DE102021112635A1 - Impeller component especially for bicycles, method and use - Google Patents

Abstract

Wheel component (1) for bicycles (100) with a ring-shaped tire (2) and a central tread (3) which, when used as intended, comes into circumferential contact with the surface of the ground (120) when driving straight ahead on a level surface (120) and which spans a central longitudinal sectional plane (4). Aero elements (10) are formed on the surface (5) of the ring-shaped tire (2), laterally spaced from the longitudinal sectional plane (4). In the radially outer region, the tire has an oval cross section with a radial semi-axis and an axial semi-axis, the radial semi-axis being larger than the axial semi-axis. An indicator unit (30) is formed on the circumference of the tread (3), which indicates a measure of a ratio of the radial semi-axis to the axial semi-axis that changes due to the use of the tire and a consequent changing aerodynamic quality of the tire (2).

Description

The present invention relates to a wheel component for at least partially muscle-powered vehicles such as bicycles and in particular sports and racing bikes, the wheel component having an annular tire with a tread which, when used as intended, comes into contact with a surface of the ground when driving straight ahead on a level ground . The invention further relates to the use of a wheel component to display the aerodynamic quality of the tire of the wheel component and a method for displaying the aerodynamic quality of a wheel component.

In the prior art, a wide variety of wheel components have become known with which improved aerodynamic properties of the wheels of bicycles are achieved. Especially in the amateur field and in the semi-professional and professional cycling sport, a lot of research and energy is put into improving bicycle components. Attempts are made regularly to reduce the weight of bicycle components. At the same time, the stability should be improved and the efficiency increased.

In addition to reducing the weight of the components involved, an important approach is to improve aerodynamics. At high driving speeds, the aerodynamic driving resistance is the most important resistance. For this reason, a considerable amount of research has been carried out in recent years to make the various components of a bicycle more aerodynamic.

In the prior art, bicycle wheels have become known in which certain combinations of rims, spokes, hubs and tires have improved aerodynamic properties. It has been found that the advantageous properties are often only achieved in certain combinations of hub, tires, spokes and rims, and that, moreover, the desired results are not always achieved in the long term.

It is therefore the object of the present invention to provide an impeller component, the use of an impeller component and a method with which overall, reliable and reproducible improved aerodynamic properties can be achieved during operation. The improved aerodynamic properties should not only be effective at maximum speeds, but also at medium and lower speeds. In particular, the use of different combinations of tires, rims, etc. should also be made possible.

This object is achieved by an impeller component according to the invention with the features of claim 1, by the use of an impeller component with the features of claim 12 and by a method with the features of claim 15. Preferred developments of the invention are the subject of the dependent claims. Further advantages and features of the present invention emerge from the general description and the description of the exemplary embodiments.

A wheel component according to the invention is intended for regularly at least partially muscle-powered vehicles such as bicycles and in particular for sports and racing bicycles when used as intended, and comprises an annular tire with a tread formed in a central angular segment and laterally adjoining side surfaces. When used as intended, the tread of the ring-shaped tire comes at least partially (circumferentially) into contact with the surface of the ground when driving straight ahead on a level surface. The tread spans a central and, in particular, middle or also eccentric longitudinal sectional plane of the tire. On the surface of the ring-shaped tire, aero-elements, which are laterally spaced apart from the longitudinal sectional plane, are formed in particular with a flat design. In the radially outer region, the tire has a (essentially) oval cross-section with a radial semi-axis and an axial semi-axis, the radial semi-axis being larger than the axial semi-axis. At least one indicator unit is formed on the circumference of the tread, which indicates a measure of an ovality that changes due to the use of the tire or a changing ratio of the radial semi-axis to the axial semi-axis and a consequent changing aerodynamic quality of the tire.

This impeller component of the invention has many advantages. The impeller component has an annular tire and can consist of it only. A tread defining a longitudinal sectional plane is formed on the surface of the tire. Aero elements are formed laterally spaced from the longitudinal sectional plane. These aero elements ensure improved aerodynamics. Furthermore, at least one indicator unit is formed on the running surface. The indicator unit makes it possible to read off a measure of an aerodynamic quality of the tire on the tire, the aerodynamic quality changing and deteriorating in the course of use as the tire wears. This makes it possible to change the wheel component and in particular the tire if the aerodynamic quality changes the impeller component has deteriorated to some extent.

A high-quality wheel component is made available, which offers very good aerodynamic properties for the ambitious amateur and semi-professional and also professional riders of bicycles and e-bikes. A particular advantage here is that at least one indicator unit is included, with which a measure for the aerodynamic quality can be read off directly. There is no need to change wheels or tires before every important race. One look at the indicator unit is sufficient to read a measure of the aerodynamic quality.

This gives more security and reduces uncertainty. This is advantageous because the user is given a clear criterion directly at hand in order to replace the tire before use in important situations.

In normal training it is not so important whether the wheel component meets the highest aerodynamic requirements, but in an important race every detail counts. The user can still consciously use a tire in the knowledge of its deteriorated aerodynamic properties. This improves the shelf life and saves resources.

The indicator unit can preferably display an aerodynamic quality level and aerodynamic quality index of the tire. In this way, a measure of an aerodynamic quality of the tire which decreases with the wear and tear of the tire can be displayed.

The at least one indicator unit makes it possible to display an aerodynamic quality measure or an aerodynamic quality level or an aerodynamic quality index of the tire. It is also possible for at least one wear detection element to be included on the circumference of the tread in order to indicate a measure of wear on the tire and its effects on aerodynamics.

Several indicator units are preferably formed on the circumference of the tread in order to indicate several levels of an aerodynamic quality measure of the tire.

In particular, at least one indicator unit comprises at least one indicator element and is suitable for indicating different levels of wear.

This means that in particular at least one indicator unit is formed on the circumference of the tread, which indicates a measure of an aerodynamic quality of the tire that changes due to use.

At least one indicator unit is designed, in particular, as a multi-level depression.

It is also possible and preferred for at least one indicator unit to have a plurality of separately designed indicator elements which, in particular, are designed as depressions of different depths on the running surface.

The indicator elements of an indicator unit are preferably formed adjacent to one another.

It is also possible that at least one indicator unit or one indicator element comprises a color-coded indicator material which is only visible after a predetermined wear of the running surface. The indicator material can e.g. B. embedded in the tread and spaced from the surface when new.

The wheel component and the tire are also advantageous because of the flat aerodynamic elements. A significant advantage is the simple design. It has been found that very advantageous aerodynamic properties are achieved with a relatively small number of aero elements for swirling the inflowing air. With flat aerodynamic elements, a very small area is sufficient to achieve a high level of effectiveness even at relatively low speeds. The high effectiveness is retained at high speeds.

The aero elements are each flat and are arranged in particular on the side surfaces. The aero elements define circumferential angle bands on the side surfaces. A proportion of the area of the aero elements in the area of an angular band is in particular greater than 5% and is preferably less than 25%. The aero elements are each flat and are (at least predominantly or almost all or all) formed as a recess in the surface of the tire and are arranged on the side surfaces.

The design was optimized in the course of extensive wind tunnel tests, with a small number of large aero elements leading to a very good result. This is reflected in the small area of the aero elements of the angle band. In the prior art, attempts have been made to use as many aerodynamically effective elements as possible. This will make the effective surface roughness increased and, in fact, the effectiveness was decreased compared to the invention. Especially at average speeds of 37.5 km / h, a sailing effect can be used in many situations, in which air flowing in at an angle from the front is used to generate propulsion.

Here, such a sailing effect is achieved not only at high (relative) speeds of 45 km / h or more, but also at medium speeds of 37.5 km / h and even at low speeds of 30 km / h. This is difficult to achieve and was not achieved in any of the competitor products examined.

The aero elements define circumferential angular bands on the side surfaces, an angular band being designed as a ring which is defined radially inside and radially outside by the radial extension of the aero elements.

The angle bands can be delimited, in particular, radially inwards and radially outwards by the radially innermost sections of the planar aero elements and by the radially outermost sections of the planar aero elements. The aero elements are particularly preferably not or almost not formed on the running surface, so that the running surface is essentially or in particular completely free of aero elements.

A lateral projection of an angular band forms, in particular, a circular ring. The chevron itself extends on the curved surface of the tire.

The angle band is preferably delimited radially inward by a circle on the surface which is central to the tire and which directly adjoins the radially innermost point of the aerofoil elements. The angle band is delimited in particular radially outward by a circle on the surface which is central to the tire and which directly adjoins the radially outermost point of the aerofoil elements.

In a preferred embodiment, the angle band is bounded radially outward on one side of the tire by a concentric circular line in which at least 95% or 99% of the area of the aero-elements lies radially inward on that side of the tire. The angle band is then preferably delimited radially inward by a concentric circular line in which at least 95% or 99% of the area of the aero elements on this side of the tire lies radially outside. Then at least 90% of the area of the aero elements on this side of the tire lie in the angle band. The same applies to the other side of the tire on the opposite side of the longitudinal sectional plane.

It can be helpful if the surface of the tire, apart from the aero elements, is largely or even largely smooth. Aero elements are only formed laterally spaced from the longitudinal sectional plane. As a result, an aerodynamically particularly favorable impeller component can be made available.

The surface of the tire preferably has a low roughness. In particular, a mean roughness value Ra on at least 90% of the surface and in particular at least 95% and preferably at least 97.5% or 99% or 99.5% of the surface of the tire visible during operation is and can be less than 100 μm and preferably less than 50 μm also be smaller than 25 µm. In particular, the mean roughness depth Rz (on corresponding surface portions) is less than 150 μm and preferably less than 100 μm. A roughness depth Rt, defined as the difference between the maximum and minimum value of the surface deviation, is (on corresponding and in particular the previously removed surface portions) in particular less than 200 μm and preferably less than 100 μm.

The aero elements and the indicator units are not to be regarded as roughness, but rather form a structure, each or almost every aero element preferably being correspondingly smooth and having a roughness depth Rt of in particular less than 200 μm and preferably less than 100 μm.

It has surprisingly been found that individual and separate and explicitly distinguishable and planar aero elements on the surface of the tire and laterally spaced from the longitudinal sectional plane improve the aerodynamics of the tire in a simple and very effective manner.

The running surface is in particular formed continuously on the circumference of the impeller component, so that each section of the circumference comes into contact with a flat surface on the circular circumference at the central longitudinal sectional plane. It is possible, but not necessary, and in many configurations also not the case, for the entire width of the tread to come into contact with a substrate. It is possible that in the course of operation all width areas of the tread come into contact with the ground when cornering. However, it can also be that the width of the tread never comes into contact with the ground. The indicator units or the area of the surface of the tire with the indicator units comes preferably in contact with the subsurface regularly or at least occasionally during operation.

In all of the configurations it is particularly preferred that discrete aero elements are formed. The aero elements are in particular separated from one another and each separated from a piece or section of a non-profiled and / or largely smooth surface of the tire. In particular, the separating sections or surfaces are (in each case several times) larger than the aero elements.

Each aero element is preferably designed separately, so that the aero elements are neither partially nor entirely designed as continuous elements. Each aero element is preferably formed separately on the surface and spatially separated from the next aero element.

A distance from one aero element to the next aero element in the circumferential direction is preferably greater than a length of the aero element in the circumferential direction. A distance from one aero element to the next aero element is particularly preferably greater than a maximum dimension of the aero element.

It is also possible that one or even each aero element is formed by two, three or four or more sections, which together form a discrete and separately formed aero element on the surface of the tire.

Particularly preferred is an area proportion of the aerodynamic elements on the surface visible in normal use or even on the entire surface of the tire greater than 1 or 2% and is preferably less than 6% or 8%. A proportion of the area of the aero elements on the surface visible in normal use is preferably between 2.5% and 5%. Preferably, a proportion of the area of the aero elements on the total surface of the tire is between 2% and 5%. It has surprisingly been found that this low surface area is very effective and produces very positive aerodynamic properties.

In particular, each aero element comprises between 0.01% and 0.1% of the surface visible in normal use or of the entire surface of the tire. In particular, one or each (flat) aero element has a surface area of between 0.02% and 0.05% or 0.06% of the surface visible in normal use or of the entire surface of the tire.

In the case of clincher tires or folding tires or the like, the surface visible in normal use is understood to mean the outer surface of the tire between its tire beads. In a specific example, the outer surface of the tire between the tire beads is approximately 135,000 square millimeters. When used as intended, this corresponds to the visible surface. An aero element with 0.04% surface area then has an area of 54 square millimeters.

Particularly preferably, the aero elements (all or almost all or essentially all) each have a compact and angular structure. In particular, at least one side wall section of the majority of the aero elements or all of the aero elements is steep and preferably has an angle greater than 60 ° and in particular greater than 75 ° (or 80 ° or 85 °) to the circumferential surface.

It is preferred that the aerodynamic elements have an approximately rectangular structure. At least two side wall sections of the aero element are preferably designed to be steep. In particular, at least the side wall sections are designed to be steep in the radial direction. It is possible for all of the side wall sections to be steep.

At least one side wall section of the aero element is preferably designed to be steeper in the radial direction than a side wall section in the circumferential direction of the running surface. Two side wall sections of the aero element are particularly preferably designed to be steeper in the radial direction than one side wall section in the circumferential direction of the running surface.

The side wall sections are particularly preferably designed to be steeper in the radial direction than in a circumferential direction. In the other circumferential direction, a side wall section can also be made steeper.

A maximum height difference between an aero element and the surrounding surface is preferably at least twice or three times as great as a maximum height difference within the angular band outside the aero elements.

Particularly preferably, at least the running surface and the surface of the angled strip, apart from the aero elements, are designed without a profile and / or flat.

It is preferred that the entire surface of the tire, apart from the aero elements, is designed largely or even largely without profile and / or flat when used as intended.

In particular, the tread and the surface of the angular band and / or the surface of the tire as a whole, apart from the aero elements, are designed to be as smooth as possible when used as intended. Unevenness, as it occurs in the normal production process (and preferably also unevenness with two or three times the amplitude) are in particular still regarded as largely smooth.

In all of the configurations, it is particularly preferred that more than 10 or 20 and less than 400 (or 1000) (discrete and / or separate) aero elements are formed on the surface of the annular tire. Particularly preferred are between 40 and 400 aero elements are provided on the surface of the annular tire. Particularly preferably, between 20 and 100 aero elements are formed on the surface of the ring-shaped tire in each angular band.

In particularly preferred developments, aerodynamic elements and / or indicator units are formed on both sides of the longitudinal sectional plane. Preferably, exactly one angle band is provided on each side of the longitudinal sectional plane. In particular, a number of between 10 and 200 aero elements is formed on each side of the longitudinal sectional plane. Preferably between 15 and 100 aero elements are formed per side. In particularly preferred refinements, between 25 and 75 aero elements are provided on at least one side and in particular on both sides.

In a specific and very advantageous embodiment, 48 ( 50 +/- 5) Aero elements formed on each side. This achieved very good results, better than with a significantly larger number.

Particularly preferably, two axially adjacent aero elements are aligned offset from one another in the circumferential direction on the two sides of the longitudinal sectional plane.

The aero elements are particularly preferably arranged distributed symmetrically over the respective circumference on at least one side and in particular on both sides. In particular, the aero elements are aligned offset to one another on the respective sides, the aero elements on one side being arranged at an exact angle between the aero elements on the other side.

Particularly preferably, at least one aero element has a radial extension between 0.25 mm and 2 mm. An aero element particularly preferably has a radial extension between 0.35 mm and 1.5 mm or 2 mm and, in preferred developments, between 0.4 mm and 1.5 mm or 2 mm and in particular between 0.5 mm and 1.2 mm on.

In a specific embodiment, a radial extension is approximately 0.75 mm (+/- 0.05 mm). A radial extension of 1 mm has proven to be very positive. A radial extension is understood to mean the difference in height or depth with respect to the surrounding surface of the aero element.

It is particularly preferred that the aero elements are designed as depressions on the surface of the tire. It is also possible, however, for the aero elements to protrude outward from the surface of the tire and thus be designed as elevations. A considerable advantage of depressions is that the cross-section of the flow surface and thus the wind resistance is lower than if the aero elements are designed as elevations. However, a combination is also possible in which individual aero elements are designed as depressions and individual aero elements are designed as elevations. It is particularly preferred that all aerofoils are each designed as a recess.

In preferred developments, at least one aero element has a length on the surface across the circumference of the running surface between 2 mm and 16 mm. A length on the surface is understood to mean, in particular, the length along the surface and along the curvature, that is to say the arc length. A length on the surface transversely to the circumference of the tread is understood to mean, in particular, the length in the axial direction along the surface of the curvature, that is to say the arc length of the tire.

Particularly preferably, at least one aero element and in particular almost all aero elements or all aero elements have a length on the surface transverse to the circumference of the tread between 3 mm and 15 mm and in particular between 4 mm and 12 mm and particularly preferably between 6 mm and 10 mm . In particular, the length on the surface across the circumference of the running surface is between 7 and 9 mm and in a specific embodiment it is (approximately) 8 mm.

Preferably at least one aero element and in particular almost all aero elements or all aero elements have a length on the surface in the circumferential direction between 3 mm and 20 mm and preferably between 4 mm and 15 mm and in particular between 3 mm and 15 mm and particularly preferably between 6 mm and 10 mm or between 4 mm and 9 mm. In a specific embodiment, a length of an aero element on the surface in the circumferential direction is approximately 6-7 mm. In the context of this application, the term “almost all” is understood to mean at least 90% or 95%.

The bottom of the aero elements is designed to be flat and (largely) even.

Preferably, at least one aero element or a large number of the aero elements or almost all or all of the aero elements have a radially outer surface on the tire of between 10 mm ² and 200 mm ² (square millimeters). The radially outer surface of the aero elements is preferably between 15 mm ² and 100 mm ² and particularly preferably between 20 mm ² and 70 mm ² . In a specific case, the outer surface of an aero element or the aero elements is in each case between 40 mm ² and 60 mm ² at about 48 mm ² or 56 mm ² . A radial extension of 8 mm and an extension in the circumferential direction of 6 mm to 7 mm have proven to be very positive.

In all of the configurations, it is preferred that at least one aero element has a pocket, pot or tub-like structure. Such and z. B. pot-like structure can have a steep wall with angles of 70 ° or 80 ° or more or 90 ° at all edges. It is possible and preferred that all walls have a slope greater than 70 ° or greater than 80 ° or greater than 85 °.

It is possible and preferred that at least one aero element and in particular z. B. a third, half or even all aero elements form a largely homogeneous depression with steep walls. The base area of the aero element then preferably has an area between 20 mm ² and 81 mm ² .

Particularly preferably, at least one aerodynamic element and in particular z. B. one third, half or even all of the aero elements have a tub-like structure in which individual walls are very steep and at least one wall is flatter. For example, the walls extending radially inward and radially outward can be made steeper, while exactly one or at least one wall extending in the circumferential direction is made flatter. It is preferred that a wall extending in the circumferential direction is steep and has an angle greater than 70 ° or 80 ° or greater than 85 ° to the surface. Preferably, the flatter wall is oriented forward when the aero element at the top of the tire is far from the ground.

It has been found that with a pot-like and / or tub-like structure and individual discrete aero elements, a considerable improvement in the aerodynamic properties of the tire and the wheel component can be achieved.

In a specific preferred embodiment, the aero elements (at least substantially all or almost all or) all are trough-shaped and have a largely flat bottom area, which is followed by a flatter flank rising in the circumferential direction of the impeller component. The aero element is particularly preferably (approximately) rectangular in shape and the base area has an area of between 15 mm ² and 40 mm ^{2 has} a depth greater than 0.3 mm. Preferably, a depth is more than 0.6 mm over more than 7 mm or 90% of the radial height and over a length in the circumferential direction of more than 2 mm.

In all configurations, at least one aero element or at least substantially all or almost all or all preferably have a compact structure in which a ratio of maximum expansion to minimum expansion on the surface of the tire is less than 6 and in particular less than 5. The ratio of maximum expansion to minimum expansion on the surface of the tire (greater than 1 and) is preferably less than 4 or 3. The ratio is particularly preferably less than 2. The greater expansion preferably extends transversely to the circumferential direction of the wheel component and particularly preferably almost radially or radial.

A ratio of the maximum length of an aero element in the circumferential direction of the impeller component to the maximum length in the transverse direction (e.g. radially) is preferably between 1/3 and 3/1 and in particular between 1/2 and 2/1 and particularly preferably between 3 / 5 and 5/3. Such ratios of the maximum extent and the maximum length define very compact structures of aero-elements, which are formed discretely and separately from one another on the surface of the tire.

In advantageous developments, at least one aero element has an angular structure in which at least 2 or 3 side walls have an angle to the surface of greater than 60 ° and in particular greater than 70 °, 75 ° or greater than 80 °. Particularly preferably, at least one aero element has an inclined side wall running in the circumferential direction, which essentially has an angle of less than 50 ° or 45 ° or less than 40 ° or 30 ° to the surface. In preferred refinements, 3 steep (right) walls and one flat (right) wall are provided, in which, in particular, an approximately trough-like structure of the aero element results overall.

Particularly preferably, apart from the aero elements and the indicator units, the tire has no elevations or depressions on the surface that is visible when used as intended, which have a greater radial extent than a type specification present on the surface. Most of the time, a type specification on the surface is required by law, whereby the characters of the type specification stand out radially outward from the surrounding surface. It is possible that slight fluctuations or slight depressions and elevations are formed on the entire surface or on parts of the surface, which result from the production process or which are also intended to increase the grip, but which have a smaller radial extent than the type specification on the surface. A type specification also includes, in particular, the recommended or maximum intended air pressure. The type specification corresponds to the respective necessary legal requirements, which can differ from country to country. In particular, the characters are at least or exactly 3.2 mm high.

Preferably, the tire on the surface visible in normal use, apart from the aero elements and the indicator units and any type information, is (essentially) unprofiled or has no profile and is preferably at least substantially or completely smooth. A non-profiled surface is, in particular, a surface that has surface structures that have not been specifically and deliberately planned with a maximum radial extension greater than 0.25 mm.

A smooth surface is preferably understood as a profile-free or non-profiled surface. But it can z. B. occur in the production process or are consciously striven for that regular or irregular smaller depressions and elevations occur.

Preferably, a maximum height difference on the surface visible in normal use, apart from the aero elements, the at least one indicator unit and any type information, is less than 0.35 mm or less than 0.2 mm. One aspect is that the aero elements trigger targeted turbulence on the surface, while the surface itself is as smooth as possible and generates little friction.

In particular, at least one type information is included, which is formed by local elevations. The characters of the type specification preferably protrude outwards by at least or exactly 3.2 mm above the surrounding surface. A type specification is formed in particular on the side surface outside the angle bands.

In all of the configurations it is preferred that the tire is designed as a clincher or clincher tire or a folding tire. The tire preferably has circumferential tire beads. Reinforcing rings and / or reinforcing ring sections and / or wire rings can be included in the tire beads or in the tire. However, it is also possible and particularly preferred that the tire is designed as a tubeless tire and can be used without the use of a tube. Such tires can also be referred to as tubeless tires. It is also conceivable that the tire is glued to a rim. Then the use of rims without rim flanges is possible. Such tires can also be referred to as tubular tires or tubular tires.

In all of the configurations, it is possible and preferred for the tire, when used as intended, to have a maximum width of less than 36 mm or less than 34 mm and in particular less than 30 mm. In particular, a maximum width of the tire when used as intended can be less than 32 mm, 28 mm or 25 mm. In a specific case, the width of the tire is between approximately 25 and 29 mm and can be, for example, 27.2 mm. The tire is preferably provided and designed for an operating pressure between 4 and 12 bar and in particular between 6 and 10 bar and particularly preferably for an operating pressure of approximately 8 bar. It can also be used for so-called gravel bikes, where the width of the tire can also be larger.

In all configurations it is preferred that the central running surface extends over an angular segment of more than 18 ° or in particular more than 20 ° and less than 80 ° and preferably less than 70 ° transversely to the circumferential direction of the impeller component. The central running surface is particularly preferably designed symmetrically to the longitudinal sectional plane, so that it extends over a range of in particular between 9 ° or 10 ° and 35 ° on each side. The central running surface preferably extends overall over an angular segment of more than 25 ° and less than 70 ° and in particular over an angular segment of more than 35 ° and less than 65 °. In particularly preferred configurations, the central running surface extends over an angular segment of between 35 ° and 55 ° or 60 ° and can specifically be around 22 ° or 52 °.

Particularly preferably, the aero elements extend on each side in an angular band of less than 45 ° or less than 40 ° in width. The angled band of the aero elements preferably connects directly or almost directly to the Angular segment of the central running surface. In particular, the two angular bands on the respective sides extend over an angular range of between 20 ° and 40 ° and preferably each over an angular band with an angular width between 25 ° and 35 °.

In all configurations, it is particularly preferred that the aero elements take up more than 5% of a surface of the angled band and less than 25% of the surface of the angled band.

The aero elements particularly preferably take up between 10% and 20% of a surface area of the angular band. In a specific embodiment, the proportion of aero elements on the surface of an angular band is 17.5% +/- 2.5%.

If a part of the aero elements and z. B. on each side half of the aero elements present there is arranged radially a little further outside and the other half of the aero elements present there is arranged a little further inside, then the angular band becomes larger overall. The relative area share of the aero elements on the surface of an angular band is reduced as a result, although the total area of all aero elements has not changed. Then the area share is more in the lower range and can also be 7.5% or 10% +/- 2.5%.

The elements are particularly preferably arranged distributed symmetrically over the circumference on at least one side. Particularly preferably, the aerodynamic elements are at least partially and preferably in groups, and in particular almost all, and particularly preferably all, of identical design. "Identical" is understood here to mean a match that is regularly obtained during production.

The tire (or the radially outer half of the tire) is particularly preferably designed to be essentially oval. In the outer region, the tire has in particular an approximately elliptical shape with a radial semiaxis which is larger than an axial semiaxis.

In all of the configurations it is preferred that the shape of the radially outer half of the tire has an approximately elliptical shape and, when used as intended, remains at least in an angular range radially inside the elliptical shape. In particular, when used as intended, the outer surface of the tire remains at at least one of the angles of 45 ° and 60 °, viewed from the apex, radially within the elliptical shape. The outer surface of the tire particularly preferably remains in the angular range from 45 ° to 60 °, measured from the apex, radially inside the elliptical shape. This results in a somewhat slimmer shape than is given by an elliptical shape, which has measurably improved aerodynamics.

Overall, the tire preferably has an approximately U-shaped cross-sectional shape, to which the bead areas adjoin at the ends of the legs of the U. Overall, the cross-section of the tire can be described as omega-shaped.

The elliptical shape adapted to the tire preferably has a radial semiaxis which is larger than an axial semiaxis. A ratio of the radial semi-axis to the axial semi-axis is preferably greater than 1 and less than 1.25 and is in particular between 1.1 and 1.2. In particular, the ratio is 1.13 +/- 5% when the tire and the wheel component are used as intended, for example with an operating pressure of preferably 8 bar.

In all of the configurations it is preferred that at least one indicator unit comprises at least one indicator element and is suitable for indicating different levels of wear. It is possible that when a predetermined wear level is reached, the aerodynamic properties when used on a front wheel have dropped below a predetermined level. When a predetermined further level is reached, the aerodynamic properties of the tire and the wheel component as a whole have preferably dropped below a predetermined level when used on a rear wheel. In simple configurations, the indicator elements or the indicator unit are designed as a recess on the outer circumferential surface of the tire. The indicator unit is designed in particular (in a central area) on the running surface and the running surface is subject to the greatest wear during normal operation. This means that an indicator unit with indicator elements of different depth is suitable for displaying wear. When the wear has progressed so far that an indicator element is no longer visible, a corresponding wear level is displayed.

In all of the configurations it is preferred that the wheel component comprises a rim on which the tire can be mounted. The rim preferably has a maximum width greater than 2/3 and in particular greater than 3/4 or 7/8 of the maximum width of the tire. In particular, the rim has a maximum width which is smaller than 4/3 or 5/4 of the width of the tire.

The rim is particularly preferred in a radially central region of the rim body and in particular in a region between 40% and 65% (and in particular between 50% and 65%) of the widest radial height of the rim body. In a specific embodiment, the maximum rim width is greater than the maximum tire width and is preferably 10% (in particular +/- 5%) wider than the maximum tire width. This applies in particular in the operationally ready state with an internal pressure in the tire of preferably at least 5 bar or 8 bar.

In advantageous embodiments, the rim is designed as a hollow rim and has an (approximately) V- or U-shaped rim base and consists at least in part of a light metal alloy and / or at least one fiber composite material. Such a rim allows an aerodynamic and lightweight design that is suitable for use in the sporty and professional field of cycling.

The rim particularly preferably has an essentially smooth surface. In particular, the surface of the rim does not have any turbulence elements.

In preferred developments, the wheel component comprises spokes and a hub.

According to the invention, use of a wheel component for an at least partially muscle-powered bicycle and in particular a racing bike, e-bike or the like with a tire and a tread formed thereon and indicator units formed on the tread on the circumference of the tire is provided, the indicator units being used to indicate the aerodynamic quality of the tire.

An indicator unit as an aerodynamic quality display and such a use is very advantageous because it simply and reliably shows a quality measure for the aerodynamics of the tire used in the wheel component. The driver can quickly see at first glance whether the tire used on the front or rear wheel meets his current quality requirements in terms of aerodynamics.

The indicator units are preferably designed in multiple stages and when a certain wear stage is reached, it is indicated that the use of the tire on a front wheel is no longer recommended from an aerodynamic point of view, but is or can still be recommended on a rear wheel. Accordingly, when a higher level of wear is reached, it can be indicated that the use of the tire on a rear wheel is no longer recommended from an aerodynamic point of view. When a further predefined wear level is reached, z. For example, it may be displayed that the use of the tire is no longer recommended for safety reasons.

At this point, it should be noted that the impeller component can be used on racing bikes, mountain bikes, e-bikes or the like, among other things.

The invention is also directed to a method for displaying an aerodynamic quality level of a tire of a wheel component of an at least partially muscle-powered vehicle and in particular a bicycle, a measure of a profile of the tire being displayed in order to clarify an aerodynamic quality level of the tire.

Overall, the invention has considerable advantages and enables a considerable increase in aerodynamic quality regardless of the combination of rim and tire, so that in many situations the driver has to use less power and thus less energy. An optional indicator unit enables a simple and reliable display of when the aerodynamic performance is decreasing. The aerodynamic quality can also be referred to as aerodynamic performance. Furthermore, it can then also be indicated when the tire has reached a critical wall thickness and should be replaced for safety reasons.

Wind tunnel tests have shown that more heavily used tires stall earlier and lose aerodynamic performance as a result. It has also been found that, in particular, the sail effect to be achieved in a bicycle wheel is dependent on the tire and, in particular, also depends on the condition of the tire.

Aero-elements are preferably provided which are designed discreetly and separately on the surface of the tire and which preferably have a defined depth of preferably more than 0.5 mm. This enables a sailing effect that can also be seen in wind tunnel measurements. The indicator unit can, for example, indicate when the aerodynamic performance of the impeller component has decreased by, for example, XX%, for example when the second stage is reached.

Overall, an (almost elliptical) tire shape has an advantageous effect on air resistance, with the aerodynamic elements achieving an ideal level of turbulence (swirling).

The aero elements can be in simple configurations as angular and z. B. polygonal or rectangular recesses and form vertical or almost vertical recesses with a predefined depth.

Surprisingly, it has been found that this makes it possible to achieve a sailing effect that is almost independent of speed and a relatively low susceptibility to cross winds. In particular, the sailing effect is already clearly pronounced even at relatively low speeds of 30 km / h and can also be measured and demonstrated experimentally.

In the context of the invention it has been found that competing products often have a high dependency of the aerodynamic properties on the combination of tire and rim and the relative speed. In contrast, the invention has shown that wheel components from a combination of different rims and tires achieve advantageous effects at a wide variety of relative speeds.

It has also been found that the impeller component according to the invention leads to a comparatively lower steering torque. Overall, it can be shown on the basis of wind tunnel data that both the aerodynamic resistance and the resulting steering torque can be reduced with the impeller component.

It is advantageous to achieve a sailing effect even at lower speeds of, for example, 30 km / h, whereby it has been found that the distribution of the lateral forces is also positively influenced by the tire, which is reflected in the reduction in the steering torque. Achieving a sailing effect even at lower speeds of, for example, 30 km / h is very advantageous, since maximum speeds cannot always be driven on many tours. Advantageous effects at 30 km / h or 35 km / h support the driver better overall.

Extensive wind tunnel tests were used to investigate how an ideal boundary layer transition (transition) can be achieved for a bicycle tire. The flow course changes from the laminar flow in the laminar area in the transition area (transition) to the turbulent flow that is present in the turbulence area. It was found that the ideal boundary layer turnover can significantly improve the internal dynamics and the sailing effect of impellers and impeller components. The tire used can develop very advantageous effects regardless of the rim used.

Overall, it has been found that the ideal transition or the boundary layer change is achieved through the use of relatively few aero elements, wherein the aero elements can in particular have an edge extending radially to the center of the impeller and / or a preferably approximately rectangular pocket.

The aero element or the pocket of the aero element preferably have a depth of at least 0.5 mm and in particular approximately 1 mm. The edge or radial length of the aero element ideally has a length of about 8 mm and the aero element or pocket preferably has a width (in the circumferential direction) of ideally about 6 or 7 mm. In particularly preferred refinements, 48 aero elements or pockets are arranged on each side of the tire, the pockets being arranged on the two sides in an alternating manner over the circumference.

For the theoretical background, it applies that with an ideal level of turbulation through the tire, the wheel component and thus a combination of rim and tire has aerodynamic advantages over other combinations of rims and tires. Only through the combination of an aerodynamic tire and an aerodynamic rim can the sailing effects of bicycle wheels be exploited to the greatest possible extent. It has been found here that the tire with different rims produces good results.

Basically, different air currents flow differently over one and the same body. The flow differs in direction and speed. In the case of an impeller or an impeller component, the flow is predominantly turbulent.

Behind the flow profile of the wheel component or the rim profile, an area with lower pressure is created, which increases the air resistance. The aim of the present impeller component is therefore to keep this pressure area low and, in particular, as low as possible in order to reduce the wind resistance and to a certain extent increase the lift or the sail effect.

The air resistance depends on the size of the flow area as well as on the size and orientation of the low-pressure area behind the rim or wheel component, which also increases the resistance. The more aerodynamic the impeller component and the rim, the smaller the area exposed to the flow and the low-pressure area. In addition, an aerodynamic impeller component aligns the low pressure area in such a way that the wind resistance is reduced and thus the sailing effect is created. The impeller component thus increasingly generates "lift".

In order to keep the air resistance of a wheel component low, the air that flows over the wheel must flow along the top of the rim for as long as possible. In addition, the shape of the rim aligns this suction area. This allows the resistance to be reduced through a low pressure area.

It has turned out to be positive when the tire and rim are each about the same width. Then the air can flow better from the tire to the rim without detaching from the wheel.

It has also been found that an important task of the tire, the impeller component, is to swirl the air flowing along it. Turbulent flow adheres better to the tire and rim of the wheel component than uniform laminar flow.

It has also been found that it is very advantageous if the air flow is swirled on the surface of the tire. Then a turbulence of the air or a further and even stronger turbulence of the air flow on the rim surface is no longer necessary, but can be counterproductive.

An essential aspect of the invention is that the tire of the impeller component puts the air flows into a defined turbulent state without generating too much turbulence. As a result, the air does not adhere to the tire and detaches from it at an early stage.

It can be advantageous if the tire of the wheel component and / or the tread is slightly profiled. Then the grip in wet conditions is also improved.

Overall, the invention made use of the so-called COANDA effects. The COANDA effect is one reason for the creation of the low pressure area behind the rim profile of the wheel component. This describes the phenomenon of liquids and gases flowing along a surface. The air that is drawn to the rim surface creates a low-pressure area on the leeward side.

In preferred refinements, the wheel component is designed as a tire and has no further parts.

Further advantages and features of the invention emerge from the exemplary embodiments, which are explained below with reference to the accompanying figures.

• 1 eine stark schematische Seitenansicht eines Rennrades mit erfindungsgemäßen Laufradkomponenten;
• 2a eine perspektivische Ansicht einer erfindungsgemäßen Laufradkomponente;
• 2b einen Querschnitt durch eine Felge und einen Reifen eines Laufrades nach 1;
• 3 eine stark schematische Vorderansicht eines Reifens einer erfindungsgemäßen Laufradkomponente;
• 4 eine Seitenansicht des Reifens nach 3;
• 5 einen Querschnitt durch den Reifen nach 3;
• 6 einen anderen Querschnitt durch den Reifen nach 3;
• 7 eine stark schematische Draufsicht auf den Reifen nach 3;
• 8 eine vergrößertes Detail einer Seitenansicht des Reifens nach 3;
• 9a ein vergrößertes Detail der Seitenansicht des Reifens nach 3 mit und ohne Maßangaben;
• 9b einen Schnitt durch ein Aeroelement des Reifens nach 3 in Umfangsrichtung;
• 10 den Querschnittsverlauf einer angepassten Ellipse und des Reifens;
• 11a-11c Messungen unterschiedlicher Laufradkomponenten im Windkanal bei unterschiedlichen Geschwindigkeiten; und
• 12a und 12b Lenkmomente bei zwei unterschiedlichen Geschwindigkeiten unter Verwendung unterschiedlicher Laufradkomponenten.

In the figures show:

• 1 a highly schematic side view of a racing bike with wheel components according to the invention;
• 2a a perspective view of an impeller component according to the invention;
• 2 B a cross section through a rim and a tire of a wheel 1 ;
• 3 a highly schematic front view of a tire of a wheel component according to the invention;
• 4th a side view of the tire according to 3 ;
• 5 a cross-section through the tire 3 ;
• 6th another cross-section through the tire 3 ;
• 7th a highly schematic plan view of the tire according to 3 ;
• 8th an enlarged detail of a side view of the tire according to FIG 3 ;
• 9a an enlarged detail of the side view of the tire according to FIG 3 with and without dimensions;
• 9b a section through an aero element of the tire 3 in the circumferential direction;
• 10 the cross-sectional shape of an adapted ellipse and the tire;
• 11a-11c Measurements of different impeller components in the wind tunnel at different speeds; and
• 12a and 12b Steering torques at two different speeds using different wheel components.

In 1 is a racing bike as a bicycle 100 in a highly schematic side view on a level surface 120 pictured. The racing bike 100 has a front wheel 101 and a rear wheel 102 each having an inventive impeller component 1 include or are designed as such.

The bike 100 also has a frame 103 , a fork 104 , a crank unit 105 , a handlebar 106 , a saddle 107 , Hubs 108 , Spokes 109 and rims 110 where the tires 2 are included. In the side view are the side rim flanks 111 with the surfaces that are even and smooth here 114 and the rim base 113 recognizable.

The racing bike 100 is for the sporty, semi-professional and professional area of the Cycling is provided and is particularly suitable for participation in and implementation of international competitions. The aerodynamics of the components and especially the wheels are of particular importance 101 and 102 that are about impeller components 1 have or are trained as such. In particular, the cross-sectional area of the impeller component plays a role in the wind resistance 1 and the aerodynamic properties of the impeller component 1 a significant role.

2a Figure 13 shows a perspective view of an impeller component 1 who have favourited a whole impeller 101 including rim 110 , Hub 108 , Spokes 109 and a tire 2 may include. The impeller component 1 can only use the rim 110 and include the tire or even just from the tire 2 exist. While 1 a schematic representation is shown in FIG 2a a more realistic representation of the impeller component 1 reproduced.

The impeller 101 moves in the forward direction 6b when the impeller 101 in the direction of rotation 6a rotates. The impeller 101 is overall aerodynamically designed. On the surface of the tire 2 are individual and separate and planar aero elements 10 designed, the aerodynamically favorable properties of the impeller 101 enable.

2 B shows a cross section of a rim 110 with a tire 2 that are attached to the impellers 101 and 102 of the racing bike 100 can be used. 2 B shows here a possible cross-section of 2a . In 2a but can also be shown schematically a wheel with a tubular tire that is glued to the rim.

In 2 B is the rim 110 designed as a hollow rim and has lateral rim flanks 111 , a rim well 116 , a rim base 113 and rim flanges 115 on which a tire here is a tire 2 is recorded. The mature 2 is available as a clincher or folding tire or, in particular, as a tubeless tire 2 designed and is intended here for operation without a hose. The circumferential tire beads 2 B of the tire are due to the rim horns 115 the rim 110 at.

On the side flanks 111 can, contrary to the illustration, be formed here in the upper area of braking flanks. But it is also possible and preferred that the racing bike 100 has brake discs and braking surfaces are not necessary.

There is a mouth width between the rim flanges 117 . The width 2c (see. 6th ) of the tire 2 is suitable for this mouth width. The greatest overall width 112 the rim 110 is located here in the area of the hollow chamber in a radially central area of the rim body between the rim base 113 and the rim flanges 115 or the rim base 116 . The greatest overall width 112 the rim 110 is here at approx. 60% (+/- 5%) of the rim height 118 and preferably at 40% (+/- 5%) of the radial height 119 of rim and tire.

Here the tires are designed as clinchers or clincher tires or folding tires. In all configurations, however, the tires can also be designed as tubeless tires or as a tubeless jacket. Likewise, the tires can also be designed as tubular tires or tubular tires. For this purpose, a correspondingly adapted rim is used in each case.

3 shows a schematic front view and 4th a schematic side view of a tire 2 the impeller component 1 . It is possible that the product is just one tire 2 as an impeller component 1 is offered and sold. It is also possible, however, for a wheel component to also have a rim in addition to the tire 110 comprises, wherein the tire 2 can then be bought as a wearing part.

The mature 2 the impeller component 1 has a central tread 3 on the circumference of the tire 2 on. The tread 3 extends in a central section, which is a longitudinal sectional plane 4th of the tire 2 Are defined. On both sides 4a , 4b from the longitudinal section plane 4th are spaced from the longitudinal sectional plane 4th and thus laterally offset each separately and individually designed aerodynamic elements 10 intended. Every aero element 10 is here as a depression in the surface 5 of the tire 2 educated. The aero elements define aero bands between their radially outer and radially inner ends 10a , 10b (cf. 7th ).

There is also an indicator unit 30th or are several indicator units 30th on the circumference of the tire 2 provided distributed. The indicator units 30th are each within the central tread 3 of the tire 2 educated.

The individual aero elements 10 are here on every page 4a , 4b each arranged symmetrically distributed over the circumference. On both sides 4a and 4b are the aero elements 10 but arranged offset in the circumferential direction, so that the aero elements are in the circumferential direction 10 on the one hand 4a and other side 4b alternate each time.

As in 4th marked very schematically, can be on one side 4a or 4b or both sides 4a , 4b at least one type specification 7th be present, which includes characters and / or letters and / or numbers or other symbols and the Provides the user with information about the type of tire and, if applicable, its dimensions. The symbols shown are only shown as examples and are designed and designed in accordance with the respective national or international rules and laws.

In the side view after 4th it can be seen that there are a total of four indicator units over the scope 30th are provided, which are arranged offset from one another by an angle of 90 ° in the circumferential direction. But it is also possible that only one indicator unit 30th or that two, three or even more indicator units 30th are arranged on the circumference. The individual indicator units preferably each have a plurality of indicator elements or indicator levels or the like, so that the user receives a measure of the aerodynamic quality or the condition of the tire in aerodynamic terms by looking at an indicator unit. In addition, it is preferred that at least one indicator level or at least one measure of the indicator unit indicates when a tire should also be replaced for safety reasons.

The individual aero elements 10 are as wells 11th formed and in the circumferential direction 6th regularly at a distance 13th staggered. Here are on each side 4a , 4b 48 aero elements each distributed over the circumference of the tire. It is possible that there are more or fewer indicator elements on one or both sides 4a , 4b are trained. However, it has been shown that too many aero elements can trigger too much turbulence, which increases the resistance, and that too few aero elements generate too little turbulence. Especially at low and medium speeds.

In 4th it can be seen that the area proportion of the aero elements 10 is small overall on the outer visible surface of the tire. Here the area proportion is between approximately 3% and 7% and is preferably approximately 5%.

5 and 6th show two different radial sections through the tire 2 , where in 5 a section through an aero element 10 on the website 4b and in 6th a section through an aero element 10 on the other hand 4a can be seen. The mature 2 is preferably symmetrical with respect to the longitudinal sectional plane in all exemplary embodiments 4th formed, preferably centrally through the tire 2 runs.

As in 5 and 6th to recognize the tire points 2 an approximately U-shaped or omega-shaped cross-section, the radially outer part being approximately elliptical 8th having and wherein the tire beads radially inward 2 B can be recognized. In the enlarged detail at 5 are reinforcement rings 2d pictured, which may be included. It is also possible that the tire 2 as a tubular tire 2e is formed and directly on the rim 110 is glued on. Then the tubular forms 2e directly also the hose and has a circumference that is closed in cross section. The radially inner wall is in 5 shown in dashed lines. With such a configuration, the tire beads fall 2 B path.

As shown in the illustrations 5 and 6th can be seen is the surface 5 of the tire 2 , which is visible during operation, is largely and in particular largely smooth, apart from the individual and separately formed aero elements 10 and the indicator units 30th .

The aero elements 10 on both sides 4a , 4b are here in an angular band 10a , 10b which each extend over an angle of between 25 ° and 40 ° and preferably between 25 ° and 35 ° and here about 32.6 °. The angle bands 10a , 10b extend on both sides directly adjoining the (central) running surface 3 , which is here over an angular segment 3a extends from preferably between 20 ° and 60 ° and here from about 52 °. That means here that the two angle bands 10a , 10b each at an angle of approximately 26 ° from the central longitudinal sectional plane 4th start off and extend to just under 60 °. These values describe an actual example and can be used in this and in similar variants e.g. B. deviate by +/- 2 ° or +/- 3 ° or +/- 5 °, in particular without being limited thereto.

In another specific example, the tread extends 3 over an angular segment 3a of 22 ° (+/- 5 °). The running surface is symmetrical and extends over an angle of approximately 11 ° (+/- 2 °) on both sides of the longitudinal sectional plane 4th . The angle bands 10a , 10b close directly to the tread on both sides 3 at. Every angle band 10a , 10b each extends over an angle of between 25 ° and 35 ° and here about 30.9 °.

When used as intended, the essential cross-section of the tire is roughly elliptical 8th on, the radial semi-axis 8a is preferably slightly longer than the axial semi-axis 8b . Here is a ratio of the semi-radial axis 8a to the semi-axial axis 8b of between 1 and 1.2 and in particular about 1.1335 (+/- 5%) is aimed for. The wide 2c corresponds roughly to the mouth width in the assembled state 117 . The greatest width or breadth 2a preferably corresponds approximately to the greatest width 112 the rim 110 and preferably deviates by at most 25% and in particular at most by 10% of the width 112 the rim 110 away. Here it is preferred that the widest part of the rim is slightly wider than the tire.

7th shows a schematic plan view of the surface 5 of the tire 2 , with some aero elements 10 and two different types of indicator units 30th are shown. The aero elements 10 limit the angular bands 10a , 10b and define this.

Are central on the tread 3 the two different types of indicator units 30th shown purely as an example. With an indicator unit 30th this is designed as a recess in which here four differently deep wear levels or indicator elements 31-34 are trained. The individual wear level is particularly recognizable when the corresponding indicator element 31-34 is no longer recognizable or distinguishable on the surface. It is also possible that after a corresponding wear and tear, a material located below the surface becomes visible with a different color. the indicator units 30th or individual indicator elements 31-34 can in the longitudinal section plane 4th or to the side of it within the tread 3 be arranged, e.g. B. also alternately to the right and left of the longitudinal sectional plane 4th .

As an alternative to this, it is also possible to have indicator units with three indicator elements that are spatially separated from one another 31 , 32 and 33 to be provided, each consisting of indicator elements of different depths. Here, too, the wear is indicated by the fact that a first indicator element is caused by abrasion on the running surface 31 is no longer visible. In this way, a wear level can be read off particularly easily. If necessary, different indicator units can be used on the circumference of the tire 2 (and spaced right / left from the longitudinal section plane 4th spaced) are arranged.

With the indicator units 30th is an advantageous assessment of the aerodynamic properties of the tire according to the application 2 possible. It has been found in a specific test specimen that the aerodynamic properties of the tire deteriorate with increasing wear. Measurements in the wind tunnel have shown that the averaged required power to overcome the aerodynamic resistance of a rotating front wheel with the tire increases by around 9% after approx. 500 km with a used tire. That compared to a front wheel with a new tire 2 . This was determined at a test speed (= wind speed) of 45 km / h. Or in concrete figures in this example 9.0 watts were weighted to 8.25 watts and measured averaged over all angles (-20 ° to + 20 °). The radial semi-axis (tire radius) has been reduced by around 0.3 mm due to the wear on the tread.

• - 0,3 mm
• - 0,6 mm
• - 0,9 mm
• - 1,2 mm

A preferred gradation for the wear elements of a multi-level wear indicator is:

• - 0.3 mm
• - 0.6 mm
• - 0.9 mm
• - 1.2 mm

Steps in steps of 0.4 mm or 0.5 mm or 0.6 mm are also conceivable. In a prototype, the thickness of the rubber layer on the tread is a maximum of 2 mm. A wear indicator that is deeper than 2 mm is therefore less useful in this case.

A non-linear graduation is also possible at 5%, 15%, 30% and 50% of the profile thickness and additionally as a "normal" wear indicator at 75% or 90%.

With increasing wear, the thickness of the running surface decreases during operation, so that the radial semi-axis 8a becomes smaller, while the semi-axial axis 8b remains the same (cf. also 10 ). With a wear of 0.3 mm, the radial semi-axis is reduced in a specific example 8a from 15.415 mm to 15.115 mm, while the axial semi-axis 8b remains at 13.6 mm. The original ratio of the semi-radial axis 8a to the axial semi-axis 8b when new (at an air pressure of 8 bar) of 15.415 / 13.6 = 1.1335 has then decreased to 15.155 / 13.6 = 1.1114 in the measured example after driving 500 km. The shape of the (somewhat) worn tire can still be described as oval or elliptical, although the outer circumferential area flattens out when driving straight ahead. Strictly speaking, the shape then resembles an ellipse that is flattened or flattened radially on the outside.

Additionally shows 7th here a total of four aero elements 10 on both sides 4a and 4b from the longitudinal section plane 4th .

While on the side 4a the indicator elements 10 are shown purely schematically rectangular, show the aero elements 10 on the website 4b a more complex structure here. The different shapes are only shown here as examples. Preferably all are aero elements 10 of a tire 2 designed identically and have a shape, like the aero elements 10 on the website 4b . Most or almost all or all (different) aero elements are preferably on both sides of the longitudinal sectional plane 10 symmetrically distributed available.

But it is z. B. possible that half (or a third or a fixed number or the like.) Of the aero elements 10 has a first shape and another half (or a fixed number or the like.) of the aero elements 10 has a different shape. For example, half of the aero elements 10 rectangular and the other half oval or round or rounded. It can e.g. B. also each have a third rectangular, a third round and a third oval. Individual aero elements 10 can then also have a different shape. The differently shaped aero elements 10 are then preferably arranged distributed alternately one after the other over the circumference. In particular, the aero elements 10 on both sides 4a , 4b similar or identical.

The aero elements 10 are preferably almost all or all as a compact structure 20th designed and can as a simple pot or tub-shaped recess 11th with a uniform outer surface 16 be equipped.

But it is also possible that the aero elements 10 are at least partially designed as a more complex recess and, for example, 3 steep (or steeper) side walls 21 , 22nd and 23 have, while a fourth side wall 24 is formed less inclined. In particular, the lower inclination in normal operation at the upper end of the tire is oriented towards the front in the direction of travel. The top of the tire is furthest from the ground and the minor slope is forward, while the rear end is steeply inclined. As a result, advantageous aerodynamic properties and optimal turbulence are achieved without putting unnecessary energy into the turbulence of the air. The incoming air is gently drawn into the recess of the aero element 10 initiated and hits at the end of the aero element 10 on the steep face.

The aero elements 10 are located on both sides of the tread 3 each within an angular band 10a , 10b, the extent of which in the axial direction is here in each case through the maximum extent of the aero elements 10 results in the axial direction. That means the angle band 10a or 10b here all aero elements 10 encloses one side by concentric circles as closely as possible. The two concentric circles on both sides are each dashed as vertical lines here parallel to the longitudinal sectional plane 4th drawn.

Here is a portion of the surface of the aero elements 10 on the entire circumferential surface of the angle band 10a or 10b less than 25% of the surface of the angle band 10a and preferably more than 5% and is specifically in the range of 17.5% +/- 5% here. This relatively small proportion of the aero elements on the circumferential surface of the angular band avoids unnecessarily high turbulence in the incoming air, while on the other hand sufficient turbulence is ensured even at low relative speeds of the ambient air and impeller components or tires.

The proportion of all surfaces 16 of all aero elements 10 taken together is preferably less than 10% of the surface of the tire that is visible in normal use 2 and preferably also less than 10% of the total outer surface area of the tire 2 . The proportion of surfaces 16 of all aero elements 10 here is a total of about 4% of the outer surface without the tire beads.

In addition, in 7th on the left a schematic of a possible depth profile of the indicator elements 31-33 shown, the respective corresponding wear levels 31a , 32a and 33a Show. Upon reaching the depth 31a indicates that the tire 2 From an aerodynamic point of view, it is no longer recommended for use on the front wheel, at least not in cycling races or the like. Reaching the depth 32a indicates that the tire 2 is no longer recommended for use on the rear wheel from an aerodynamic point of view. On the rear wheel, wear is not so critical from an aerodynamic point of view because the front wheel and the frame are located in front of it over large areas. Reaching the depth 33a indicates here that the tire 2 is no longer recommended, also for security reasons. However, it is also possible to provide further stages and to enable a finer gradation.

To the right of 7th are schematically different and also compact structures 20th of aero elements 10 pictured. Overall, there is a ratio of a maximum expansion 17th an aero element 10 to a minimal extent 18th preferably in the range between 1 and 5 and in particular in the range between 1 and 2 and preferably between 1.25 and 1.75. The ratio of a length 19th across a length 14th in the circumferential direction is preferably more than 1 and less than 2 in the case of rectangular or roughly rectangular aero elements.

In 7th (and in all other exemplary embodiments and configurations) all aero elements 10 be designed as a recess with (almost) even subsurface or floor, with some or all of the side walls being steep and having an angle of 75 ° or more to the circumferential surface.

Also shown in 7th roughly tub-shaped aero elements 10 that special are preferred. These preferably have approximately three steeper side walls 21-23 and a flatter sloped side wall 24 on. The maximum radial extent 15th is preferably larger than 0.5 mm and in particular smaller than 1.5 mm. A maximum depth of the recess 11th is about 0.75 mm here. It is also possible that instead of depressions 11th as aero elements 10 Surveys 12th are provided. It is also possible that both depressions 11th as well as surveys 12th (shown in dashed lines) are formed, with a correspondingly larger maximum height difference then 25th results.

8th Figure 10 shows an enlarged detail of a side view of the impeller component 1 , being on the tire 2 two aero elements 10 can be seen on the facing side, while an aero element on the back 10 in between is shown in dashed lines. There is a distance in the circumferential direction 13th between the aero elements 10 on one side or half the distance 13a between one aero element on one side and the next aero element on the other. In the exemplary embodiment, 48 (approx 50 ) Elements 10 provided so that there is an angular distance 13th of 7.5 ° or an angular distance 13a with an angle of 3.75 ° results.

The length 14th in the circumferential direction is here a total of 7 mm including the inclined side wall 24 . The aero element extends across the surface here in the radial direction over a length 19th from here 8 mm. The tire has a width when in use 2a of 27.2 mm. The long semi-axis 8a is about 15.4 mm and the short and axial semi-axis about 13.6 mm.

9a shows a section of the cross-section of the tire on the left 2 , whereby various dimensions are drawn in and to the right of it, in principle, the same section is shown without dimensions in order to make the overview easier. A distance 26th in the axial direction between the beginning of an aero element 10 and the central longitudinal sectional plane is approximately 5.3 mm in one specific example and approximately 3 mm to 4 mm in another specific example. The depth 15th the aero elements here are 0.75 mm each.

In addition, in the illustration on the right is from 9a another dashed aero element 10 shown, which as a survey 12th is trained. In addition, in 9a on the right another indicator unit with an indicator element 31 pictured. After the appropriate abrasion, the indicator element 31 no longer visible and a corresponding wear level has been reached.

9b shows a cross-sectional profile in the circumferential direction of the impeller component 1 . The deepening of the aero element 10 extends in the circumferential direction of the impeller component 1 over a total length 14a of 7 mm, whereby the depression here at the right end is initially slightly rounded and then inclined 24a the side 24 of about 9 °. It results in an effective or practical length 14th of 6 mm. The deepening 11th extends over a length 14b in the circumferential direction with a depth which is greater than half the maximum depth 15th . The length 14b is preferably greater than 50% of the length 14th or in particular the total length 14a . The length 14b is preferably at least 2.5 mm and in particular 3 mm or more. The aero element reaches a maximum depth here over a length 14c that are about 1/3 or more of the length 14th is, in particular between 20% and 40% of the length 14th .

10 shows a radially outer quadrant of the cross-section of the tire, with the course of an ideal ellipse in addition to the tire profile 8th with the semi-axes 8a and 8b is drawn. It can be clearly seen here that in the area of the dashed angles of 45 ° and 60 ° to the central longitudinal section plane 4th the outer surface of the tire 2 radially within the course of the ellipse 8th runs. The radial difference is small and is preferably less than 1 mm at each angle. 10 also shows an embedded indicator unit 30th with an indicator element, which here by an indicator material 34 is formed. When driving down the central running surface 3a the wall thickness becomes thinner, primarily in the area of the longitudinal sectional plane, and the middle area of the tire flattens out. After all, is the material of the tire 2 so far traveled that the embedded indicator material 34 becomes visible. This clearly shows that a certain level of wear has been reached. Different levels of wear can be caused by different colored indicator materials 34 are displayed.

the 11a until 11c show measurement results from the wind tunnel with the impeller component according to the invention 1 and several different competitor products, each using the same rim.

Show in the 11a until 11c the curves 40 , 41 and 42 in each case the measurement curve for the impeller component according to the invention 1 .

In 11a the required aerodynamic power in watts is shown over the angle of attack in degrees for the various impeller components. It can be clearly seen that the impeller component according to the invention 1 at a speed of 30 km / h and at angles of 15 ° to 20 ° a pronounced sailing effect is produced and also delivers excellent results when the flow is flowing in from the front. The curves 50 , 60 and 70 of the competitor products with the same tire widths all show no sailing effect and therefore no support and propulsion at slightly inclined angles of attack. In order to be able to better compare values measured in the wind tunnel, the values are preferably converted to a defined reference density.

As 11b shows, retains the impeller component of the invention 1 their advantages even at a driving speed or relative speed of 37.5 km / h. Again, the aerodynamic performance is plotted against the angle of attack for various competing products. The curve 41 shows the course of the impeller component according to the invention 1 . It can be seen that at the speed of 37.5 km / h the impeller component according to the invention 1 shows a very advantageous sailing effect and thus a positive support, while excellent wind tunnel results are also achieved in the central area of the inflow. Specifically, none of the competing products shows a sailing effect.

At the relative speeds of 30 km / h and 37.5 km / h, the best results are achieved with the impeller component according to the invention 1 achieved. This applies to practically all angular ranges. The achievable sailing effect gives propulsion and supports the driver.

Likewise shows 11c excellent results for the impeller component of the invention 1 (Curve 42 ) at the now higher relative speed of 45 km / h. Only at this relatively high relative speed do some competing products achieve sailing effects. Here too, however, the invention provides by far the best results over a wide range.

A considerable advantage of the present invention is also that the sailing effect becomes apparent not only at high, but also at considerably lower speeds.

The measurement curves from the 12a and 12b show the required steering torque over the angle of attack at 30 km / h ( 12a) and at 45 km / h ( 12b) . It is particularly in at the higher speeds 12b It is very easy to see that no negative effects on the steering torque are achieved. The different scale in the Y direction is also between 12a and 12b to be observed.

Overall, the present invention shows that significant improvements in terms of aerodynamics are achieved. Not only at high speeds, but also at relatively low speeds of 30 km / h, clear sailing effects can be achieved. Since the tire swirls the incoming air in a targeted manner and neither too much nor too weakly, the positive effect can be achieved with different rims.

The curves 40 , 41 , 42 , 43 and 44 belong to the impeller component according to the invention 1 . The curves 50 , 51 , 52 , 53 and 54 are one of the first competing products, the curves 60 , 61 , 62 , 63 and 64 to a second competing product, the curves 70 , 71 , 72 , 73 and 74 to a third competing product

Overall, the invention provides an advantageous tire and an advantageous wheel component.

List of reference symbols

1

Impeller component

2

tires

2a

broad

2 B

Tire bead

2c

Expanse

2d

Reinforcement ring

2e

Tubular tires

3

Tread

3a

Angular segment

4th

Longitudinal section plane

4a, 4b

page

5

Surface of 2

6th

Circumferential direction

6a

Direction of rotation

6b

Forward direction of travel

7th

Type specification

8th

Elliptical shape

8a

radial semi-axis

8b

axial semi-axis

9a, 9b

Side face

10

Aeroelement

10a

Angle tape

11th

deepening

12th

Elevation

13th

Distance in the circumferential direction

13a

Offset

14th

Length in the circumferential direction

14a

overall length

14b

length

14c

length

15th

radial extension, depth, height

16

outer surface of 10

17th

maximum expansion

18th

minimal expansion

19th

Length in the transverse direction

20th

structure

21-23

Side wall

24

inclined side wall

24a

angle

25th

maximum height difference

26th

axial distance

30th

Indicator unit

31

Indicator element

31a

Wear level

32

Indicator element

32a

Wear level

33

Indicator element

33a

Wear level

34

Indicator material

40-44

Measurement curve

50-54

Measurement curve

62-64

Measurement curve

70-74

Measurement curve

80

Measurement curve

100

bicycle

101

Wheel, front wheel

102

Wheel, rear wheel

103

frame

104

fork

105

Crank unit

106

Handlebars

107

saddle

108

hub

109

spoke

110

rim

111

Rim flank

112

maximum width of 110

113

Rim base

114

surface

115

Rim flange

116

Rim base

117

Mouth width

118

Rim height

119

height

120

level ground

Claims (15)

Impeller component (1) for at least partially muscle-powered bicycles and in particular racing bicycles (100) with an annular tire (2) and a tread (3) formed in a central angular segment (3a) which, when used as intended, when driving straight ahead on a level surface (120 ) at least partially comes into contact with the surface of the subsurface (120) and spans a longitudinal sectional plane (4), with aero elements (10) being formed on the surface (5) of the annular tire (2) laterally spaced from the longitudinal sectional plane (4), characterized in that the tire has an oval cross-section in the radially outer area with a radial semi-axis and an axial semi-axis, the radial semi-axis being larger than the axial semi-axis and that at least one indicator unit (30) is formed on the circumference of the tread (3) which is a measure of a ratio of the radial Ha which changes with the use of the tire Indicates l-axis to the axial semi-axis and a changing aerodynamic quality of the tire (2). The wheel component (1) according to the preceding claim, wherein a plurality of indicator units (30) are formed on the circumference of the tread (3) in order to indicate an aerodynamic quality measure of the tire (2). Impeller component (1) according to one of the preceding claims, wherein at least one indicator unit (30) comprises at least one indicator element (31-33) and is suitable to indicate different levels of wear (31a-33a), at least one indicator unit (30) being designed as a multi-level recess is. Impeller component (1) according to one of the preceding claims, wherein at least one indicator unit (30) has several separately formed indicator elements (31-33) which are formed as recesses of different depths on the running surface (3) and which are formed adjacent to one another. Impeller component (1) according to one of the preceding claims, wherein at least one indicator unit (30) comprises a color-coded indicator material (34) which is only visible after a predetermined wear of the running surface (3). Impeller component (1) according to one of the preceding claims, wherein when a predetermined wear level (31a) is reached, the aerodynamic properties when used on a front wheel (101) have dropped below a predetermined level, and when a predetermined further level (32a) is reached, the aerodynamic properties have dropped below a predetermined level when used on a rear wheel (102). Impeller component (1) according to one of the preceding claims, wherein the tire (2) has no elevations or depressions on the surface (5) visible in normal use, apart from the aero elements (10) and any indicator units (30), which have a greater radial extent have as a type indication (7) present on the surface and wherein the surface (5) of the tire (2) apart from the aero elements (10) and the indicator units (30) is designed largely without a profile when used as intended. Impeller component (1) according to one of the preceding claims, wherein a maximum height difference (25) on the surface (5) visible in normal use is smaller, apart from the aero elements (10), the at least one indicator unit (30) and any type information (7) than 0.35mm or 0.2mm. Impeller component (1) according to any one of the preceding claims, wherein an area proportion of the aero elements (10) on the surface of the tire visible in normal use is greater than 2% and less than 8% and in particular between 2.5% and 5% and wherein each Aero element comprises between 0.01% and 0.1% of the surface of the tire that is visible when used as intended. Impeller component (1) according to one of the preceding claims, wherein a maximum height difference of an aero element to the surrounding surface is at least three times as great as a maximum height difference within the aero band outside the aero elements. Impeller component (1) according to one of the preceding claims, wherein at least one aero element (10) is flat and has a pocket, pot and / or trough-like structure (20) and wherein at least one aero element (10) has a compact structure (20) has, in which a ratio of maximum expansion (17) to minimum expansion (18) on the surface (5) of the tire (2) is less than 5 or less than 3. Use of a wheel component (1) for an at least partially muscle-powered bicycle and in particular a racing bike (100) with a tire (2) and a tread formed thereon and indicator units (30) formed on the tread, the indicator units (30) being used to to display the aerodynamic quality of the tire (2). Use according to the preceding claim, wherein the indicator units (30) comprise multi-step depressions on the running surface and wherein when the running surface is worn up to a certain depression of the indicator unit (30), a certain wear level (31a) is reached. Use according to the preceding claim, wherein when a certain wear level (31a) is reached, the use of the tire (2) on a front wheel (101) is no longer recommended from an aerodynamic point of view but is still recommended on a rear wheel (102), and the achievement of a higher level Wear level (32a) indicates that the use of the tire (2) on a rear wheel (102) is no longer recommended from an aerodynamic point of view and the achievement of a predefined wear level (33a) indicates that the use of the tire (2) for safety reasons is not is more recommended. Method for displaying an aerodynamic quality level of a tire (2) of a wheel component (1) of an at least partially muscle-powered vehicle and in particular of a bicycle (100), a measure of a profile of the tire being displayed.

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