EP2714430A1

EP2714430A1 - Tread profile of a pneumatic vehicle tire

Info

Publication number: EP2714430A1
Application number: EP12717126.2A
Authority: EP
Inventors: Stefan Rittweger
Original assignee: Continental Reifen Deutschland GmbH
Current assignee: Continental Reifen Deutschland GmbH
Priority date: 2011-05-30
Filing date: 2012-04-25
Publication date: 2014-04-09
Also published as: DE102011050705A1; WO2012163605A1

Abstract

The invention relates to a tread profile of a pneumatic vehicle tire having radially raised profile belts (3, 5, 7), for example tread bar rows or profile ribs, which extend across the circumference of the pneumatic vehicle tire, and which within the ground contact surface width TA in an axial direction A of the tire are each bounded by peripheral grooves (2, 4, 6, 8). The groove wall defining the peripheral groove (6, 8) in an axial direction A of the tire towards the profile belt (7) forms the flank (11, 12), which defines the profile belt (7) towards the peripheral groove (6, 8), and in a radial direction R of the tire towards the outside is configured with a radial outer surface (10) forming the ground contact surface. In at least one profile belt (7) in the radial outer surface (10) forming the ground contact surface, several tread sipes (27) that are spaced apart from one another, extend across the entire circumference of the vehicle tire and are oriented in a circumferential direction U of the pneumatic vehicle tire are formed.

Description

description

Tread pattern of a pneumatic vehicle tire

The invention relates to a tread pattern of a pneumatic vehicle tire with over the circumference of the vehicle pneumatic tire extended radially raised profile bands - for example, profile block rows or tread ribs - which within the

Ground contact width in the axial direction A of the tire are respectively limited by circumferential grooves, wherein the circumferential groove in the axial direction A of the tire to the

Profile band towards limiting groove wall in each case the profile band to the circumferential groove towards limiting edge forms, and is formed in the radial direction R of the tire to the outside with a bottom contact surface forming radially outer surface.

Such pneumatic vehicle tires are known.

Such tread patterns of pneumatic vehicle tires are typically formed with tread ribs or tread block rows extending over the circumference of the pneumatic vehicle tire, with the tread ribs and also the tread block elements of the tread block rows exerting relatively high resistance to indentation as the tire rolls on the road surface, thereby adversely affecting the rolling resistance of the pneumatic vehicle tire becomes. The radially outer surface of the profile block elements of

Profile block rows or the profile ribs, which produces the road contact when rolling, is usually formed substantially smooth, whereby the micro-engagement is limited in the relatively rough road surfaces. This can be the dry and the

Negatively affect the wet grip properties of the tire. Basically, there is a trade-off between good wet and dry adhesion on the one hand and good rolling resistance on the other. This one is common with Help specially coordinated, elaborately manufactured and positioned in the tire

Tried to influence rubber mixtures. For example, good ones stand out

Rubber compounds for good traction properties usually by somewhat low stiffness, in order in this way a good toothing with the substrate

to be able to. In general, a high adaptability to the ground to achieve a good mesh with the road surface requires a high flexibility of the material. This flexibility, in turn, causes the material to greatly deform as a whole during the unrolling process. This can be

form undesirable high deformation energy or heat, which in turn the

Rolling resistance adversely affects. When using stiffer trained

Rubber material deforms during unwinding less, causing the

Rolling resistance can be positively influenced. With such rubber material, however, the teeth are often negatively influenced by the road, whereby the

Power transmission and thus the traction is reduced. Therefore, it is often attempted to solve this conflict of objectives individually with elaborate constructions using several different skilfully matched multilayer tread compounds. However, such solutions are relatively expensive and expensive in material and production. The invention is therefore based on the object with simple means using the profile mechanics the conflict between good wet and dry adhesion and

Raise rolling resistance to a higher level.

The object is achieved by the formation of a tread pattern of a pneumatic vehicle tire with over the circumference of the vehicle pneumatic tire extended radially raised profile bands - for example, profile block rows or tread ribs - which are limited within the ground contact width in the axial direction A of the tire respectively by circumferential grooves, wherein the circumferential groove in the axial Direction A of the tire to the profile band towards limiting groove wall in each case forms the profile band to the circumferential groove edge adjacent, and is formed in the radial direction R of the tire to the outside with a bottom contact surface forming radially outer surface, according to the features of claim 1, wherein in at least one profile band in the radially outer surface forming the ground contact surface a plurality of spaced apart, over the entire circumference of the vehicle tire away extended and aligned in the circumferential direction U of the vehicle pneumatic tire sipes are formed.

This design makes it possible for the radially outer extent region of the profile strip to be purposefully softened with the aid of the targeted circumferentially oriented and circumferentially extending sipes. This will

profile-mechanically designed only with fine targeted fine incisions the profile band with a rather soft radially outer extension region with stiffer inner core region. By selective choice of the depth of the fine incisions, the softness and the duration of the softening effect can be adjusted individually. The circumferentially oriented sipes thereby allow a softening of the radially outer

Extension of the profile band and thus a sufficiently soft surface to achieve a good dry and wet grip with a stiff core of the profile band and thus low rolling resistance. Due to the circumferential orientation of the sipes additional noise is largely avoided. Thus, the goal conflict between good wet and dry adhesion on the one hand and good rolling resistance on the other hand can be lifted to a higher level in a simple way purely profile mechanical. The sipe depth allows a fine individual vote between higher stiffness to achieve further improved Trockenbrems- or

Dry handling properties or further increased softening by additional deepening of the sipes to achieve further improved

Rolling resistance properties.

Particularly advantageous is the formation of a tread pattern of a pneumatic vehicle tire according to the features of claim 2, wherein the transition of the surface of the

Profile band between the radially outer surface forming the ground contact surface and the profile band in the axial direction to the adjacent circumferential groove out

limiting edge is formed as a chamfer in the circumferential direction U of the

Vehicle tire extends over the circumference of the tire and in the cross-sectional planes, which have the tire axis, respectively forms a sectional contour line, which under

Inclusion of an inclination angle α to the radial direction R out starting from the radially outer surface forming the ground contact surface in the axial direction A to the flank is continuously sloping towards radially inward formed. As a result, the effective contact surface with the road can be increased during braking or when accelerating compared to the normal driving state. The enlargement thus takes place only in the driving situation in which more power is to be transmitted to the road. The softening of the material caused by the fine cuts supports and intensifies this effect.

Particularly advantageous is the formation of a tread pattern of a pneumatic vehicle tire according to the features of claim 3, wherein additionally in the profile band in the axial direction to the adjacent circumferential groove out flank limiting each of a plurality of spaced, over the entire circumference of the vehicle tire away and extended in the circumferential direction of the U Pneumatic tire aligned fine incisions are formed. As a result, the deformation energy can be easily reduced by the bulging of the flanks is facilitated under pressure. The bulge expands the surface to produce surface tension. The sipes reduce the surface tension. The rolling resistance can be further reduced and the conforming of the radially outer surface to the road surface can be further improved, whereby the effect of the located in the radially outer surface

Fine cuts can be further strengthened.

Particularly advantageous is the formation of a tread pattern of a pneumatic vehicle tire according to the features of claim 4, wherein the sipes are each formed along its extension with a measured in the radially outer surface or in the flank width b and a depth t with b <(2 1).

Particularly advantageous is the formation of a tread pattern of a pneumatic vehicle tire according to the features of claim 5, wherein the sipes are each formed along its extension with a depth t of 0.4mm <t <2mm. This allows the Softening and their effect can be effectively implemented limited to the particularly critical radially outer extent of the profile.

Particularly advantageous is the formation of a tread pattern of a pneumatic vehicle tire according to the features of claim 6, wherein the sipes are each formed along its extension with a measured in the radially outer surface or in the flank width b with b <1mm.

Particularly advantageous is the formation of a tread pattern of a pneumatic vehicle tire according to the features of claim 7, wherein two adjacent sipes of the radially outer surface or a flank are each formed with a distance a to each other with 3mm <a <8mm - especially with 4mm <a <5mm ,

Particularly advantageous is the formation of a tread pattern of a pneumatic vehicle tire according to the features of claim 8, wherein the inclination angle α with 45 ° <a <75 ° - in particular with α = 60 ° - is formed. As a result, the additional contact surface during braking can be effectively ensured in a simple manner.

The invention will be described below with reference to FIGS. 1 to 6

Embodiments explained in more detail. Show here

1 is a plan view of a portion of a tread pattern of a passenger car pneumatic tire with circumferential ribs,

2 shows the tread profile of Fig.l in a sectional view according to section II-II of Fig.l, Figure 3 shows the tread profile of Fig.l in a sectional view along section III-III of Fig. L,

4 is a plan view of a portion of a circumferential rib of the tread pattern of FIG. 1 in an enlarged view, 5 is a perspective view of a portion of a circumferential rib of

Tread profiles of Fig. 1 in an enlarged scale,

Fig.6 is a plan view of a portion of a tread pattern of a passenger vehicle pneumatic vehicle tire of Fig. 1 in alternative configuration with profiled block rows.

Figures 1 to 5 show a tread pattern of a pneumatic vehicle tire for cars. The tread pattern is - as shown in Figure 1 - for example with a

Shoulder profile block row 1, with a circumferential rib 3, with a circumferential rib 5, with a circumferential rib 7 and formed with a shoulder profile block row 9. The

Shoulder profile block rows 1 and 9 extend over the entire circumference of the

Pneumatic vehicle tire in the circumferential direction U of the pneumatic vehicle tire and are formed in a known manner from distributed over the circumference and each spaced by transverse grooves profile block elements. The circumferential ribs 3, 5 and 7 are aligned in a known manner in the circumferential direction U of the pneumatic vehicle tire and extends over the entire circumference of the pneumatic vehicle tire. The shoulder profile block row 1 and the circumferential rib 3 are spaced apart in the axial direction A of the pneumatic vehicle tire by a circumferential groove 2 which extends over the entire circumference of the vehicle pneumatic tire and is aligned in the circumferential direction U. The circumferential rib 3 and the circumferential rib 5 are spaced in a known manner by an over the entire circumference of the vehicle pneumatic tire extending and aligned in the circumferential direction U circumferential groove 4 from each other. The circumferential rib 5 and the circumferential rib 7 are spaced apart in the axial direction A by a circumferential groove 6 which extends over the entire circumference of the pneumatic vehicle tire and is aligned in the circumferential direction U. The

Circumferential rib 7 and the profile block row 9 are in a known manner by an over the entire circumference of the vehicle pneumatic tire extended and in the circumferential direction U

aligned circumferential groove 8 spaced from each other. As can be seen in FIG. 1, the ground contact width TA measured in the axial direction A extends

Pneumatic tire, which is measured in the vehicle-mounted operating condition of the tire, from the shoulder profile block row 1 to the shoulder profile block row. 9 The circumferential grooves 2, 4, 6 and 8 are - as shown in Figure 2 on the example of the circumferential grooves 6 and 8 - in the radial direction R of the pneumatic vehicle tire radially inward through an over the entire circumference of the vehicle pneumatic tire extending and aligned in the circumferential direction U groove bottom limited. The circumferential groove 6 is bounded by the groove bottom 16 radially inward, the circumferential groove 8 through the groove bottom 18th

The circumferential grooves 2, 4, 6 and 8 are each limited in the axial direction A of the pneumatic vehicle tire by groove walls extending from the groove bottom 16 in the radial direction R outwardly to the outer surface of the tire and thereby to the respective

Circumferential groove directed edge of the adjacent peripheral rib or

Form shoulder profile block row. As can be seen in Figure 2, which forms the

Circumferential rib 7 directed groove wall of the circumferential groove 6 facing the circumferential groove 6 facing edge 11 of the circumferential rib 7 and the circumferential rib 7 directed

Groove wall of the circumferential groove 8 which the circumferential groove 8 facing edge 12 of the circumferential rib. 7

As can be seen in FIG. 2 and in FIG. 5 using the circumferential rib 7 as an example, the circumferential ribs 3, 5 and 7 are limited in the radial direction R to the outside by a radially outer surface 10 forming the road contact surface which extends over the entire circumference of the pneumatic vehicle tire in the circumferential direction U extends. The circumferential grooves 6 and 8 are formed with a measured in the radial direction R depth Pj, which, starting from the radially outer surfaces 10 of the circumferential ribs 3, 5 and 7 formed lateral surface radially inward to the groove bottom 16 and 18 of the respective circumferential groove. 6 or 8 is dimensioned. The flanks 11 and 12 extend, starting from the groove bottom 11 and 12 in the radial direction R to the outside via a radial extension height H with (3/4) Ρχ <H <P _T.

The transition between the flank 11 and the radially outer surface 10 is formed as a chamfer 13, which in the sectional planes which include the tire axis, respectively forms a rectilinear contour line, which at an inclination angle α to the radial R starting from the radially outer surface 10 in the axial direction A to the flank 1 1 inclined towards radially inwardly decreases. Likewise, the transition between the radially outer surface 10 and the flank 12 is formed as a chamfer 14, which in the tire axis containing cutting planes running straight at an angle of inclination α to the radial R, starting from the radially outer surface 10 in the axial direction A to the flank 12 out seen inclined radially inward drops. The chamfer 13 intersects the radially outer surface 10 in the cutting planes including the tire axis in an axial position Ri. The chamfer 14 intersects the radially outer surface 10 with the chamfer

Cutting planes including the tire axis in an axial position R ₂ . The angle α is chosen to be 45 ° <α <75 °. In the illustrated embodiment, α is in each case formed with α = 60 °.

In the radially outer surface 10 of the circumferential ribs are - as shown in Figures 2 to 5 based on the circumferential rib 7 - a plurality of each in the axial direction A at a distance a to each other arranged in the circumferential direction U aligned and extending over the entire circumference of the pneumatic vehicle tire sipes 27th educated. The sipes 27 are over the entire circumference of the pneumatic vehicle tire with a measured in the radially outer surface 10 sipe width b and over the entire circumference of the pneumatic vehicle tire away with a starting from the radially outer surface 10 to the sipe 27 in the radial direction R to formed inside bounding fine incision ground measured depth t. The fine incision 27 nearest the axial position Ri is arranged at an axial distance a from the axial position Ri. The axial position of the R ₂ closest sipe 27 is disposed with measured in the axial direction A of the axial distance a from the axial position _R.sub.2.

In the flanks 11 and 12, a plurality in the radial direction R are arranged one above the other and at a distance from each other arranged sipes 26 and 28, respectively, which extend over the entire circumference of the pneumatic vehicle tire and in

Are aligned circumferential direction U. The sipes 26 of the flank 11 are each in the cross-sectional planes, which include the tire axis, with one in the Flank surface 1 1 measured width b and with a perpendicular to the flank surface

11 measured depth t formed. Similarly, the sipes 28 formed in the flank 12 are each over the entire circumference of the pneumatic vehicle tire in the cross-sectional planes which include the tire axis, with a in the

Flank surface 12 measured width b and with a perpendicular to the flank surface

12 measured depth t formed. Adjacent fine incisions 26 of the flank 11 are each arranged at a distance a from each other. Adjacent fine incisions 28 of the flank 12 are each arranged at a distance a from one another. The radially inner sipe 26 is arranged in the illustrated embodiment at a distance a to the groove bottom 16. The radially inner sipe 28 of the flank 12 is arranged at a distance a to the groove bottom 18 in the illustrated embodiment. The radially outer sipe 26 of the flank 11 is formed in the flank 11 at a distance from the cutting position of the chamfer 13 with the flank 11, which is at least (a / 2) and maximum (2a). Likewise, the radially outer sipe 28 of the flank 12 is formed at a distance from the cutting position of the chamfer 14 with the flank 12 which is at least (a / 2) and maximum (2a).

The sipes are formed with a width b, wherein (b <2 t) - for example, b = t - is.

The width b of the sipes is b <1mm, for example b = 0.5mm

educated.

The sipes are formed with a depth t of 0.4mm <t <2mm, for example, with a depth t = 0.5mm.

The distances a are formed with 3mm <a <8mm. In common tires, a is 4mm <a <5mm.

Figure 6 shows an embodiment of a pneumatic vehicle tire, which corresponds to the embodiment of Figures 1 to 5, but instead of the profile ribs 3, 5 and 7

Profile block rows 3 ^' , 5' and 7 ^'are formed. The profile block row 3 'is made in Circumferentially U arranged one behind the other and each formed by transverse grooves 31 spaced from each other profile block elements 30. The profile block row 5 ^' is arranged in the circumferential direction U one behind the other and in each case by transverse grooves 51 from each other in the circumferential direction U spaced profile block elements 50 are formed. The profile block row 7 'is arranged in the circumferential direction U one behind the other and each formed by transverse grooves 71 spaced from each other profile block elements 70. The transverse grooves 31 extend from the circumferential groove 2 into the circumferential groove 4. The transverse grooves 51 extend from the circumferential groove 4 into the circumferential groove 6 and the transverse grooves 71 extend from the circumferential groove 6 into the circumferential groove 8. The profile block elements 70 are limited in the radial direction to the outside by a road contact surface forming the radially outer surface 10 and the circumferential groove 6 by the flanks 16 and the circumferential groove 8 through flanks 18. In the radially outer surface 10 and in the flanks 16th and 18 are - as in connection with the embodiments of Figures 1 to 5 using the example of

Circumferential ribs 7 explained - sipes 27, 26 and 28 formed.

As can be seen in Figure 2, for example, three juxtaposed sipes 27 are formed in the radially outer surface 10 and formed in the flanks 16 and 18 each have two sipes 26 and 28 respectively. In the illustration of Figures 1, 4 and 6 alternative embodiments are shown, in which four juxtaposed sipes 27 are formed in the radially outer surface.

LIST OF REFERENCE NUMBERS

(Part of the description)

1 shoulder block row

2 circumferential groove

3 circumferential rib

4 circumferential groove

5 circumferential rib

6 circumferential groove

7 circumferential rib

8 circumferential groove

9 shoulder block row

10 Radial outer surface

11 flank

12 flank

13 phase

14 phase

15

16 groove bottom

17

18 groove bottom

26 fine incision

27 fine incision

28 fine incision

30 profile block element

31 transverse groove

50 profile block element

51 transverse groove

70 profile block element

71 transverse groove

Claims

claims

1) tread pattern of a pneumatic vehicle tire with over the circumference of

Pneumatic vehicle tire extended radially raised profile bands (3,5,7) - for example, profile block rows or tread ribs - which within the

Ground contact width TA in the axial direction A of the tire by

Circumferential grooves (2,4,6,8) are limited, wherein the circumferential groove (6,8) in the axial direction A of the tire to the profile band (7) towards limiting groove wall respectively the profile band (7) to the circumferential groove (6,8) defining flank (1 1, 12), and in the radial direction R of the tire to the outside with a

Ground contact surface forming radially outer surface (10) is formed, d a d u r c h e c e n e c e n e,

that in at least one profile band (7) in the radially outer the

Ground contact surface forming surface (10) a plurality of spaced apart, over the entire circumference of the vehicle tire across and extended in

Circumferential direction U of the vehicle pneumatic tire aligned fine incisions (27) are formed.

2) tread pattern according to the features of claim 1,

wherein the transition of the surface (10) of the profiled strip (7) between the radially outer surface forming the ground contact surface (10) and the profile band (7) in the axial direction A to the adjacent circumferential groove (6,8) towards limiting edge (11,12 ) is formed as a chamfer (13,14) extending in the circumferential direction U of the vehicle tire over the circumference of the tire and in the

Cross-sectional planes, which have the tire axis, each forms a sectional contour line, which, including an inclination angle α to the radial direction R toward starting from the radially outer ground contact surface forming

Surface (10) is formed in the axial direction A to the flank (1 1, 12) towards continuously sloping radially inward. 3) tread pattern according to the features of claim 1 or 2,

wherein additionally in the profile band (7) in the axial direction A to the adjacent circumferential groove (6,8) towards flank limiting (1 1, 12) in each case a plurality of spaced apart, over the entire circumference of the vehicle tire away extended and in the circumferential direction U of the pneumatic vehicle tire aligned sipes

(26,28) are formed.

4) tread pattern according to the features of one or more of

previous claims,.

wherein the sipes (27, 26, 28) are each formed along their extent with a width b measured in the radially outer surface (10) or in the flank (11, 12) and with a depth t with b <(2 t).

5) tread according to the features of one or more of

previous claims,.

wherein the sipes (27,26,28) are each formed along their extension with a depth t of 0.4mm <t <2mm.

6) tread according to the features of one or more of

previous claims,

wherein the sipes (27, 26, 28) are each formed along their extent with a width b of b <1 mm measured in the radially outer surface (10) or in the flank (11, 12). 7) tread according to the features of one or more of

previous claims,

wherein two adjacent sipes (27,26,28) of the radially outer surface (10) and a flank (11,12) are each formed with a distance a to each other with 3mm <a <8mm - in particular with 4mm <a <5mm. 8) tread pattern according to the features of one or more of the preceding claims 2 to 7,

wherein the inclination angle α with 45 ° <a <75 ° - in particular with α = 60 ° - is formed.