DE102016222346A1 - Vehicle tires - Google Patents

Abstract

The invention is based on a pneumatic tire (L) with at least one damping element (8), wherein the at least one damping element (8) in an interior space (26) of the pneumatic tire (L), on a tread (1) of the pneumatic tire (L). the at least one damping element (8) is at least partially made of a porous material and provided for reducing noise, and wherein the at least one damping element (8) is adhesively attached to the tire inner surface (7) and a longitudinal axis (14) and wherein the at least one damping element (8) has a generally cylindrical shape, wherein the at least one damping element (8) has an elliptical cross section (19).

Description

The present invention relates to a pneumatic tire having at least one damping element, wherein the at least one damping element is suitable for reducing noise.

The invention is based on a pneumatic tire with at least one damping element. In this case, the at least one damping element is mounted in an inner space of the pneumatic tire, on a tire inner surface opposite a tread of the pneumatic tire. The at least one damping element is formed at least partially from a porous material and provided for the reduction of noise. Furthermore, the at least one damping element is adhesively attached to the tire inner surface. The at least one damping element has a longitudinal axis. Finally, the at least one damping element has a generally cylindrical shape.

The interior of the pneumatic tire is formed by the tire inner surface. The interior of the pneumatic tire is the space that is formed by the pneumatic tire, which, starting radially from an axis of rotation of the pneumatic tire, lies between the axis of rotation and the tire inner surface.

A rim on which the pneumatic tire is placed lies spatially between the interior of the pneumatic tire and the axis of rotation. The interior of the tire is filled with air in regular operation of the tire. The axis of rotation is the axis about which the pneumatic tire rotates in the direction of rotation of the pneumatic tire.

The longitudinal axis is such an axis of the at least one damping element which is at right angles to the axis of rotation. The longitudinal axis represents an axis of symmetry of the at least one damping element with respect to its generally cylindrical shape.

In addition, the at least one damping element may in particular have a curvature with respect to its longitudinal axis. In particular, the curvature of the surface of the at least one damping element and the longitudinal axis of the curvature of the tire inner surface follows.

For example, in the DE 11 2006 000 354 T5 discloses a low noise pneumatic tire. The low noise pneumatic tire comprises a plurality of noise absorbing members of a porous material attached to the inner peripheral surface of the tire. At this time, the total length of the sound absorbing members obtained by integrating the lengths of the sound absorbing members in the tire circumferential direction should be not less than 75% of the maximum inner circumferential length of the tire, the distance between each two adjacent sound absorbing members not smaller than the maximum thickness is the end portions of the sound absorbing members in the tire circumferential direction.

In addition, in the EP 1 510 366 A1 discloses a pneumatic tire, wherein in the interior of the pneumatic tire on a tire inner surface, a plurality of noise-suppressing elements is arranged.

For the from the prior art devices for damping noise is always a certain amount of damping material for the damping elements necessary. The use of certain amounts of the damping material is associated with high costs.

The invention is therefore based on the object at the same time to use the greatest possible noise reduction only a smaller amount of porous material for the damping elements.

The object is achieved according to the invention in that the at least one damping element has an elliptical cross-section.

The surface of the cross section extends at right angles to the longitudinal axis of the at least one damping element.

Characterized in that the at least one damping element has an elliptical cross-section, a damping element is provided which can be easily installed in the tire interior. In addition, a damping element with an elliptical cross-section has a smaller contact surface, for example, to the tire inner surface, as would be the case, for example, with damping elements with rectangular cross-section and the same volume. Background is that, especially with a circular cross-section a smallest possible surface of the damping element is ensured at the same time the largest possible volume at a certain mass of the damping element.

Thus, the use of an adhesive is optimized.

Further, curved surface bodies, as is the case with a damping element having an elliptical cross section, have a higher resistance to, for example, centrifugal forces occurring in a pneumatic tire than would be the case with bodies having a non-curved surface.

Overall, a reliable and effective noise reduction is ensured. As a result, an efficient and cost-effective use of the damping elements is ensured and made possible.

The damping element according to the invention can also be arranged on a rim and / or instead of on the tire inner surface on a rim. In this case, the damping element according to the invention with respect to all embodiments, which are disclosed in the description and are arranged according to the description on the tire inner surface, may be arranged on the rim.

The invention thus relates in particular to a rim with at least one damping element, wherein the at least one damping element is attached to the rim, and wherein the at least one damping element is at least partially formed of a porous material and provided for reducing noise, and wherein the at least one At least one damping element has a generally cylindrical shape, wherein the at least one damping element has an elliptical cross-section.

The rotational axis of the pneumatic tire and the circumferential direction of the pneumatic tire coincide with a rotational axis of the rim or a circumferential direction of the rim.

The invention further relates in particular to a wheel, preferably a motor vehicle wheel, comprising a pneumatic tire according to the invention and / or a rim according to the invention.

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

According to a preferred embodiment of the invention, the elliptical cross section is a circular cross section.

Due to the fact that the elliptical cross section is a circular cross section, the largest possible surface of the at least one damping element is made possible with the smallest possible volume of the damping element. This leads to a sufficient damping of the sound at the same time a reduced amount of the porous material from which the at least one damping element is formed.

According to a further advantageous embodiment of the invention, an outer region of the at least one damping element has a different mass density than an inner region of the at least one damping element. In particular, the outdoor area may have a higher or lower mass density than the inner area. The interior is preferably formed of air

An outer region of the at least one damping element is such a region of the at least one damping element which, starting radially from the longitudinal axis, is arranged further away from the longitudinal axis than the inner region. The outer area surrounds the inner area, which lies spatially between the outer area and the longitudinal axis.

The fact that an outer region of the at least one damping element has a different mass density than an inner region of the at least one damping element ensures that a sufficient damping of the sound is ensured by means of the at least one damping element. The background of the warranty is that, in particular due to the diversity of the mass densities, the damping elements can be well adapted to the sound waves normally occurring in the interior of a pneumatic tire.

According to a further preferred embodiment of the invention, the inner region with respect to the outer region is arranged asymmetrically in the at least one damping element. The asymmetry of the arrangement means in particular an asymmetrical arrangement with respect to the longitudinal axis of the at least one damping element. Furthermore, the asymmetry may mean that, for example, a region of the inner region protrudes from the at least one damping element. In this case, the inner region protrudes in a direction out of the damping element, wherein this direction is parallel to the longitudinal axis of the at least one damping element. In particular, both the inner area and the outer area can be designed as generally cylindrical, with longitudinal axes of the inner area and of the outer area not lying parallel to one another. The longitudinal axis of the outer region and the longitudinal axis of the inner region in each case represents the axis of symmetry of the generally cylindrical shape of the inner region or of the outer region or of a conically shaped inner region.

According to a next preferred embodiment of the invention, the longitudinal axis of the at least one damping element with the circumferential direction of the pneumatic tire or the rim forms an angle of 0 ° to 90 °. An angle of 0 ° is preferred.

Due to the fact that the longitudinal axis of the at least one damping element forms an angle of 0 ° to 90 ° with a circumferential direction of the pneumatic tire or rim, in particular in the case of a sound wave whose propagation direction with the circumferential direction is an angle of 0 ° to 90 ° forms, this sound wave attenuated particularly efficient. Advantageously, a plurality of damping elements whose longitudinal axes form different angles with the circumferential direction of the pneumatic tire.

The longitudinal axis of the at least one damping element can also be at an angle of 90 ° to the tire inner surface. As a result, the longitudinal axis lies in particular at right angles to the axis of rotation and to the circumferential direction of the pneumatic tire.

According to a further preferred embodiment of the invention, at least one first damping element is arranged directly adjacent to at least one second damping element. In this case, the longitudinal axis of the at least one first damping element is parallel to the longitudinal axis of the at least one second damping element. The two damping elements can be arranged parallel to the direction of rotation of the tire or the rim directly next to each other or parallel to the axis of rotation of the tire or the rim directly adjacent to each other.

The at least one damping element may moreover comprise plastic elements. The plastic elements are provided to increase the mechanical stability of the at least one damping element and disposed within the at least one damping element and / or on the at least one damping element.

The at least one damping element may moreover have a region which is conically shaped. In this case, an axis of symmetry of the conical region lies in particular parallel to the longitudinal axis of the at least one damping element.

According to a next preferred embodiment of the invention, at least two damping elements are arranged such that a straight distance between the two damping elements extends parallel to the axis of rotation of the pneumatic tire or the rim at least one point of the tire inner surface or the rim.

By virtue of the circumstance according to the invention, according to which at least two damping elements are arranged at at least one point of the tire inner surface such that a straight distance between the two damping elements runs parallel to the axis of rotation of the pneumatic tire, two damping elements lie at least partially adjacent to one another on the tire inner surface in such a way that they are perpendicular to the circumferential direction of the pneumatic tire are arranged side by side on the tire inner surface. With this arrangement, the two damping elements form a channel through which the sound waves of the sound produced in the interior of the pneumatic tire must propagate. This channel leads to a further attenuation of the sound.

According to a further advantageous embodiment of the invention, the inner region is formed from air or a porous material, for example a foam, and / or a fibrous absorption material and / or the outer region is made of polyurethane and / or rubber and / or a porous Material, such as a foam or a nonwoven, formed. In particular, the material of the inner area has a lower weight than the material of the outer area.

The circumstance according to the invention, according to which the inner region is formed from air or a porous material, for example a foam, and / or a fibrous absorption material and / or the outer region from polyurethane and / or rubber and / or a porous material, for example a foam or a Fleece, is formed, the at least one damping element sound-absorbing and at the same time serve as a resonator.

A bulk density of the inner region is, for example, 1 to 100 kg / m ³ and / or a mass density of the outer region is for example 600 to 6000 kg / m ³ . Due to the fact that in particular the material of the inner region has a lower weight than the material of the outer region, a sound absorption is further increased by the damping element.

According to a further preferred embodiment of the invention, a mass density of the inner region is for example 10 to 500 kg / m ³ and / or a mass density of the outer region is for example 1 to 100 kg / m ³ Having weight as the material of the outer region, an improved acoustic impedance of the damping element is formed.

The at least one damping element has a width extension. A width extension of the at least one damping element is such an extent of the at least one damping element which extends at right angles to the longitudinal axis of the at least one damping element and in particular at right angles to a radius of the pneumatic tire or the rim.

The pneumatic tire generally follows a circular shape, wherein a radius of the circular shape and thus of the pneumatic tire extends radially from the axis of rotation and is at a right angle to the axis of rotation of the pneumatic tire and to the circumferential direction of the pneumatic tire.

The at least one damping element has a height extent. A height extent of the at least one damping element is such an extent of the at least one damping element which extends at right angles to the longitudinal axis of the at least one damping element and in particular parallel to a radius of the pneumatic tire and perpendicular to the axis of rotation of the pneumatic tire or the rim.

According to a further advantageous embodiment of the invention, a width extension of the at least one damping element varies along its longitudinal axis. As a result of the variation of the width extension, at least one region of the at least one damping element is designed, for example, in the form of a rotating body or a cone.

According to a further preferred embodiment of the invention, a height extent of the at least one damping element varies along its longitudinal axis. By varying the height extent, at least one region of the at least one damping element is designed, for example, in the form of a rotating body or a cone.

According to a further possibility of the invention, a height extent of the inner region varies along the longitudinal axis of the at least one damping element.

A height extent of the inner portion is such an extent of the inner portion extending perpendicular to the longitudinal axis of the at least one damping element and parallel to a radius of the pneumatic tire and perpendicular to the rotational axis of the pneumatic tire or the rim.

As a result of the circumstance according to the invention, according to which a height extent of the inner region varies along the longitudinal axis of the at least one damping element, a sound wave strikes obliquely against the at least one boundary surface of the inner region with respect to the longitudinal axis of the damping element in respect of its cross-section. This increases an effective sound-interactive surface of the interior.

According to a next preferred embodiment of the invention, a width dimension of the inner region varies along the longitudinal axis of the at least one damping element.

A widthwise extent of the inner region is such an extent of the inner region which extends perpendicular to the longitudinal axis of the at least one damping element and perpendicular to a radius of the pneumatic tire and perpendicular to the height extent of the inner region.

As a result of the circumstance according to the invention, according to which a width extension of the inner region varies along the longitudinal axis of the at least one damping element, a sound wave strikes obliquely against the at least one boundary surface of the inner region in the inner region which changes in its cross-section with respect to the longitudinal axis of the damping element. This increases an effective sound-interactive surface of the interior.

According to a next advantageous embodiment of the invention, a number of attenuation elements 1-100 and in particular 2, 3, 4 or a double value of a number of a room mode, for example, in room mode 1: double value = 2, in room mode 2: double value = 4, in room mode 5: double value = 10.

A room mode is a property of a standing acoustic wave. The room mode corresponds in particular to a space-filling eigenform of the wave. The number of the room mode, for example, corresponds to a number of the airborne sound wavelengths along the inner circumference of the pneumatic tire in the inner space formed by the tire inner surface, that is, a number of airborne sound wavelengths along a circumferential length, in particular a maximum circumferential length, of the tire inner surface.

By virtue of the fact that the number of damping elements is 2, 3, 4 or a double value of one number of a room mode, the use of the damping elements can be adapted precisely to the acoustic conditions of the pneumatic tire. Depending on the type or operation of the tire different main frequencies of noise in the interior of the tire can occur. The fact that the number of damping elements is adapted to the acoustic conditions of the tire and the possibly occurring main frequencies, the unnecessary use of redundant damping elements is avoided. The avoidance of the unnecessary use of excess damping elements leads to a saving of the porous material.

According to a further advantageous embodiment of the invention, an end region of the inner region is frusto-conical, in particular with an opening angle of 0 ° to 360 °, preferably 90 ° to 270 °, in particular 115 °. In particular, one end region of an inner region may have a first opening angle, and another end region of an inner region of the same damping element may have a second opening angle. In this case, the first opening angle is different from the second opening angle.

Furthermore, two different damping elements may have different or identical opening angles at the end regions of the inner regions.

An end portion of the inner portion is such a portion of the inner portion bounded by an outer surface of the inner portion. In this case, the outer surface of the inner region is such an area of the inner region which is not arranged between the inner region and the outer region and which is oriented away from the at least one damping element and is oriented in particular in the direction of the tire interior.

By virtue of the circumstance according to the invention, according to which an end region of the inner region is frustoconical, in particular with an opening angle of 0 ° to 360 °, preferably 90 ° to 270 °, in particular 115 °, an end region is provided by means of which a sufficient surface for absorbing sound is ensured.

According to a further advantageous embodiment of the invention, an end region of the outer region is formed frusto-conical, in particular with an opening angle of 0 ° to 360 °, preferably 90 ° to 270 °, in particular 115 °. In particular, one end region of an outer region may have a first opening angle and another end region of an outer region of the same damping element may have a second opening angle. In this case, the first opening angle is different from the second opening angle.

Furthermore, two different damping elements may have different or identical opening angles at the end regions of the outer regions.

An end portion of the outside area is such an area of the outside area bounded by an outside surface of the outside area. In this case, the outer surface of the outer region is such an area of the outer region which is not arranged between the inner region and the outer region and which is oriented away from the at least one damping element and is oriented in particular in the direction of the tire interior.

According to a further advantageous embodiment of the invention, a height extent of the inner region to a width extent of the inner region in a first aspect ratio of at least 1: 10 to 5: 1.

The circumstance according to the invention that a height extent of the inner region to a width extent of the inner region in a first aspect ratio of at least 1: 10 to 5: 1, a sufficient sound absorption of the damping element is ensured at the same time sufficient mechanical stability. This mechanical stability makes it possible, in particular, to mount the damping element in the pneumatic tire without damaging the damping element as a result of the mounting itself.

Preferably, a maximum height extent of the inner region is at a maximum width extent of the inner region in a first aspect ratio of at least 1:10 to 5: 1.

According to a further advantageous embodiment of the invention, the at least one damping element has at least one recess, wherein the at least one recess extends into the outer region and in particular into the outer region and into the inner region.

Possible numbers of recesses are, for example, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 or up to 100.

The recesses may have different cross sections, for example polygonal or elliptical cross sections.

In particular, a material may be arranged in the at least one recess, this material being different from the material of the damping element in which the at least one recess is arranged.

The at least one cutout can be connected, for example, to the inner region such that the at least one cutout and the inner region form a common space within the at least one damping element.

The circumstance according to the invention, according to which the at least one damping element has at least one cutout, wherein the at least one cutout extends into the outer area and in particular into the outer area and into the inner area Sound disturbances are generated. These sound disturbances are caused by air turbulence generated by the recesses. The noise disturbances lead to a further damping of the sound. In addition, a sound-interacting surface of the damping element is increased by the recesses. This increase increases the attenuation of the sound through the at least one damping element.

According to a next preferred embodiment of the invention, a maximum height extent and / or a maximum width extent and / or a maximum length and / or a cross section of at least one damping element of a maximum height extent and / or a maximum width extension and / or a maximum length and / or a cross section different at least one other damping element.

A maximum length of the at least one damping element is a maximum extent of the at least one damping element which extends parallel to the longitudinal axis of the at least one damping element.

Due to the fact that a maximum height extent and / or a maximum width extent and / or a maximum length and / or a cross section of at least one damping element of a maximum height extent and / or a maximum width extent and / or a maximum length and / or a cross section of at least one different damping element is different, the amount of porous material of the damping element can be adapted to the acoustic conditions in the interior of the tire.

Background of the adaptation is that for certain, occurring in the interior of the tire room modes only a certain number of damping elements with a predetermined maximum height extent and / or maximum width extent and / or maximum length and / or a certain cross section for damping is necessary. For other, in the interior of the tire existing or occurring room modes sufficient damping elements, for example, a lower maximum height extension for damping.

According to a further advantageous embodiment of the invention, a maximum height extent and / or a maximum width extent and / or a mass density and / or a cross section of the inner area of at least one damping element is of a maximum height extent and / or a maximum width extent and / or a mass density and / or a cross section of the inner region of at least one other damping element different.

By the circumstance according to the invention, according to which a maximum height extent and / or a maximum width extent and / or a mass density and / or a cross section of the inner area of at least one damping element of a maximum height extent and / or a maximum width extent and / or a mass density and / or a cross section the inner region of at least one other damping element is different, different frequencies, the existing or occurring in the tire interior sound waves can be effectively damped with differently designed damping elements. The different frequencies may be associated with a major room mode and with other sub-room modes.

According to a next preferred embodiment of the invention, a first maximum distance between at least one first damping element to an immediately adjacent thereto at least one second damping element in the circumferential direction of the pneumatic tire along the tire inner surface 0 mm to 2000 mm.

According to a further preferred embodiment of the invention, the first maximum distance is different from a second maximum distance. In this case, the second maximum distance is a distance in the direction of rotation of the pneumatic tire along the tire inner surface between the at least one first damping element to an immediately adjacent at least one third damping element. The at least one first damping element is arranged spatially along the tire inner surface between the at least one second damping element and the at least one third damping element.

According to a further preferred embodiment of the invention, the first maximum distance is different from a second maximum distance. In this case, the second maximum distance is a distance in the circumferential direction of the rim along a rim surface between the at least one first damping element to an at least one third damping element immediately adjacent to it. The at least one first damping element is arranged spatially along the rim surface between the at least one second damping element and the at least one third damping element. In particular, the rim surface is one such surface of the rim that faces radially away from the axis of rotation of the rim and faces the tire inner surface in the event that the pneumatic tire is placed on the rim.

The longitudinal axis of the at least one damping element can also be at an angle of 90 ° to the rim surface. As a result, the longitudinal axis lies in particular at right angles to the axis of rotation and to the direction of rotation of the rim.

According to a further preferred embodiment of the invention, the ratio of at least two maximum distances between damping elements follows a random pattern and preferably a Monte Carlo-based random pattern. Due to the fact that the ratio of at least two maximum distances between damping elements of a random pattern and preferably a Monte Carlo-based random pattern follows, the advantage of the invention is achieved to attenuate acoustically sufficient noise with high acoustic frequencies that may occur at higher room modes. In addition, in this way different room modes can be damped simultaneously.

Furthermore, based on a distribution of the damping elements, a tire run can be improved. Background of the tire runout improvement is that the damping elements can be located at locations within the tire inner surface where the pneumatic tire may have local mass deficits. The mass deficits affect the mass of the tire itself. For this purpose, the mass of the damping elements is used to compensate for the mass deficits of the tire.

According to a further preferred embodiment of the invention, a number of N damping elements are arranged in groups. In particular, between a distance X in cm of the individual damping elements within a group to a distance K in cm between two immediately adjacent groups of damping elements, the ratio: $$\left(\text{N}-1\right)\text{x X: X}=\text{FROM}$$

In particular, A and B assume the values A = 3 and B = 17. According to another possibility, A and B are each a prime number. The fact that the distance X in cm of the individual damping elements within a group of damping elements to a distance K in cm between two immediately adjacent groups follows the above relationship ensures that a large number of modes arising in the tire interior is suppressed.

For example, in addition, the distance X in cm can be set in the following ratio to the maximum width of at least one damping element in cm: $$\left(\text{Maximum width of at least one damping element}\right)\text{: X}=\text{1: 3}\text{,}$$

This exemplary pattern applies to a group of two attenuation elements in space mode 5. According to this example, the at least one attenuation element has a maximum length of 20 mm. As a result, the distance X = 6 cm. A group of two damping elements has the distance X a total length of 10 cm along the tire inner surface in the direction of rotation. In the case of A = 3 and B = 17, the distance K is then 34 cm. This results in accordance with this example, for example, 5 groups of two damping elements at a circumferential length of the tire inner surface of 2 m. Furthermore, according to a further possibility, in particular in the case of a non-equidistant arrangement of the groups of damping elements or of the damping elements within the groups, the distances X and K can be varied.

According to a next advantageous embodiment of the invention, the first maximum distance is 0% to 500% greater than the second maximum distance. The effect of the damping elements is made efficient if a maximum distance of the damping elements from each other corresponds to a wavelength of a harmonic wave. For example, a first maximum distance is selected as a function of a smallest room mode to be damped, and a second maximum distance is selected on the basis of a highest room mode to be damped.

The porous material of which the at least one damping element is formed can be, for example, standard ContiSilent® foam and / or, for example, polyurethane or polyester with a density of 30 to 35 kg / m ³ and a hardness of 6.5 kilo -Pascal. Other possible porous materials include a blend of polyurethane and / or polyester and / or polyether, or polyurethane foams based on a polyether or polyester with a density of 30-35 kg / m ³ and a hardness of 6.5 kilo-pascal, any porous , sound absorbing material mixture, for example glass or rock wool, sling or high pile or nonwoven materials or cork on. Other possible porous materials that are suitable for use as a damping element, for example, a melamine resin foam or a construction foam.

Furthermore, the porous material of the damping element in particular has a density of, for example, up to 100 kg / m ³ and / or a compression hardness of, for example, 1.5 kilo-pascal.

Preferably, the porous material of at least one damping element may be different from the porous material of at least one other damping element with respect to the composition of its materials. In particular, groups of damping elements may be different from other groups of damping elements in terms of the porous materials and the properties associated with the porous materials, as well as their compositions.

For example, individual damping elements or groups of damping elements can thus be tuned to absorption maxima, depending on the space mode occurring. The absorption maxima refer to the absorption of the sound waves associated with the room modes in the interior of the pneumatic tire.

Furthermore, at least one damping element may be formed of different porous materials.

The at least one damping element is attached in particular by means of a sealant adhering to the tire inner surface. The sealant is, for example, a polyurethane gel or a butadiene rubber.

The sealant is in particular a polyurethane gel or a butadiene rubber in combination with an adhesive tape and / or with a two-component adhesive and / or with a construction adhesive and / or with a polyurethane adhesive and / or with a rubber-based adhesive and / or with a tire repair adhesive and / or with a superglue and / or in combination with an adhesive based on cyanoacrylate and / or based on a water-based acrylic system with a polyethylene terephthalate structure and / or based on acrylonitrile-butadiene rubber in conjunction with a formaldehyde resin dissolved in acetone and / or based on a silane polyether and / or based on a butyl rubber crosslinked polybutene and / or based on an alkoxy silicone.

In particular, another sealing means can be used for at least one damping element than for at least one other damping element. The choice of the sealant may depend on the geometry and / or the mass of the porous material of the respective damping element. The choice of the sealant relates in particular to its chemical composition.

In particular, a different amount of the sealant can be used for at least one damping element than for at least one other damping element. In particular, for at least one damping element, a size of a surface to which the sealant is applied, in particular acting as an adhesive, may be different from a size of a surface of at least one other damping element to which the sealant is applied, in particular acting as an adhesive.

Other features, advantages and details to which the invention is not limited in scope, will now be described with reference to the drawings.

• 1 eine schematische Darstellung des Querschnitts durch einen erfindungsgemäßen Luftreifen mit mindestens einem Dämpfungselement gemäß einer ersten Ausführungsform in Radialschnittansicht;
• 2 eine schematische Darstellung des Querschnitts durch einen erfindungsgemäßen Luftreifen mit mindestens einem Dämpfungselement gemäß einer weiteren Ausführungsform in Radialschnittansicht;
• 3 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen;
• 4 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 5 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 6 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 7 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 8 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 9 eine schematische Darstellung eines Bereichs eines erfindungsgemäßen Luftreifens mit mindestens einem Dämpfungselement in Schrägsicht;
• 10 eine schematische Darstellung eines Bereichs eines erfindungsgemäßen Luftreifens mit mindestens einem Dämpfungselement gemäß einer weiteren Ausführungsform in Schrägsicht;
• 11 eine schematische Darstellung eines Bereichs eines erfindungsgemäßen Luftreifens mit mindestens einem Dämpfungselement gemäß einer weiteren Ausführungsform in Schrägsicht;
• 12 eine schematische Darstellung eines erfindungsgemäßen Luftreifens mit mindestens einem Dämpfungselement gemäß einer weiteren Ausführungsform;
• 13 eine schematische Darstellung eines erfindungsgemäßen Luftreifens mit mindestens einem Dämpfungselement gemäß einer weiteren Ausführungsform;
• 14 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform.
• 15 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 16 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 17 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 18 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 19 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 20 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 21 eine schematische Darstellung eines erfindungsgemäßen Dämpfungselements zur Anwendung in einem erfindungsgemäßen Luftreifen gemäß einer weiteren Ausführungsform;
• 22 eine schematische Darstellung eines erfindungsgemäßen Rades.

It shows:

• 1 a schematic representation of the cross section through a pneumatic tire according to the invention with at least one damping element according to a first embodiment in radial section view;
• 2 a schematic representation of the cross section through a pneumatic tire according to the invention with at least one damping element according to another embodiment in radial section view;
• 3 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention;
• 4 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 5 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 6 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 7 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 8th a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 9 a schematic representation of a portion of a pneumatic tire according to the invention with at least one damping element in oblique view;
• 10 a schematic representation of a portion of a pneumatic tire according to the invention with at least one damping element according to another embodiment in an oblique view;
• 11 a schematic representation of a portion of a pneumatic tire according to the invention with at least one damping element according to another embodiment in an oblique view;
• 12 a schematic representation of a pneumatic tire according to the invention with at least one damping element according to a further embodiment;
• 13 a schematic representation of a pneumatic tire according to the invention with at least one damping element according to a further embodiment;
• 14 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to another embodiment.
• 15 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 16 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 17 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 18 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 19 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 20 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 21 a schematic representation of a damping element according to the invention for use in a pneumatic tire according to the invention according to a further embodiment;
• 22 a schematic representation of a wheel according to the invention.

In the 1 is a pneumatic tire according to the invention L according to a first embodiment shown schematically in radial section view. The pneumatic tire L has a tread 1 , Side walls 2 , Bead areas 3 , Bead cores 4 and a multi-layered belt bandage 5 and a carcass ply 6 on. The pneumatic tire L has a tire inner surface 7 on. At the tire inner surface 7 is at least one damping element 8th arranged. The at least one damping element 8th is made of a porous material and suitable for reducing noise. The noises are those sounds that are in through the inside of the tire 7 formed interior 26 of the pneumatic tire L can arise.

The pneumatic tire L preferably has a sealant 10 on. The sealant 10 is to protect the tire L before punctures on the tire inner surface 7 arranged.

The sealant 10 is able to sustain a puncture or other mechanical damage to the tire L self-sealing behavior. The sealant 10 also serves to bond between the at least one damping element 8th and the tire inner surface 7 to create.

Instead of a sealant 10 For example, an adhesive, for example an adhesive, may be used to make the adhesive bond.

With 11 is called a rim. The rim 11 is not part of the pneumatic tire according to the invention L , The pneumatic tire according to the invention L can on the rim 11 to be assembled.

At least one further, in particular inventive damping element, for example, on the rim 11 be arranged.

The pneumatic tire L rotates around the axis of rotation R ,

One direction of rotation U of the pneumatic tire L is perpendicular to the axis of rotation R of the pneumatic tire L oriented. The direction of rotation U is particularly related to the circular rotational movement of the pneumatic tire L around the axis of rotation R ,

The at least one damping element 8th has a longitudinal axis. A cross section 19 the at least one damping element 8th follows an elliptical shape and in particular a circular shape.

In the 2 is a pneumatic tire according to the invention L according to a further embodiment shown schematically in radial section view.

As shown in the 2 has the at least one damping element 8th an outdoor area 12 and an interior area 13 on. In this case, the outdoor area 12 the at least one damping element has a different mass density than the inner region 13 , The outdoor area 12 can be a higher or lower mass density than the interior 13 exhibit. The interior is preferred 13 made of air.

In the 3 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically. Shown is a longitudinal axis 14 the at least one damping element 8th , The at least one damping element 8th is rotationally symmetric with respect to the longitudinal axis 14 ,

In the 4 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 4 are a height extension 15 and a maximum length 16 the at least one damping element 8th shown.

In the 5 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 5 is a latitude extension 18 of the interior 13 shown.

In the 6 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 6 is a latitude extension 17 the at least one damping element 8th shown.

In the 7 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 7 is a height extension 20 of the interior 13 shown.

In the 8th is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 8th is an end area 21 of the interior 13 truncated cone-shaped. In particular, the end region is designed in such a truncated cone shape that it has an opening angle 22 from 0 ° to 360 °, preferably 90 ° to 270 °, in particular 115 °. At the opening angle 22 Thus, according to this figure, it is an opening angle of the end region 21 of the interior 13 ,

In the 9 is an area of a pneumatic tire according to the invention L shown schematically in oblique view with at least one damping element according to a further advantageous embodiment. According to the in the 9 schematically illustrated embodiment are at least one point 23 the tire inner surface 7 at least two damping elements 8th arranged. The at least two damping elements 8th are arranged in such a way that a straight line 24 between the two damping elements 8th parallel to a rotation axis R of the pneumatic tire L runs. In particular, a center circumference line runs 29 circular along the tire inner surface 7 , The center circumference line 29 lies exactly in the middle of the tire inner surface 7 ,

The at least one damping element 8th can be asymmetric with respect to the center circumference 29 on the tire inner surface 7 arranged and in total at different distances to the center circumference 29 be arranged. The at least one damping element 8th can distance up to 20 cm to the center circumference line 29 assume, in an exemplary maximum length of the at least one damping element 8th from 10 mm to 3000 mm and an exemplary outer diameter or an exemplary maximum width of the at least one damping element 8th from 20 mm to 100 mm. The two in the 9 shown damping elements 8th can be at different distances to the center perimeter 29 be arranged.

In the 10 is an area of a pneumatic tire according to the invention L shown schematically in oblique view with at least one damping element according to a further advantageous embodiment. According to the in the 10 schematically illustrated embodiment forms the longitudinal axis 14 the at least one damping element 8W with a circulation direction U of the pneumatic tire L an angle 25 from 0 ° to 90 °.

It is also possible, for example, that the longitudinal axis 14 of the at least one damping element 8th or the at least one damping element 8W additionally or alternatively an angle to the direction of rotation U forms. In this case, with respect to this angle such a direction of the direction of rotation U taken into account as a tangent at the point of the tire inner surface 7 runs, at which the at least one damping element 8th or the at least one damping element 8W is arranged. This angle, with the direction of rotation U is formed, can be up to 90 °.

In the 11 is an area of a pneumatic tire according to the invention L shown schematically in oblique view with at least one damping element according to a further advantageous embodiment. According to the in the 11 schematically illustrated embodiment are three damping elements 801 . 802 and 803 on the tire inner surface 7 arranged. With A1 and A2 become maximum distances between the damping elements 801 . 802 and 803 designated. This is the first maximum distance A1 by a distance between a first damping element 801 to the immediately adjacent second damping element 802 in the direction of rotation U of the pneumatic tire L along the tire inner surface 7 , At the second maximum distance A2 it is a distance between the at least one first damping element 801 to the immediately adjacent third damping element 803 in the direction of rotation U of the pneumatic tire L along the tire inner surface 7 ,

According to the invention, the maximum distances A1 and A2 be the same or different from each other. The damping elements 801 . 802 and 803 have maximum heights H101 . H102 respectively H103 on. The maximum heights H101 . H102 respectively H103 the damping elements 801 . 802 and 803 and / or maximum lengths L101 . L102 respectively L103 the damping elements 801 . 802 and 803 may be the same or different from each other.

In the 12 is a pneumatic tire according to the invention L shown schematically with at least one damping element according to a further advantageous embodiment. According to the in the 12 schematically illustrated embodiment are three damping elements 804 . 805 and 806 on the tire inner surface 7 arranged. The damping elements 804 . 805 and 806 are according to a random pattern on the tire inner surface 7 arranged.

The arrangement of the damping elements 804 . 805 and 806 according to a random pattern leads to an effective attenuation of sound waves at high acoustic frequencies. High acoustic frequencies are for example 150 to 250 Hz, 300 to 500 Hz, 450 to 750 Hz or 600 to 1000 Hz.

The damping elements 804 and 805 show in the respective outdoor area 12 the at least one damping element 804 . 805 a different mass density than in the respective interior area 13 of the at least one damping element 804 and 805 , The difference mass densities is greater than in the case of the damping element 806 , In the case of the damping element 806 the mass densities of the inner area and the outer area are compared to the mass densities of the respective inner area and outer area of the damping elements 804 and 805 closer together. Due to this diversity of the mass densities of the respective inner regions and outer regions of the damping elements, different frequencies of the interior can be used 26 occurring sound waves are attenuated.

The diversity of the mass densities can be adapted to the frequencies of the room modes, for example. Exemplary frequencies are 250Hz or 500Hz.

In the 13 is a pneumatic tire according to the invention L with at least one damping element 8th shown schematically according to a further advantageous embodiment. According to the in the 13 schematically illustrated embodiment, the distance of the two damping elements 8th the value of half a wavelength in the interior 26 occurring sound wave.

In the 14 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further view. According to the 14 has the at least one damping element 8th at least one recess 9 on. In this case, the at least one recess extends 9 in the outdoor area 12 and especially in the outdoor area 12 and in the interior 13 ,

In the 15 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 15 is an end area 28 of the outdoor area 12 truncated cone-shaped. In particular, the end area 28 such a frusto-conical shape that it has an opening angle 22 from 0 ° to 360 °, preferably 90 ° to 270 °, in particular 115 °. At the opening angle 22 Thus, according to this figure, it is an opening angle of the end region 28 of the outdoor area 12 ,

In the 16 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 16 has the at least one damping element 8th at least one recess 9 on. In this case, the at least one recess extends 9 in the outdoor area 12 and so in the interior 13 in that the at least one recess 9 and the interior 13 to form a common space. The interior 13 is each in the direction of the longitudinal axis 14 closed and of the outdoor material 12 surround. The only opening of the interior 13 to the interior 26 of the pneumatic tire L represents the at least one recess 9 represents.

In the 17 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 17 has the at least one damping element 8th several interior areas 13 on. According to the in the 17 schematically illustrated embodiment are four interior areas 13 in the at least one damping element 8th arranged.

According to further embodiments, not in the 17 can be shown in at least one damping element 8th For example, only two interior areas 13 be arranged. These two interior areas 13 can in particular parallel to the longitudinal axis 14 next to each other or at right angles to the longitudinal axis 14 be arranged side by side. The number of damping elements parallel to the longitudinal axis 14 next to each other or at right angles to the longitudinal axis 14 can be arranged side by side, in particular can be up to 100.

In the 18 and the part 18 .1, 18.2 and 18.3 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in further embodiments.

According to the part 18 .1, 18.2 and 18.3 is at least a first damping element 807 immediately adjacent to at least one second damping element 808 arranged. This is the longitudinal axis 141 the at least one first damping element 807 parallel to the longitudinal axis 142 the at least one second damping element 808 ,

According to the part 18 .2 is still at least a third damping element 809 immediately adjacent to the at least one second damping element 808 arranged. This is the longitudinal axis 143 the at least one first damping element 809 parallel to the longitudinal axis 142 the at least one second damping element 808 , As shown in the part 18 .1 and 18.2 are the damping elements 807 and 808 respectively 807 . 808 and 809 immediately next to each other in the direction of rotation U arranged.

According to the representation in the part 18 .3 are the damping elements 807 and 808 right next to each other at right angles to the direction of rotation U arranged.

In the 19 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 19 is the interior 13 in the outdoor area 12 asymmetric with respect to the longitudinal axis 14 by doing at least one damping element 8th arranged. An extension axis 30 of the interior 13 lies parallel to the longitudinal axis 14 , The extension axis 30 is in particular an axis of symmetry of the inner region 13 ,

In the 20 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 20 is the interior 13 in the outdoor area 12 asymmetric with respect to the longitudinal axis 14 in the at least one damping element 8th arranged. The extension axis 30 of the interior 13 forms with the longitudinal axis 14 an angle greater than 0 ° and, for example, up to 90 °. The extension axis 30 is in particular an axis of symmetry of the inner region 13 ,

In the 21 is an inventive damping element 8th for use in a pneumatic tire according to the invention L shown schematically in a further embodiment. According to the 21 is the interior 13 in the outdoor area 12 asymmetrical in the at least one damping element 8th arranged. Here, an area of the interior area protrudes 13 from the at least one damping element 8th out. Here, the interior area protrudes 13 for example, in one direction from the damping element 8th out, with this direction parallel to the longitudinal axis 14 of the at least one damping element 8th lies. Especially in the event that the interior 13 from the at least one damping element 8th stands out, is the interior area 13 not formed from air.

In the 22 is a wheel according to the invention 31 schematic shown. The wheel 31 has a pneumatic tire according to the invention L and a rim 11 on. The at least one damping element 8th can be part of the tire L and / or the rim 11 be.

LIST OF REFERENCE NUMBERS

1

tread

2

side walls

3

bead

4

bead cores

5

Multi-ply belt bandage

6

carcass ply

7

Tire inner surface

8th

damping element

801

damping element

802

damping element

803

damping element

804

damping element

805

damping element

806

damping element

807

damping element

808

damping element

809

damping element

9

Recess in a damping element

10

sealant

11

rim

12

outdoors

13

interior

14

longitudinal axis

141

longitudinal axis

142

longitudinal axis

143

longitudinal axis

15

Height expansion of the at least one damping element

16

Maximum length of the at least one damping element

17

Width expansion of the at least one damping element

18

Width expansion of the interior area

19

Cross section of the at least one damping element

20

Height expansion of the interior

21

End area of an interior area

22

Opening angle of an end area

23

Place on the inner surface of the tire

24

Straight line between two damping elements

25

Angle, which is formed by the longitudinal axis of the at least one damping element with the circumferential direction of the pneumatic tire

26

inner space

27

Cross section of an interior area

28

End area of an outdoor area

29

Mid-circumferential line

30

extension axis

31

wheel

H1

maximum height

H101

maximum height

H102

maximum height

H103

maximum height

L

tire

L1

maximum length

L101

maximum length

L102

maximum length

L103

maximum length

A1

maximum distance

A2

maximum distance

R

axis of rotation

U

direction of rotation

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 112006000354 T5 [0007]
• EP 1510366 A1 [0008]

Claims (17)

A pneumatic tire (L) having at least one damping element (8), the at least one damping element (8) being mounted in an inner space (26) of the pneumatic tire (L) on a tire inner surface (7) opposite a tread (1) of the pneumatic tire (L) and wherein the at least one damping element (8) is formed at least partially from a porous material and provided for reducing noise, and wherein the at least one damping element (8) is adhesively attached to the tire inner surface (7) and has a longitudinal axis (14). and wherein the at least one damping element (8) has a generally cylindrical shape, characterized in that the at least one damping element (8) has an elliptical cross section (19). Pneumatic tires (L) after Claim 1 , characterized in that the elliptical cross-section (19) is a circular cross-section (19). A pneumatic tire (L) according to any one of the preceding claims, characterized in that an outer region (12) of the at least one damping element (8) has a different mass density than an inner region (13) of the at least one damping element (8). A pneumatic tire (L) according to any one of the preceding claims, characterized in that the longitudinal axis (14) of the at least one damping element (8) forms an angle (25) of 0 ° to 90 ° with a circumferential direction (U) of the pneumatic tire (L). A pneumatic tire (L) according to any one of the preceding claims, characterized in that at least one first damping element (807) is disposed immediately adjacent to at least one second damping element (808), the longitudinal axis (141) of the at least one first damping element (807) being parallel to the first damping element (807) Longitudinal axis (142) of the at least one second damping element (808) is located. A pneumatic tire (L) according to one of the preceding claims, characterized in that at least one damping element (8) is arranged at at least one point (23) of the tire inner surface (7) in such a way that a straight path (24) is provided between the two damping elements (8). parallel to a rotation axis (R) of the pneumatic tire (L). A pneumatic tire (L) according to any one of the preceding claims, characterized in that the inner region (13) is formed of air or a porous material, for example a foam, and / or a fibrous absorbent material and / or the outer region (12) of polyurethane and / or Rubber and / or a porous material, for example a foam or a non-woven, is formed .. A pneumatic tire (L) according to any one of the preceding claims, characterized in that a height extent (20) of the inner region (13) varies along the longitudinal axis (14) of the at least one damping element (8). A pneumatic tire (L) according to any one of the preceding claims, characterized in that a width dimension (18) of the inner region (13) varies along the longitudinal axis (14) of the at least one damping element (8). A pneumatic tire (L) according to any one of the preceding claims, characterized in that an end region (21) of the inner region (13) is frusto-conical, in particular with an opening angle (22) of 0 ° to 360 °, preferably 90 ° to 270 °, in particular 115 °. A pneumatic tire (L) according to any one of the preceding claims, characterized in that a height extent (20) of the inner region (13) to a width extent (18) of the inner region (13) in a first aspect ratio of at least 1:10 to 5: 1 stands. A pneumatic tire (L) according to any one of the preceding claims, characterized in that the at least one damping element (8) has at least one recess (9), wherein the at least one recess (9) in the outer region (12) and in particular in the outer region ( 12) and in the inner region (13). A pneumatic tire (L) according to any one of the preceding claims, characterized in that a maximum height extent (15) and / or a maximum width extent (17) and / or a maximum length (16) and / or a cross-section (19) of at least one damping element (8) of a maximum height extension (15) and / or a maximum width extension (17) and / or a maximum length (16) and / or a cross-section (19) at least another damping element (8) is different. A pneumatic tire according to one of the preceding claims, characterized in that a maximum height extent (20) and / or a maximum width extent (18) and / or a mass density and / or a cross section (27) of the inner area (13) of at least one damping element (8) is different from a maximum height extent (20) and / or a maximum width extent (18) and / or a mass density and / or a cross section of the inner area (13) of at least one other damping element (8). A pneumatic tire (L) according to one of the preceding claims, characterized in that a first maximum distance (A1) between at least one first damping element (801) to an immediately adjacent second damping element (802) in the direction of rotation (U) of the pneumatic tire (L) along the Tire inner surface (7) is different from a second maximum distance (A2), wherein the second maximum distance (A2) is a distance in the direction of rotation (U) of the pneumatic tire (L) along the tire inner surface (7) between the at least one first damping element ( 801) to an immediately adjacent third damping element (803) acts. A rim (11) having at least one damping element (8), wherein the at least one damping element (8) is attached to the rim (11), and wherein the at least one damping element (8) is formed at least partially from a porous material and to reduce noise is provided, and wherein the at least one damping element (8) is adhesively attached to the rim (11) and has a longitudinal axis (14) and wherein the at least one damping element (8) has a generally cylindrical shape, characterized in that the at least one Damping element (8) has an elliptical cross-section (19) Wheel (31) comprising a pneumatic tire (L) according to one of Claims 1 to 15 and / or a rim (11) according to Claim 16 ,

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