WO2025008030A1 - Bande de roulement pour pneumatique de véhicule - Google Patents

Bande de roulement pour pneumatique de véhicule Download PDF

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Publication number
WO2025008030A1
WO2025008030A1 PCT/DE2024/200059 DE2024200059W WO2025008030A1 WO 2025008030 A1 WO2025008030 A1 WO 2025008030A1 DE 2024200059 W DE2024200059 W DE 2024200059W WO 2025008030 A1 WO2025008030 A1 WO 2025008030A1
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WO
WIPO (PCT)
Prior art keywords
groove
section
radially
flank
region
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2024/200059
Other languages
German (de)
English (en)
Inventor
Andrej Proksa
Mario Korbas
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Reifen Deutschland GmbH
Original Assignee
Continental Reifen Deutschland GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Reifen Deutschland GmbH filed Critical Continental Reifen Deutschland GmbH
Publication of WO2025008030A1 publication Critical patent/WO2025008030A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C11/1323—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls asymmetric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
    • B60C11/045—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section the groove walls having a three-dimensional shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0353—Circumferential grooves characterised by width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C2011/1338—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising protrusions

Definitions

  • the invention relates to a tread for a vehicle tire, wherein a profile groove with a radially upper region and a radially lower region as well as with a first groove flank and a second groove flank is formed in the tread, wherein in the radially upper region of the profile groove lateral overhangs are formed on the groove flanks such that a groove width of the profile groove in the radially upper region is smaller at least along parts of a longitudinal extension of the profile groove than in the radially lower region of the profile groove and wherein, viewed in a sectional surface perpendicular to the longitudinal extension, the radially lower region is formed asymmetrically to a radial direction.
  • a vehicle tire in particular a vehicle tire used on a steering axle, can be subjected to greater stress from the direction of an axial outer side than from the direction of an axial center.
  • an asymmetrical design of a groove cross-section can offer the advantage that a transverse stiffness can be set differently on the two sides of the profile groove.
  • an increased susceptibility to cracking on an axially outward-facing side of the profile groove can be specifically counteracted by a suitable asymmetrical design, in particular of the groove base.
  • Lateral overhangs in the radially upper areas of profile grooves have the advantage that, when a tread is equipped in this way, there is more material on the tread surface when new than without the overhangs, which can lead to better dry grip and slower wear in the radial direction.
  • Another advantage of a smaller groove width in the radially upper area can be that the groove flanks on the lateral overhangs can support each other when the tread is loaded, which can lead to improved rigidity. Because the profile groove has a greater groove width in the radially lower area than in the radially upper area with the lateral overhangs, a good drainage function can be ensured at the same time.
  • DE 102020 212 560 A1 presents a pneumatic vehicle tire with a tread having a profile with a circumferential groove running in the circumferential direction of the pneumatic vehicle tire, wherein a second, radially inner groove section is expanded in the axial direction compared to a first groove section and wherein the cross-sectional area of the second groove section is formed asymmetrically to the radial direction.
  • Profile grooves with lateral overhangs can have the disadvantage that the wet properties deteriorate due to the correspondingly reduced groove openings in the area of the tread.
  • US 2021/0347209 A1 provides a profile with two circumferential grooves to improve the wet properties, with at least one of these grooves being designed as a complex groove with alternating cavities that are open towards the tread and hidden towards the tread.
  • the invention is based on the object of creating a tread for a vehicle tire which has both good rigidity and durability as well as good wet suitability, in particular good wet grip.
  • the groove width in the radially upper region alternately narrows and widens again along the longitudinal extent, wherein, viewed in a sectional surface perpendicular to the radial direction, the first groove flank in a first section along the longitudinal extent of the profile groove in the radially upper region is convex in the direction of the second groove flank and the second groove flank in the radially upper region of the first section is concave in the direction of the first groove flank.
  • the coordinated concave and convex design of the groove flanks can create additional edge length with efficient use of area, which can have a positive effect on wet grip in particular.
  • the invention thus combines in a special way a groove cross-section perpendicular to the longitudinal extension with a cross-section perpendicular to the radial direction in a radially upper area of the profile groove and thus achieves a high level of both the stiffness and durability as well as the wet grip of the tread according to the invention.
  • the radial direction refers to a direction that is perpendicular to the axis of rotation of the vehicle tire and intersects the axis of rotation.
  • inwards refers to the orientation that faces the axis of rotation in the radial direction.
  • outwards refers to the orientation that faces away from the axis of rotation in the radial direction.
  • the circumferential direction refers to the direction of a rolling movement around the axis of rotation.
  • a position at the front on the vehicle tire in the circumferential direction passes through a minimum distance from the road surface earlier than a position at the rear in the circumferential direction when the vehicle is driving forward during a 180° rotation of the vehicle tire.
  • the axial direction refers to a direction parallel to the axis of rotation. Pointing axially inward refers to an orientation that faces axially toward a tire equatorial plane or a tire equatorial line.
  • the tire equatorial plane is a plane perpendicular to the rotation axis of the vehicle tire that runs through the center of the axial width of the vehicle tire, with the tire equatorial line running in the tire equatorial plane and on the surface of the vehicle tire.
  • the transverse direction is a direction that consists of components of the radial direction and/or the axial direction.
  • the circumferential direction and the transverse direction can run on a base surface of the vehicle tire.
  • the base surface coincides with the smooth surface that the vehicle tire would have if no small-scale profile elements, such as grooves or radially protruding ribs, were provided.
  • Small-scale profile elements are characterized in at least one of the three dimensions radial direction, axial direction and circumferential direction by a dimension and/or by a radius of curvature that is less than or equal to a maximum profile depth in the vehicle tire.
  • the base surface remains physically intact wherever no such profile elements are provided.
  • the sections obtained the base surface can be at least partially intended for contact with a road surface.
  • the base surface continues as an imaginary surface above the groove; where, for example, a radially projecting rib is arranged on the tread, the base surface continues as an imaginary surface below the radially projecting rib.
  • a convex formation of the lateral overhang on the first groove flank in the direction of the second groove flank can be given if, in the first section along the longitudinal extent of the profile groove, the lateral overhang is limited exclusively by a first pair of flank segments enclosing a first angle and/or a first curved flank segment, wherein the first angle assumes a value of more than 180°, or wherein the first curved flank segment is convexly curved in the direction of the second groove flank.
  • a concave formation of the lateral overhang on the second groove flank in the direction of the first groove flank exists, for example, when in the first section along the longitudinal direction of the profile groove the lateral overhang is limited exclusively by a second pair of flank segments enclosing a second angle and/or a second curved flank segment, wherein the second angle assumes a value of less than 180°, or wherein the second curved flank segment is concavely curved in the direction of the first groove flank.
  • the first and second angles are measured in a surface perpendicular to the radial direction and are open in the direction of the respective opposite groove flank, wherein the axes of curvature of the first and second curved flank segments run parallel to the radial direction.
  • the lateral overhangs in the first section can be complementary convex or concave. This is the case, for example, when the first and second angles add up to 360° and have a common direction are centered and/or if the first and second curved flank segments are concentric circular arcs.
  • the tread groove is preferably a circumferential groove, i.e. a groove that extends over the entire circumference of a vehicle tire equipped with the tread and opens into itself.
  • the circumferential groove can deviate locally from the circumferential direction and, for example, run in a zigzag shape.
  • the cross-section in the radially lower region has no kinks, but can be described throughout by well-defined tangents.
  • all curves in the cross-section can preferably be described with radii of curvature of more than 3 mm.
  • a transition to the radially upper region does not have to be affected by this, but can have bevels and/or curves that can be described by a radius of curvature of less than 3 mm.
  • the radially lower region of the profile groove can be designed asymmetrically to the radial direction in different ways.
  • the profile groove can comprise a groove base, wherein the groove base in the radially lower region of the profile groove can merge into the first groove flank in a first curved partial region and can merge into the second groove flank in a second curved partial region.
  • a minimum radius of curvature characterizing the first curved partial region is preferably smaller than a minimum radius of curvature characterizing the second curved partial region. If the curved partial regions are circular arcs, each curved partial region is characterized by only one radius of curvature, which then counts as the minimum radius of curvature.
  • the second groove flank points axially outwards and the first groove flank points in the direction of the tire equator.
  • a smaller curvature on the axial outside and the associated lower susceptibility to cracking make it possible to accommodate greater stress on this side of the tread.
  • a ratio between the minimum radius of curvature characterizing the first curved partial area and the minimum radius of curvature characterizing the second curved partial area is between 0.3 and 0.7 and preferably between 0.45 and 0.55.
  • the groove base can run in a straight line between the curved sections. In a preferred embodiment, however, the groove base between the two curved sections at the transition to the groove flanks is also curved.
  • a minimum radius of curvature characterizing the groove base can be in a ratio of 2 to 3, preferably 2.4 to 2.6, to the radius of curvature characterizing the second curved section.
  • the first curved section, the second curved section and the groove base can each be described by a circular arc, with the circular arcs merging tangentially into one another and the radially deepest point of the profile groove being located at the point of contact between the first curved section and the groove base.
  • the entire radially lower region of the profile groove can be continuously curved in the cross-section perpendicular to the longitudinal extent.
  • a straight partial region of a respective groove flank can adjoin radially above the first curved partial region and/or radially above the second curved partial region within the radially lower region.
  • the transition between the first curved partial region and a straight partial region of the first groove flank can take place radially further down than the transition between the second curved partial region and a straight partial region of the second groove flank.
  • a transition takes place from the first curved partial region to the straight partial region of the first groove flank, but not from the second curved partial region to a straight partial region of the second groove flank; in other words, the second curved section in the cross-section of the radially lower region of the profile groove that is perpendicular to the longitudinal direction can extend to the transition into the radially upper region without a straight partial region of the second groove flank being arranged in the radially lower region.
  • the groove flanks preferably have angles of inclination relative to the radial direction.
  • An angle of inclination of a groove flank can also be determined locally as the angle of inclination of a tangent to a curved partial area.
  • Angles of inclination of the groove flanks are positive if they open radially upwards and away from the respective opposite groove flank, so that a V-shaped groove for example, it would have two groove flanks inclined at positive angles.
  • the angles of inclination of the groove flanks in the radially lower region are preferably consistently positive.
  • a transverse stiffness in the axially outer direction can be increased compared to the axially inner direction by selecting a minimum angle of inclination of the second groove flank in the radially lower region to be greater than a minimum angle of inclination of the first groove flank in the radially lower region. In this way, a greater load on the tread from the axial outside can be specifically counteracted.
  • a minimum angle of inclination of a groove flank in the radially lower region is preferably present in the region of a straight partial region of the groove flank and/or can be present at a radially upper end of the radially lower region.
  • a minimum inclination angle of the first groove flank in the radially lower region and a minimum inclination angle of the second groove flank in the radially lower region can be in a ratio between 1:3 and 1:2.
  • the minimum inclination angle of the first groove flank in the radially lower region can be between 4° and 8°.
  • the boundary between the radially upper region and the radially lower region may be defined at the radial level of a radially lower end of the lateral overhangs and/or where the groove width begins to decrease from maximum tread depth and looking towards the base surface.
  • bevelled transitions can be formed on the groove flanks. If the groove width in the region of the radial extension of the bevelled transitions is smaller than in positions further down in the radially lower region, the bevelled transitions can be assigned to the radially upper region.
  • the bevelled transitions can have angles of inclination relative to the radial direction in a cross-section perpendicular to the longitudinal extension of the profile groove, with the angles of inclination being open radially upwards and towards the respective opposite groove flank, so that the bevelled transitions cover the radially lower region.
  • An angle of inclination can be between 50° and 70°, measured in the middle of a radial extension or a width extension of a bevelled transition.
  • Radially above the beveled transitions the lateral overhangs can be designed in such a way that a radial region of constant groove width is produced.
  • the groove flanks on the lateral overhangs in the radial region of constant groove width can run parallel to the radial direction.
  • a radial extension proportion of the radial region of constant groove width in the radially upper region can be between 0.1 and 0.5.
  • Chamfers can be formed on the lateral overhangs on the groove flanks in the radially upper area as transitions to the base surface of the tread.
  • the chamfers can enclose angles of inclination with the radial direction, with the angles of inclination being open radially outwards and away from the respective opposite groove flank, so that the groove width increases radially outwards in the radial extension area of the chamfers.
  • An angle of inclination can be between 20° and 40°, measured in the middle of a radial extension or a width extension of a chamfer.
  • Transitions between the radially lower region of the profile groove, the bevelled transitions, the radial region of constant groove width and/or the chamfers in the radially upper region of the profile groove are preferably each rounded, so that preferably the entire cross-section of the profile groove can be described by well-defined tangents in a cutting surface perpendicular to the longitudinal extension.
  • the first groove flank viewed in a sectional area perpendicular to the radial direction, can be concave in a second section along the longitudinal extension of the profile groove in the radially upper region in the direction of the second groove flank and the second groove flank can be convex in the radially upper region of the second section in the direction of the first groove flank.
  • the first and second sections can be designed to be oppositely complementary to one another, so that an S-shaped or zigzag-shaped course can be composed of the two sections along the longitudinal extension of the profile groove.
  • the second section may be formed with straight flanks in the direction of the longitudinal extension.
  • the groove width in the radially upper region of the first section can be larger than in the radially upper region of the second section.
  • a course that narrows and widens again in the radially upper region according to the invention can be composed of sections in the manner of the first and second sections along the longitudinal extent of the profile groove.
  • a ratio between the groove width in the radially upper region of the first section and the groove width in the radially upper region of the second section can be between 2:1 and 10:1, preferably between 4:1 and 6:1.
  • the groove width in the radially upper region of the first section can be between 10 mm and 25 mm.
  • the first section along the longitudinal extension of the profile groove can have a first length and the second section along the longitudinal extension of the profile groove can have a second length.
  • the first and second lengths can be equal to one another.
  • the first and second lengths can have a ratio of more than 5:4 or less than 4:5. If the groove widths in the first and second sections differ, a targeted setting of a negative portion in the tread can be carried out with such an unequal length ratio.
  • the first and second sections can be connected to one another along the longitudinal extent by a tapering section, the groove width in the radially upper region of the tapering section decreasing from the first section to the second section. In this way, a continuous transition between different groove widths in two adjacent first and second sections can be realized.
  • the first section, the tapering section and the second section can be supplemented by a widening section to form a quartet of sections, several similar quartets being lined up along the longitudinal extent of the profile groove, the widening section of a first quartet connecting the second section of the first quartet to a first section of a second quartet and the groove width in the radially upper region of the widening section increasing from the second section of the first quartet to the first section of the second quartet.
  • the lengths of the similar quartets along the longitudinal extension of the tread groove can be identical or can be varied within the framework of a known variation of a pitch length of a groove in the tread. formed profile.
  • a length of a quartet of sections and a pitch length of a profile formed in the tread can preferably be in a ratio of 1:3 to 1:1.
  • a groove width in the radially lower region can be constant along the longitudinal extent of the profile groove or at least have a smaller variation than the groove width in the radially upper region.
  • a maximum groove width in the radially lower region can preferably be between 5 mm and 15 mm.
  • An efficient drainage function in the radially lower region can be ensured by a groove width that is essentially constant along the longitudinal extent of the profile groove.
  • the profile groove can have a straight line in the radially lower region.
  • the profile groove can take on an S-shaped or zigzag shape in the radially upper region with two mutually complementary sections along the longitudinal extension of the profile groove and, in contrast, can run straight in the radially lower region. In this way, a particularly large amount of edge length can be provided in the radially upper region for good wet grip, while simple and efficient drainage can be enabled in the radially lower region.
  • the first groove flank viewed in a cutting surface perpendicular to the radial direction, is convex in the radially lower region of the first section in the direction of the second groove flank and the second groove flank in the radially lower region of the first section is concave in the direction of the first groove flank.
  • the first groove flank viewed in a sectional area perpendicular to the radial direction, can be concave in the radially lower region of the second section in the direction of the second groove flank and the second groove flank in the radially lower region of the second section can be convex in the direction of the first groove flank.
  • the profile groove in the first section and/or the second section in the radially lower region can have a similar basic shape as in the radially upper region and can optionally differ in groove width from the radially upper region. In this way, good continuity between the radially upper and lower area, which can be beneficial to the stability and rigidity of the tread.
  • Vehicle tires designed according to the invention are tires of any design, in particular radial tires, and tires of any type, in particular pneumatic vehicle tires for motor vehicles, such as passenger cars, light trucks or commercial vehicles.
  • the invention is particularly advantageous for use on vehicle tires for trucks in long-distance transport.
  • Figure 1 shows a schematic and partial plan view of an embodiment of the tread according to the invention
  • Figure 2 shows schematically a sectional view of a profile groove according to the section line ll-ll shown in Fig. 1,
  • Figure 3 shows schematically and in detail a plan view and a sectional view of an alternative embodiment of the tread according to the invention
  • Figure 4 schematically shows a sectional view concentrated on a radially lower region of a profile groove in a further embodiment of a tread according to the invention.
  • Figure 1 shows a profile groove 1 which extends as a circumferential groove around a circumferential direction running from top to bottom in the drawing plane.
  • the axial direction runs from left to right in the drawing plane, with an axial outer side located on the right.
  • a groove base 11 in the embodiment shown runs straight along the circumferential direction.
  • lateral overhangs 6 are designed such that in a first section 7 along the longitudinal extension of the profile groove a first groove flank 4 in the direction of a second groove flank 5 is convex and the second groove flank 5 is concave in the direction of the first groove flank 4.
  • the lateral overhangs 6 increase in a tapering section 9 of the profile groove such that a groove width in the radially upper region 2 decreases in the direction of a second section 8.
  • the lateral overhangs 6 are designed such that the first groove flank 4 is concave in the direction of the second groove flank 5 and the second groove flank 5 is convex in the direction of the first groove flank 4.
  • the lateral overhangs decrease again in a widening section 10 so that the groove width in the radially upper region 2 increases again in the direction of a further first section 7a.
  • the four sections 7, 8, 9, 10 together form a quartet, which in its basic form can serve as an exclusive building block of the tread groove 1, whereby the length of different quartets arranged in a row can vary with a pitch length in the tread.
  • Figure 2 shows a sectional view of the profile groove 1 in a cutting plane perpendicular to the circumferential direction according to the position ll-ll marked in Fig. 1.
  • the radially lower region extends between a groove bottom 11 and the radial start of the lateral overhangs 6 on the groove flanks 4, 5, where a groove width begins to decrease radially outward.
  • the radially upper region 2 extends between the radially outer end of the radially inner region 3 and a base surface on the running surface of the tread.
  • Figure 3 shows a top view of an alternative embodiment of a tread according to the invention in the left-hand part of the image.
  • a design of the lateral overhangs 6 in the radially upper region 2 can be seen, which is known in principle from the embodiment according to Figure 1, wherein the groove width widens or narrows over a first and second section 7, 8 as well as tapering and widening sections 9, 10.
  • a groove base 11 in the embodiment shown in Figure 3 does not run in a straight line, but rather is curved in a similar way to the lateral overhangs 6 in the radially upper region 2.
  • the first groove flank 4 in the radially lower region 3 of the first section 7 is in the direction of the second groove flank 5.
  • convex and the second groove flank 5 in the radially lower region 3 of the first section 7 is concave in the direction of the first groove flank 4.
  • the groove flanks 4, 5 in the second section 8 are also formed according to the basic pattern of the lateral overhangs 6 in the radially upper region 2.
  • the radially lower region is designed asymmetrically.
  • Figure 4 shows, based on a further embodiment, an asymmetrical design of the radially lower region 3 of a profile groove 1 in a sectional view, wherein the sectional plane is perpendicular to the circumferential direction.
  • the illustration is only schematically shown, particularly with regard to the transition to the radially upper region 2, and does not take into account, for example, any possibly advantageous and/or technically necessary roundings at the transitions to the lateral overhangs 6.
  • the groove base 11 merges in a first curved partial region 12 into a straight partial region of the first groove flank 4 and in a second curved partial region 13 into a straight partial region of the second groove flank 5.
  • a radius of curvature 14 characterizing the first curved partial region 12 is smaller than a radius of curvature 15 characterizing the second curved partial region 13.
  • the radii 14, 15 are in a ratio of 1:2.
  • the groove flanks 4, 5 have angles of inclination 16, 17 with respect to the radial direction.
  • a minimum angle of inclination 16 of the first groove flank 4 in the radially lower region 3 is located in the straight partial region of the first groove flank 4 and a minimum angle of inclination 17 of the second groove flank 5 in the radially lower region 3 is located in the straight partial region of the second groove flank 5.
  • the two minimum angles of inclination 16, 17 are in a ratio of approximately 2:5.
  • the groove base 11 between the two curved partial regions 12, 13 is curved in the example shown.
  • a radius of curvature 19 characterizing the groove base 11 is not shown in its entirety in Fig. 4.
  • the radius 19 is in a ratio of 2.5 to the radius of curvature 15 characterizing the second curved partial region 13. list of reference symbols

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne une bande de roulement pour pneumatique de véhicule, dans laquelle une rainure de profil avec une région radialement supérieure et une région radialement inférieure et avec un premier et un second flanc de rainure est formée dans la bande de roulement, dans laquelle des surplombs latéraux de région radialement supérieure sont formés sur les flancs de rainure de telle sorte qu'une largeur de rainure dans la région radialement supérieure est plus petite, au moins le long de parties d'une étendue longitudinale de la rainure de profil, que dans la région radialement inférieure et dans laquelle la région radialement inférieure est asymétrique par rapport à une direction radiale. La région radialement supérieure a une largeur de rainure qui s'effile et s'élargit en alternance le long de l'étendue longitudinale, vu dans un plan de tranche perpendiculaire à la direction radiale, le premier flanc de rainure, dans une première partie le long de l'étendue longitudinale de la rainure de profil dans la région radialement supérieure, étant convexe dans la direction du second flanc de rainure, et le second flanc de rainure, dans la région radialement supérieure de la première partie, étant concave dans la direction du premier flanc de rainure.
PCT/DE2024/200059 2023-07-03 2024-06-24 Bande de roulement pour pneumatique de véhicule Ceased WO2025008030A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023206280.1A DE102023206280A1 (de) 2023-07-03 2023-07-03 Laufstreifen für einen Fahrzeugreifen
DE102023206280.1 2023-07-03

Publications (1)

Publication Number Publication Date
WO2025008030A1 true WO2025008030A1 (fr) 2025-01-09

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PCT/DE2024/200059 Ceased WO2025008030A1 (fr) 2023-07-03 2024-06-24 Bande de roulement pour pneumatique de véhicule

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DE (1) DE102023206280A1 (fr)
WO (1) WO2025008030A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2696863A (en) * 1951-06-20 1954-12-14 Us Rubber Co Tire tread
US20160318347A1 (en) * 2013-12-13 2016-11-03 Compagne Generale Des Etablissements Michelin Evolving tire tread
US20180170116A1 (en) * 2015-08-13 2018-06-21 Continental Reifen Deutschland Gmbh Pneumatic vehicle tire
US20200346495A1 (en) * 2016-04-08 2020-11-05 Compagnie Generale Des Etablissements Michelin Tire Tread
US20210347209A1 (en) 2018-09-20 2021-11-11 Compagnie Generale Des Etablissements Michelin Tire Tread Comprising Complex Grooves and Incisions
EP3974208A1 (fr) * 2020-09-24 2022-03-30 Continental Reifen Deutschland GmbH Pneus de véhicule
DE102020212560A1 (de) 2020-10-05 2022-04-07 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen mit Umfangsrille
DE102020214281A1 (de) * 2020-11-13 2022-05-19 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen mit Umfangsrille

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US2696863A (en) * 1951-06-20 1954-12-14 Us Rubber Co Tire tread
US20160318347A1 (en) * 2013-12-13 2016-11-03 Compagne Generale Des Etablissements Michelin Evolving tire tread
US20180170116A1 (en) * 2015-08-13 2018-06-21 Continental Reifen Deutschland Gmbh Pneumatic vehicle tire
US20200346495A1 (en) * 2016-04-08 2020-11-05 Compagnie Generale Des Etablissements Michelin Tire Tread
US20210347209A1 (en) 2018-09-20 2021-11-11 Compagnie Generale Des Etablissements Michelin Tire Tread Comprising Complex Grooves and Incisions
EP3974208A1 (fr) * 2020-09-24 2022-03-30 Continental Reifen Deutschland GmbH Pneus de véhicule
DE102020212560A1 (de) 2020-10-05 2022-04-07 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen mit Umfangsrille
DE102020214281A1 (de) * 2020-11-13 2022-05-19 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen mit Umfangsrille

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