PNEUMATIC TYRE FOR A TWO-WHEELED VEHICLE

Abstract

A two-wheeled vehicle pneumatic tire having a tread, a tire carcass, tire sidewalls, and two bead regions with a bead protective strip. The tire carcass is formed from a first carcass inlay and a second carcass inlay. The second carcass inlay is arranged radially inwardly of the first carcass inlay, and extends from a crown region (17) of the two-wheeled vehicle pneumatic tire and terminates at a second carcass inlay end under the bead protective strip. The two-wheeled vehicle pneumatic tire provides improved puncture protection whilst maintaining good rolling resistance. This is achieved in that the first carcass inlay is guided with a first carcass inlay turn-up over the particular tire sidewall as far as under the tread to a first carcass inlay end, and terminates there at the first carcass inlay end.

Claims

1. A two-wheeled vehicle pneumatic tire, comprising: a tread, a tire carcass, tire sidewalls, and two bead regions, each of the two bead regions having a tire bead with a core and, as an anti-chafing guard, a bead protective strip arranged axially outside the carcass, wherein the tire carcass is formed from a first carcass inlay and a second carcass inlay, each comprising strength members, wherein the second carcass inlay is arranged radially inwardly of the first carcass inlay and extends from a crown region of the two-wheeled vehicle pneumatic tire over the tire sidewalls into the two bead regions, loops around the respective cores from axially inside to axially outside, and terminates at respective second carcass inlay ends arranged under the respective bead protective strips of the respective bead region, wherein the first carcass inlay extends from the crown region of the two-wheeled vehicle pneumatic tire over the tire sidewalls into the two bead regions, and loops around the respective cores from axially inside to axially outside, and wherein, proceeding from the respective bead regions, the first carcass inlay is guided with respective first carcass inlay turn-ups over the respective tire sidewalls as far as under the tread to respective first carcass inlay ends, and terminates at the first carcass inlay ends.

2. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the tire has two axial halves, and in that each first carcass inlay end is arranged under the tread, in each case in that axial half of the tire in which the first carcass inlay is guided with the respective first carcass inlay turn-up over the tire sidewall as far as under the tread to the respective first carcass inlay end.

3. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the respective first carcass inlay turn-ups are arranged so as to overlap one another in the crown region of the tire.

4. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the bead protective strip terminates at a radially outer end at a first height of at most 15 mm, as measured relative to an outermost turning point of the strength members of the second carcass inlay that are looped around the core.

5. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the bead protective strip is formed as a rubberized monofilament fabric.

6. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the carcass is in direct contact with a tire interior.

7. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the tire is a tube-free tire.

8. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the tire is a bicycle tire for operation with a tube.

9. The two-wheeled vehicle pneumatic tire according to claim 1, wherein, at least in one region of the sidewall, the first carcass inlay and the second carcass inlay are the only inlays comprising strength members.

10. The two-wheeled vehicle pneumatic tire according to claim 1, wherein a damping rubber inlay formed from a highly elastic rubber is arranged between the tread and the tire carcass.

11. The two-wheeled vehicle pneumatic tire according to claim 1, wherein a protective ply formed from tear-resistant rubberized fabric or a rubber layer is arranged between the tread and the tire carcass.

12. The two-wheeled vehicle pneumatic tire according to claim 1, wherein the tire is a bicycle tire, a racing bike tire, a mountain bike tire, a clincher bike tire, or a tire for a bicycle comprising an electric motor for driving the bicycle.

13. The two-wheeled vehicle pneumatic tire according to claim 2, wherein each first carcass inlay end is arranged under the tread under a tread runout of the tread.

14. The two-wheeled vehicle pneumatic tire according to claim 4, wherein the bead protective strip terminates at a radially outer end at the first height of at most 10 mm to 12 mm.

15. The two-wheeled vehicle pneumatic tire according to claim 10, wherein the damping rubber inlay has a material thickness between 0.2 mm and 1 mm.

16. The two-wheeled vehicle pneumatic tire according to claim 11, wherein the protective ply is formed from a tear-resistant rubberized fabric comprising fibers formed from polyethylene terephthalate polyacrylate.

Description

[0065] Further features, advantages and details of the invention will now be explained in more detail with reference to the schematic drawings, which represent exemplary embodiments, and comparison data. In the drawings:

[0066] FIGS. 1 and 2: show a two-wheeled vehicle pneumatic tire in cross section;

[0067] FIG. 3: shows a detail of a two-wheeled vehicle tire in cross section.

[0068] FIGS. 1 and 2 each show the main tire components of a two-wheeled vehicle tire 1 in a cross-sectional view. The tire is a two-wheeled vehicle pneumatic tire 1, preferably bicycle tire, particularly preferably racing bike tire 1, having a tread 2, having a tire carcass, having tire sidewalls 3 and having two bead regions 4 which each have a tire bead with a core 5, wherein the two bead regions 4 each have, as an anti-chafing guard, a bead protective strip 8 arranged axially outside the carcass.

[0069] The tire carcass is formed from a first carcass inlay 6 and a second carcass inlay 6, each comprising strength members. It is usually the case here that, within the particular carcass inlay, the strength members are arranged parallel to one another and at an angle of 40 degrees to 60 degrees with respect to the direction of rotation U. The strength members of the two carcass inlays 6, 6 may have opposing angles of inclination. The tire 1 has two axial halves 20, which are symmetrical with respect to one another at least with regard to the carcass inlays 6, 6.

[0070] The second carcass inlay 6 is, in a crown 17 of the tire 1, arranged radially within the first carcass inlay 6. Said second carcass inlay extends from the crown 17 of the two-wheeled vehicle pneumatic tire 1 over the tire sidewalls 3 as far as into the two bead regions 4, loops there around the particular core 5 from axially inside to axially outside, and terminates at a second carcass inlay end 7 under the bead protective strip 8 of the particular bead region 4.

[0071] The first carcass inlay 6 extends from the crown 17 of the tire 1 over the tire sidewalls into the bead regions 4, and loops there around the particular core from axially inside to axially outside.

[0072] The two-wheeled vehicle tire is distinguished by the fact that, proceeding from the particular bead region 4, the first carcass inlay 6 is guided with a first carcass inlay turn-up 61 over the particular tire sidewall 3 as far as under the tread to a first carcass inlay end 7, and terminates there under the tread 2 at the first carcass inlay end 7. Thus, in both axial halves of the tire, in one region of the sidewall 3, in particular radially between the second carcass inlay end 7 and a tread end 21, the sidewall 3 is reinforced by three ply thicknesses of the carcass, wherein the first carcass inlay 6 contributes two ply thicknesses and the second carcass inlay 6 contributes one ply thickness.

[0073] The first carcass inlay 6 terminates at the first carcass inlay ends 7 under the tread 2. The first carcass inlay ends 7 can thus each be arranged spatially between the tread 2 and the second carcass inlay 6, and radially to the outside and axially to the inside of the tread ends 21 of the tread. A first straight line 18 oriented perpendicular to the second carcass inlay 6 can connect the tread 2 and the first carcass inlay end 7.

[0074] The second carcass inlay 6 terminates at the second carcass inlay ends 7 under the bead protective strip 8 of the particular bead region 4. The second carcass inlay ends 7 may thus each be arranged, spatially between the particular bead protective strip 8 and the particular first carcass inlay turn-up 61, in the bead region 4. A second straight line 19 oriented perpendicular to the first carcass inlay turn-up 61 can connect the bead protective strip 8 and the second carcass inlay end 7.

[0075] The bead protective strip 8 may terminate at a radially outer end 12 at a first height 13 of at most 15 mm, preferably of 10 mm to 12 mm, as measured relative to an outermost turning point 14 of an outer edge of the strength members of the second carcass inlay 6 that are looped around the core 5. Alternatively or in addition, the second carcass inlay ends 7 of the second carcass inlay 6 may be arranged at a second height 15 of at most 13 mm, preferably of 8 mm to 10 mm, as measured relative to an outermost turning point 14 of the strength members of the second carcass inlay 6 that are looped around the core 5. A dimensioning of the first height 13 and of the second height 15 is illustrated in FIG. 3. The bead protective strip 8 is designed as a rubberized strip having fibers, in particular as a rubberized fabric strip.

[0076] The fibers, in particular the fabric edge of the fabric, can predetermine the radially outer end 12 of the bead protective strip 8. In particular for tube-free operation, the bead protective strip 8 may be free from threads which have intertwined fibers and which connect a radially outer end 12 of the bead protective strip 8 and an inner end 16 of the bead protective strip 8. In FIGS. 1 and 2, the bead protective strip 8 is designed by way of example as a rubberized monofilament fabric.

[0077] The second carcass inlay ends 7 of the second carcass inlay 6 may terminate in the bead region 4, in particular before the sidewall 3 proceeding from the core 5.

[0078] The carcass is in direct contact with the tire interior 10. The tire 1 in particular has no inner liner. Advantages according to the invention can however also be achieved by a tire 1 which has a further layer, in particular an inner liner, between tire interior 10 and carcass.

[0079] As illustrated, at least in one region of the sidewall 3, in particular adjoining the bead strip 8 radially to the outside, the two carcass inlays 6, 6 may be the only inlays comprising strength members.

[0080] As illustrated, a damping rubber inlay 9 composed of a highly elastic rubber may be arranged between the tread 2 and the tire carcass,

[0081] wherein the damping rubber inlay 9 has in particular a material thickness between 0.2 mm and 1 mm. The damping rubber inlay may preferably be composed of a highly elastic rubber having a material rebound value between 70 and 80.

[0082] A protective ply (not illustrated) comprising an in particular tear-resistant rubberized fabric, preferably a rubberized fabric comprising fibers made of polyethylene terephthalate polyacrylate, may be arranged between the tread 2 and the tire carcass. Alternatively, the protective ply may also be formed from a rubber layer with a thickness of at most 6 mm as measured in a radial direction rR at the tire crown 17.

[0083] The tire illustrated may in each case be a tube-free tire, in particular a tubeless tire or a tubeless ready tire. The tire may be suitable, intended and used for tube-free operation. A tire for operation with a tube, in particular a clincher tire, can however also have an advantageous construction with corresponding features.

[0084] The tire illustrated is a racing bike tire. Other tires, in particular mountain bike tires or tires for a bicycle having an electric motor for driving the bicycle, may however also be designed correspondingly. Motorcycle tires, in particular electric scooter tires, can also have the advantageous construction illustrated.

[0085] The embodiments of FIG. 1 and FIG. 2 differ in terms of the extent of the first carcass inlay turn-ups 61 and the arrangement of the first carcass inlay ends 7 under the tread 2:

[0086] FIG. 1 shows a tire 1 with particularly low rolling resistance. Here, each first carcass inlay end 7 is arranged under the tread 2, in particular as illustrated under a tread runout 22 of the tread, in each case in that axial half 20 of the tire 1 in which the first carcass inlay 6 is guided with the first carcass inlay turn-up 61 over the tire sidewall 3 as far as under the tread 2 to the particular first carcass inlay end 7. In the particular axial half 20 of the tire, the tread runout 22 extends, proceeding from the particular tread end 21, axially inward by at most 10 mm, preferably at most 2 mm, as measured along a radially inner boundary of the tread, to an axially inner tread runout end 23.

[0087] The two first carcass inlay turn-ups 61 therefore do not overlap in the crown 17 of the tire 1. The first carcass inlay ends 7 are arranged in each case in the same axial half 20 as that first carcass inlay turn-up 61 which terminates at the particular first carcass inlay end 7. The first carcass inlay turn-ups 61 are thus arranged so as to be limited to the particular axial half 20 of the tire.

[0088] FIG. 2 shows a tire 1 with particularly good puncture resistance. By contrast to the tire illustrated in FIG. 1, the two first carcass inlay turn-ups 7 are arranged so as to overlap one another in the crown 17 of the tire 1. Each of the two first carcass inlay turn-ups 61 extends from a bead region 4 in one axial half 20 of the tire as far as under the tread 2 and terminates, in the other axial half 20 of the tire in each case, at the particular first carcass inlay end 7. Thus, in the crown 17 of the tire, the tire 1 is reinforced by four ply thicknesses of the carcass, as illustrated.

[0089] FIG. 3 illustrates the dimensioning of the first height 13 and the second height 15. To determine the first height 13 and the second height 15, the two-wheeled vehicle pneumatic tire 1 can, as viewed in cross section, be bent up such that the two carcass inlays 6, 6 extending from the crown 17 are arranged substantially rectilinearly in the region of the sidewall 3 and transition into a loop around the core 5 that is substantially symmetrical with respect to the core 5. This may relate to a detail of the tire of FIG. 1, with the two-wheeled vehicle pneumatic tire 1 being correspondingly bent up as viewed in cross section. In this arrangement, the first height 13 and the second height 15 are measured relative to the outermost turning point 14 of an outer edge of the strength members of the second carcass inlay 6 that are looped around the core 5, and measured parallel to the carcass inlays 6, 6 arranged substantially rectilinearly in the region of the sidewall 3.

Tests

[0090] Tests were carried out with four different tube-free racing bike tires. Here, the tires according to the invention R1, designed according to FIG. 1, and R2, designed according to FIG. 2, were tested. A reference tire RR3 substantially structurally identical to the tire R1 was also tested, in which reference tire however, by contrast to the tire R1, the first carcass inlay also terminates with its first carcass inlay ends under the particular bead protective strip. Aside from the carcass structure, the same components were used for the tires R1, R2 and RR3. Furthermore, as a reference tire RR4, a commercially available tubeless racing bike tire having exactly one carcass inlay was tested, wherein the turn-ups of the carcass inlay of the reference tire RR4 are arranged so as to overlap one another in the crown. The reference tire RR4 furthermore has an inner liner for adequate air-tightness. The results are collated in Table 1.

TABLE-US-00001 TABLE 1 Tire R1 R2 RR3 RR4 Weight [g] 243 263 213 296 Rolling resistance [W] 13.4 16.3 12.6 16.2 Number of reinforcing plies in the 3 3 2 2 sidewall Sidewall cutting resistance [N] 448 446 331 346 Number of reinforcing plies in the 2 4 2 3 crown Crown cutting resistance [N] 725 1265 775 1219

[0091] The difference in weight of the tires R1, R2 and RR3 is attributable solely to the different lengths of the first carcass inlay. Despite having a single-ply carcass, the tire RR4 is heavier than the other tires owing to the inner liner layer. Accordingly, the weight of the tires increases in the sequence RR3, R1, R2, RR4.

[0092] The rolling resistance was measured at a maximum pressure of 7.5 bar and on a 19C rim without a tube or milk sealant. Here, the influence of energy losses resulting from friction between reinforcing plies is evident. The reference tire with the least use of carcass material and the lowest weight also has the lowest rolling resistance. The tire R1 with only one more ply thickness in the sidewall has a somewhat greater rolling resistance. The two tires R2 and RR4 have the greatest rolling resistance, wherein the rolling resistance of the tire R2 is at approximately the same level as the rolling resistance of the commercially available tubeless tire RR4 with a single carcass ply.

[0093] The cutting resistance was measured by way of force measurements taken when puncturing the crown of the tire, and the sidewall, using a blade (similar to stones on the roadway). In the blade measurements, the number of reinforcing plies is of major significance. Correspondingly, the cutting resistance in the region of the sidewall of the two tires R1 and R2 is increased by approximately 30% in relation to the cutting resistance of the reference tires RR3 and RR4. In the crown, the greatest cutting resistance is achieved by the tire R2, which is reinforced in the crown by four ply thicknesses. The reference tire RR4 has a somewhat lower cutting resistance in the crown. The tires R1 and RR3, which are reinforced by only two plies in the crown, have the lowest cutting resistance in the crown.

[0094] It is thus evident that the tires R1 and R2 according to the invention resolve the conflict of aims between puncture resistance of the sidewall and rolling resistance to a high degree, in favor of the puncture resistance of the sidewall. Even the tire R2 with the greatest puncture resistance in the sidewall and in the crown has only a rolling resistance at the level of that of the reference tire RR4.

LIST OF REFERENCE SIGNS

Part of the Description

[0095] 1 Two-wheeled vehicle pneumatic tire [0096] 2 Tread [0097] 3 Sidewall [0098] 4 Bead region [0099] 5 Core [0100] 6 First carcass inlay [0101] 6 Second carcass inlay [0102] 7 First carcass inlay end [0103] 7 Second carcass inlay end [0104] 8 Bead protective strip [0105] 9 Rubber inlay [0106] 10 Tire interior [0107] 11 Tire exterior [0108] 12 Radially outer end of the bead protective strip [0109] 13 First height [0110] 14 Outermost turning point [0111] 15 Second height [0112] 16 Inner end [0113] 17 Crown [0114] 18 First straight line [0115] 19 Second straight line [0116] 20 Axial half [0117] 21 Tread end [0118] 22 Tread runout [0119] 23 End of the tread runout [0120] rR Radial direction [0121] aR Axial direction [0122] U Direction of rotation