Vehicle pneumatic tire

Abstract

This invention relates to a pneumatic tire for a vehicle, the pneumatic tire having a tread having at least one shoulder-side tread rib (1) defined by circumferential grooves (2), the at least one shoulder-side tread rib having an outer rib surface (1a) located around the periphery of the tread, wherein the shoulder-side tread rib (1) has a plurality of lateral grooves (3) extending parallel to each other in a top view and terminating in front of the circumferential grooves (2), each of the plurality of lateral grooves having a groove bottom (6) and an end face (9) extending from the groove bottom to the outer rib surface (1a) on the inner side of the tread. The lateral grooves (3) are provided, wherein a channel-cut combination (K) is correspondingly formed in the shoulder-side tread rib (1) and merges into the corresponding lateral groove (3) via the end face (9), the channel-cut combination having a width (b) originating from the outer rib surface (1a). E It consists of a 0.4 mm to 1.2 mm slit (10) and a tubular channel (11) extending from the outer surface (1a) of the tread rib, wherein the tubular channel (11) is adjacent to the slit (10) over its entire extension and is L-shaped around the slit, wherein the channel (11) has a channel end section (11c) that narrows toward the end side (9).

Description

Technical Field

[0001] The present invention relates to a vehicle pneumatic tire having a tread having at least one shoulder-side tread rib defined by circumferential grooves, the at least one shoulder-side tread rib having an outer surface of the tread rib located around the periphery of the tread, wherein the shoulder-side tread rib has a plurality of lateral grooves extending parallel to each other in a top view and terminating in front of the circumferential grooves, each of the plurality of lateral grooves having a groove bottom and an end facet extending from the groove bottom to the outer surface of the tread rib on the inner side of the tread. Background Technology

[0002] Such pneumatic tires for vehicles are known, for example, from EP 3 628 510 A1. These pneumatic tires have a tread with shoulder-side tread ribs featuring lateral grooves. The lateral grooves have main sections and extension sections extending outwards toward the outer surface of the tread ribs, connected to the main sections on the inner side of the tread. The extension sections are narrower than the main sections, with one groove side of the lateral groove terminating at the extension section, while another groove side continues within it. The groove side continuing in the extension section is opposite to a side that is chamfered at least partially relative to the outer surface of the tread rib. This chamfer has a chamfered edge on the outer surface of the tread rib, which connects to the groove edge of the groove side terminating at the extension section. This configuration of lateral grooves reduces the impact of the shoulder-side tread ribs on rolling noise and also ensures good water drainage on wet surfaces.

[0003] When driving on wet roads, the lateral grooves formed in the tread ribs on the tire shoulder assist in water drainage from the tread, which is particularly important for the tire's hydroplaning performance. Furthermore, the lateral grooves on the outer surface of the tread ribs provide grip edges that help improve wet grip. Therefore, the lateral grooves located in the tread ribs on the tire shoulder play a decisive role in the wet performance of pneumatic tires. Here, the design of the lateral grooves must especially consider the reduction in the contact area between the tread ribs and the ground, as well as the decrease in tread rib stiffness caused by the lateral grooves, because a larger contact area and higher stiffness are advantageous for the dry performance of pneumatic tires, such as for handling. This is especially important to maintain both wet and dry performance even as the tread wears down. Summary of the Invention

[0004] Therefore, the objective of this invention is to optimize the balance between wet and dry performance in vehicle pneumatic tires of the type described at the beginning.

[0005] According to the present invention, the proposed objective is achieved in the following manner: a transverse groove is provided, wherein a channel-cut combination is formed in the tread rib on the shoulder side, which converges into the corresponding transverse groove via the end face. The channel-cut combination consists of a cut having a width of 0.4 mm to 1.2 mm originating from the outer surface of the tread rib and a tubular channel originating from the outer surface of the tread rib, wherein the tubular channel abuts the cut and surrounds the cut in an L-shape over its entire extension, wherein the channel has a channel end section that narrows toward the end face.

[0006] As the tire rolls, the contact between the tread and the ground opens the slits, allowing water to be absorbed by the slits and the tubular channels located on the outer surface of the tread ribs when driving on wet surfaces. Water flowing into the slits is drained into the tubular channels and accelerated into the lateral grooves via their narrowing end sections. Therefore, the slit-channel combination according to the present invention ensures effective drainage of the shoulder-side tread ribs towards the tread shoulder, thus ensuring good wet performance. Compared to conventional lateral grooves, the lateral grooves are shorter in the area of ​​the contact patch, increasing the contact area and the stiffness of the shoulder-side tread ribs, thereby optimizing dry performance.

[0007] According to a preferred embodiment, the diameter of the channel outside the channel end section is 170% to 300%, particularly 220% to 280%, preferably 240% to 260% of the width of the cut. This measure is also advantageous for the channel's drainage capacity and therefore the tire's wet performance.

[0008] When the end section of the channel has the shape of a truncated cone, it ensures that water flows out of the channel into the transverse grooves with particularly low turbulence.

[0009] According to another preferred embodiment, the diameter of the channel end section at the end side is 95% to 105%, especially 100%, of the width of the cut. This facilitates the accelerated drainage of water from the channel into the transverse grooves.

[0010] According to another preferred embodiment, the channel comprises a channel end section, a channel section extending from the outer surface of the tread rib, and a middle channel section, wherein the channel end section and the middle channel section form the long side of an L-shape, and the channel section extending from the outer surface of the tread rib forms the short side of an L-shape. This helps to further improve the drainage capacity of the channel-cut combination and thus further improve wetland performance.

[0011] Further design options can help to further improve the wetland performance of the preferred implementation method mentioned last.

[0012] One of these design schemes proposes that the intermediate channel section and the end channel sections form a common rotating body with a main axis. This facilitates low-turbulence flow of water within the channel.

[0013] Advantageously, the main axis of the common rotating body formed by the end section and the middle section of the channel extends to a depth measured in the radial direction, which is 45% to 75%, particularly 50% to 70%, and especially preferably 55% to 65% of the maximum depth of the lateral grooves. This measure also helps to maintain high stiffness of the tread ribs on the shoulder side in the area of ​​the channel, and is therefore also advantageous for dry performance.

[0014] Furthermore, this design is advantageous because the intermediate channel section and the channel end section each have a length measured along the main axis, wherein the length of the channel end section is 30% to 70%, particularly 40% to 60%, and preferably 45% to 55% of the length of the intermediate channel section. Such a channel is particularly advantageous in terms of its water absorption capacity and its drainage performance.

[0015] According to another preferred embodiment, the channel has a channel opening on the outer surface of the tread rib, the channel opening being spaced 2.0 mm to 8.0 mm, particularly up to 5.0 mm, from the shoulder-side circumferential groove, wherein the distance is determined to be the smallest possible distance between the shoulder-side circumferential groove and the hole circle of the radially outer channel opening.

[0016] Another embodiment particularly advantageous for wetland performance is characterized by the fact that the channel-cut combination is formed symmetrically about a plane which is expanded from a plane consisting of a straight line extending at an angle of 0° to 10°, especially 2° to 7°, with respect to the axial direction in a top view and a straight line extending in the radial direction.

[0017] In this embodiment, it is advantageous that, viewed in a top view, the plane traverses the transverse grooves along its longitudinal extension. This is advantageous for allowing water to drain from the cut-channel assembly into the transverse grooves and for transferring water to areas outside the ground contact surface.

[0018] Furthermore, in this embodiment, it is advantageous that the end faces of the lateral grooves consist of radially inner end face sections directly connected to the groove bottom and radially outer end face sections extending to the outer surface of the tread ribs. The cut-channel combination merges into the lateral grooves via the radially outer end face sections. When viewed in a cross-section projected onto a plane, the radially outer end face sections extend at an angle of 0° to 10°, particularly 3° to 7°, with respect to the radial direction. When viewed in a cross-section located in a plane, the radially inner end face sections extend in an arc shape and connect to the groove bottom without bending. The radially outer end face sections provide support for the lateral grooves, locally reinforcing the lateral grooves and thus the tread ribs on the shoulder side, which is advantageous in terms of dry performance. The arc-shaped radially inner end face sections facilitate water flow from the channels into the lateral grooves with low turbulence. Therefore, this embodiment is particularly advantageous for balancing wet and dry performance.

[0019] According to another preferred embodiment, viewed in a top view, the lateral grooves have a main section extending partially within and partially outside the ground contact surface, and a tapered section connected to the inner end of the main section on the tread, in which an end face is formed, and the tapered section continuously narrows from the main section to the cutout on the outer surface of the tread rib. The tapered section facilitates water flow with low turbulence from the channel-cutout combination into the main section. The main section is advantageous for the drainage performance of the lateral grooves.

[0020] Another advantage is that the main section has a width of 3.0 mm to 7.0 mm within the ground contact surface and on the outer surface of the tread rib.

[0021] The tapered section has a width of 1.5 mm to 3.0 mm, preferably a maximum of 2.0 mm, at the horizontal height of the outer surface of the tread rib and at its inner end of the tread. Attached Figure Description

[0022] Other features, advantages, and details of the invention will now be explained in detail with the aid of the accompanying drawings, which schematically illustrate embodiments of the invention. In the drawings:

[0023] Figure 1 A top view showing a circumferential section of the shoulder-side tread rib of a vehicle pneumatic tire having an embodiment of the present invention is shown.

[0024] Figure 2 Show Figure 1 A detailed enlarged top view of Z2.

[0025] Figure 3 Show along Figure 2 Enlarged cross section of line III-III in the middle,

[0026] Figure 4 Showing according to Figure 2 A detailed view showing the line of sight indicated by arrow S4.

[0027] Figure 5 Show along Figure 2 An enlarged oblique view cut along line VV in the middle, and

[0028] Figure 6 Show along Figure 2 The enlarged cross section of line VI-VI in the diagram.

[0029] List of reference numerals

[0030] 1...................Tire shoulder side tread rib

[0031] 1a..................Outer surface of tire tread ribs

[0032] 2................... Circular grooves on the side of the tire shoulder

[0033] 3................... Lateral grooves on the tire shoulder

[0034] 3a..................Main Segment

[0035] 3b.................. Conical section

[0036] 3c..................Shoulder section

[0037] 4...................Groove edge

[0038] 4a..................Edge Section

[0039] 4b..................Edge Section

[0040] 5...................Groove edge

[0041] 5a..................Edge Section

[0042] 5b..................Edge Section

[0043] 6................... Grooved bottom

[0044] 7................... Groove side

[0045] 8................... Lateral view

[0046] 9...................End side

[0047] 9a..................Radial inner end side section

[0048] 9b..................Radial outer end side section

[0049] 10..................Incision

[0050] 10a.................Incision wall

[0051] 11..................Channel

[0052] 11a.................Channel Section

[0053] 11b.................Channel Section

[0054] 11c.................Channel end section

[0055] 11'.................Channel opening

[0056] 11”................Channel opening

[0057] a1.................. Spacing

[0058] a k ..................Main Axis

[0059] b a b b b E b PR .......width

[0060] d k d k * ..............diameter

[0061] E...................plane

[0062] g1, g2...............line

[0063] K...................Channel-Incision Combination

[0064] l...................line (lateral outer edge of the ground contact surface)

[0065] l a , l b , l QR ...........length

[0066] t a , t k ...............Maximum Depth

[0067] S4..................Arrow (Direction of view)

[0068] Z2..................Details

[0069] α, α', β, β', γ, δ angle Detailed Implementation

[0070] The pneumatic tires of the present invention are tires for motor vehicles, especially for multi-rail motor vehicles, and preferably radial tires for passenger motor vehicles, trucks or light trucks (light-duty vehicles with a permissible gross weight ≤ 7.5t).

[0071] Figure 1 The circumferential section of the tread rib 1 on the shoulder side is shown. The lateral outer edge of the ground contact surface (which is measured according to ETRTO standards by measuring the tire mounted on a standard rim with a load of 70% of maximum load capacity and an internal pressure of 85% of standard pressure) is marked by a dashed line 1.

[0072] The tread (with respect to the tire equator) is preferably implemented as asymmetrical, so that a shoulder tread rib is formed in the second shoulder tread area (not shown) with a design different from that of the shoulder tread rib 1 shown, and wherein the vehicle pneumatic tire can be mounted on the vehicle in such a way that the shoulder tread rib 1 shown is assigned to the inside of the vehicle.

[0073] The shoulder side tread rib 1 has an outer surface 1a of the tread rib located around the tread periphery and a width b measured axially around the tread periphery within the ground contact surface. PR Furthermore, the tire shoulder ribs are located on the inner side of the tread. Figure 1The circumferential groove 2 on the shoulder side, which is defined only in the top view in the illustrated embodiment and extends in a straight line, is implemented with a tread depth that is typically 6.5 mm to 8.5 mm for passenger cars, vans or light trucks.

[0074] Furthermore, the shoulder side tread rib 1 has multiple shoulder side lateral grooves 3 extending parallel to each other in a top view along its circumferential extension. These shoulder side lateral grooves extend across the lateral outer edge (line 1) of the ground contact surface and terminate in front of the shoulder side circumferential groove 2 at a certain interval measured in the axial direction, inside the tread and within the shoulder side tread rib 1. At the inner end of each lateral groove 3 on the tread, there is a channel-cut combination K formed in the shoulder side tread rib 1.

[0075] The following uses a single transverse groove 3 and the associated channel-cut combination K, as well as references... Figures 2 to 6 Let's illustrate another design scheme for the lateral groove 3 on the tire shoulder.

[0076] according to Figure 2 The channel-cut combination K (whose design will be described in detail later) is formed symmetrically about plane E, which is formed by a straight line g1 extending at an angle γ of 0° to 10°, especially 2° to 7°, with respect to the axial direction in the top view, and a straight line g2 extending in the radial direction. Figure 3 It is an extension of ).

[0077] The transverse groove 3 is implemented such that, viewed in a top view, plane E traverses the transverse groove 3 along its longitudinal extension, thus defining the extension direction of the transverse groove 3. The transverse groove 3 has a length l within the ground contact surface, projected axially based on plane E, within the outer surface 1a of the tread rib. QR This length is the width b of the tread rib 1 on the tire shoulder side. PR 45% to 65%, especially 50% to 60%. Viewed in a top view, the lateral groove 3 consists of: a main section 3a extending partly within and partly outside the ground contact surface; an outwardly extending shoulder section 3c located outside the ground contact surface; and a tapered section 3b connecting to the inner end of the tread of the main section 3a. Furthermore, the lateral groove 3 has two groove edges 4 and 5 extending across the ground contact surface on the outer surface 1a of the tread rib, each extending across the main section 3a, the tapered section 3b, and the shoulder section 3c.

[0078] The groove edges 4 and 5 have edge segments 4a or 5a extending in the main section 3a and edge segments 4b or 5b extending in the tapered section 3b. Viewed in the top view, edge segments 4a and 5a extend in a straight line and at an angle α (edge ​​segment 4a) or α' (edge ​​segment 5a) to the axial direction, wherein angles α and α' are from 0° to 10°, particularly from 2° to 7°, and wherein edge segments 4a and 5a, in the illustrated embodiment, are inclined in the same direction relative to each other with respect to the axial direction. Viewed in the top view, edge segments 4b and 5b also extend in a straight line and at an angle β (edge ​​segment 4b) or β' (edge ​​segment 5b) to the axial direction, wherein angles β and β' are from 15° to 30°, and wherein edge segments 4b and 5b are inclined in opposite directions relative to each other with respect to the axial direction, such that they approach each other in the direction of the shoulder-side circumferential groove 2. Angles β and β' can differ from each other by a maximum of 10°.

[0079] The main section 3a correspondingly has, within the ground contact surface, a length l, measured on the outer surface 1a of the tread rib, projected along the axial direction based on plane E. a This length is the length of the transverse groove 3. QR 70% to 90%, especially 75% to 80%; the maximum depth t measured in the radial direction a ( Figure 4 The maximum depth is 75% to 100% of the tread depth, especially up to 95%; and the width b is measured as the smallest possible gap between edge segment 4a and edge segment 5a. a The width ranges from 3.0mm to 7.0mm. Here, the length l a It is also related to the inner ends of the edge sections 4a and 5a, which are closer to the inner side of the tread. The main section 3a is defined by the groove bottom 6 and two groove sides 7, one of which originates from the edge section 4a and the other from the edge section 5a. When viewed in a section perpendicular to the relevant edge sections 4a and 5a, these groove sides extend at an angle of 0° to 5° with respect to the radial direction.

[0080] The tapered section 3b narrows continuously from the main section 3a toward the shoulder-side circumferential groove 2 at the horizontal height of the outer surface 1a of the tread rib, and the tapered section has a width b measured between the inner ends of the edge sections 4b and 5b. b The width is 1.5mm to 3.0mm, preferably a maximum of 2.0mm. For example... Figure 2 Especially combined Figure 4As shown, the tapered section 3b is defined by two lateral sides 8 and an end side 9. The lateral sides 8 originate from the edge sections 4b and 5b, connect to the groove side 7, and extend at an angle of 0° to 5°, especially at least 2°, with respect to the radial direction when viewed in a section perpendicular to the respective edge sections 4b and 5b. The end side 9 extends between the sides 8, connects to the groove bottom 6, and extends as a continuation of the groove bottom to the outer surface 1a of the tread rib.

[0081] according to Figure 4 and Figure 6 The end face 9 is composed of a radially inner end face section 9a that is directly connected to the grooved bottom 6, and a radially outer end face section 9b. For example... Figure 6 As shown, observed in a section located in plane E (see...) Figure 2 (At the position of section line VI-VI in the diagram), the radially inner end side section 9a extends in an arc shape and connects to the groove bottom 6 without bending. When viewed in the section projected onto plane E, the radially outer end side section 9b extends in a straight line relative to the radial direction and extends at an angle δ of 0° to 10°, especially 3° to 7°, with the radial direction.

[0082] like Figures 4 to 6 In particular, as shown in the diagram, the aforementioned channel-cut combination K consists of a tubular channel 11 with a circular cross-section and a cut 10 that merges into the tubular channel, wherein the cut 10 and the channel 11 together merge into the tapered segment 3b of the transverse groove 3, and wherein, corresponding to the symmetrical design of the aforementioned channel-cut combination K, both the channel 11 and the cut 10 are implemented with respect to the plane E (reference). Figure 2 and Figure 3 It is symmetrical.

[0083] The cut 10 originates from the outer surface 1a of the tread rib, extends radially to the interior of the tread rib 1 on the shoulder side, and merges into the tapered section 3b via the radially outer end side section 9b. The cut has two radially oriented cut walls 10a and a constant width b. E ( Figure 3 The width is 0.4mm to 1.2mm, especially 0.6mm to 1.0mm, where the width b E The width b is less than the previously mentioned width b of the tapered segment 3b. b ( Figure 2 ).

[0084] according to Figure 5 and Figure 6 The tubular channel 11 extends between the outer surface 1a of the tread rib and the tapered section 3b, wherein the channel 11 is designed to abut the cutout 10 within the tread rib 1 over its entire extension, such that when viewed in a cross-section located in plane E ( Figure 6The channel has an L-shaped surrounding cut 10.

[0085] The channel 11 consists of a channel section 11a, an intermediate channel section 11b, and a narrowing channel end section 11c. The channel section 11a originates from the outer surface 1a of the tread rib, has a circular channel opening 11' on the outer surface of the tread rib, and forms an L-shaped short side. This channel section (viewed in a cross-section located in plane E) extends slightly curved, particularly in a semi-U-shaped curve. Figure 6 And has a diameter d k ( Figure 6 The diameter is the width b of the cut 10. E ( Figure 3 The percentage of the tire's surface area is 170% to 300%, particularly 220% to 280%, and preferably 240% to 260%. The channel opening 11' is spaced 2.0 mm to 8.0 mm, particularly up to 5.0 mm, from the shoulder side circumferential groove 2. Figure 2 The spacing a1 is determined to be the smallest possible distance between the shoulder-side circumferential groove 2 and the hole circle of the channel opening 11'. The channel segment 11b and the channel end segment 11c extend radially inward into the cut 10, forming an L-shaped long side and also forming a main axis a. k ( Figure 6 A rotating body whose principal axis is located at depth t in the radial direction. k At this location, the depth is the maximum depth t of the main section 3a of the transverse groove 3. a ( Figure 4 The proportion of 45% to 75%, particularly 50% to 70%, and especially preferably 55% to 65%, is also present. Channel section 11b also has the previously mentioned diameter d. k And it also has a main axis a k Measured length l b ( Figure 6 The channel end section 11c is implemented in the shape of a frustocone, having a channel opening 11” on the radially outer end side section 9b located on the end side 9 of the transverse groove 3, and along the main axis a. k Measured length l c ( Figure 6 ), where the length l c It is the length l b ( Figure 6 The proportion of the channel end section 11c is 30% to 70%, particularly 40% to 60%, and preferably 45% to 55%. The channel end section 11c extends from channel section 11b to the tapered section 3b of the transverse groove 3, and the channel end section has a diameter d at channel section 11b. k And it has a diameter d at the channel opening 11”. k * ( Figure 5The latter is the width b of the cut 10. E 95% to 105%, especially 100%.

[0086] The present invention is not limited to the described embodiments.

[0087] The tapered section 3a and shoulder section 3c of the lateral groove 3 are optional, wherein in this embodiment, the main section 3a of the lateral groove 3 preferably extends, i.e., is prolonged, on the outer side of the tread. The lateral groove 3 may have chamfers (bevels) implemented in a particularly known manner on the groove sides. In addition to the lateral groove 3, other lateral grooves may be provided in the shoulder side tread ribs. The tread may also have shoulder side tread ribs implemented in the manner described above in each shoulder.

Claims

1. A vehicle pneumatic tire having a tread having at least one shoulder tread rib (1) defined by circumferential grooves (2), the at least one shoulder tread rib having an outer tread rib surface (1a) located around the periphery of the tread, wherein the shoulder tread rib (1) has a plurality of lateral grooves (3) extending parallel to each other in a top view and terminating in front of the circumferential grooves (2), each of the plurality of lateral grooves having a groove bottom (6) and an end face (9) connected to the groove bottom (6) on the inner side of the tread and extending as a continuation of the groove bottom to the outer tread rib surface (1a). Its features are, A transverse groove (3) is provided, wherein a channel-cut combination (K) is formed in the corresponding shoulder-side tread rib (1) and merges into the corresponding transverse groove (3) via the end face (9), the channel-cut combination having a width (b) originating from the outer surface (1a) of the tread rib. E The tread rib consists of a 0.4 mm to 1.2 mm slit (10) and a tubular channel (11) extending from the outer surface (1a) of the tread rib, wherein the tubular channel (11) is adjacent to the slit (10) over its entire extension and is L-shaped around the slit, wherein the channel (11) has a channel end section (11c) that narrows toward the end face (9), wherein the channel (11) has a diameter (d) outside the channel end section (11c). k The diameter is the width (b) of the cut (10). E 170% to 300% of ).

2. The vehicle pneumatic tire according to claim 1, characterized in that, The channel (11) has a diameter (d) outside the channel end section (11c). k The diameter is the width (b) of the cut (10). E 220% to 280%.

3. The vehicle pneumatic tire according to claim 2, characterized in that, The channel (11) has a diameter (d) outside the channel end section (11c). k The diameter is the width (b) of the cut (10). E 240% to 260%.

4. The vehicle pneumatic tire according to claim 1 or 2, characterized in that, The end section (11c) of the channel has the shape of a truncated cone.

5. The vehicle pneumatic tire according to claim 1, characterized in that, The channel end section (11c) has a diameter (d) at the end side (9). k * The diameter is the width (b) of the cut (10). E 95% to 105%.

6. The vehicle pneumatic tire according to claim 5, characterized in that, The channel end section (11c) has a diameter (d) at the end side (9). k * The diameter is the width (b) of the cut (10). E 100% of ).

7. The vehicle pneumatic tire according to claim 1, characterized in that, The channel (11) is composed of the channel end section (11c), the channel section (11a) extending from the outer surface (1a) of the tread rib, and the middle channel section (11b). The end section (11c) of the channel and the middle channel section (11b) form the long side of the L-shape, and the channel section (11a) originating from the outer surface (1a) of the tread rib forms the short side of the L-shape.

8. The vehicle pneumatic tire according to claim 7, characterized in that, The intermediate channel section (11b) and the channel end section (11c) constitute a structure with a main axis (a k ) are common rotating bodies.

9. The vehicle pneumatic tire according to claim 8, characterized in that, The main axis (a) of the common rotating body formed by the end section (11c) of the channel and the intermediate channel section (11b) k ) the depth (t) measured along the radial direction k The depth is the maximum depth (t) of the transverse groove (3). a 45% to 75%.

10. The vehicle pneumatic tire according to claim 9, characterized in that, The main axis (a) of the common rotating body formed by the end section (11c) of the channel and the intermediate channel section (11b) k ) the depth (t) measured along the radial direction k The depth is the maximum depth (t) of the transverse groove (3). a 50% to 70%.

11. The vehicle pneumatic tire according to claim 9, characterized in that, The main axis (a) of the common rotating body formed by the end section (11c) of the channel and the intermediate channel section (11b) k ) the depth (t) measured along the radial direction k The depth is the maximum depth (t) of the transverse groove (3). a 55% to 65%.

12. The vehicle pneumatic tire according to claim 8 or 9, characterized in that, The intermediate channel section (11b) and the channel end section (11c) each have a portion along the main axis (a k The measured length (l) b , l c ), wherein the length (l) of the channel end section (11c) c ) is the length (l) of the intermediate channel section (11b). b 30% to 70%.

13. The vehicle pneumatic tire according to claim 12, characterized in that, The intermediate channel section (11b) and the channel end section (11c) each have a portion along the main axis (a k The measured length (l) b , l c ), wherein the length (l) of the channel end section (11c) c ) is the length (l) of the intermediate channel section (11b). b 40% to 60% of ).

14. The vehicle pneumatic tire according to claim 12, characterized in that, The intermediate channel section (11b) and the channel end section (11c) each have a portion along the main axis (a k The measured length (l) b , l c ), wherein the length (l) of the channel end section (11c) c ) is the length (l) of the intermediate channel section (11b). b 45% to 55%.

15. The vehicle pneumatic tire according to claim 1, characterized in that, The channel (11) has a channel opening (11') on the outer surface (1a) of the tread rib, the channel opening being spaced 2.0 mm to 8.0 mm apart from the circumferential groove (2) by a distance (a1), wherein the distance (a1) is determined to be the smallest possible distance between the circumferential groove (2) and the hole circle of the radially outer channel opening (11').

16. The vehicle pneumatic tire according to claim 15, characterized in that, The channel (11) has a channel opening (11') on the outer surface (1a) of the tread rib, the channel opening being at a distance (a1) from the circumferential groove (2) by a maximum distance of 5.0 mm, wherein the distance (a1) is determined to be the smallest possible distance between the circumferential groove (2) and the hole circle of the radially outer channel opening (11').

17. The vehicle pneumatic tire according to claim 1, characterized in that, The channel-cut combination (K) is formed symmetrically about a plane (E), which is extended by a straight line (g1) extending at an angle (γ) of 0° to 10° with respect to the axial direction in the top view and a straight line (g2) extending in the radial direction.

18. The vehicle pneumatic tire according to claim 17, characterized in that, The channel-cut combination (K) is formed symmetrically about a plane (E), which is extended by a straight line (g1) extending at an angle (γ) of 2° to 7° with respect to the axial direction in the top view and a straight line (g2) extending in the radial direction.

19. The vehicle pneumatic tire according to claim 17, characterized in that, Viewed from above, the plane (E) traverses the transverse groove (3) within its longitudinal extension.

20. The vehicle pneumatic tire according to claim 19, characterized in that, The end face (9) of the transverse groove (3) consists of a radially inner end face section (9a) directly connected to the groove bottom (6) and a radially outer end face section (9b) extending to the outer surface (1a) of the tread rib. The channel-cut combination (K) merges into the transverse groove (3) via the radially outer end face section. When viewed in a section projected onto the plane (E), the radially outer end face section (9b) extends at an angle (δ) of 0° to 10° with the radial direction. When viewed in a section located in the plane (E), the radially inner end face section (9a) extends in an arc shape and connects to the groove bottom (6) without bending.

21. The vehicle pneumatic tire according to claim 20, characterized in that, When viewed in a section projected onto the plane (E), the radially outer end side section (9b) extends at an angle (δ) of 3° to 7° with respect to the radial direction.

22. The vehicle pneumatic tire according to claim 1, characterized in that, Viewed from the top, the transverse groove (3) has a main section (3a) extending partly inside and partly outside the ground contact surface and a tapered section (3b) connected to the inner end of the tread of the main section (3a), in which the end face (9) is formed, and the tapered section continuously narrows from the main section (3a) to the cut (10) on the outer surface (1a) of the tread rib.

23. The vehicle pneumatic tire according to claim 22, characterized in that, The main section (3a) has a width (b) of 3.0 mm to 7.0 mm within the ground contact surface and on the outer surface (1a) of the tire tread rib. a ).

24. The vehicle pneumatic tire according to claim 22 or 23, characterized in that, The tapered section (3b) has a width (b) of 1.5 mm to 3.0 mm at its inner end on the tread surface at the horizontal level of the outer surface of the tread rib (1a). b ).

25. The vehicle pneumatic tire according to claim 24, characterized in that, The tapered section (3b) has a maximum width (b) of 2.0 mm at its inner end on the tread surface at the horizontal level of the outer surface (1a) of the tread rib. b ).

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