Pneumatic vehicle tire

Abstract

The invention relates to a pneumatic vehicle tire having a tread with a convex pattern (1, 2, 3) in which sipes (9, 9 ', 9' ') are formed, 9 ', 9' ') extending at an angle (alpha) of 0 to 50 degrees with respect to the axial direction as seen in plan view and having a width (bE) of 0.4 to 2.0 mm, a maximum depth (tE) of 70 to 100% of the depth (TP), and having, as seen in plan view, a radially inner portion (9I) and a radially outer portion (9II) at least in one sipe portion (9c), the radial inner portion reaches the maximum depth (tE), and the radial outer portion adjoins the radial inner portion, encloses an obtuse angle therewith, and extends straightly and at an angle (beta) of up to 45 degrees with respect to the radial direction. The angle (beta) of the radially outer portions (9II) with respect to the radial direction a) varies within the sipes (9, 9 ', 9' ') and / or b) varies between sipes (9, 9', 9 '') formed in the convex patterns (1, 2, 3) positioned differently with respect to the tire equatorial plane (line A-A).

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle pneumatic tire having a tread with raised patterns, such as blocks or ribs, in which sipes are formed, which, as seen in plan view, extend at an angle of 0° to 50° with respect to the axial direction and have a width of 0.4 mm to 2.0 mm, a maximum depth of 70% to 100% of the pattern depth, and, as seen in plan view, at least in one sipe portion, a radially inner portion reaching the maximum depth and a radially outer portion adjoining the radially inner portion, forming an obtuse angle therewith, and extending straight and at an angle of up to 45° with respect to the radial direction. BACKGROUND

[0002] Such a vehicle pneumatic tire is known, for example, from WO 2017 / 213230 A1. The tread of this tire has blocks with sipes, which, as seen in plan view, extend in the axial direction and have a width of 0.1 mm to 0.8 mm. When considered in cross section, the sipes consist of a radially inner portion and a radially outer portion, which forms an obtuse angle with the radially inner portion and extends straight. The radially outer portion extends at a constant angle of 0° to 30°, in particular 5° to 20°, with respect to the radial direction and reaches a depth of about 35% of the maximum depth of the sipe in the radial direction. The radially inner portion extends at an angle of 30° to 60°, in particular 38° to 53°, with respect to the radial direction, which, when considered in cross section, extends obliquely with respect to the radial direction, the oblique direction being opposite to that of the radially outer portion.

[0003] Further vehicle pneumatic tires are known from DE 10 2019 206 591 A1 and DE 10 2019 206 592 A1, which have treads with blocks having sipes, which have two portions in the radial direction, which form an obtuse angle with each other, and one of which is a radially inner portion extending in the radial direction from the base of the sipe, and the second portion is a radially outer portion adjoining the radially inner portion and extending in the direction of the tread circumference, obliquely with respect to the radial direction at an acute angle.

[0004] In the region of the tire circumference, the sipe with a radially outer portion extending at an acute angle to the radial direction improves the snow grip and the braking performance on dry roads due to the engagement angle present in the tire circumference and reduces the associated roll-up effect at the sipe edge on the pattern surface. In addition, due to the reduced rebound effect under traction, the wear is also reduced. The vehicle pneumatic tire of the type mentioned at the outset is therefore advantageous in terms of snow grip and braking performance on dry roads. Depending on the local stiffness of the individual block segments formed by the sipes, such sipes have different effects. In particular in vehicle pneumatic tires with directional tread patterns, differential wear can occur in the block segments, which wear, for example the formation of a sawtooth-like wear, causes undesirable noise phenomena. SUMMARY

[0005] The invention is therefore based on the object of further ensuring the above-mentioned positive effects of the sipes in vehicle pneumatic tires of the type mentioned at the outset, wherein it is intended to prevent local differential wear of the block or rib segments, in particular also to avoid undesirable noise phenomena, such as the occurrence of clearly audible frequencies in the rolling noise.

[0006] According to the invention, the object set out is achieved by

[0007] the angle of the radially outer portions with respect to the radial direction

[0008] a) varies within the sipe, and / or

[0009] b) varies between sipes formed in the relief that are differently positioned with respect to the tire equatorial plane.

[0010] The varying inclination of the radially outer portions allows the wear in the block segments or segments of the pattern ribs formed by the sipes or in the relief that are differently positioned with respect to the tire equatorial plane to be equalized. The wear is therefore equalized in particular in a manner that matches the position and outer shape of the pattern blocks or pattern ribs. As a result, the occurrence of undesirable noise phenomena in the rolling noise can be avoided.

[0011] According to a preferred embodiment, the radially inner portion extends at an angle of 0° to 5° with respect to the radial direction.

[0012] According to a first preferred embodiment, the radially outer portion ends in the radial direction at a depth determined with respect to the tire circumference, which is 1.5 mm to 3.5 mm, in particular at least 2.0 mm, preferably at least 2.5 mm.

[0013] According to a further preferred embodiment, the maximum value of the angle of the radially outer portions is 5° to 35°, preferably 10° to 20°. This measure is particularly advantageous for the snow grip of the tire.

[0014] Another preferred embodiment is characterized in that the minimum value of the angle of the radially outer portion is up to 20°, preferably up to 10°. This measure is particularly advantageous for achieving a uniform wear pattern.

[0015] It is further advantageous in variant a) that the angles of the radially outer portions each continuously increase.

[0016] In the last-mentioned embodiment, it is additionally advantageous that the angles of the radially outer portions each increase by at least 5° in total, preferably by at least 10° in total. This embodiment ensures a particularly advantageous balance between good snow performance and a uniform wear pattern.

[0017] Another preferred embodiment is characterized in that, in variant a), each sipe consists of the sipe portion and two sipe edge portions, which are each shallower than the sipe portion, one of which is a deeper sipe edge portion and the other of which is a shallower sipe edge portion, wherein, when considered in cross section, at least one of the radially outer portions continues on the sipe edge portions, wherein the maximum value of the angle which the radially outer portion makes with respect to the radial direction is at the free end of the deeper sipe edge portion and the minimum value of the angle which the radially outer portion makes with respect to the radial direction is at the free end of the shallower sipe edge portion. In the deeper sipe edge portion, the sipe has a significant opening capacity, the greater angle of the radially outer portion in the sipe edge portion contributes to improved snow grip and uniformization of the wear behavior, since the convex profile in the deeper sipe edge portion is otherwise prone to wear. Accordingly, in the shallower sipe edge portion, the smaller angle of the radially outer portion is advantageous.

[0018] In the last-mentioned preferred embodiment, it is advantageous when, when considered in cross section, the entire radially outer portion, preferably the radially outer portion and the radially outer portion of the radially inner portion which adjoins said radially outer portion, continues in the deeper sipe edge portion.

[0019] In the last-mentioned preferred embodiment, it is further advantageous when, when considered in cross section, the radially outer portion or the entire radially outer portion continues in the shallower sipe edge portion.

[0020] In addition, in the last-mentioned preferred embodiment, it is advantageous when, when considered in plan view, the sipe portion extends over at least 50% of the length of the sipe determined along the sipe center line.

[0021] A further preferred embodiment is characterized in that, in variant a), pattern blocks are provided which are each provided with two sipes, wherein the angle of the radially outer portion of one sipe varies in opposite direction relative to the angle of the radially outer portion of the other sipe. Such pattern blocks are distinguished by a particularly uniform wear behavior.

[0022] According to a further preferred embodiment, in variant a), in the tread, central or semi-central pattern blocks are provided which have block edges formed on the transverse grooves and which each extend at an angle relative to the axial direction, two mutually opposite obtuse block corner regions and two mutually opposite acute block corner regions, wherein the (semi-) central pattern blocks are each provided with two sipes which, when considered in plan view, extend parallel to one another and at an angle relative to the axial direction which is greater than the angle at which the respective nearest block edge extends relative to the axial direction by 3° to 10°, in particular by up to 7°, wherein the angle at which the radially outer portion extends relative to the radial direction increases relative to the respective acute block corner region, and wherein the radially outer portions are preferably inclined in such a way that they are inclined relative to the block leading edge from their radially inner end. Such pattern blocks are also distinguished by a particularly uniform wear behavior.

[0023] A further preferred embodiment is distinguished in that, in variant b), the angle of the radially outer portion is smaller the closer the respective lug is to the tire equatorial plane.

[0024] According to a further preferred embodiment, it is proposed that, in variant b), the lugs which are variously positioned relative to the tire equatorial plane comprise at least two of the group of shoulder-side pattern blocks, semi-central pattern blocks and central pattern blocks, wherein in each case at least one of the sipes is formed in the pattern blocks, wherein preferably the angle at which the radially outer portion extends relative to the radial direction decreases in each sipe from the sipe end on the outside of the tread to the sipe end on the inside of the tread. Thus, a particularly uniform wear is achieved over the width of the tread. BRIEF DESCRIPTION OF DRAWINGS

[0025] Further features, advantages and details of the application will now be described in more detail based on the drawings, which show an exemplary embodiment of the application schematically. In the drawings:

[0026] Figure 1 a simplified plan view of a tread of a vehicle pneumatic tire is shown,

[0027] Figure 2a plan view of a shoulder-side block of a tread with a first embodiment variant of the application is shown,

[0028] Figure 2a a front view visualizing the sipes (subtraction of the solid of the sipes) is shown,

[0029] Figure 2b a cross-section along the line lib-llb in Figure 2a is shown,

[0030] Figure 2c a cross-section along the line lie-llc in Figure 2a is shown,

[0031] Figure 2d a cross-section along the line lid-ll d in Figure 2a is shown,

[0032] Figure 3 a plan view of a shoulder-side block of a tread with a second embodiment variant of the application is shown,

[0033] Figure 4 a plan view of a semi-central block of a tread with a third embodiment variant of the application is shown,

[0034] Figure 5 a plan view of a semi-central block of a tread with a fourth embodiment variant of the application is shown, and

[0035] Figure 6 a plan view of a tread portion of a tread with a fourth embodiment variant of the application flattened onto a plane is shown.

[0036] List of reference signs

[0037] 1 shoulder-side block of a tread

[0038] 2 semi-central block of a tread

[0039] 2a obtuse block corner region

[0040] 2b, 2b' acute block corner region

[0041] 3 central block of a tread

[0042] 4 transverse groove

[0043] 5a, 5b...grooves

[0044] 6......................Outer surface of block

[0045] 7...................... Block front edge

[0046] 8......................block back edge

[0047] 9, 9', 9”................groove pattern

[0048] 9a..................... Edge of the groove pattern

[0049] 9b..................... Edge of the groove pattern

[0050] 9c.....................Central part of the groove pattern

[0051] 9 I ............... ......radial inner part

[0052] 9 I a.............. ......radial outer part

[0053] 9 II .....................Radial outer portion

[0054] 9 II a............... ....Radial outer part

[0055] 10..................... Edge of the groove pattern

[0056] 11.....................Knife-groove patterned wall

[0057] 12.....................base of the groove pattern Line AA (Tire equatorial plane)

[0058] b E b R ...................width h1, h2 auxiliary line L lateral edge of the ground contact patch m E sipe centerline M E sipe midplane m R , m QR groove centerline R arrow (rolling direction)

[0059] t1, t a , t b depth t E maximum depth α, β, γ, γ' angle DETAILED DESCRIPTION

[0060] The vehicle pneumatic tire according to the present application is a tire for motor vehicles, in particular for multi-track motor vehicles, preferably for passenger cars, lorries (transport vehicles) or SUVs, and for the sub-variant design of the rim with a rim diameter of 13 to 24 inches, in particular 18 to 23 inches.

[0061] Figure 1A plan view of a sipe extending in an arc shape of a lug portion of a tread of a vehicle pneumatic tire is schematically shown. The lug portion comprises a shoulder side block 1, a semi-central block 2 and a central block 3, which are jointly delimited in the circumferential direction by two transverse grooves 4. In the shown half of the tread, the tread has a plurality of such lug portions, which are consecutive to each other in the circumferential direction and separated from each other by the respective transverse grooves 4. The tire equatorial plane is indicated by the line A-A and one lateral edge of the ground contact area of the tread, which corresponds to the statically determined footprint (determined according to the ETRTO standard with the tire mounted on a standard rim, loaded at 70% of the maximum load capacity and with an internal pressure of 85% of the standard pressure), is indicated by the line L. The tread is oriented, wherein the vehicle pneumatic tire is intended to be mounted on a vehicle (for example, a passenger car) such that the vehicle pneumatic tire has a rolling direction indicated by the arrow R during forward travel. Preferably, a plurality of lug portions are also formed in the second half of the tread, which extend in a whole V shape over the tread width and the lug portions located in one half of the tread are offset in the circumferential direction with respect to the lug portions located in the other half of the tread.

[0062] The transverse grooves 4 each have a groove center line m QR which follows the groove profile as seen in the plan view, these transverse grooves forming in the radial direction a respective set groove depth of typically 6.5 mm to 12.0 mm, having at their narrowest point also a width b QR of at least 3.0 mm as seen in the plan view perpendicular to the groove center line m QR and extending at an angle a of 50° to 70° with respect to the circumferential direction when considered in the plan view and with respect to a helper straight line hi connecting the ends of the respective groove center line m R .

[0063] Extending between circumferentially adjacent transverse grooves 4 are grooves 5a formed closer to the inner side of the tread and separating the central block 3 from the semi-central block 2 and grooves 5b formed closer to the outer side of the tread and separating the semi-central block 2 from the shoulder side block 1. The grooves 5a, 5b each have a groove center line m R , a constant width b R of 2.0 mm to 4.0 mm as seen in the plan view perpendicular to the groove center line m R and a constant depth of 30% to 80% of the groove depth in the radial direction, the grooves 5a, 5b extending obliquely with respect to the circumferential direction, the oblique direction being opposite to that of the transverse grooves 4.

[0064] The blocks 1, 2, 3 each have a block outer surface 6 in the tire circumference, a block front edge 7 formed on one transverse groove 4, jointly delimiting the block outer surface 6 and first entering the ground contact patch when rolling during forward travel (arrow R) of the tire, and a block rear edge 8 on the other transverse groove 4 and jointly delimiting the block outer surface 6.

[0065] The following is based on Figures 2 to 6 Possible configurations of the blocks 1, 2, 3 are explained.

[0066] According to Figure 2 , the shoulder-side blocks 1 are provided with sipes 9. When considered in plan view, the sipes 9 extend straight and obliquely with respect to the circumferential direction, the oblique direction being the same as the block edges 7, 8, across the shoulder-side blocks 1 within the ground contact area, merging into the grooves 5b, with a sipe center line m E as seen in plan view following the sipe profile. And on the block outer surface 6, the sipes 9 have two sipe edges 10, as seen in plan view, which extend straight and parallel to each other. The sipes 9 are delimited by two sipe walls 1 1 Figure 2b starting from the sipe edges 10 and a sipe base 12 Figure 2b According to Figures 2b to 2d , the sipes 9 have a sipe midplane M E starting from the sipe center line m E and equally spaced apart from the sipe walls 1 1 Figure 2b . The sipes 9 have a constant width b E determined perpendicular to the sipe center line m E and perpendicular to the sipe midplane M E of 0.4 mm to 2.0 mm, in particular up to 1.6 mm, preferably up to 1.0 mm, and a maximum depth t E ( Figure 2a , depth at the deepest point) in the radial direction of 70% to 100% of the pattern depth, in particular a maximum of the pattern depth minus 0.5 mm.

[0067] As Figure 2 shown in combination Figure 2a , the sipes 9 when considered over their longitudinal extent as seen in plan view consist of a sipe central portion 9c Figure 2a formed as the maximum depth t E ( Figure 2a ) and two sipe edge portions 9a, 9b Figure 2a . When considered in plan view, the sipe central portion 9c Figure 2aPreferably, along the center line of the groove pattern m E ( Figure 2 The determined groove pattern 9 extends at least 50% of its length.

[0068] like Figures 2b to 2d As shown, when m is perpendicular to the center line of the groove pattern as seen in the plan view E When considered in the extended section (see) Figure 2a The positions of lines IIb-IIb, IIc-IIc, and IId-IId in the middle), the tool groove pattern 9 in the central part 9c of the tool groove pattern is composed of a radially inner part 9 extending in the radial direction. I and radial outer portion 9 II Composition. When considered in the above cross-section, the radially outer portion 9 II It extends straight and at an angle β of 0° to 45° relative to the radial direction, and reaches the plane M of the groove pattern in the radial direction. E A constant depth t1, defined relative to the tread perimeter, of 1.5 mm to 3.5 mm, particularly at least 2.0 mm, preferably at least 2.5 mm (see [reference]). Figure 2 ).like Figure 2 Combination Figures 2a to 2d As shown, angle β ( Figure 2b , Figure 2c , Figure 2d The size of the groove pattern 9, as seen in the plan view, is continuously, particularly consistently (i.e. uniformly), with angle β changing at the groove 5b. Figure 2 The maximum value of the groove pattern on the surface is located at the end of the groove. The maximum value of angle β is particularly 5° to 35°, preferably 10° to 20°. The minimum value of angle β is particularly up to 20°, preferably up to 10°. It is also preferred that the magnitude of angle β changes by a total of at least 5°, preferably at least 10°. Figure 2 Combination Figures 2a to 2d As shown, the radial outer portion 9 II Inclined in such a way that the radially outer portion begins from its radially inner end relative to the front edge 7 of the block. Figure 2 ) Inclined. Therefore, the radially outer portion 9 II As the depth increases, it moves away from the front edge 7 of the block.

[0069] according to Figure 2a In embodiments where the edge portions 9a and 9b of the groove pattern are shallower than the central portion 9c of the groove pattern, the edge portion 9a of the groove pattern is adjacent to the radially outer portion 9c of the central portion 9c. II The angle β is on the side of the maximum value, and in the radial direction has a depth t that is at least 0.5 mm larger, preferably at least 1.0 mm larger, than the previously mentioned depth t1.a It is also particularly preferred that the depth t a is at most 1.0 mm more than the maximum depth t E of the sipes 9. In the sipe edge portion 9a, the sipes 9 have, when considered in cross section, a radially outer portion 9 II and a radially inner portion 9 I of the radially outer portion 9 I a, so that the portion 9 I , 9 II correspondingly continues from the sipe central portion 9c into the sipe edge portion 9a. The increase in the angle β of the radially outer portion 9 II thus continues in the sipe edge portion 9a. The sipe edge portion 9b adjoins the side of the sipe central portion 9c on which the angle β of the radially outer portion 9 II is at a minimum, and has a depth t b of at least 0.5 mm in the radial direction and at least 0.5 mm less, preferably at least 1.0 mm less, than the already mentioned depth t1. In the sipe edge portion 9b, the sipes 9 have, when considered in cross section, only a radially outer portion 9 II of the radially outer portion 9 II a, so that the portion 9 II correspondingly continues from the sipe central portion 9c into the sipe edge portion 9b. The decrease in the angle β of the radially outer portion 9 II thus continues in the sipe edge portion 9b.

[0070] Figure 3 A further variant of the shoulder side block 1 is shown. The shoulder side block 1 is provided with two sipes 9, which extend obliquely with respect to the circumferential direction when considered in plan view, the oblique direction being the same as the block edges 7, 8, across the shoulder side block 1 within the ground contact area and merging into the groove 5b. The radially outer portion 9 II is oblique (indicated) in such a way that in each sipe 9, the radially outer portion is oblique with respect to the block front edge 7 from its radially inner end, the angle β of the radially outer portion 9 II of one sipe 9 varying in opposite direction to the angle β of the radially outer portion 9 II of the other sipe 9.

[0071] Figure 4A half-central block 2 is shown. The half-central block 2 is provided with two sipes 9 which, when considered in plan view, extend obliquely with respect to the circumferential direction, the oblique direction being the same as for the block edges 7, 8, across the half-central block 2 and merging into the groove 5a, 5b. In the sipe 9 closer to the block front edge 7, the radially outer portion 9 II obliquely from its radially inner end with respect to the block front edge 7, and in the sipe 9 closer to the block rear edge 8, the radially outer portion 9 II obliquely from its radially inner end with respect to the block rear edge 8.

[0072] Figure 5 Another variant of a half-central block 2 is shown. When considered in plan view and with respect to a helper straight line h2 connecting the ends of the respective block edges 7, 8, the block edges 7, 8 of the half-central block 2 extend at an angle γ with respect to the axial direction. The half-central block 2 has two mutually opposite obtuse block corner regions 2a and two mutually opposite acute block corner regions, namely a front acute block corner region 2b and a rear acute block corner region 2b', which front acute block corner region enters into ground contact first when rolling during forward travel of the tire. The half-central block 2 is provided with two sipes 9 which, when considered in plan view, extend parallel to each other and in each case about a sipe center line m E at an angle γ' with respect to the axial direction, the angle γ' being greater than the angle γ of the respective nearest block edge 7, 8 by 3° to 10°, in particular by up to 7°. The radially outer portion 9 II obliquely from its radially inner end with respect to the block front edge 7, and in the sipe 9 closer to the block rear edge 8, the radially outer portion 9 II of one sipe 9 has an angle β with respect to the radially outer portion 9 II of the other sipe 9 which angle β varies in the opposite direction. In the sipe 9 closer to the block front edge 7, the angle β increases with respect to the front acute block corner region 2b. In the sipe 9 closer to the block rear edge 8, the angle β increases with respect to the rear acute block corner region 2b'.

[0073] Figure 6 A plan view of another arcuately extending pattern portion with a shoulder-side block 1, a half-central block 2 and a central block 3 is shown schematically. Sipes 9 are formed in the central block 3, sipes 9' are formed in the half-central block 2 and sipes 9" are formed in the shoulder-side block 1, which sipes 9, 9', 9" extend obliquely with respect to the circumferential direction, the oblique direction being the same as for the block edges 7, 8 and merging into the groove(s) 5a, 5b when considered in plan view. A sipe base 12 is indicated schematically in each sipe 9, 9', 9". The sipes 9', 9" have a radially outer portion 9II The radial outer portion 9 differs from the groove pattern 9. Among all groove patterns 9, 9', and 9"... II ( Figure 6 If not specified in the text, please refer to [the source]. Figures 2b to 2c It slopes from its radially inner end relative to the front edge 7 of the block. In each case, the radially outer portion 9 II Angle β is located on the radial outer portion of the groove pattern 9, 9', 9”. II The inner tread continuously decreases in size from the sipe end on the outer side of the tread to the sipe end on the inner side of the tread. Additionally, the radially outer portion 9... II The angle β decreases from the groove pattern 9” to the groove pattern 9’ and then decreases from the groove pattern 9’ to the groove pattern 9. Therefore, the radial outer portion 9 of the groove pattern 9’ II The minimum value of angle β is at most the radial outer portion of the groove pattern 9. II The maximum value of angle β, and the radial outer portion 9 of the groove pattern 9' II The maximum value of angle β is at most the radial outer portion of the 9” tool groove pattern. II The minimum value of angle β. Angle β is generally between 0° and 45°, and the portion of the groove pattern 9 is 9. II The maximum value of angle β is preferably 15°, and the portion 9' of the groove pattern is 9. II The maximum value of angle β is preferably 30°.

[0074] In another exemplary embodiment not shown, patterned blocks 1, 2, and 3 are provided (see...). Figure 1 Each of these patterned blocks has at least one groove pattern. The groove pattern has a radially outer portion of 9. II (see Figures 2b to 2d ), radial outer portion 9 II The angle β relative to the radial extension (see Figures 2b to 2d The angle is constant within each sipe pattern, and the closer the corresponding ridge pattern is to the tire equatorial plane (line AA), the smaller the angle. Therefore, the radially outer portion 9 of the sipe pattern in the central tread block 3... II The angle β is the smallest, and the radial outer portion 9 of the sipe pattern in the shoulder side tread block 1. II The angle β is the largest.

[0075] The present invention is not limited to the exemplary embodiments described.

[0076] Each sipe pattern may have a transition portion that is adjacent to the radially outer portion, extends radially toward the tread periphery, and is relative to the plane M of the sipe pattern. Eup to 1.0 mm, in particular up to 0.5 mm. When considered in plan view, the sipes extend at an angle of 0° to 50° with respect to the axial direction.

[0077] In each case, the sipes have, as seen in plan view, portions which adjoin one another in the radial direction, in a sipe portion which extends at least over a portion of the sipe, as seen in plan view. The sipe portion preferably extends over at least 50% of the length of the sipe determined along the sipe center line. The radially inner portion extends at an angle of up to 5° with respect to the radial direction. A sipe edge portion of the sipe is optional.

[0078] When considered in plan view, the sipes preferably extend straight or in a continuously curved (arcuate) manner. In the case of a curved extension of the sipe, the angle as seen in plan view relates to an auxiliary straight line connecting the ends of the sipe center line.

[0079] The sipes can also be provided in a pattern rib which extends about the circumferential direction.

[0080] The tread does not need to be directional.

Claims

1. A vehicle pneumatic tire having a tread having raised patterns (1, 2, 3), such as tread blocks (1, 2, 3) or tread ribs, wherein sipes (9, 9', 9”) are formed, as seen in a plan view, these sipes extending at an angle (α) of 0° to 50° relative to the axial direction and having a width (b) of 0.4 mm to 2.0 mm. E ), pattern depth (T) P ) 70% to 100% of the maximum depth (t E ), and as seen in the plan view, at least one groove pattern portion (9c) has a radially inner portion (9) I ) and radial outer portion (9 II The radially inner portion reaches the maximum depth (t). E The radially outer portion is adjacent to the radially inner portion, forms an obtuse angle with it, and extends straight and at an angle (β) of up to 45° relative to the radial direction. Characteristics In the present application, These radially outer portions (9 II ) have an angle (β) with respect to the radial direction a) vary within the sipes (9, 9', 9") and / or b) vary between sipes (9, 9', 9") formed in the embossed elements (1, 2, 3) differently positioned with respect to the equatorial plane of the tyre (line A-A).

2. The pneumatic vehicle tire of claim 1, wherein, The radially inner portion (9 I ) extends at an angle of 0° to 5° with respect to the radial direction.

3. The pneumatic vehicle tire of either claim 1 or 2, wherein, This radially outer portion (9 II ) ends in the radial direction at a depth (t1 ) determined relative to the tread circumference, which depth is 1.5 mm to 3.5 mm, in particular at least 2.0 mm, preferably at least 2.5 mm.

4. The vehicle pneumatic tire of one of claims 1 to 3, wherein, The maximum value of the angle (β) of these radially outer portions (9 II ) is 5° to 35°, preferably 10° to 20°.

5. The vehicle pneumatic tire of one of claims 1 to 4, wherein, The minimum value of the angle of these radially outer portions (9 II ) is up to 20°, preferably up to 10°.

6. The pneumatic vehicle tire of one of claims 1 to 5, wherein, In variant a) the angles (β) of these radially outer portions (9 II ) are each continuously increasing.

7. The pneumatic vehicle tire of claim 6, wherein, The angles (β) of these radially outer portions (9 II ) each increase by at least 5° in total, preferably by at least 10° in total.

8. The vehicle pneumatic tire of one of claims 1 to 7, wherein, In variant a) each sipe (9, 9', 9") consists, when considered in plan view, of a sipe portion (9c) and two sipe edge portions (9a, 9b), each of which is a shallower embodiment than the sipe portion (9c), one of which is a deeper sipe edge portion (9a) and the other of which is a sipe edge portion (9b) shallower than the deeper sipe edge portion (9a), wherein, when considered in cross-section, at least one of the radial outer portions (9 II ) continues over the sipe edge portions (9a, 9b), wherein the maximum value of the angle (β) which the radial outer portion (9 II ) makes with respect to the radial direction is at the free end of the deeper sipe edge portion (9a) and the minimum value of the angle (β) which the radial outer portion (9 II ) makes with respect to the radial direction is at the free end of the shallower sipe edge portion (9a). II ​ 9. The pneumatic vehicle tire of claim 8, wherein, When considered in cross-section, the entire this radially outer portion (9 II ), preferably the radially outer portion and the radially inner portion (9 I ) adjoining the radially outer portion (9 I a) continues in the deeper sipe edge portion (9a).

10. The pneumatic vehicle tire of claim 8 or 9, wherein, When considered in cross-section, the radially outer portion (9 II ) of the radially outer portion (9 II a) or the entire radially outer portion (9 II ) continues in the shallower sipe edge portion (9b).

11. The pneumatic vehicle tire of one of claims 8 to 10, wherein, When considered in plan view, the sipe portion (9c) extends over at least 50% of the length of the sipe (9, 9', 9") determined along the sipe centre line (m E ).

12. The pneumatic vehicle tire of one of claims 1 to 11, wherein, In variant a) there are provided pattern blocks (2) which each have two sipes (9), wherein the angle (β) of the radially outer portion (9 II ) of one sipe (9) varies in the opposite direction relative to the angle (β) of the radially outer portion (9 II ) of the other sipe (9).

13. The pneumatic vehicle tire of one of claims 1 to 12, wherein, In variant a) central or semi-central blocks (2) are provided which have block edges (7, 8) which run at an angle (γ) to the axial direction, formed on the transverse grooves (4), two mutually opposite obtuse block corner regions (2a) and two mutually opposite acute block corner regions (2b, 2b), wherein the (semi-) central blocks (2) each have two sipes (9) which, when considered in plan view, run parallel to one another and at an angle (γ') to the axial direction which is 3° to 10°, in particular up to 7°, greater than the angle (γ) at which the respective nearest block edge (7, 8) runs to the axial direction, wherein the angle (β) at which the radially outer portion (9 II ) runs to the radial direction is increased relative to the respective acute block corner region (2b, 2b'), and wherein the inclination of the radially outer portions (9 II ) is preferably such that the radially outer portions are inclined from their radially inner end relative to the block front edge (7).

14. The pneumatic vehicle tire of one of claims 1 to 5, wherein, In variant b) the angle (β) of the radially outer portion (9 II ) is smaller the closer the respective lug (1, 2, 3) is to the tire equatorial plane (line A-A).

15. The pneumatic vehicle tire of one of claims 1 to 5 or 14, wherein, In variant b) the sipes (1, 2, 3) located differently with respect to the tire equatorial plane (line A-A) comprise at least two of the group of shoulder side blocks (1), semi-central blocks (2) and central blocks (3), wherein in each case at least one of the sipes (9, 9', 9") is formed in the blocks (1, 2, 3), wherein preferably the radially outer portion (9 II ) extends at an angle (β) to the radial direction which decreases in each sipe (9, 9', 9") from the sipe end on the outside of the tread to the sipe end on the inside of the tread.

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