DE102022200386A1 - Vehicle Pneumatic Tires - Google Patents

Abstract

The invention relates to a pneumatic vehicle tire (1), having: a) a tire carcass (4) with a first side area (5), a second side area (6) and a central area (7) arranged between them, having at least one carcass ply (8, 18) with a large number of rubberized reinforcements (9) which each extend through the first side area (5), the second side area (6) and the central area (7) of the tire carcass (4),b) one radially relative to the tire carcass (4). tread strip (4) lying further outside, c) a tire inner layer (11) lying radially further inwards relative to the tire carcass (4), at least a part of the rubberised reinforcements (9) of the carcass layer (8, 18) in relation to the circumferential direction (3) encloses an angle (14) in the range of 80° to 90° in the first side area (5) and in the second side area (6) and encloses an angle (15) in the range of 5° to 75° in the central area (7), characterized that a damping element (12) is arranged on the tire inner layer (11) of the pneumatic vehicle tire (1).

Description

The invention relates to a pneumatic vehicle tire.

1. a) eine Reifenkarkasse mit einem ersten Seitenbereich, einem zweiten Seitenbereich und einem dazwischen angeordneten Zentralbereich, aufweisend zumindest eine Karkasslage mit einer Vielzahl von gummierten Festigkeitsträgern, die sich jeweils durch den ersten Seitenbereich, den zweiten Seitenbereich und den Zentralbereich der Reifenkarkasse erstrecken,
2. b) einen relativ zur Reifenkarkasse radial weiter außen liegenden Laufstreifen,
3. c) eine relativ zur Reifenkarkasse radial weiter innen liegende Reifeninnenschicht,

wobei zumindest ein Teil der gummierten Festigkeitsträger der Karkasslage bezogen auf die Umfangsrichtung im ersten Seitenbereich und im zweiten Seitenbereich einen Winkel im Bereich von 80° bis 90° einschließen und im Zentralbereich einen Winkel im Bereich von 5° bis 75° einschließen.The invention is based on a pneumatic vehicle tire having:

1. a) a tire carcass with a first side area, a second side area and a central area arranged in between, having at least one carcass ply with a multiplicity of rubberized reinforcements, which each extend through the first side area, the second side area and the central area of the tire carcass,
2. b) a tread that is radially further outward relative to the tire carcass,
3. c) a tire inner layer lying radially further inwards relative to the tire carcass,

wherein at least some of the rubberized reinforcements of the carcass ply enclose an angle in the range of 80° to 90° with respect to the circumferential direction in the first side area and in the second side area and enclose an angle in the range of 5° to 75° in the central area.

The circumferential direction can in particular be referred to as a direction of rotation of the pneumatic vehicle tire. The direction of rotation is the direction in which the pneumatic vehicle tire can be rotated about an axis of rotation.

Pneumatic vehicle tires are known from the prior art. The pneumatic vehicle tires known from the prior art have, in particular, a tire carcass with a first side area, a second side area and a central area arranged in between, the tire carcass having at least one carcass ply with a large number of rubberized reinforcements, each extending through the first side area, the second extending lateral area and the central area of the tire carcass has. At least some of the rubberized reinforcements of the carcass ply enclose an angle in the range of 80° to 90° with respect to the circumferential direction in the first side area and in the second side area and in the central area an angle in the range of 5° to 75°.

The tire carcasses arranged according to the prior art in pneumatic vehicle tires are in particular formed from one or more carcass layers, each of which comprises a multiplicity of rubberized reinforcements, ie reinforcements embedded in a crosslinked rubber mixture.

A radial direction of a pneumatic vehicle tire is a direction that is perpendicular to the axis of rotation of the pneumatic vehicle tire. A radial direction is parallel to a radius of a pneumatic tire. The radius of a pneumatic vehicle tire is the radius of the circle whose shape the pneumatic vehicle tire basically follows in the direction of rotation; the radius is perpendicular to the axis of rotation and perpendicular to the direction of rotation. Relative to the axis of rotation, radially further outward means that a first component of the pneumatic vehicle tire, which is radially further outward than a second component of the pneumatic vehicle tire, is further away from the axis of rotation than the second component of the pneumatic vehicle tire. Relative to the axis of rotation, radially further inwards means that a first component of the pneumatic vehicle tire, which is radially further inwards than a second component of the pneumatic vehicle tire, is closer to the axis of rotation than the second component of the pneumatic vehicle tire.

In a so-called radial tire known from the prior art, the rubberized reinforcements of the carcass layers run essentially radially. This means that the rubberized reinforcements enclose an angle of approximately 90° with the circumferential direction across the entire width of the carcass, transversely to the circumferential direction of the pneumatic vehicle tire. The corresponding angle can also be referred to as the cord angle of the reinforcements present in the carcass ply. On the basis of the definition of this cord angle as a function of the circumferential direction, it is particularly possible for a person skilled in the art in practice to determine the cord angle, ie the relative angle of the reinforcement to the circumferential direction.

The carcass of the pneumatic vehicle tire according to the invention has three areas: a first side area, a central area and a second side area.

Here, the central area can expediently be the area of the tire carcass that is arranged in the pneumatic vehicle tire below the tread strip, whereas the first and second side areas form the carcass in the area of the flanks or sides of the pneumatic vehicle tire, for example.

The central area is radially inward than the tread.

According to the invention, the pneumatic vehicle tire deviates from a strictly radial construction, in that only in the first and second side area a largely radial arrangement of the reinforcements, ie with a cor dangle from 80° to 90°. On the other hand, within the central portion of the carcass, a cord angle is set in the range of 5° to 75°, so that a tire carcass which can be called a partially angled tire carcass is obtained. A cord angle of 5° to 75° means that the rubberized reinforcements of the tire carcass enclose an angle of 5° to 75° with the circumferential direction or direction of rotation.

These pneumatic vehicle tires known from the prior art, in which cord angles are set within the central area of the carcass in the range from 5° to 75°, have sufficient mechanical stability. Sufficiently stable means in particular that the pneumatic vehicle tire can withstand the stresses during regular operation of the pneumatic vehicle tire.

In the case of these pneumatic vehicle tires known from the prior art, the use of the pneumatic vehicle tire in regular operation could be accompanied by undesirable noise from the pneumatic vehicle tire. Regular operation is, in particular, operation on roadways and a respective roadway condition at rolling speeds for which the pneumatic vehicle tire is technically designed and provided.

The invention is therefore based on the object of providing a pneumatic vehicle tire which has sufficient mechanical stability and in which the noises that may occur during operation of the pneumatic vehicle tire are damped.

The object set according to the invention is achieved in that a damping element is arranged on the tire inner layer of the pneumatic vehicle tire.

The damping element is made, for example, from a porous material or from a foam-like material, in particular from polyurethane.

Due to the fact according to the invention, according to which a damping element is arranged on an inner tire layer of the pneumatic vehicle tire, acoustic damping can be ensured. Particularly in the event that the pneumatic vehicle tire does not have a belt, any noise that may arise can be reliably and effectively dampened by means of the damping element.

Thus, an improved pneumatic vehicle tire is provided.

The pneumatic vehicle tire is, for example, a car tire or a truck tire or a two-wheeler tire.

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

According to a preferred embodiment of the present invention, at least some of the rubberized reinforcements of the carcass ply form an angle in the range of 85° to 90°, preferably in the range of 88° to 90°, in relation to the circumferential direction of the pneumatic vehicle tire in the first lateral area and in the second lateral area. a. This angle is the angle of the rubberized reinforcements to the circumferential direction.

According to a next preferred embodiment of the present invention, at least some of the rubberized reinforcements of the carcass ply form an angle in the central area in relation to the circumferential direction of the pneumatic vehicle tire in the range from 10° to 70°, preferably in the range from 15° to 55°, particularly preferably in the range from 20° to 35°, a. This angle is the angle of the rubberized reinforcements to the circumferential direction.

According to a next preferred embodiment of the present invention, the tread strip is arranged at least partially, preferably completely, above the central area in the radially outward-pointing direction.

According to a next preferred embodiment of the present invention, the quotient of the width of the contact area and the width of the central area, in each case transversely to the circumferential direction of the pneumatic vehicle tire, is in the range from 0.7 to 2, preferably in the range from 0.8 to 1.6. more preferably in the range of 0.9 to 1.2 and most preferably in the range of 0.95 to 1.05.

An extension transverse to the circumferential direction is an extension parallel to the axis of rotation and perpendicular to the circumferential direction.

Due to the fact according to the invention, according to which the quotient of the width of the contact area and the width of the central area, in each case transverse to the circumferential direction of the pneumatic vehicle tire, is in the range from 0.7 to 2, preferably in the range from 0.8 to 1.6, particularly preferably in In the range from 0.9 to 1.2 and very particularly preferably in the range from 0.95 to 1.05, a maximum possible spatial extent of the damping element can be reached be ensured within the pneumatic vehicle tire without causing a mechanical influencing of the mechanical properties of the pneumatic vehicle tire that are functionally related to the central area.

According to a next preferred embodiment of the present invention, the tire carcass comprises two or more carcass plies, wherein in each carcass ply at least some of the rubberized reinforcements, preferably all rubberized reinforcements, are at an angle in the range of in relation to the circumferential direction of the pneumatic vehicle tire in the first lateral area and in the second lateral area 80° to 90° and in the central area an angle in the range from 5° to 75°. This angle is the angle of the rubberized reinforcements to the circumferential direction.

According to a next preferred embodiment of the present invention, the tire carcass comprises two carcass plies, with the rubberized reinforcements of the two carcass plies in the central area relative to one another at an angle in the range from 30° to 90°, preferably in the range from 40° to 80°, particularly preferably in the range from 50° to 70°, most preferably in the range from 55° to 65°.

Due to the circumstance according to the invention, according to which the tire carcass comprises two carcass plies, the rubberized reinforcements of the two carcass plies in the central area relative to one another being at an angle in the range from 30° to 90°, preferably in the range from 40° to 80°, particularly preferably in the range from 50 0 to 70°, very particularly preferably in the range from 55° to 65°, a cross-bonding of the two carcass plies is brought about. This cross bond leads to an increase in the mechanical stability of the pneumatic vehicle tire.

According to a next preferred embodiment of the present invention, at least one additional layer, preferably exactly one additional layer, is arranged in the pneumatic vehicle tire between the tread strip and the tire carcass.

The further layer can be, for example, a belt of the pneumatic vehicle tire or a cap ply of the pneumatic vehicle tire.

According to a next preferred embodiment of the present invention, at least one of the further layers is a belt layer, the further layer preferably comprising rubberized reinforcements, which particularly preferably have an angle in the range from 10° to 70°, more preferably in the range, relative to the circumferential direction of the pneumatic vehicle tire from 15° to 55°, more preferably in the range from 20° to 35°. This angle is the angle of the rubberized reinforcements to the circumferential direction.

According to a next preferred embodiment of the present invention, at least one of the further layers is a cap-ply layer, the further layer preferably comprising rubberized reinforcements, which particularly preferably enclose an angle in the range of 0° to 5° relative to the circumferential direction of the pneumatic vehicle tire.

According to a next preferred embodiment of the present invention, the damping element has a radial height of at least 20 mm to 30 mm.

According to a next preferred embodiment of the present invention, the damping element has a uniform axial width. A quotient of the width of the damping element and a width of the central area, in each case transverse to the circumferential direction of the pneumatic vehicle tire, is in the range from 0.25 to 0.95, preferably in the range from 0.3 to 0.85, particularly preferably in the range 0.35 to 0.8, most preferably in the range of 0.4 to 0.7. The width of the central area is a spatial extension of the central area parallel to the axis of rotation.

Due to the fact according to the invention, according to which the damping element has a uniform axial width, with a quotient of the width of the damping element and a width of the central area, in each case transverse to the circumferential direction of the pneumatic vehicle tire, in the range of 0.25 to 0.95, preferably in the range of 0.3 to 0.85, particularly preferably in the range from 0.35 to 0.8, particularly preferably in the range from 0.4 to 0.7, a sufficient size of the damping element can be ensured without it the mechanical properties of this pneumatic vehicle tire would be impaired by the damping element. Furthermore, no larger design of the damping element is required. The design of the damping element relates in particular to its geometric dimensions. The fact that no larger dimensioning of the damping element is required means in particular that the amount of material from which the damping element is formed is limited. This limitation is resource-saving and environmentally and climate-friendly.

According to a next preferred embodiment of the present invention the width of the damping element is at least 100 mm to 170 mm.

According to a next preferred embodiment of the present invention, the damping element is arranged along an inner circumference of the tire inner layer, with an extension of the damping element along the inner circumference being 5 mm to 30 mm and in particular 20 mm shorter than the inner circumference.

According to a next preferred embodiment of the present invention, the damping element is connected to the inner layer of the tire in a positive, non-positive or material connection, for example by means of an adhesive or by means of a tire sealant.

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

• 1: Eine schematische Darstellung eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer Ausführungsform;
• 2: Eine schematische Darstellung eines Bereichs eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer Ausführungsform;
• 3: Eine schematische Darstellung eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer weiteren Ausführungsform;
• 4: Eine schematische Darstellung eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer weiteren Ausführungsform;
• 5: Eine schematische Darstellung gummierter Festigkeitsträger von zwei Karkasslagen einer Reifenkarkasse eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer weiteren Ausführungsform;
• 6: Eine schematische Darstellung eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer weiteren Ausführungsform;
• 7: Eine schematische Darstellung eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer weiteren Ausführungsform;
• 8: Eine schematische Darstellung eines Bereichs eines erfindungsgemäßen Fahrzeugluftreifens gemäß einer weiteren Ausführungsform.

It shows:

• 1 1: A schematic representation of a pneumatic vehicle tire according to the invention according to one embodiment;
• 2 1: A schematic representation of a region of a pneumatic vehicle tire according to the invention according to one embodiment;
• 3 : A schematic representation of a pneumatic vehicle tire according to the invention according to a further embodiment;
• 4 : A schematic representation of a pneumatic vehicle tire according to the invention according to a further embodiment;
• 5 : A schematic representation of rubberized reinforcements of two carcass plies of a tire carcass of a pneumatic vehicle tire according to the invention according to a further embodiment;
• 6 : A schematic representation of a pneumatic vehicle tire according to the invention according to a further embodiment;
• 7 : A schematic representation of a pneumatic vehicle tire according to the invention according to a further embodiment;
• 8th 1: A schematic representation of a region of a pneumatic vehicle tire according to the invention according to a further embodiment.

In the 1 a pneumatic vehicle tire 1 according to the invention according to one embodiment is shown schematically in a radial sectional view. The pneumatic vehicle tire 1 can be rotated about an axis of rotation 2 in a direction of rotation 3 . The direction of rotation 3 can also be referred to as the circumferential direction.

1. a) eine Reifenkarkasse 4 mit einem ersten Seitenbereich 5, einem zweiten Seitenbereich 6 und einem dazwischen angeordneten Zentralbereich 7, aufweisend zumindest eine Karkasslage 8 mit einer Vielzahl von in der 1 nicht näher dargestellten gummierten Festigkeitsträgern 9, die sich jeweils durch den ersten Seitenbereich 5, den zweiten Seitenbereich 6 und den Zentralbereich 7 der Reifenkarkasse 4 erstrecken,
2. b) einen relativ zur Reifenkarkasse 4 radial weiter außen liegenden Laufstreifen 10,
3. c) eine relativ zur Reifenkarkasse 4 radial weiter innen liegende Reifeninnenschicht 11.

The pneumatic vehicle tire 1 has:

1. a) a tire carcass 4 with a first side region 5, a second side region 6 and a central region 7 arranged in between, having at least one carcass ply 8 with a plurality of in the 1 rubberized reinforcements 9, not shown in detail, which each extend through the first side area 5, the second side area 6 and the central area 7 of the tire carcass 4,
2. b) a tread strip 10 which is radially further outward relative to the tire carcass 4,
3. c) a tire inner layer 11 lying radially further inwards relative to the tire carcass 4.

A damping element 12 is arranged on the tire inner layer 11 .

The damping element 12 has in particular a radial height 13 of at least 20 mm to 30 mm. A radial height 13 runs parallel to a radius 20 of the pneumatic vehicle tire 1. The radius 20 of the pneumatic vehicle tire 1 is a radius of the circle whose shape the pneumatic vehicle tire 1 basically follows.

In particular, a width 22 of the damping element 12 is at least 100 mm to 170 mm. The width 22 of the damping element 12 is an extension of the damping element 12 parallel to the axis of rotation 2; this width 22 can also be referred to as the axial width 22.

The damping element 12 is preferably connected to the inner layer 11 of the tire in a positive, non-positive or material connection, for example by means of an adhesive 23 or by means of a tire sealant 24 . As shown in the 1 the damping element 12 is bonded to the inner tire layer 11 by means of the adhesive 23 and the tire sealant 24 .

In the 2 a region of a pneumatic vehicle tire 1 according to the invention is shown schematically. Shown is the tire carcass 4. According to the illustration in FIG 2 part of the rubberized reinforcements 9 of the carcass ply 8 encloses an angle 14 in the range of 80° to 90° with respect to the circumferential direction in the first side area 5 and in the second side area 6 and in the central area 7 an angle 15 in the range of 5° to 75° includes.

In the 3 1 is a pneumatic vehicle tire 1 according to the invention according to a further embodiment shown schematically in a radial sectional view, according to the illustration in FIG 3 the quotient of the width 16 of the contact area 28 of the pneumatic vehicle tire 1 on a roadway 21 divided by the width 17 of the central region 7, in each case transversely to the circumferential direction or direction of rotation 3, i.e. parallel to the axis of rotation 2, of the pneumatic vehicle tire 1, is in the range of 0.7 to 2, preferably in the range from 0.8 to 1.6, particularly preferably in the range from 0.9 to 1.2, very particularly preferably in the range from 0.95 to 1.05.

In the 4 an area of a pneumatic vehicle tire 1 according to the invention according to a further embodiment is shown schematically in a radial sectional view. As shown in the 4 the tire carcass 4 comprises two carcass plies 8 and 18.

In the 5 are rubberized reinforcements 9 according to the in the 4 illustrated embodiment shown schematically. At the in the 5 The rubberized reinforcements 9 shown are rubberized reinforcements 9 of the carcass plies 8 and 18. The rubberized reinforcements 9 of the carcass ply 8 run parallel to one another. The rubberized reinforcements 9 of the carcass ply 18 run parallel to one another.

The rubberized reinforcements 9 of the two carcass plies 8, 18 in the central area 7 completely form an angle 27 relative to one another in the range from 30° to 90°, preferably in the range from 40° to 80°, particularly preferably in the range from 50° to 70° more preferably in the range of 55° to 65°.

In the 6 a pneumatic vehicle tire 1 according to the invention according to a further embodiment is shown schematically in a radial sectional view. As shown in the 6 At least one further layer 19, preferably exactly one further layer 19, is arranged between the tread strip 10 and the tire carcass 4.

In the 7 a pneumatic vehicle tire 1 according to the invention according to a further embodiment is shown schematically in a radial sectional view. As shown in the 7 the damping element 12 has a uniform axial width 22, with a quotient of the width 22 of the damping element 12 and a width 17 of the central region 7, in each case transverse to the circumferential direction or direction of rotation 3 of the pneumatic vehicle tire 1, in the range from 0.25 to 0.95 , preferably in the range from 0.3 to 0.85, particularly preferably in the range from 0.35 to 0.8, very particularly preferably in the range from 0.4 to 0.7.

In the 8th a region of a pneumatic vehicle tire 1 according to the invention is shown schematically according to a further embodiment. Shown is the tire inner layer 11. According to the illustration in FIG 8th the damping element 12 is arranged along an inner circumference 26 of the tire inner layer 11, with an extension 25 of the damping element 12 along the inner circumference 26 being 5 mm to 30 mm and in particular 20 mm shorter than the inner circumference 26. The inner circumference 26 runs parallel to the direction of rotation 3.

Reference List

1

Vehicle Pneumatic Tires

2

axis of rotation

3

direction of circulation

4

tire carcass

5

First page area

6

Second Side Panel

7

central area

8th

carcass ply

9

Rubberized reinforcements

10

tread

11

tire inner layer

12

damping element

13

radial height

14

Angle in the first side range or in the second side range

15

Angle in the central area

16

Width of the contact area of the pneumatic vehicle tire

17

Width of the central area of the tire carcass

18

More carcass ply

19

More location

20

Radius of the vehicle pneumatic tire

21

roadway

22

Width of the damping element

23

adhesive

24

tire sealant

25

Expansion of the damping element along the tire inner layer

26

Inner circumference of the tire inner liner

27

angle

28

ground contact area

Claims (13)

Pneumatic vehicle tire (1), having: a) a tire carcass (4) with a first side region (5), a second side region (6) and a central region (7) arranged between them, having at least one carcass ply (8, 18) with a plurality of rubberised reinforcements (9) which each extend through the first side area (5), the second side area (6) and the central area (7) of the tire carcass (4), b) a tread strip lying radially further outwards relative to the tire carcass (4). (4), c) a tire inner layer (11) lying radially further inwards relative to the tire carcass (4), at least part of the rubberised reinforcements (9) of the carcass ply (8, 18) being located in the first side region ( 5) and in the second side area (6) enclose an angle (14) in the range from 80° to 90° and in the central area (7) encloses an angle (15) in the range from 5° to 75°, characterized in that at the Tire inner layer (11) of the pneumatic vehicle tire (1) a damping element (12) is arranged. Vehicle pneumatic tires (1) after claim 1 , characterized in that at least some of the rubberised reinforcements (9) of the carcass ply (8, 18) form an angle (14 ) in the range of 85° to 90°, preferably in the range of 88° to 90°. Pneumatic vehicle tires (1) according to one of Claims 1 or 2 , characterized in that at least some of the rubberised reinforcements (9) of the carcass ply (8, 18) form an angle (15) in the central area (7) in the range from 10° to 70° in relation to the circumferential direction (3) of the pneumatic vehicle tire (1). °, preferably in the range from 15° to 55°, particularly preferably in the range from 20° to 35°. Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that the tread strip (10) is arranged at least partially, preferably completely, above the central region (7) in the radially outward-pointing direction. Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that the quotient of the width (16) of the contact area and the width (17) of the central region (7), in each case transversely to the circumferential direction (3) of the pneumatic vehicle tire (1), in Range from 0.7 to 2, preferably in the range from 0.8 to 1.6, particularly preferably in the range from 0.9 to 1.2, very particularly preferably in the range from 0.95 to 1.05. Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that the tire carcass (4) comprises two or more carcass plies (8, 18), in each carcass ply (8, 18) at least part of the rubberized reinforcements (9), preferably all rubberized reinforcements (9), relative to the circumferential direction (3) of the pneumatic vehicle tire (1), in the first side area (5) and in the second side area (6) an angle (14) in the range of 80° to 90° and in the central area (7 ) includes an angle (15) in the range from 5° to 75°. Pneumatic vehicle tire (1) according to the preceding claim, characterized in that the tire carcass (4) comprises two carcass plies (8, 18), the rubberised reinforcements (9) of the two carcass plies (8, 18) in the central region (7) being one relative to one another Angle (27) in the range from 30° to 90°, preferably in the range from 40° to 80°, particularly preferably in the range from 50° to 70°, very particularly preferably in the range from 55° to 65°. Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that at least one further layer (19), preferably exactly one further layer (19), is arranged in the pneumatic vehicle tire (1) between the tread strip (10) and the tire carcass (4). . Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that the damping element (12) has a radial height (13) of at least 20 mm to 30 mm. Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that the damping element (12) has a uniform axial width (22), a quotient of the width (22) of the damping element (12) and a width (17) of the central region (7), in each case transversely to the circumferential direction (3) of the pneumatic vehicle tire (1), in the range from 0.25 to 0.95, preferably in the range from 0.3 to 0.85, particularly preferably in the range from 0.35 to 0 .8, most preferably in the range from 0.4 to 0.7 Pneumatic vehicle tire (1) according to the preceding claim, characterized in that the width (22) of the damping element (12) is at least 100 mm to 170 mm. Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that the damping element (12) is arranged along an inner circumference (26) of the tire inner layer (11), with an extension (25) of the damping element (12) along the inner circumference (26) 5 mm to 30 mm and in particular 20 mm shorter than the inner circumference (26). Pneumatic vehicle tire (1) according to one of the preceding claims, characterized in that the damping element (12) is connected to the tire inner layer (11) in a positive, non-positive or material connection, for example by means of an adhesive (23) or by means of a tire sealant (24).

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