Pneumatic tires for vehicles
By forming a uniform stepped structure on the side of the pattern block, the problems of reduced braking performance and insufficient drainage capacity after pneumatic tires wear on snow are solved, and the effect of maintaining high snow grip and good drainage capacity during wear is achieved.
Patent Information
- Application Number
- CN202180093582.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Priority Date
- 2021-02-12
- Filing Date
- 2021-11-29
- Publication Date
- 2025-09-05
- Estimated Expiration
- 2041-11-29
AI Technical Summary
The braking performance of existing pneumatic tires on snow decreases as the tread wears, and the drainage capacity is affected, making it difficult to maintain a high level of snow grip performance and good drainage capacity during the wear process.
A uniform stepped structure is formed on the side of the pattern block, including a side surface and a transition surface. The side surface extends from the block edge to the groove base, the transition surface is narrow and extends from the groove base to the sipe base, and is shielded by the side surface in the viewing direction, thereby enhancing the gripping effect of the sipe edge while maintaining the drainage capacity of the groove part.
The uniform stepped structure enhances the tire's grip and braking performance on snow, especially in the later stages of wear, while maintaining good drainage capabilities, ensuring stability and safety when driving on snow.
Smart Images
Figure CN116847996B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a pneumatic tire for a vehicle,
[0002] the pneumatic tire has a directional tread with at least two rows of blocks separated by a circumferential groove and subdivided into blocks by transverse grooves which open into the circumferential groove and extend parallel to one another in plan view,
[0003] - wherein the circumferential grooves have groove portions extending parallel to one another, each groove portion separating a block of one block row from a block of another block row, and the groove portions having a groove base and leading and trailing ends, the leading end first entering the ground surface when the tire rolls during forward travel,
[0004] - wherein the pattern blocks each have, along the groove portion at the tread periphery, a block edge extending in a straight line in a plan view and a block side surface starting from the block edge and extending up to a groove base of the corresponding groove portion. Background Art
[0005] Such a pneumatic tire for vehicles is known, for example, from DE 10 2015 221 118 A1. In the exemplary embodiment described, the tread has transverse grooves that extend in a V-shape across the width of the tread and separate the blocks belonging to two shoulder block rows and two central block rows from one another. The shoulder block rows are separated from the central block rows by circumferential grooves that, in plan view, are inclined relative to the circumferential direction and have groove sections that extend parallel to one another and each separate the blocks of the shoulder block rows from the blocks of the central block rows. The blocks of the two block rows are provided with sipes, wherein the sipes formed in the blocks of the shoulder block rows extend in plan view parallel to the transverse grooves, open into the groove sections of the circumferential grooves, and form corresponding block segments. Furthermore, the blocks are each provided with a spur surrounded by a recessed portion formed in the block and serving as an ice storage area.
[0006] It is well known that the braking performance of pneumatic vehicle tires on snow is affected by a number of mechanisms or effects. These include rubber-snow friction, snow-snow friction (snow accumulated in grooves or sipes improves grip), and the groove and sipe edges acting as gripping edges. As tread wear increases, there is a risk of a decrease in snow grip, and in particular, snow braking performance. Corresponding countermeasures, such as circumferential grooves extending in a pronounced zigzag or wavy pattern, reduce the tread's ability to drain water. Summary of the Invention
[0007] In the case of a pneumatic tire for vehicles of the type mentioned in the opening paragraph, the basic object of the invention is therefore to keep the snow braking performance at a high level throughout the course of tread wear while maintaining good drainage capabilities.
[0008] According to the invention, the stated object is achieved by means of the fact that
[0009] - the side surfaces of the tread blocks provided with sipes leading to the groove portion form a uniform stepped structure along the groove portion, the structure consisting of a side surface and a transition surface,
[0010] - wherein the side surfaces start from the block edge portion and extend to the groove base, and
[0011] - the transition surface extends between the side surfaces and from the groove base to the sipe base and is narrower than the side surfaces, and
[0012] - wherein the side surface obscures the transition surface when viewed through the groove portion in a direction from the leading end to the trailing end.
[0013] When driving on snow, the transition surface extending from the groove base to the sipe base promotes the opening behavior of the sipe in the area of the sipe leading to the groove portion, thereby improving the sipe edge's effectiveness as a gripping edge in this area. As block wear progresses, the sipe leading to the groove portion disappears, resulting in the appearance of an additional edge on the tread periphery at the radially outer end of the transition surface in this area, "offset" by wear. This additional edge makes the block edge on the groove portion slightly longer overall. Simultaneously, the block's stiffness increases with increasing tread wear. The reduced block bending capacity and the associated impact on the block edge's effectiveness as a gripping edge, which occurs with increasing block stiffness, are compensated or at least largely counteracted by the additional edge formed on the transition surface, thereby ensuring that good snow grip is maintained, particularly under braking loads. Since the side surfaces shield the transition surfaces when viewed through the groove portion in the direction from the leading end to the trailing end, the stepped structure has very little or negligible effect on the drainage capacity of the groove portion and, in particular, ensures a largely turbulence-free or low-turbulence water flow through the circumferential grooves and thus maintains a high drainage capacity.
[0014] According to a preferred embodiment, the groove portions are inclined relative to the circumferential direction in such a manner that the leading end of each groove portion is closer to the tire equatorial plane than the trailing end. This facilitates efficient drainage of water from the ground contact area when running on wet roads and thus contributes to drainage capacity.
[0015] The transition surface of the block side that forms uniform step structure preferably has the width of 0.3mm to 1.0mm, in particular 0.5mm to 0.8mm at its widest point.Therefore, the transition surface is correspondingly narrow, and this has additional advantage for the drainage behavior of groove part.
[0016] It is also advantageous if the transition surface of the block flanks forming the uniformly stepped structure has a radially outer boundary edge that abuts the sipe base and has a length of, in particular, no more than 0.3 mm. In the case of a new or lightly worn tire, this boundary edge promotes the opening behavior of the edge-side sipe portion leading to the groove portion. This is due to the fact that when driving on snow, snow accumulated in the edge-side sipe portion generates a force at this edge that assists the opening, i.e., the folding back, of the edge-side sipe portion upon ground contact. This improves the effectiveness of the sipe edge as a gripping edge.
[0017] According to a preferred embodiment, the transition surface of the block flank forming the uniformly stepped structure narrows, in particular continuously, in the direction of the corresponding sipe base, at least over its radially outer surface portion. As tread wear increases, the aforementioned additional edge formed at the radially outer end of the transition surface continuously lengthens and, in this way, counteracts the reduced grip of the sipe edge associated with the reduced flexing ability of the block, or contributes to maintaining good snow braking performance.
[0018] In the case of the above-mentioned embodiment, it is advantageous that the transition surfaces of the block side surfaces forming the uniform stepped structure are each composed in the radial direction of a radially outer surface portion and a radially inner surface portion, the radially inner surface portion extending in the radial direction in the form of a circular arc, wherein the radially outer surface portion and the radially inner surface portion adjoin each other in the radial direction at a depth of 50% to 95%, in particular 70% to 80%, of the pattern depth.
[0019] According to another preferred embodiment, the transition surfaces of the block side surfaces forming the uniform step structure are arranged transversely or obliquely with respect to the extension direction of the groove portion when viewed in a plan view.
[0020] Another preferred embodiment is characterized in that the side surface of the block side forming the uniform step structure is composed of a radially outer surface portion and a radially inner surface portion in the radial direction, wherein, when viewed in a cross section perpendicular to the block edge portion, the radially outer surface portion extends in a straight line and at an angle of 0° to 7°, in particular 1° to 5°, relative to the radial direction, wherein the angle continuously increases within the extension of the block edge portion in the direction toward the trailing end of the groove portion, in particular by up to 2°. This measure is advantageous in terms of drainage capacity.
[0021] Another embodiment advantageous in terms of drainage capability is characterized in that the block side surfaces of the blocks of only one block row form a uniform step structure, while the block side surfaces of the blocks of the other block row are unstructured surfaces.
[0022] In this embodiment, it is advantageous if the block row having blocks whose block side surfaces form a uniform step structure is closer to the outside of the tread than other block rows.
[0023] In this embodiment, it is further advantageous that the block row having blocks whose block side surfaces form a uniform step structure is a shoulder-side block row.
[0024] In this embodiment, it is also advantageous that the block side as an unstructured surface extends at an angle of 2° to 10°, preferably 4° to 8°, in particular a constant angle, relative to the radial direction when viewed in a section perpendicular to the center line of the groove portion.
[0025] Another preferred embodiment which is particularly advantageous for snow grip is characterized in that the groove parts of the circumferential grooves each extend at an angle of 2° to 7°, in particular at most 5°, to the circumferential direction when viewed in plan and relative to the center line.
[0026] According to another embodiment, also advantageous in terms of snow grip, the circumferential grooves have a reduced or no “see-through effect” when viewed in cross section.
[0027] In the case of new or lightly worn tires, it is advantageous for snow braking performance if the sipes each have an edge-side sipe portion which opens into the groove portion and has a depth in the radial direction of 20% to 40%, in particular 25% to 35%, of the tread depth. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] Further features, advantages and details of the present invention will now be described in more detail with reference to the accompanying drawings, which schematically illustrate exemplary embodiments of the present invention. In the drawings:
[0029] Figure 1 A simplified plan view showing a circumferential portion of a tread of a pneumatic tire for a vehicle according to a modified embodiment of the present invention, the circumferential portion being developed into a plane,
[0030] Figure 2 shows an enlarged plan view of two pattern blocks belonging to the tread,
[0031] Figure 3 Shown along Figure 2 The section of line III-III in
[0032] Figure 4 Shown according to Figure 2 A simplified oblique view of the viewing direction indicated by arrow S4, and
[0033] Figure 5 Shown according to Figure 2 A further enlarged oblique view of the viewing direction indicated by the arrow S5.
[0034] List of Reference Numerals
[0035] 1 shoulder side tread block row
[0036] 2 central tread block rows
[0037] 3 Central pattern ribs
[0038] 4 Central circumferential grooves
[0039] 5. Shoulder side circumferential grooves
[0040] 5a Groove part
[0041] 5a' groove base
[0042] 5a1 Front End
[0043] 5a2 tail end
[0044] 6 Central transverse grooves
[0045] 7 Central tread blocks
[0046] 8 Transverse grooves on the shoulder side
[0047] 9 shoulder tread blocks
[0048] 9a, 9b, 9c Block edges
[0049] 9c' block edge
[0050] 9d block segment
[0051] 10 Sipes
[0052] 10a Main part of the sipe pattern
[0053] 10b Sipe edge
[0054] 10c Sipe base
[0055] 11 side panels
[0056] 11a Side surface
[0057] 11a' radial outer surface portion
[0058] 11a” radial inner surface portion
[0059] 11b Transition surface
[0060] 11b' radial outer surface portion
[0061] 11b” radial inner surface portion
[0062] 12 side panels
[0063] 13 edges
[0064] 14 Boundary Edge
[0065] AA line (tire equatorial plane)
[0066] bF, bRA width
[0067] l Line (side edge of ground contact area)
[0068] lL, lM, lK circumferential length
[0069] L, M, K spacing
[0070] mQR groove centerline
[0071] mRA centerline
[0072] P arrow (viewing direction)
[0073] R Arrow (scroll direction)
[0074] S4, S5 arrows (viewing direction)
[0075] tb, t1 depth
[0076] TP pattern depth
[0077] α, β, γ, δ, ε angles DETAILED DESCRIPTION
[0078] The pneumatic tires for vehicles designed according to the present invention are tires for motor vehicles, in particular for multi-track vehicles, and preferably are tires of radial construction for passenger motor vehicles, vans or light trucks (with a permissible gross vehicle weight ≤ 7.5 t), wherein these tires are intended for use under winter driving conditions.
[0079] Figure 1A simplified plan view of a circumferential portion of the tread of a pneumatic tire for a vehicle is shown. The tire equatorial plane is indicated by the dotted line AA, and the lateral edges of the ground contact area of the tread are indicated by the dotted line l. The ground contact area corresponds to the footprint statically determined according to the ETRTO standard (loaded at 70% of the maximum load capacity at 85% internal pressure according to the ETRTO standard).
[0080] The tread has two shoulder-side pattern block rows 1, two central pattern block rows 2 formed adjacent thereto, and a central pattern rib 3. In the exemplary embodiment shown, the tread is symmetrical relative to the tire equatorial plane (line AA) and is also provided with a directional pattern, wherein the pneumatic tire for a vehicle is mounted on the vehicle in such a manner that it has a rolling direction indicated by arrow R when traveling forward.
[0081] Each of the central pattern block rows 2 is separated from the central pattern rib 3 by a central circumferential groove 4 extending in a straight line in a plan view, and is separated from the corresponding adjacent shoulder side pattern block row 1 by a shoulder side circumferential groove 5 extending in a zigzag shape in a plan view. The circumferential grooves 4, 5 are formed to the pattern depth TP ( Figure 3 , shown for the shoulder side circumferential groove 5), the pattern depth is typically 6.5mm to 10.0mm for the preferred tire type.
[0082] The central block rows 2 are each provided with central transverse grooves 6 which, in plan view, are parallel to one another and extend in an arcuate manner, terminate on the inner side of the tread within the block row 2, open on the outer side of the tread into corresponding shoulder-side circumferential grooves 5, and provide, in plan view, the central block row 2 with a substantially parallelogram-shaped central block 7. The transverse grooves 6 are oriented so that they first enter the ground surface with their ends on the inner side of the tread.
[0083] The shoulder-side pattern block rows 1 are each provided with shoulder-side transverse grooves 8, which extend parallel to each other in a plan view and lead to the corresponding shoulder-side circumferential grooves 5, separate the shoulder-side pattern blocks 9 from each other and extend in a slightly arcuate manner in a plan view, and extend at an angle α of 2° to 25°, in particular 5° to 20°, relative to the axial direction with respect to a groove centerline mQR along the groove path in a plan view. Figure 2 , parts of two transverse grooves 8 can be seen), where the angle α decreases continuously in the direction towards the tread shoulders.
[0084] The shoulder-side transverse grooves 8 extend at least substantially as a continuation of the central transverse grooves 6, the transverse grooves 6, 8 extending generally in a V-shape across the width of the tread. Due to the V-shaped path of the transverse grooves 6, 8, each shoulder-side circumferential groove 5 has a plurality of groove portions 5a which: each separates the shoulder-side pattern block 9 from the central pattern block 7 and thus extends up to the corresponding transverse grooves 6, 8, and has a groove base 5a' ( Figure 3 ).
[0085] The following text uses Figures 2 to 5 , further improvements of the central block 7, the shoulder-side blocks 9 and the groove portion 5a are explained with reference to two adjacent blocks 7, 9 and the associated groove portion 5a. Figure 2 An enlarged detail of the shoulder-side pattern blocks 9 and the central pattern blocks 7 formed adjacent thereto is shown. Figure 3 Shown along Figure 2 The section of line III-III in Figure 4 Shown according to Figure 2 A simplified view of arrow S4, and Figure 5 Shown according to Figure 2 View of arrow S5.
[0086] like Figure 2 As shown, when viewed in a plan view and relative to the center line mRA, the groove portion 5a extends in a straight line and at an angle β of 2° to 7°, in particular at most 5°, relative to the circumferential direction, and has a width bRA of 6.0 mm to 13.0 mm at the tread periphery, determined perpendicularly to the center line mRA. The width bRA and the angle β of the groove portion 5a are matched to each other in such a way that the shoulder-side circumferential groove 5 has no "see-through effect" or has a reduced "see-through effect", that is, when viewed in a cross-section oriented in the axial direction, the shoulder-side circumferential groove 5 cannot be seen through or the see-through effect is reduced (see FIG. Figure 1 The groove portion 5a has a leading end 5a1 and a trailing end 5a2, the leading end first entering the ground surface when the tire rolls during forward travel, and the trailing end being inclined relative to the circumferential direction in such a manner that the leading end 5a1 is closer to the tire equatorial plane than the trailing end 5a2 relative to the centerline mRA (see Figure 1 ).
[0087] The central block 7 is delimited relative to the groove portion 5a by a block side 12 (see Figure 3 ), the block side extends from the block edge 13 to the groove base 5a' and is a non-structured surface. Therefore, the block side 12 has no uneven structures, such as protrusions or grooves. Figure 3As shown, when viewed in a section perpendicular to the center line mRA, the block side 12 appears as a straight line which encloses an angle ε of 2° to 10°, in particular 4° to 8°, in particular a constant angle, with the radial direction.
[0088] The shoulder-side tread blocks 9 have block edges 9a, 9b, and 9c at the tread periphery. Block edges 9a and 9b are formed on adjacent shoulder-side transverse grooves 8, and when the tire rolls during forward travel (arrow R), block edge 9a enters the ground surface before block edge 9b. Block edge 9c is formed along groove portion 5a and, when viewed in plan, extends in a straight line at an angle γ of 2° to 7°, particularly at most 5°, relative to the circumferential direction. Angle γ coincides with angle β of groove portion 5a or deviates therefrom, particularly by 2°.
[0089] Furthermore, the shoulder-side block 9 is traversed by a plurality of sipes 10 which are: at least substantially evenly distributed over the circumferential extension of the block 9, extend slightly arcuately as a whole and parallel to the groove centre line mQR of the transverse groove 8 when viewed in plan, extend beyond the lateral edge of the ground contact area (line I), open into the groove portion 5a, and have a width of 0.4 to 1.2 mm, in particular of at most 0.8 mm, and have a depth in the radial direction at their lowest point of the pattern depth TP ( Figure 3 ) of 75% to 100%, particularly up to 90%. The sipes 10 subdivide the shoulder-side pattern blocks 9 into block segments 9d, interrupt the block edges 9c formed along the groove portion 5a, and impart block edge portions 9c' to the block edges, each of which belongs to one of the block segments 9d. In addition, each of the sipes 10 has a sipe base 10c ( Figure 5 ), and in the exemplary embodiment shown, has a sipe main portion 10a extending in a zigzag shape in a plan view and a sipe edge portion 10b, the sipe main portion extending in a zigzag shape in a plan view, the sipe edge portion leading to the groove portion 5a and extending in a straight line or in a barely noticeable curvature in a plan view, and according to Figure 5 The depth tb of the sipe edge portion at its opening on the groove portion 5a relative to the block edge 9c or the block edge portion 9c' in the radial direction is the pattern depth TP ( Figure 3 ) 20% to 40%, in particular 25% to 35%. The number of sipes 10 is particularly matched in a known manner to the circumferential length of the shoulder-side pattern block 9, which is particularly provided with two, three and four sipes 10.
[0090] like Figure 2As further shown in FIG, the shoulder side tread block 9 is delimited relative to the groove portion 5a by a block side 11 which starts from the block edge 9c and extends to the groove base 5a' ( Figure 3 ) and form a uniform step structure (see Figure 4 , wherein the sipes 10 are not shown), the uniform step structure extends over the circumferential extension of the block flank and matches the block segment 9d. When viewed over the circumferential extension of the block flank 11, the uniform step structure of the block flank 11 consists of a flank surface 11a assigned to the block segment 9d and a transition surface 11b arranged transversely or obliquely relative to the groove centerline mRA, wherein in each case the flank surface 11a alternately follows the transition surface 11b. As shown in the figure, in particular Figures 3 to 5 As shown in conjunction with each other, the side surfaces 11a each start from the block edge portion 9c' ( Figure 4 , Figure 5 ) and extends to the groove base 5a'( Figure 3 ). The transition surface 11b is on the side surface 11a ( Figure 4 , Figure 5 ) and extends between the groove base 5a'( Figure 2 , Figure 3 ) and the sipe base 10c ( Figure 5 ) and thus terminates at the aforementioned depth tb at the sipe edge portion 10b ( Figure 5 ).
[0091] The step pattern of the block side 11 is implemented in such a manner that when the groove portion 5a is viewed at an angle β corresponding to the center line mRA and in a viewing direction from the leading end 5a1 to the trailing end 5a2 (by Figure 2 When viewed from the side surface 11a (indicated by the arrow P in FIG), the side surface 11a shields the transition surface 11b. In this respect, the transition surface 11b is "hidden" by the side surface 11a.
[0092] according to Figure 3 , when the cross section perpendicular to the block edge portion 9c' (see Figure 2 When viewed in a section perpendicular to the block edge portion 9c', the radially outer surface portion 11a' extends in a straight line and at an angle δ of 0° to 7°, in particular 1° to 5°, relative to the radial direction, wherein the angle δ extends within the extension of the block edge portion 9c' towards the trailing end 5a2 ( Figure 2 ) direction, in particular by up to 2°, thereby "producing" the transition surface 11b ( Figure 2). The increase in the angle δ occurs in particular continuously, i.e. uniformly. Consequently, the radially outer surface portion 11a' is a surface that is twisted within the extension of the block edge portion 9c'. When viewed in a cross section perpendicular to the block edge portion 9c', the radially inner surface portion 11a" extends in a circularly curved manner and merges into the radially outer surface portion 11a' and the groove base 5a' without an inflection point. The radially outer surface portion 11a' and the radially inner surface portion 11a" adjoin each other at a depth t1, which is determined in the radial direction and is 50% to 95%, in particular 70% to 80%, of the pattern depth TP.
[0093] like Figure 4 and Figure 5 As shown, each transition surface 11b is composed of a radially outer surface portion 11b' and a radially inner surface portion 11b" in the radial direction. The radially inner surface portion 11b" of the transition surface 11b extends between the radially inner surface portions 11a" of the adjacent side surfaces 11a and has a shape in the form of an arc corresponding to the shape of the radially inner surface portion 11a" in the radial direction (see in particular Figure 4 ), and also has a constant width bF (0.3 mm to 1.0 mm, particularly 0.5 mm to 0.8 mm) Figure 5 ).according to Figure 5 , the radially outer surface portion 11b' of the transition surface 11b extends between the radially outer surface portions 11a' of the respectively adjacent side surfaces 11a and, starting from the radially inner surface portion 11b" (which here also has a width bF in the direction of the sipe edge portion 10b), narrows, in particular continuously, and ends at a depth tb. Furthermore, the radially outer surface portion 11b' has a radially outer boundary edge 14 at the depth tb, which adjoins the sipe base 10c and has a length, in particular, of at most 0.3 mm. The radially outer surface portion 11b' is therefore a substantially triangular surface which is elongated in the radial direction. Analogously to the surface portions 11a', 11a", the radially outer surface portion 11b' and the radially inner surface portion 11b" adjoin one another at the already mentioned depth t1.
[0094] The invention is not limited to the exemplary embodiments described.
[0095] In particular, the tread has at least two block rows, the blocks of one of which have a uniformly stepped structure. The inclination of the groove portion of the circumferential groove separating the at least two block rows may differ from that of the described embodiment. The radially outer surface portion of the transition surface may extend beyond the sipe base, with the result that the latter has no radially outer boundary edge.
Claims
1. A pneumatic tire for a vehicle, - the pneumatic tire has a directional tread with at least two rows of blocks (1, 2) separated by a circumferential groove (5) and subdivided into blocks (7, 9) by transverse grooves (6, 8) which open into the circumferential groove (5) and extend parallel to one another in a plan view, -in, The circumferential groove (5) has groove portions (5a) extending parallel to each other, each groove portion separating a block (7) of one block row (2) from a block (9) of another block row (1), and having a groove base (5a') and a leading end (5a1) and a trailing end (5a2), the leading end first entering the ground surface when the tire rolls during forward travel, - wherein each of the pattern blocks (7, 9) has, at the tread periphery along the groove portions (5a), a block edge (9c, 13) extending in a straight line in a plan view and a block side face (11, 12) starting from the block edge and extending to the groove base (5a') of the corresponding groove portion (5a), - wherein the blocks (9) of at least one block row (1) are provided with sipes (10) which open into the groove portions (5a), have sipe bases (10c) and subdivide each of the block edges (9c) into block edge portions (9c'), It is characterized by: - the block side surfaces (11) of the pattern blocks (9) provided with sipes (10) leading to the groove portions (5a) form a uniform stepped structure along the groove portions (5a), the structure consisting of side surfaces (11a) and transition surfaces (11b), - wherein the side surfaces (11a) start from the block edge portions (9c') and extend up to the groove base (5a'), and - the transition surfaces (11b) extend between the side surfaces (11a) and from the groove base (5a') to the sipe base (10c) and are narrower than the side surfaces (11a), and - wherein the side surfaces (11a) obscure the transition surfaces (11b) when viewed through the groove portion (5a) in the direction from the leading end (5a1) to the trailing end (5a2).
2. The pneumatic tire for a vehicle according to claim 1, wherein The groove portions (5a) are inclined relative to the circumferential direction in such a manner that the leading end (5a1) of each groove portion (5a) is closer to the tire equatorial plane than the trailing end (5a2).
3. The pneumatic tire for a vehicle according to claim 1 or 2, wherein: The transition surfaces (11b) of the block sides (11) forming the uniform step structure have a width (b) of 0.3 mm to 1.0 mm at their widest point. F ).
4. The pneumatic tire for a vehicle according to claim 3, wherein The transition surfaces (11b) of the block sides (11) forming the uniform stepped structure have a width (b) of 0.5 mm to 0.8 mm at their widest point. F ).
5. The pneumatic tire for a vehicle according to claim 4, wherein The transition surfaces (11b) of the block flanks (11) forming the uniform stepped structure have a radially outer boundary edge (14) adjoining the sipe base (10c) and having a length of at most 0.3 mm.
6. The pneumatic tire for a vehicle according to claim 5, wherein The transition surfaces (11b) of the block side surfaces (11) forming the uniform stepped structure narrow at least on the radially outer surface portion (11b') in the direction towards the corresponding sipe base (10c).
7. The pneumatic tire for a vehicle according to claim 6, wherein: The transition surfaces (11b) of the block side surfaces (11) forming the uniform step structure are continuously narrowed at least on the radially outer surface portion (11b') in the direction toward the corresponding sipe base (10c).
8. The pneumatic tire for a vehicle according to claim 6, wherein The transition surfaces (11b) of the block side surfaces (11) forming the uniform step structure are each composed of a radial outer surface portion (11b') and a radial inner surface portion (11b") in the radial direction, the radial inner surface portion extending in the form of a circular arc in the radial direction, wherein the radial outer surface portion (11b') and the radial inner surface portion (11b") are radially spaced at the pattern depth (T P ) are adjacent to each other at a depth (t1) of 50% to 95%.
9. The pneumatic tire for a vehicle according to claim 8, wherein The transition surfaces (11b) of the block side surfaces (11) forming the uniform step structure are each composed of a radial outer surface portion (11b') and a radial inner surface portion (11b") in the radial direction, the radial inner surface portion extending in the form of a circular arc in the radial direction, wherein the radial outer surface portion (11b') and the radial inner surface portion (11b") are radially spaced at the pattern depth (T P ) are adjacent to each other at a depth (t1) of 70% to 80%.
10. The pneumatic tire for a vehicle according to claim 1, wherein When viewed in a plan view, transition surfaces (11b) of the block side surfaces (11) forming the uniform step structure are arranged transversely or obliquely relative to the extension direction of the groove portions (5a).
11. The pneumatic tire for a vehicle according to claim 1, wherein The side surfaces (11a) of the block side surfaces (11) forming the uniform step structure are composed of a radial outer surface portion (11a') and a radial inner surface portion (11a") in the radial direction, wherein, when viewed in a cross section perpendicular to the block edge portion (9c'), the radial outer surface portion (11a') extends in a straight line and at an angle (δ) of 0° to 7° relative to the radial direction, wherein the angle (δ) continuously increases in the direction toward the tail end (5a2) of the groove portion (5a) within the extension range of the block edge portion (9c').
12. The pneumatic tire for a vehicle according to claim 1, wherein The side surfaces (11a) of the block side surfaces (11) forming the uniform step structure are composed of a radial outer surface portion (11a') and a radial inner surface portion (11a") in the radial direction, wherein, when viewed in a cross section perpendicular to the block edge portion (9c'), the radial outer surface portion (11a') extends in a straight line and at an angle (δ) of 1° to 5° relative to the radial direction, wherein the angle (δ) continuously increases in the direction toward the tail end (5a2) of the groove portion (5a) within the extension range of the block edge portion (9c').
13. The pneumatic tire for a vehicle according to claim 11 or 12, wherein: The continuous increase is up to 2°.
14. The pneumatic tire for a vehicle according to claim 1, wherein Only the block side surface (11) of the pattern block (9) of the one pattern block row (1) forms the uniform step structure, while the block side surface (12) of the pattern block (7) of the other pattern block row (2) is a non-structured surface.
15. The pneumatic tire for a vehicle according to claim 14, wherein A block row (1) having blocks (9) whose block side surfaces (11) form the uniform step structure is closer to the outside of the tread than another block row (2).
16. The pneumatic tire for a vehicle according to claim 14 or 15, wherein: The block row (1) having blocks (9) whose block side surfaces (11) form the uniform step structure is a shoulder-side block row (1).
17. The pneumatic tire for a vehicle according to claim 16, wherein: When the center line (m RA ), these block sides (12), which are unstructured surfaces, extend at an angle (ε) of 2° to 10° relative to the radial direction.
18. The pneumatic tire for a vehicle according to claim 17, wherein When the center line (m RA ), these block sides (12), which are unstructured surfaces, extend at an angle of 4° to 8° relative to the radial direction.
19. The pneumatic tire for a vehicle according to claim 17 or 18, wherein: When the center line (m RA ), these block sides (12), which are unstructured surfaces, extend at a constant angle relative to the radial direction.
20. The pneumatic tire for a vehicle according to claim 1, wherein When in plan view and relative to the center line (m RA ) when observed from above, the groove portions (5a) of the circumferential grooves (5) each extend at an angle of 2° to 7° relative to the circumferential direction.
21. The pneumatic tire for a vehicle according to claim 1, wherein When viewed in plan and relative to the centre line (mRA), the groove portions (5a) of the circumferential groove (5) each extend at an angle of at most 5° relative to the circumferential direction.
22. The pneumatic tire for a vehicle according to claim 1, wherein When viewed in cross section, the circumferential grooves (5) have a reduced or no "see-through effect".
23. The pneumatic tire for a vehicle according to claim 1, wherein Each of the sipes (10) has an edge-side sipe portion (10b) that opens into the groove portion (5a) and has a depth (t b ) is the pattern depth (T P ) of 20% to 40%.
24. The pneumatic tire for a vehicle according to claim 23, wherein: Each of the sipes (10) has an edge-side sipe portion (10b) that opens into the groove portion (5a) and has a depth (t b ) is the pattern depth (T P ) of 25% to 35%.
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