt 12 einer an der Stelle der grössten Breite B* des Reifens parallel zur Rotationsachse des Reifens verlaufenden Gerade 14 mit der Karkasse 3 bezeichnet; weiter ist in dieser Beziehung mit Hs die Seitenwandhöhe bezeichnet, die dem in radialer Richtung gemessenen Abstand zwischen den beiden Endpunkten der Meridianlänge, also dem Wulstkern 4 und dem Schnittpunkt 12 am Radius R* entspricht. enough; in this respect, SM is the meridian length of the single or multi-ply carcass 3 in the side wall 7 between the bead core 4 and the intersection 12 of a straight line 14 with the carcass 3 running at the location of the greatest width B * of the tire parallel to the axis of rotation of the tire designated; furthermore, in this connection, Hs denotes the side wall height which corresponds to the distance, measured in the radial direction, between the two end points of the meridian length, that is to say the bead core 4 and the intersection point 12 at the radius R *.

Durch die vorstehend genannte Lage der breitesten Stelle des Reifens, an der die Breite B* vorliegt, ergibt sich ein sehr flacher Eintrittswinkel der ein- oder mehrlagigen Karkasse 3 in den Bereich des steifen Ringes 6. Dieser Winkel ist in Fig. 3 mit y bezeichnet und ist durch die mit dem Pfeil y bezeichnete Seitenrichtung und durch eine an die Karkasse im Abschnitt ihres Eintritts unter den steifen Ring 6 gelegte Tangente 16 gebildet. Der Winkel y hat einen Wert von g 20°. Der Eintrittswinkel ß, der zwischen einer an die Karkasse 3 im Bereich des Wulstes gelegten Tangente 11 und der Seitenrichtung y liegt, ist 2: 70°. Der an der breitesten Stelle des Reifens, also im Bereich der grössten Breite B* des Reifens, liegende Schmiegkreisradius p der Karkasse 3 ist möglichst klein gewählt. Es ist dabei günstig, wenn der Schmiegkreisradius der Beziehung The aforementioned position of the widest point of the tire, at which the width B * is present, results in a very flat entry angle of the single-layer or multi-layer carcass 3 into the area of the rigid ring 6. This angle is denoted by y in FIG. 3 and is formed by the lateral direction indicated by the arrow y and by a tangent 16 placed on the carcass in the section of its entry under the rigid ring 6. The angle y has a value of g 20 °. The entry angle β, which lies between a tangent 11 placed on the carcass 3 in the region of the bead and the lateral direction y, is 2:70 °. The osculating radius p of the carcass 3 lying at the widest point of the tire, that is to say in the area of the greatest width B * of the tire, is chosen to be as small as possible. It is beneficial if the nestling radius of the relationship

-t- < 02 Hs - ' -t- <02 Hs - '

genügt. enough.

Es ist günstig, wenn der steife Ring 6 aus mehreren Schichten besteht und dabei unter einer Deckschicht eine Schicht liegt, deren akustische Impedanz deutlich kleiner ist als die akustische Impedanz der Deckschicht, weil dadurch die durch den Pfeil D versinnbildlichten Schwingungen der Stollen 5a des Laufflächenteiles 5, welche Schwingungen durch das Auftreffen der Stollen 5a auf die Fahrbahnober-fläche angestossen werden, am steifen Ring 6 nicht reflektiert werden und demgemäss diese Komponente des Reifenlaufgeräusches gering bleibt. It is advantageous if the rigid ring 6 consists of several layers and there is a layer under a cover layer whose acoustic impedance is significantly smaller than the acoustic impedance of the cover layer, because this causes the vibrations of the studs 5a of the tread part 5 symbolized by the arrow D. Which vibrations are triggered by the impact of the studs 5a on the road surface, are not reflected on the rigid ring 6 and accordingly this component of the tire running noise remains low.

Eine derartige Ausführungsform eines bei einem erfindungsgemäss ausgebildeten Reifen vorgesehen steifen Ringes Such an embodiment of a rigid ring provided in a tire designed according to the invention

6 ist in Fig. 4 dargestellt. Bei dieser Ausführungsform weist der steife Ring 6 einen sandwichartigen Aufbau auf, welcher aus zwei oberen Deckschichten 9a, 9b und zwei unteren Deckschichten 10a, 10b sowie einer Zwischenplatte 18 zu-5 sammengefügt ist. Die Platte 18 besteht aus einem porösen Elastomer, wie z.B. Moosgummi, dessen akustische Impedanz kleiner ist als 50% der Impedanz des Materials der Deckschichten 9a, 9b bzw. 10a, 10b. Eine solche Platte kann man durchgehend von einem Rand 20 bis zum anderen 10 Rand 21 des steifen Ringes 6 vorsehen. Es ist aber häufig vorteilhafter, die aus porösem Elastomer bestehende Platte, wie dies in Fig. 4 dargestellt ist, lediglich in der im Scheitelbereich des Reifens liegenden Zone 22 des steifen Ringes 6 vorzusehen und in den streifenförmigen Randbereichen 23, 15 24 des Ringes 6, die bei den Schulterzonen des Reifens liegen, zwischen die Deckschichten 9a, 9b bzw. 10a, 10b des steifen Ringes 6 Vollgummiplatten 25, welche aus üblichem Aufpressgummi bestehen können, einzufügen. Letztere Massnahme verleiht der Struktur des Reifens in den Rand-20 bereichen des steifen Ringes 6, wo häufig besonders hohe mechanische Beanspruchungen auftreten, eine erhöhte Festigkeit. Die Deckschichten 9a, 9b bzw. 10a, 10b können, um dem Ring 6 seine Steifigkeit zu verleihen, wie in Fig. 5 dargestellt, aus in Elastomer eingebetteten Korden 9c, 10c, insbe-25 sondere Stahlkorden bestehen. Zumindest eine dieser Schichten 9a, 9b bzw. 10a, 10b kann jedoch auch als Schicht mit Trägerelementen ausgeführt sein, wie sie den Fig. 5 bis 9 entnommen werden können. 6 is shown in FIG. 4. In this embodiment, the rigid ring 6 has a sandwich-like structure, which is composed of two upper cover layers 9a, 9b and two lower cover layers 10a, 10b and an intermediate plate 18 to -5. The plate 18 is made of a porous elastomer, such as e.g. Foam rubber, whose acoustic impedance is less than 50% of the impedance of the material of the cover layers 9a, 9b or 10a, 10b. Such a plate can be provided continuously from one edge 20 to the other 10 edge 21 of the rigid ring 6. However, it is often more advantageous to provide the plate made of porous elastomer, as shown in FIG. 4, only in the zone 22 of the rigid ring 6 lying in the apex region of the tire and in the strip-shaped edge regions 23, 15 24 of the ring 6, which are located in the shoulder zones of the tire, between the cover layers 9a, 9b and 10a, 10b of the rigid ring 6, insert solid rubber plates 25, which may consist of conventional press-on rubber. The latter measure gives the structure of the tire an increased strength in the edge 20 areas of the rigid ring 6, where particularly high mechanical stresses often occur. To give the ring 6 its rigidity, as shown in FIG. 5, the cover layers 9a, 9b or 10a, 10b can consist of cords 9c, 10c, in particular special steel cords, embedded in elastomer. At least one of these layers 9a, 9b or 10a, 10b can, however, also be designed as a layer with carrier elements, as can be seen in FIGS. 5 to 9.

Bei der in den Fig. 5 und 6 dargestellten Ausführungs-30 form ist zwischen einer oberen Deckschicht 9 und einer unteren Deckschicht 10 eine Lage 8 in Art eines Trägerrostes aus waben- oder zellförmigen Trägerelementen 8a angeordnet. Die Deckschichten 9 und 10 sind aus in Gummi eingebetteten Korden 9c, 10c gebildet. Die Korde 9c der oberen Deck-35 schicht 9 verlaufen gekreuzt zu den Korden 10c der unteren Deckschicht 10; desgleichen verlaufen diese Korde 9c bzw. 10c unter einem Winkel zur Umfangsrichtung des Reifens. In Fig. 5 ist der Winkel, den die Korde der oberen Deckschicht 9 mit der Umfangsrichtung des Reifens einschliessen, 40 eingezeichnet. Der besseren Übersicht wegen sind in Fig. 5 nur die Korde der beiden Deckschichten und die Trägerelemente 8a der Lage 8 dargestellt, nicht jedoch das Elastomermaterial, in das die Korde bzw. die Trägerelemente eingebettet sind. In the embodiment shown in FIGS. 5 and 6, a layer 8 is arranged between an upper cover layer 9 and a lower cover layer 10 in the manner of a carrier grid made of honeycomb or cellular carrier elements 8a. The cover layers 9 and 10 are formed from cords 9c, 10c embedded in rubber. The cords 9c of the upper cover layer 9 run crossed to the cords 10c of the lower cover layer 10; likewise, these cords 9c and 10c run at an angle to the circumferential direction of the tire. The angle which the cords of the upper cover layer 9 form with the circumferential direction of the tire 40 is shown in FIG. For the sake of a better overview, only the cords of the two cover layers and the carrier elements 8a of the layer 8 are shown in FIG. 5, but not the elastomer material in which the cords or the carrier elements are embedded.

45 Die Zellgrösse Dz, welche als grösster Abstand der Wände der waben- oder zellförmigen Trägerelemente 8a voneinander definiert ist, wird vorteilhaft nicht grösser als das 10-fache des Abstandes nk, den die Korde 9c bzw. 10c in den Deckschichten 9,10 voneinander haben, gewählt. Die Grosso se von nk ergibt sich dadurch, dass man vorteilhaft etwa drei bis acht Korde pro cm in jeder der Deckschichten 9,10 vorsieht. Die maximale Wandstärke dz der Trägerelemente 8a der Lage 8 beträgt maximal '/s der Zellgrösse Dz. Die Höhe hz der Trägerelemente 8a wird maximal dreimal so gross wie 55 die Dicke d der Deckschichten 9,10 gewählt. 45 The cell size Dz, which is defined as the greatest distance between the walls of the honeycomb or cellular support elements 8a from one another, is advantageously not greater than 10 times the distance nk that the cords 9c and 10c have in the cover layers 9, 10 from one another , chosen. The size of nk results from the fact that advantageously three to eight cords per cm are provided in each of the outer layers 9, 10. The maximum wall thickness dz of the carrier elements 8a of the layer 8 is at most 1 / s of the cell size Dz. The height hz of the carrier elements 8a is chosen to be a maximum of three times the size 55 of the thickness d of the cover layers 9, 10.

Gewünschtenfalls kann man bei der Ausführungsform nach den Fig. 5 und 6 wie auch bei den noch nachstehend zu erörternden Ausführungsformen zu jeder Seite der Lage 8 mehr als eine Deckschicht, z.B. zwei Deckschichten, vorse-60 hen, analog wie dies bei der in Fig. 4 dargestellten Ausfüh rungsform vorgesehen ist, und man kann gegebenenfalls im Ring 6 auch mehr als eine Lage 8 anordnen. If desired, in the embodiment according to FIGS. 5 and 6 as well as in the embodiments to be discussed below, more than one cover layer, e.g. two cover layers, vorse-60 hen, analogously as is provided in the embodiment shown in FIG. 4, and one can optionally arrange more than one layer 8 in the ring 6.

Die mechanischen und akustischen Eigenschaften des Ringes 6 können einerseits durch die Ausbildung und An-65 Ordnung der Trägerelemente und andererseits durch die Wahl des Elastomermaterials, in das diese Trägerelemente eingebettet sind, festgelegt werden. Zur Einbettung der Trägerelemente 8a der Lage 8 sieht man vorzugsweise ein porö- The mechanical and acoustic properties of the ring 6 can be determined on the one hand by the design and arrangement of the support elements and on the other hand by the choice of the elastomer material in which these support elements are embedded. To embed the support elements 8a of the layer 8, one preferably sees a porous

673 014 673 014

6 6

ses Elastomer, z.B. Moosgummi, vor. Es ist dabei günstig, ein Elastomer zu wählen, dessen akustische Impedanz kleiner als 50% der akustischen Impedanz des Elastomermaterials der Deckschichten 9, 10 ist. Eine noch weitergehende Eliminierung der Schallreflexion am Ring 6 kann erzielt werden, wenn man die Zwischenräume 8d zwischen den Trägerelementen 8a nur in den streifenförmigen Randbereichen 23, 24 des steifen Ringes 6, die bei den Schulterzonen des Reifens 1 Hegen, mit Elastomermaterial gefüllt vorsieht und in der im Scheitelbereich des Reifens liegenden Zone 22 die Zwischenräume der Lage 8 ungefüllt lässt. Solcherart wird in den Randbereichen 23, 24 des Ringes 6 eine bessere Strukturfestigkeit und im Scheitelbereich des Reifens eine geringe Schallreflexion erzielt. Eine solche Ausführungsform ist in Fig. 7 dargestellt. its elastomer, e.g. Foam rubber, in front. It is advantageous to choose an elastomer whose acoustic impedance is less than 50% of the acoustic impedance of the elastomer material of the cover layers 9, 10. A further elimination of the sound reflection on the ring 6 can be achieved if the interspaces 8d between the carrier elements 8a are provided only in the strip-shaped edge regions 23, 24 of the rigid ring 6, which have 1 elastomeric material in the shoulder zones of the tire and in the zone 22 lying in the apex region of the tire leaves the interstices of the layer 8 unfilled. In this way, a better structural strength is achieved in the edge regions 23, 24 of the ring 6 and a low sound reflection in the crown region of the tire. Such an embodiment is shown in FIG. 7.

Bei der in Fig. 8 dargestellten Ausführungsform sind die Trägerelemente 8a" der Lage 8 in Form parallel zueinander wellenförmig verlaufender Leisten ausgebildet. Die Grösse Dz entspricht hier dem maximalen Abstand zwischen benachbarten Trägerelementen 8a". Die Relation von Dz zum Abstand nk den die Korde 9c, 10c der Deckschichten vonein-5 ander haben, wird vorteilhaft ebenso wie die Dimensionierung der maximalen Wandstärke dz der Trägerelemente 8a" und die Dimensionierung der Höhe und der Dicke der Deckschichten analog wie im Zusammenhang mit der Ausführungsform nach den Fig. 5 und 6 erörtert worden ist, ge-10 wählt. In the embodiment shown in FIG. 8, the support elements 8a "of the layer 8 are designed in the form of strips running in a wave-like manner parallel to one another. The size Dz corresponds here to the maximum distance between adjacent support elements 8a". The relation of Dz to the distance nk between the cords 9c, 10c of the cover layers from one another is advantageous, as is the dimensioning of the maximum wall thickness dz of the carrier elements 8a "and the dimensioning of the height and thickness of the cover layers, analogously as in connection with 5 and 6 has been discussed, ge-10 selected.

Korrespondierendes gilt auch hinsichtlich der in Fig. 9 dargestellten Ausführungsform, bei der die Lage 8 eine etwa zellförmige Stuktur aus gewellten Trägerelementen 8a' enthält. The same applies to the embodiment shown in FIG. 9, in which the layer 8 contains an approximately cellular structure made of corrugated carrier elements 8a '.

15 Analog wie bei der Darstellung in Fig. 5 sind auch bei den Darstellungen in den Fig. 8 und 9 im Interesse einer guten Übersichtlichkeit nur die Korde und die Trägerelemente der Deckschichten und der Lage 8 dargestellt. Analogous to the representation in FIG. 5, only the cords and the carrier elements of the cover layers and the layer 8 are represented in the representations in FIGS. 8 and 9 in the interest of good clarity.

C C.

2 Blatt Zeichnungen 2 sheets of drawings

Claims

673 014

1. Pneumatic vehicle tire with a single or multiple ply of the outer layer material.

Carcass, the free end areas of which by looping 12 tires according to claim 1, characterized in that

Bead cores are held in the tire sidewalls, so that the course of the carcass (3) in the sidewalls (7),

one tread part and with a belt-like reinforcement, viewed in section below the tread, apart from the immediate area, thus the widest point (B *) of the tire with the

characterized in that the belt-like reinforcement from a radius (p), straight towards the bead or almost straight in the circumferential direction, is tensile and compressive rigid, in radial radial.

Tension rigid ring (6), the natural frequency 13. Tire according to claim 1 or 12,

If the tire is elastically bedded through the tire sidewalls (7), this indicates that the greatest width (B *) of the tire

th ring (6) for vibrations in the circumferential radius (R *) measured from the tire axis to the direction (A) as well as for vibrations in the radial (B) and in radius (R0) of the carcass in the crown area of the tire,

meridional (C) direction are less than 50 Hz. also measured from the tire axis, in the following relation

2. Tire according to claim 1, characterized in that hung stands:

that the ring (6) is constructed like a sandwich, preferably 15 p *

at least one layer (8) designed in the manner of a girder with in particular-> 0.85.

special cell or honeycomb shaped support elements 0

(8a, 8a '8a "), with at least the outermost layers 14 tires according to one of claims 1, 12 or 13,

inSSim ^ n • J °, f — em ^ r ec sc c. ('a' '' characterized by that between the meridian length (SM)

10a 10b) are formed, each mutually para lei 20 ^ ^ ^ side wall (?) And def the £££>

running cords (9c, 10c) embedded in the Hastomennatenal, spaced between the two ends and the meridian length, in particular steel cords, has the following relation to the corresponding side wall height (Hs)

2nd

PATENT CLAIMS Elastomeric material less than 50% of the acoustic imp

3rd

673 014

rush. The noise that occurs when a belt tire rolls on a road surface is mainly due to two components; one component is given by the pattern studs forming the tread striking the surface of the roadway, the extent of the noise caused by this component being able to be influenced by the choice of the stud pattern; the second component is generated by vibrations which carry out the tread lugs anchored in the tire undercarriage as a whole, and further by belt and sidewall vibrations; The belt vibrations in particular can make a significant contribution to the running noise of a belt tire. The belt, which is elastically embedded in the side walls of the tire, carries out vibrations with respect to the rim of the wheel on which the tire is mounted; In the case of average size car tires so far, the natural frequency (fundamental wave) of the vibrating structure consisting of the belt and the elastic bedding of the same through the side walls is approximately 30 Hz for vibrations in the circumferential direction, for vibrations in transverse or Meridional direction at approx. 40 Hz and for vibrations in the radial direction at approx. 120 Hz. The harmonic content of these vibrations is relatively large and often extends with clearly noticeable amplitudes up to the sixth harmonic and sometimes even higher. The belt-like reinforcements of known tires, which are generally called "belts" for short, are designed to be slightly flexible in the radial direction.

It is an object of the present invention to provide a pneumatic vehicle tire of the type mentioned at the outset which has the lowest possible running noise. In particular, the noise component resulting from vibrations of the belt should be kept as small as possible.

The inventive pneumatic vehicle tire of the type mentioned at the outset is characterized in that the belt-like reinforcement consists of a ring which is rigid in the circumferential direction and is rigid in the radial direction, and is rigid in the radial direction, the natural frequencies of this ring, which is elastically embedded by the side walls, both for vibrations in the circumferential direction and for vibrations in radial and me-ridional direction are less than 50 Hz.

With this training, the above-mentioned objective can be met well. The above-mentioned vibrations of the belt, which are excited at a driving speed of approximately 100 km / h in the case of car tires of average size with approximately 14 Hz, the vibrations occurring in the radial direction particularly contributing to the development of the rolling noise of the tires by the fact that the natural frequency of all of these vibrations is below 50 Hz, significantly less effective than with the previously known tires, which is explained on the one hand by the fact that in the case according to the invention not a slightly flexible but rather a circumferentially and pressure-resistant and in the radial direction stiff ring is provided as a belt and further the fundamental waves of the natural vibrations and also the harmonics of a low atomic number lie in areas which are well below the area of highest ear sensitivity. In practice, natural frequencies of approx. 30 Hz are provided by appropriate design of the tire.

The inventive design of the pneumatic tire also offers further advantages. The fact that the belt-like reinforcement is designed as a rigid ring also achieves good emergency running properties of the tire.

With regard to the formation of the belt-like reinforcement in the form of a ring, the desired properties can be obtained in a simple manner in that the rigid ring is constructed in a sandwich-like manner, preferably has a grid-like layer with, in particular, cell or honeycomb-shaped carrier elements, at least the outermost layers of the rigid ring are each formed from a top layer, each having cords running parallel to one another and embedded in elastomer material, in particular steel cords.

Here, an advantageous embodiment results if it is provided that the layer 10 designed in the manner of a support grate is formed by support elements which run parallel to one another and undulate. It is further advantageous for achieving the most rigid construction possible if the largest possible distance between adjacent carrier elements is a maximum of 10 times the cord spacing in the cover layers, 3 to 8 cords per cm being provided in the cover layers are.

In this context, it is further advantageous if the maximum wall thickness of the carrier elements measured in the circumferential direction is a maximum of the spacing of adjacent 20 carrier elements. For stability, it is further advantageous if the height of the carrier elements measured in the radial direction of the tire is less than 3 times the thickness of the cover layers.

Plastic, metal, paper or cardboard can advantageously be used as the material for the carrier elements.

A further reduction in the running noise of the tire designed according to the invention can be achieved if it is provided that the carrier elements are wrapped in a po-30 elastomer filling the spaces between the carrier elements, e.g. Foam rubber, are embedded, whose acoustic impedance is smaller than the acoustic impedance of the material of the cover layers. The reduction in running noise that can be achieved in this way can be explained in that the above-mentioned structure of the rigid ring dampens the 35 noises resulting from the impact of the tunnels on the roadway, because with this structure in the rigid ring layers of different acoustic impedance (speed of sound x density) one above the other and there is practically no reflection of the sound waves emitted by the Stollo Jen into the tire interior on the rigid ring.

Air-filled chambers can easily achieve a particularly low impedance. An embodiment of the tire according to the invention makes use of this, 45 which is characterized in that the gaps between the carrier elements are filled with porous elastomer only in the strip-shaped edge regions of the ring, which lie at the shoulder zones of the tire, in the apex region of the tire Zone but 50 are unfilled. In this embodiment, particularly good sound absorption properties are provided in the crown region of the tire, and it is ensured that there is good structural strength in the edge regions of the rigid ring, where particularly high mechanical loads are known to occur. 55 A variant, in which use is also made of the sound absorption properties of a ring made up of several layers of different impedance, is characterized in that the ring is a plate made of porous elastomer, e.g. foam rubber, whose acoustic impedance is smaller than the acoustic impedance of the material of the cover layers.

In this variant, too, an embodiment can be provided in which particularly good sound-absorbing properties are present in the crown region of the tire and very good structural strength is provided in the edge regions of the ring by making the porous elastomer, e.g. Foam rubber, existing plate only in the top

673 014

3. Tire according to claim 2, characterized in that the support grid-like layer (8) is parallel to one another

other and undulating support elements (8a ") 25 1 8>> 1 05

is formed. 'Ms

4th

area of the tire provides zone of the ring and in the strip-like edge areas of the ring, which are located at the shoulder zones of the tire, between the cover layers of the rigid ring inserts solid rubber plates, which e.g. consist of a customary rubber.

The aforementioned improvement in sound absorption properties by providing a ring made up of layers of different impedance practically does not increase the rolling resistance of the tire and is therefore to be regarded as more advantageous than installing lossy damping material because the latter measure causes a significant increase in rolling resistance. It is particularly favorable if the acoustic impedance of the porous elastomer material is less than 50% of the acoustic impedance of the cover layer material.

With regard to the soft bedding of the belt-like reinforcement in the form of a rigid ring through the side walls, certain configurations of the tire are significantly influencing the noise development, both with regard to the desired smallness, which is advantageous if it is provided that the width B * The tire's defined osculating radius p of the carcass is related to the side wall height Hs. Furthermore, it is cheap

4. Tire according to claim 2 or 3, characterized in that the greatest possible distance (Dz) adjacent where the meridian length (SM) of the carcass (3) from the cut support elements (8a, 8a ', 8a ") from each other a maximum of 10-fa - Point (12) at the location of the greatest width (B *) of the area of the cord in the cover layers (9, 10) is 30 tires running parallel to the axis of rotation of the tire, 3 to 8 in the cover layers (9, 10) Cords per cm straight line (14) with the carcass (3) to the bead core (4) are provided.

5. Tire according to one of claims 2 to 4, characterized in 15. Tire according to one of claims 1 or 12 to 14, characterized in that the measured in the circumferential direction is characterized in that the wall thickness between the karmale (dz) the carrier elements (8a, 8a ', 8a ") maxi-cash register (3) in the entry section thereof into the region of times V5 of the distance (D ^ adjacent carrier elements (8a, ring (6) and tangential direction (y) 8a) ', 8a ") is the formed entry angle (y) of the carcass (3) into the area

6. Tire according to one of claims 2 to 4, characterized in that the rigid ring (6): £ 20 °, and that between one indicates that in the radial direction of the tire towards the carcass (3) in the bead area applied tangent measured height (h7J of the carrier elements (8a, 8a ', 8a ") less than 40 and the entry angle (β) formed in the lateral direction (y) which is 3 times the thickness (d) of the cover layers (9, 10). Carcass (3) in the bead area is 70 °.

7. Tire according to one of claims 2 to 6, characterized in 16. Tire according to one of claims 1 or 12 to 15, characterized in that as a material for the carrier elements (8a, characterized in that in the area of the largest 8a ', 8a ") plastic, metal, paper or cardboard is used. Width (B *) of the tire defines the conforming radius (p) of the

8. Tire according to one of claims 2 to 7, thereby 45- carcass (3) to the side wall height (H) in one of the covers that the carrier elements (8a, 8a ', 8a ") in a hung

Fill gaps (8d) between the carrier elements

porous elastomer, e.g. Foam rubber, embedded 'H ^ =

are whose acoustic impedance is smaller than the acoustic impedance of the material of the cover layers (9, 9a, 9b, 50 corresponding ratio.

10, 10a, 10b). 17. Tire according to one of claims 1 or 12 to 16,

characterized in that the single or multi-layer card

9. Tire according to one of claims 2 to 8, characterized by the checkout (3) for rotationally symmetrical stress, that the ring (6) is designed between the tops of an equilibrium figure and the geolayers (9, 9a , 9b, 10, 10a, 10b) lying plate (18) made of 55 metric neutral fiber of the side wall (7) with rotatable elastomer, for example Foam rubber, the acoustically symmetrical stress in an equilibrium position see impedance is smaller than the acoustic impedance of the.

Material of the cover layers.

10. Tire according to claim 9, characterized in

that the porous elastomer, e.g. Foam rubber, best- DESCRIPTION (18) only in the apex area of the belt. The invention relates to a pneumatic tire zone (22) of the ring (6), and with a single or multi-ply carcass, the Free end-that in the stripe-shaped edge areas (23, 24) of the ring area are held by wrapping bead cores in the tire narrows, which are located at the shoulder zones of the tire (1), with a tread part and see the outer layers of the rigid ring solid rubber plate 65 with a belt (25) arranged underneath the tread part. tel-like reinforcement.

11. Tire according to one of claims 8 to 10, characterized in that the rolling noise of pneumatic vehicle tires is characterized in that the acoustic impedance of the porous essential part of the vehicle-caused driving

10 see that the single-layer or multi-layer carcass is designed for rotationally symmetrical loading in accordance with an equilibrium figure and the geometric neutral fiber of the side wall is in an equilibrium position for rotationally symmetrical loading.