Pneumatic vehicle tire

Abstract

A pneumatic vehicle tire with a directional tread strip is provided. The tire includes shoulder-side, middle and central profile ribs. The profile ribs are separated into profile blocks by transverse grooves running in a V-shape across a width of the tread strip. The transverse grooves run parallel to one another and open into circumferential grooves. The circumferential grooves have groove sections dividing the profile blocks of the profile ribs and having a leading end encountering the underlying surface first when the tire rolls during forward travel, and a trailing end. Each groove section runs inclined to the circumferential direction in such a way that the leading ends of the groove sections are closer to a tire equatorial plane in comparison with the trailing ends of the groove sections. Transverse grooves in the middle profile ribs end in a middle circumferential groove at a spacing determined in the axial direction.

Description

1 Description Title of the Invention Pneumatic vehicle tire Background The invention relates to a pneumatic vehicle tire with a directional tread strip with two shoulder-side profile ribs, two middle profile ribs and one central profile rib, the profile ribs being separated by two shoulder-side circumferential grooves and two middle circumferential grooves, the shoulder-side profile ribs and the middle profile ribs being divided into profile blocks by way of transverse grooves which run in a V-shaped manner in plan view across the width of the tread strip, run parallel to one another within the profile ribs, open into the shoulder-side circumferential grooves and have a width from 3.5 mm to 6.5 mm, and the shoulder-side circumferential grooves having groove sections which run inclined to the circumferential direction in plan view, each divide a profile block of the middle profile ribs from a profile block of the shoulder-side profile ribs, and have a leading end, encountering the underlying surface first when the tire rolls during forward travel, and a trailing end. Such a pneumatic vehicle tire, which is a winter tire provided with spikes in the tread strip, is known, for example, from DE 10 2015 221 118 A1. The tire has a tread strip with a central profile rib, two middle profile ribs and two shoulder-side profile ribs. The central profile rib is traversed by sipe-like transverse grooves running parallel to one another in plan view. The transverse grooves formed in the shoulder-side profile ribs and in the middle profile ribs run in an arc shape in plan view. The shoulder-side circumferential grooves have groove sections running, in plan view, inclined to the circumferential direction and at the same time – based on the circumferential direction – running inclined in the opposite direction to the transverse grooves, which each separate a profile block of the respective middle profile rib from a profile block of the adjacent shoulder-side profile rib. Spikes are anchored in the profile blocks of the middle profile ribs and the profile blocks of the shoulder-side profile ribs, which are surrounded by depressions formed in the profile blocks and acting as ice reservoirs. Pneumatic vehicle tires of the type mentioned above are mainly used as winter tires. The transverse grooves running in a V-shaped manner across the width of the tread strip enable a high level of water drainage in the direction of the tread strip shoulder (good wet performance) on the one hand and a certain absorption of snow when driving on snow on the other, as a result of which – via the effect of snow-snow friction – advantages in terms of snow performance can be achieved. Since winter tires are frequently also driven on dry roads, the dry performance of the tires should not be neglected. Summary The object of the invention is to improve the dry, wet and snow performance as equally as possible in a pneumatic vehicle tire of the type mentioned at the outset. The stated object is achieved according to the invention in that the transverse grooves, which run in the middle profile ribs, end in front of the respective middle circumferential groove at a spacing determined in the axial direction, the groove sections of the shoulder-side circumferential grooves, seen in plan view, being inclined to the circumferential direction in such a way that the leading ends of the groove sections are closer to the tire equatorial plane in comparison with the trailing ends of the groove sections. The inventively inclined groove sections of the shoulder-side circumferential grooves, in combination with the transverse grooves, bring about effective drainage of the tread strip profile when driving on wet roads, in particular improved water drainage from the ground contact area, and thus improved wet performance. The middle profile ribs are increased in their rigidity due to the "blind groove-like" transverse grooves ending in front of the respective middle circumferential groove, which improves the power transmission from the tire to the ground and thus the dry performance. In addition, snow accumulates well in the blind groove-like transverse grooves when driving on a snow-covered road and is efficiently compacted, thereby enhancing the effect of snow-snow friction and thus achieving advantages in terms of snow performance. According to one preferred embodiment, the spacing, at which the transverse grooves running in the middle profile ribs end in front of the respective middle circumferential groove, is from 3.0 mm to 15.0 mm, in particular 5.0 mm to 10.0 mm. This design of the blind groove-like transverse grooves is particularly favorable with regard to drying performance. Furthermore, it is advantageous if the groove sections of the shoulder-side circumferential grooves, in plan view, extend at an angle of 2° to 7°, in particular of at most 5°, with respect to the circumferential direction. Such inclined groove sections support water drainage in the direction of the lateral edges of the ground contact area, with a high water drainage capability in the circumferential direction being maintained in the shoulder-side circumferential grooves at the same time. The wet performance is thus further improved. Another preferred embodiment is characterized in that connecting grooves run between the ends of the transverse grooves on the inside of the tread strip, which run in the middle profile ribs, and the middle circumferential grooves, which connecting grooves are of narrower and shallower design than the transverse grooves and have a depth of preferably 2.0 mm to 5.0 mm and a width of preferably 1.5 mm to 3.5 mm. The connecting grooves "decouple" the profile blocks of the middle profile ribs from each other to a certain degree, which contributes to the occurrence of an even wear pattern of the tread strip and thus to maintaining good dry performance. The preferred, correspondingly shallow design of the connecting grooves supports snow accumulation in the transverse grooves when driving on snow. The connecting grooves, in plan view, preferably run in the axial direction or at an angle of up to 5° with respect thereto. According to a further preferred embodiment, the central profile rib is traversed by transverse grooves which run parallel to one another in plan view and which each consist of two groove sections which run toward one another in a V-shaped manner and at an angle of at most 12° with respect to the axial direction, the inclination of the groove sections with respect to the axial direction being in the same direction as the inclination of the transverse grooves running in the respective middle profile rib that is nearest, and the transverse grooves in the central profile rib having a width of preferably 1.8 mm to 3.5 mm and a maximum depth of preferably 70% to 100%, in particular 100%, of the profile depth. The selected V-shape of the transverse grooves contributes to the drainage of the central profile rib and therefore to an improvement in wet performance. If the transverse grooves are designed according to the preferred depth and width, the central profile rib has a high level of rigidity, which is advantageous for dry performance. According to a further preferred embodiment of the invention, the central profile rib, the middle profile ribs and the shoulder-side profile ribs each have a maximum width which is determined in the axial direction on the tread strip periphery, the maximum width of the middle profile ribs being greater than the maximum width of the central profile rib, and the maximum width of the shoulder-side profile rib being determined within the ground contact area and being greater than the maximum width of the middle profile ribs. The transverse stiffness of the profile ribs thus increases from profile rib to profile rib in the direction of the tread strip shoulder. This is particularly beneficial for dry performance when cornering. In this context, it is favorable if the maximum width of the central profile rib is 13.5% to 14.7% of the width, determined in the axial direction, of the ground contact area of the tread strip. Furthermore, it is favorable in this context if the maximum width of the middle profile ribs is 15.8% to 17.3% of the width, determined in the axial direction, of the ground contact area of the tread strip, and preferably 108% to 123%, in particular 110% to 120%, of the width of the central profile rib. In addition, it is favorable in this context if the maximum width of the shoulder-side profile ribs is 19.0% to 21.0% of the width, determined in the axial direction, of the ground contact area of the tread strip, and preferably 117% to 127% of the width of the middle profile ribs. According to a further preferred embodiment, the profile blocks belonging to the middle profile ribs and to the shoulder-side profile ribs are each traversed by a number of sipes running parallel to the transverse grooves with a width of 0.4 mm to 1.0 mm and a maximum depth of 75% to 100% of the profile depth. Because they run parallel to the transverse grooves, the length of the sipes – for example in comparison to sipes running at an angle with respect to the transverse grooves when viewed from above – supports good opening of the sipes, so that the sipes absorb more snow when driving on snow and thus contribute to a further improvement in the snow performance. A further preferred embodiment is characterized in that the profile blocks belonging to the middle profile ribs and to the shoulder-side profile ribs are each provided with a number of microgrooves running, in plan view, at angle of up to 10° with respect to the circumferential direction, in particular perpendicular to the transverse grooves, with a width and a depth of 0.3 mm to 0.6 mm each. A further preferred embodiment is characterized in that the central profile rib is provided with a number of microgrooves running in the circumferential direction in plan view and having a width and a depth of 0.3 mm to 0.6 mm each. Such microgrooves help to improve the grip properties of new or less worn tires. Further preferred designs relate to the orientation of the transverse grooves, these designs primarily contributing to an improvement in wet performance. The transverse grooves, which divide the middle profile ribs into profile blocks, viewed in plan view, preferably run at an angle of 30° to 45° with respect to the axial direction. The transverse grooves, which divide the shoulder-side profile ribs into profile blocks, viewed in plan view, preferably run at an angle of 0° to 25°, in particular from 5° to 20° with respect to the axial direction. Brief description of the figures Further features, advantages and details of the invention will now be described in greater detail with reference to the single figure, fig. 1, which diagrammatically shows a plan view of a circumferential section of a tread strip of a pneumatic vehicle tire, with one design variant of the invention. Detailed description Pneumatic vehicle tires designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, and preferably radial tires for passenger cars, vans or light trucks, the tires being intended for use under wintry driving conditions. Fig. 1 shows a plan view of a circumferential section of a tread strip of a pneumatic vehicle tire. The tire equatorial plane is indicated by dotted line A-A and the lateral edges of the tread ground contact area are indicated by dotted lines I. The ground contact area corresponds to the statically determined footprint according to E.T.R.T.O. standards (load at 70% of the maximum load capacity with an internal pressure of 85% according to the E.T.R.T.O. standard) and has a width B in the axial direction. The tread strip is noise-optimized in a particularly known manner using a method of pitch length variation and has a directional profile, with the tire being mounted on the vehicle in such a way that it has the rolling direction indicated by the arrow R when driving forward. Furthermore, the tread strip has a central profile rib 1, two adjacent middle profile ribs 2 and two shoulder-side profile ribs 3, and in the 7 embodiment shown is symmetrical with respect to the tire equatorial plane (line A- A). The middle profile ribs 2 are each separated from the middle profile rib 1 by a middle circumferential groove 4 running straight in plan view, for example, and by a shoulder-side circumferential groove 5 running sawtooth-shaped in plan view from the respective adjacent shoulder-side profile rib 3. The circumferential grooves 4, 5 are designed for the respectively provided profile depth, which is usually 6.5 mm to 10.0 mm for the preferred type of tire, and have a width bur determined perpendicular to their direction of extension from 6.0 mm to 13.0 mm. The central profile rib 1 has a maximum width b1, which is constant in the exemplary embodiment shown, on the tread strip periphery in the axial direction of 13.5% to 14.7% of the width B of the ground contact area, is provided over its circumference with a large number of sipe-like transverse grooves 6 running parallel to one another in plan view, opening into the middle circumferential grooves 4, and which, based on a line connecting the transverse groove ends in plan view in the axial direction, have a width determined perpendicular to their extension of 1.8 mm to 3.5 mm and in the radial direction a maximum depth of 70% to 100%, preferably 100%, of the profile depth. In the exemplary embodiment shown, the transverse grooves 6, seen in plan view, are composed of two flat V- shaped groove sections 6a, each straight and running at an angle α of at most 12° with respect to the axial direction, the ends of which lying on the tire equatorial plane (line A-A) encounter the underlying surface first when the tire rolls during forward travel (arrow R). Furthermore, the central profile rib 1 is traversed by sipes 7 running parallel to the transverse grooves 6 and is narrower than the transverse grooves 6. In the areas between the sipes 7 and in the areas between the marginal sipes 7 and the transverse grooves 6, two microgrooves 12 running in the circumferential direction are formed, one microgroove 12 each on each side of the tire equatorial plane, which preferably open into a sipe 7 or into a transverse groove 6. Each middle profile rib 2 is provided with middle transverse grooves 8 running parallel to one another in plan view, and each shoulder-side profile rib 3 is provided with shoulder-side transverse grooves 9 running parallel to one another in plan view, the transverse grooves 8, 9 being V-shaped across the tread strip width and therefore in each tread strip half run at least substantially in continuation of one another, and the middle transverse grooves 8 encountering the underlying surface first with their ends on the inside of the tread strip. In the radial direction, the transverse grooves 8, 9 each have a maximum depth of 70% to 100% of the profile depth and at the periphery of the tread strip each have a width box from 3.5mm to 6.5mm, determined perpendicularly with respect to its groove center line more which follows the groove course in plan view. Each middle profile rib 2 has a maximum width b2 at the tread strip periphery in the axial direction from 15.8% to 17.3% of the width B of the ground contact area, with the maximum width b2 preferably being 108% to 123%, in particular 110% to 120%, of the maximum width b₁ of the central profile rib 1. The transverse grooves 8 open into the shoulder-side circumferential grooves 5, end within the middle profile rib 2 at a spacing a1 determined at the tread strip periphery and in the axial direction from 3.0 mm to 15.0 mm, in particular from 5.0 mm to 10.0 mm, in front of the respective middle circumferential groove 4, run in a plan view in a slightly arcuate manner and - based on the groove center lines <semantics>mQR<annotation encoding="application / x-tex">m_{QR}< / annotation>< / semantics> - at an angle <semantics>β<annotation encoding="application / x-tex">\beta< / annotation>< / semantics> with respect to the axial direction of 30° to 45°, the angle β continuously decreasing over the extent of the transverse grooves 8 in the direction of the tread strip shoulder, in particular by up to 5°, and divide the middle profile rib 2 in plan view into essentially parallelogram-shaped middle profile blocks 2a. Between the end of each transverse groove 8 on the inside of the tread strip and the closest middle circumferential groove 4 in each case runs a short connecting groove 15, which is aligned in the axial direction in plan view and is narrower and shallower than the transverse groove 8 and has a width of preferably 1.5 mm to 3.5 mm and has a depth of preferably 2.0 mm to 5.0 mm in the radial direction. The middle profile blocks 2a are each provided with a number of sipes 10 which, in plan view, are parallel to the groove center lines more of the middle transverse grooves 8, have an axially extending peripheral sipe portion 10a opening into the corresponding middle circumferential groove 4 and traverse the middle profile blocks 2a. In the areas between the sipes 10 and in the areas between the edge-side sipes 10 and the transverse grooves 6, two microgrooves 13 are formed which run at least for the most part at an angle of in particular up to 10° with respect to the circumferential direction in plan view and preferably open into a sipe 10 or into a transverse groove 8. Each shoulder-side profile rib 3 has a maximum width b3 in the axial direction on the tread strip periphery, determined within the ground contact area, from 19.0% to 21.0% of the width B of the ground contact area, with the maximum width b3 preferably being 117% to 127% of the maximum width b2 of the middle profile rib 2. The shoulder-side transverse grooves 9 open into the shoulder-side circumferential grooves 5, run beyond the respective lateral edge of the ground contact area (line I) and are slightly curved in plan view and - related to the groove center lines <semantics>mQR<annotation encoding="application / x-tex">m_{QR}< / annotation>< / semantics> - at an angle <semantics>γ<annotation encoding="application / x-tex">\gamma< / annotation>< / semantics> of 0° to 25° with respect to the axial direction, in particular from 5° to 20°, the angle γ within the ground contact area continuously decreasing by up to 15° in particular over the extent of the transverse grooves 9 in the direction of the tread strip shoulder, and divide the shoulder-side profile block rows 3 into shoulder-side profile blocks 3a. The shoulder-side profile blocks 3a are each provided with a number of sipes 11 extending parallel to the groove center lines more of the transverse grooves 9 in plan view and traversing the profile blocks 3a at least within the ground contact area. In the areas between the sipes 11 and in the areas between the edge-side sipes 11 and the shoulder-side transverse grooves 9, in particular four microgrooves 14 running along in plan view at an angle of up to 10° with respect to the circumferential direction, in the exemplary embodiment perpendicular with respect to the groove center lines more of the shoulder-side transverse grooves 9, which microgrooves 14 preferably open into a sipe 11 or into a transverse groove 9. The mentioned maximum widths b1, b2 of the profile ribs 1, 2 are determined on the tread strip periphery between the points of the respective profile rib 1, 2 that are furthest apart from one another in the axial direction. The likewise mentioned maximum width b3 of the shoulder-side profile ribs 3 is determined between the respective lateral edge of the ground contact area (line I) and the point of the profile rib 3 that is furthest away from this on the tread strip periphery in the axial direction. The likewise mentioned, correspondingly varying angles <semantics>β<annotation encoding="application / x-tex">\beta< / annotation>< / semantics> and <semantics>γ<annotation encoding="application / x-tex">\gamma< / annotation>< / semantics> of the transverse grooves 8, 9 are each determined relative to a tangent applied locally to the center line mqR. All sipes 7 (central profile rib 1), 10 (middle profile blocks 2a), 11 (shoulder-side profile blocks 3a) have a width of 0.4 mm to 1.0 mm, in particular of at most 0.8 mm, and a maximum depth in the radial direction of 75% to 100%, in particular of 80% to 95%, of the profile depth. All microgrooves 12 (central profile rib 1), 13 (middle profile blocks 2a), 14 (shoulder-side profile blocks 3a) have a width and depth of 0.3 mm to 0.6 mm, the width preferably being 0.4 mm and the depth preferably being 0.5 mm. Due to the V-shaped course of the transverse grooves 8, 9, each shoulder-side circumferential groove 5 has a multiplicity of groove sections 5a, which each separate a shoulder-side profile block 3a from the adjacent middle profile block 2a and therefore reach the transverse grooves 8, 9. The groove sections 5a, in plan view, run straight and at an angle <semantics>δ<annotation encoding="application / x-tex">\delta< / annotation>< / semantics> of 2° to 7°, in particular at most 5°, with respect to the circumferential direction, with all groove sections 5a of a shoulder- side circumferential groove 5 running parallel to one another in plan view. Each groove section 5a has a leading end 5a', which first encounters the ground when the tire rolls during forward travel, and a trailing end 5a", and is inclined relative to the circumferential direction in such a way that the leading end 5a' - opposite the trailing end 5a" - is located closer to the tire equatorial plane (line A-A). The width <semantics>bUR<annotation encoding="application / x-tex">b_{UR}< / annotation>< / semantics> of the shoulder-side circumferential grooves 5 and the angle <semantics>δ<annotation encoding="application / x-tex">\delta< / annotation>< / semantics> of the groove sections 5a are preferably matched to one another in such a way that the shoulder-side circumferential grooves 5 have no or a reduced "lookthrough", i.e., viewed in the axially aligned cross section, no or a reduced lookthrough through the shoulder-side circumferential grooves 5 is possible. The invention is not restricted to the exemplary embodiment described. In particular, the size of the maximum widths b1, b2, b3 of the profile ribs 1, 2, 3 can deviate from the sizes mentioned. Furthermore, the sipes 7, 10, 11 and the microgrooves 12, 13, 14 are optional. Moreover, the transverse grooves 6 in the middle profile rib 1 can be designed conventionally and the transverse grooves 8, 9 in the profile ribs 2, 3 can also run straight in plan view. The middle profile rib 2 and the shoulder-side profile rib 3, which are located in one tread strip half, can have profile blocks 2a, 3a and transverse grooves 8, 9 configured offset in the circumferential direction compared to the middle profile rib 2 and the shoulder-side profile rib 3, which are located in the other tread half, with the result that the tread strip is non-symmetrical with respect to the tire equatorial plane (line A-A). List of reference signs 1 ..... Central profile rib 2 ..... Middle profile rib 5 2a ..... Middle profile block 3 ..... Shoulder-side profile rib 3a ..... Shoulder-side profile block 4 ..... Middle circumferential groove 5 ..... Shoulder-side circumferential groove 10 5a ..... Groove section 5a'.....Leading end 5a".....Trailing end 6 ...... Sipe-like transverse groove 6a ...... Groove section 15 7 ..... Sipe 8 ..... Middle transverse groove 9 ..... Shoulder-side transverse groove 10 ..... Sipe 10a ..... Sipe section 20 11 ..... Sipe 12, 13, 14 ..... Microgroove 15 ..... Connecting groove a1......Spacing A-A .....Line (tire equatorial plane) 25 B...... Width b1, b2, b3 ...... Maximum width bor, bur ..... Width I ......Line (lateral edge of the ground contact area) mqR.....Groove center line 30 R.....Arrow (rolling direction) <semantics>α<annotation encoding="application / x-tex">\alpha< / annotation>< / semantics>, <semantics>β<annotation encoding="application / x-tex">\beta< / annotation>< / semantics>, <semantics>γ<annotation encoding="application / x-tex">\gamma< / annotation>< / semantics>, <semantics>δ<annotation encoding="application / x-tex">\delta< / annotation>< / semantics> ....... Angle In some aspects, embodiments of the present invention as described herein include the following items: Item 1. A pneumatic vehicle tire with a directional tread strip with two shoulder-side profile ribs, two middle profile ribs and one central profile rib, the profile ribs being separated by two shoulder-side circumferential grooves and two middle circumferential grooves, the shoulder-side profile ribs and the middle profile ribs being divided into middle profile blocks and shoulder-side profile blocks by way of middle transverse grooves and shoulder-side transverse grooves, respectively, which run in a V-shaped manner in plan view across a width of the tread strip, and which run parallel to one another within the middle and shoulder- side profile ribs, respectively, and open into the shoulder-side circumferential grooves, the shoulder-side circumferential grooves having groove sections which run inclined to a circumferential direction in plan view, each groove section dividing a middle profile block of the middle profile ribs from a shoulder-side profile block of the shoulder-side profile ribs, and having a leading end, encountering an underlying surface first when the tire rolls during forward travel, and a trailing end, wherein the middle transverse grooves, which run in the middle profile ribs, end in front of the respective middle circumferential groove at a spacing determined in an axial direction across the width of the tread strip, the groove sections of the shoulder-side circumferential grooves, seen in plan view, being inclined to the circumferential direction in such a way that the leading ends of the groove sections are closer to a tire equatorial plane in comparison with the trailing ends of the groove sections, characterized in that the middle and shoulder-side transverse grooves have a width from 3.5 mm to 6.5 mm, wherein, in the middle profile ribs, connecting grooves run between respective ends of the middle transverse grooves on an inside of the tread strip and the middle circumferential grooves, which connecting grooves are of narrower and shallower design than the middle transverse grooves running in the middle profile ribs. Item 2. The pneumatic vehicle tire as described in item 1, characterized in that the spacing, at which the middle transverse grooves running in the middle profile ribs end in front of the respective middle circumferential groove, is from 3.0 mm to 15.0 mm. Item 3. The pneumatic vehicle tire as described in item 1 or 2, characterized in that the groove sections of the shoulder-side circumferential grooves, in plan view, extend at a first angle of 2° to 7° with respect to the circumferential direction. Item 4. The pneumatic vehicle tire as described in any one of items 1 to 3, characterized in that have a depth of 2.0 mm to 5.0 mm and a width of 1.5 mm to 3.5 mm. Item 5. The pneumatic vehicle tire as described in item 4, characterized in that the connecting grooves, in plan view, run in the axial direction or at an inclined angle of up to 5° with respect thereto. Item 6. The pneumatic vehicle tire as described in any one of items 1 to 5, characterized in that the central profile rib is traversed by central transverse grooves which run parallel to one another in plan view and which each consist of two groove sections which run toward one another in a V-shaped manner and at a second angle of at most 12° with respect to the axial direction, an inclination of the groove sections with respect to the axial direction being in a same direction as an inclination of the middle transverse grooves running in the respective middle profile rib that is nearest, and the central transverse grooves in the central profile rib having a width of 1.8 mm to 3.5 mm and a maximum depth of 70% to 100% of a profile depth. Item 7. The pneumatic vehicle tire as described in any one of items 1 to 6, characterized in that the central profile rib, the middle profile ribs and the shoulder- side profile ribs have respective maximum widths which are determined in the axial direction on a tread strip periphery, the maximum width of the middle profile ribs being greater than the maximum width of the central profile rib, and the maximum width of the shoulder-side profile rib being determined within a ground contact area and being greater than the maximum width of the middle profile ribs. Item 8. The pneumatic vehicle tire as described in item 7, characterized in that the maximum width of the central profile rib is 13.5% to 14.7% of the width, determined in the axial direction, of the ground contact area of the tread strip. Item 9. The pneumatic vehicle tire as described in item 7 or 8, characterized in that the maximum width of the middle profile ribs is 15.8% to 17.3% of the width, determined in the axial direction, of the ground contact area of the tread strip, and 108% to 123% of the width of the central profile rib. Item 10. The pneumatic vehicle tire as described in any one of items 7 to 9, characterized in that the maximum width of the shoulder-side profile ribs is 19.0% to 21.0% of the width, determined in the axial direction, of the ground contact area of the tread strip, and 117% to 127% of the width of the middle profile ribs. Item 11. The pneumatic vehicle tire as described in any one of items 1 to 10, characterized in that the middle profile blocks and shoulder-side profile blocks are each traversed by a number of sipes running parallel to the middle and shoulder- side transverse grooves with a width of 0.4 mm to 1.0 mm and a maximum depth of 75% to 100% of a profile depth. Item 12. The pneumatic vehicle tire as described in any one of items 1 to 11, characterized in that the middle profile blocks and shoulder-side profile blocks are each provided with a number of microgrooves running, in plan view, at respective angles of up to 10° with respect to the circumferential direction and with a width and a depth of 0.3 mm to 0.6 mm each. Item 13. The pneumatic vehicle tire as described in any one of items 1 to 12, characterized in that the central profile rib is provided with a number of microgrooves running in the circumferential direction in plan view and having a width and a depth of 0.3 mm to 0.6 mm each. Item 14. The pneumatic vehicle tire as described in any one of items 1 to 13, characterized in that the middle transverse grooves, which divide the middle profile ribs into the middle profile blocks, viewed in plan view, run at a third angle of 30° to 45° with respect to the axial direction. Item 15. The pneumatic vehicle tire as described in any one of items 1 to 14, characterized in that the shoulder-side transverse grooves, which divide the shoulder-side profile ribs into the should-side profile blocks, viewed in plan view, run at a fourth angle of 0° to 25° with respect to the axial direction.

Claims

1. A pneumatic vehicle tire with a directional tread strip with two shoulder-side profile ribs, two middle profile ribs and one central profile rib, the profile ribs being separated by two shoulder-side circumferential grooves and two middle circumferential grooves, the shoulder-side profile ribs and the middle profile ribs being divided into middle profile blocks and shoulder-side profile blocks by way of middle transverse grooves and shoulder-side transverse grooves, respectively, which run in a V-shaped manner in plan view across a width of the tread strip, and which run parallel to one another within the middle and shoulder-side profile ribs, respectively, and open into the shoulder-side circumferential grooves, the shoulder-side circumferential grooves having groove sections which run inclined to a circumferential direction in plan view, each groove section dividing a middle profile block of the middle profile ribs from a shoulder-side profile block of the shoulder-side profile ribs, and having a leading end, encountering an underlying surface first when the tire rolls during forward travel, and a trailing end, wherein the middle transverse grooves, which run in the middle profile ribs, end in front of the respective middle circumferential groove at a spacing determined in an axial direction across the width of the tread strip, the groove sections of the shoulder- side circumferential grooves, seen in plan view, being inclined to the circumferential direction in such a way that the leading ends of the groove sections are closer to a tire equatorial plane in comparison with the trailing ends of the groove sections, characterized in that the middle and shoulder-side transverse grooves have a width from 3.5 mm to 6.5 mm, wherein, in the middle profile ribs, connecting grooves run between respective ends of the middle transverse grooves on an inside of the tread strip and the middle circumferential grooves, which connecting grooves are of narrower and shallower design than the middle transverse grooves running in the middle profile ribs.

2. The pneumatic vehicle tire as claimed in claim 1, characterized in that the spacing, at which the middle transverse grooves running in the middle profile ribs end in front of the respective middle circumferential groove, is from 3.0 mm to 15.0 mm.

3. The pneumatic vehicle tire as claimed in claim 1 or 2, characterized in that the groove sections of the shoulder-side circumferential grooves, in plan view, extend at a first angle of 2° to 7° with respect to the circumferential direction.

4. The pneumatic vehicle tire as claimed in any one of claims 1 to 3, characterized in that the connecting grooves have a depth of 2.0 mm to 5.0 mm and a width of 1.5 mm to 3.5 mm.

5. The pneumatic vehicle tire as claimed in claim 4, characterized in that the connecting grooves, in plan view, run in the axial direction or at an inclined angle of up to 5° with respect thereto.

6. The pneumatic vehicle tire as claimed in any one of claims 1 to 5, characterized in that the central profile rib is traversed by central transverse grooves which run parallel to one another in plan view and which each consist of two groove sections which run toward one another in a V-shaped manner and at a second angle of at most 12° with respect to the axial direction, an inclination of the groove sections with respect to the axial direction being in a same direction as an inclination of the middle transverse grooves running in the respective middle profile rib that is nearest, and the central transverse grooves in the central profile rib having a width of 1.8 mm to 3.5 mm and a maximum depth of 70% to 100% of a profile depth.

7. The pneumatic vehicle tire as claimed in any one of claims 1 to 6, characterized in that the central profile rib, the middle profile ribs and the shoulder- side profile ribs have respective maximum widths which are determined in the axial direction on a tread strip periphery, the maximum width of the middle profile ribs being greater than the maximum width of the central profile rib, and the maximum width of the shoulder-side profile rib being determined within a ground contact area and being greater than the maximum width of the middle profile ribs.

8. The pneumatic vehicle tire as claimed in claim 7, characterized in that the maximum width of the central profile rib is 13.5% to 14.7% of the width, determined in the axial direction, of the ground contact area of the tread strip.

9. The pneumatic vehicle tire as claimed in claim 7 or 8, characterized in that the maximum width of the middle profile ribs is 15.8% to 17.3% of the width, determined in the axial direction, of the ground contact area of the tread strip, and 108% to 123% of the width of the central profile rib.

10. The pneumatic vehicle tire as claimed in any one of claims 7 to 9, characterized in that the maximum width of the shoulder-side profile ribs is 19.0% to 21.0% of the width, determined in the axial direction, of the ground contact area of the tread strip, and 117% to 127% of the width of the middle profile ribs.

11. The pneumatic vehicle tire as claimed in any one of claims 1 to 10, characterized in that the middle profile blocks and shoulder-side profile blocks are each traversed by a number of sipes running parallel to the middle and shoulder- side transverse grooves with a width of 0.4 mm to 1.0 mm and a maximum depth of 75% to 100% of a profile depth.

12. The pneumatic vehicle tire as claimed in any one of claims 1 to 11, characterized in that the middle profile blocks and shoulder-side profile blocks are each provided with a number of microgrooves running, in plan view, at respective angles of up to 10° with respect to the circumferential direction and with a width and a depth of 0.3 mm to 0.6 mm each.

13. The pneumatic vehicle tire as claimed in any one of claims 1 to 12, characterized in that the central profile rib is provided with a number of microgrooves running in the circumferential direction in plan view and having a width and a depth of 0.3 mm to 0.6 mm each.

14. The pneumatic vehicle tire as claimed in any one of claims 1 to 13, characterized in that the middle transverse grooves, which divide the middle profile ribs into the middle profile blocks, viewed in plan view, run at a third angle of 30° to 45° with respect to the axial direction.

15. The pneumatic vehicle tire as claimed in any one of claims 1 to 14, characterized in that the shoulder-side transverse grooves, which divide the shoulder-side profile ribs into the should-side profile blocks, viewed in plan view, run at a fourth angle of 0° to 25° with respect to the axial direction.