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DE-102024210885-A1 - Vehicle tires

DE102024210885A1DE 102024210885 A1DE102024210885 A1DE 102024210885A1DE-102024210885-A1

Abstract

The invention relates to a vehicle tire with a tread (1, 1') having a radially outer, central tread part (1 1 ) and shoulder-side tread parts (1 3 , 1 3 '), wherein the vehicle tire has at least one discharge path for dissipating electrostatic charges to the outer tread surface (1a). The central tread section (1 1 ) has a radially inner extension (1 1b ), wherein the discharge path comprises the central tread section (1 1 ), electrically conductive material (3, 8) contacting the extension (1 1b ) and at least one electrically conductive side wall/horn profile passage contacting the electrically conductive material (3, 8), a) wherein the rubber material (G 1 ) of the central tread section (1 1 ) a1) is electrically conductive and a2) has a Shore A hardness at 25°C of 58.0 ShA to 75.0 ShA, b) wherein the rubber material (G 3 ) of the shoulder-side tread strip parts (1 3 , 1 3 ') b1) has a rebound elasticity at 70°C (R (70°C)) of 60.0% to 85.0% and b2) has an elongation at break at 70°C (ε R (70°C)) of 420% to 700%.

Inventors

  • Maria Kotlarski
  • Tugba Genc
  • Matthias Plückers
  • Joachim Schramm

Assignees

  • CONTINENTAL REIFEN DEUTSCHLAND GMBH

Dates

Publication Date
20260513
Application Date
20241113

Claims (14)

  1. Vehicle tire with a belt assembly (2) and a tread (1, 1') having an outer tread surface (1a) located at the periphery of the tread and an inner tread surface (1b) facing the belt assembly (2), wherein the tread (1), viewed in cross-section, has a radially outer, central tread section (1 1 ) and, extending axially to the central tread section (1 1 ) at each shoulder, a shoulder-side tread section (1 3 , 1 3 ') preferably located sectionally within the ground contact area, wherein the central tread section (1 1 ) and the shoulder-side tread sections (1 3 , 1 3 ') form the outer tread surface (1a) and wherein the vehicle tire has at least one discharge path for dissipating electrostatic charges to the outer tread surface (1a), characterized in that the central tread section (1 1 ) has a radially inner extension (1 1b ). ) having, wherein the discharge path comprises the central tread section (1 1 ), the extension (11 65 ) of the central tread section (1 1 ) electrically conductive material (3, 8) contacting, and at least one electrically conductive sidewall/horn profile passage contacting the electrically conductive material (3, 8), a) wherein the rubber material (G 1 ) of the central tread section (1 1 ) a1) is electrically conductive and a2) has a Shore hardness A at 25°C, determined according to DIN EN ISO 868, of 58.0 ShA to 75.0 ShA, b) wherein the rubber material (G 3 ) of the shoulder-side tread sections (1 3 , 1 3 ') b1) has a rebound elasticity at 70°C (R (70°C)), determined according to DIN 53512, of 60.0% to 85.0%, and b2) exhibits an elongation at break at 70°C (ε R (70°C)), determined according to DIN 53504, of 420% to 700%.
  2. Vehicle tires Claim 1 , characterized in that the Shore hardness A at 25°C of the rubber material (G 1 ) of the central tread section (1 1 ) is 64.0 ShA to 70.0 ShA.
  3. Vehicle tires Claim 1 or 2 , characterized in that the rebound elasticity at 70°C (R (70°C)) of the rubber material (G 3 ) of the shoulder-side tread parts (1 3 ) is 65.0% to 75.0%.
  4. Vehicle tires after one of the Claims 1 until 3 , characterized in that the elongation at break at 70°C (ε R (70°C)) of the rubber material (G 3 ) of the shoulder-side tread parts (1 3 ) is 450% to 650%.
  5. Vehicle tires after one of the Claims 1 until 4 , characterized in that the rubber material (G 1 ) of the central tread section (1 1 ) has a rebound elasticity at 70°C (R (70°C)), determined according to DIN 53512, of up to 60.0%.
  6. Vehicle tires after one of the Claims 1 until 5 , characterized in that the rubber material (G 1 ) of the central tread strip part (1 1 ) has a dynamic modulus at a temperature of 0°C (|E*| (0°C)), determined according to DIN 53513, of 9.0 MPa to 20.0 MPa.
  7. Vehicle tires after one of the Claims 1 until 6 , characterized in that the rubber material (G 3 ) of the shoulder-side tread strip parts (1 3 , 1 3 ') has a dynamic modulus at a temperature of 0°C (|E*| (0°C)), determined according to DIN 53513, of 6.0 MPa to 8.0 MPa, in particular of 6.5 MPa to 7.5 MPa.
  8. Vehicle tires after one of the Claims 1 until 7 , characterized in that the rubber material (G 3 ) of the shoulder-side tread strip parts (1 3 ) has a tear resistance at 100°C (Ts (100°C)), determined according to ASTM D 624-00, of 36.0 N/mm to 70.0 N/mm, in particular of 40.0 N/mm to 60.0 N/mm.
  9. Vehicle tires after one of the Claims 1 until 8 , characterized in that the tread (1) has two radially inner tread sections (1 2 ) adjacent to the central tread section (1 1 ), which are separated from each other by the extension (1 1b ) of the central tread section (1 1 ), - wherein either the shoulder-side tread sections (1 3 ) and the radially inner tread sections (1 2 ) form the inner surface (1b) of the tread - or wherein the shoulder-side tread sections (1 3 ) do not form the inner surface (1b) of the tread and the radially inner tread sections (1 2 ) form the inner surface (1b) of the tread, - wherein the rubber material (G 2 ) of the radially inner tread sections (1 2 ) has a rebound elasticity at 70°C (R (70°C)), determined according to DIN 53512, has a relative humidity of 65.0% to 85.0%, in particular 70.0% to 80.0%.
  10. Vehicle tires Claim 9 , characterized in that the rubber material (G 2 ) of the radially inner tread parts (1 2 ) has a dynamic modulus at a temperature of 0°C (|E*| (0°C)), determined according to DIN 53513, of 4.7 MPa to 7.7 MPa, in particular of 4.9 MPa to 6.5 MPa.
  11. Vehicle tires after one of the Claims 1 until 10 , characterized in that the electrically conductive material (3, 8) is or comprises a vulcanized, electrically conductive substructure passage (8), wherein the vulcanized, electrically conductive substructure passage (8) is or are in particular an electrically conductive layer, an electrically conductive thread, several electrically conductive threads or an electrically conductive fabric formed from such threads.
  12. Vehicle tires after one of the Claims 1 until 11 , characterized in that the electrically conductive material (3, 8) is or comprises a tread plate (3) made of electrically conductive rubber material.
  13. Vehicle tires after one of the Claims 1 until 12 , characterized in that the electrically conductive material (3, 8) runs between the belt assembly (2) and the running strip (1).
  14. Vehicle tires after one of the Claims 1 until 13 , characterized in that the rubber material of the side walls (4), the rubber material of the inner layer (6), the rubberizing of the carcass insert (5) and belt rubberizing are electrically non-conductive.

Description

The invention relates to a vehicle tire with a belt reinforcement and a tread with an outer tread surface located in the tread periphery and an inner tread surface facing the belt reinforcement, wherein the tread, viewed in cross-section, has a radially outer, central tread part and, in each shoulder, adjoining the central tread part in the axial direction, a shoulder-side tread part, preferably located section by section within the ground contact area. the central tread section and the shoulder-side tread sections form the outer surface of the tread and wherein the vehicle tire has at least one conduction path for dissipating electrostatic charges to the outer surface of the tread. Such a vehicle tire is made from the EP 0 662 396 A1 known. This vehicle tire has a tread consisting of a central tread section with an axial width of 82% to 96% of the width of the ground contact area, two shoulder-side tread sections extending partly inside and partly outside the ground contact area, and a radially inner tread section extending across the width of the central tread section. The rubber material (“second rubber material”) of the shoulder-side tread sections has a higher tear strength value, determined according to ASTM D 624 Form (“Die”) B (Standard Test Method for Tear Strength of Conventional Vulcanized Rubber and Thermoplastic Elastomers), than the rubber material (“third rubber material”) of the central tread section, wherein the tear strength of the rubber material of the shoulder-side tread sections is 140 kN/m to 200 kN/m, preferably 145 kN/m to 165 kN/m, and wherein the tear strength of the rubber material of the central tread section is at least 40 kN/m lower than that of the rubber material of the shoulder-side tread sections and is 70 kN/m to 100 kN/m, preferably 80 kN/m to 95 kN/m. The rubber material of the central tread section further exhibits a rebound elasticity (“Healy rebound value”), determined according to ASTM D 1054 using a Goodyear-Healey pendulum at 100°C, which is greater than that of the rubber material of the shoulder-side tread sections, wherein the rebound elasticity of the rubber material of the central tread section is 74% to 95%, particularly 75% to 90%, and the rebound elasticity of the rubber material of the shoulder-side tread section is 60% to 75%, particularly 65% to 72%. The rubber material of the radially inner tread section exhibits a rebound elasticity (“Healy rebound value”), determined according to ASTM D 1054 using a Goodyear-Healey pendulum at 100°C, which is 75% to 90%, particularly 85% to 92%. The radially inner part of the tread should exhibit good crack and aging resistance while maintaining good flexibility (deformability) and contribute very little to rolling resistance. For vehicle tires of the type mentioned above, increasingly stringent regulatory requirements make it desirable to further optimize, i.e., reduce, rolling resistance. However, an improvement in rolling resistance usually comes at the cost of one or more other tire properties, particularly abrasion and crack resistance of the tread, as well as a decrease in the electrical conductivity of the underlying rubber material, thus creating a conflict of objectives. With treads made of a single rubber material, so-called mono-treads, such conflicting objectives cannot be resolved to the required level. Treads or tread sections optimized for their contribution to rolling resistance are typically made of rubber compounds with a high silica content. This often results in insufficient electrical conductivity for the tread or tread sections to dissipate the electrostatic charges generated during driving from the vehicle to the road surface ("grounding"). Therefore, the aforementioned conflicting objectives must always be addressed by ensuring the maintenance or creation of an adequate grounding pathway. The invention is therefore based on the objective of resolving the conflict of objectives between abrasion resistance, crack resistance and rolling resistance in a vehicle tire of the type mentioned above, while maintaining a discharge path, at a significantly higher level than before. The problem is solved according to the invention by the fact that the central tread section has a radially inner extension, wherein the drainage path passes through the central tread section, the extension of the central tread section. comprising electrically conductive material in the tread section and at least one electrically conductive sidewall/horn profile passage that contacts the electrically conductive material, a) wherein the rubber material of the central tread section a1) is electrically conductive and a2) a Shore hardness A at 25°C, determined according to DIN EN ISO 868 , ranging from 58.0 ShA to 75.0 ShA, b) wherein the rubber material of the shoulder-side tread sections b1) a rebound elasticity at 70°C, determined according to DIN 53512, of 60.0% to 85.0% as well as b2) exhibits an elongation at break at 70°C, de