Vehicle pneumatic tire

Abstract

A vehicle pneumatic tire having a tread with at least one circumferential groove (3) separating two sipe ribs (1, 2) from one another, the at least one circumferential groove having a groove bottom (3a) and groove flanks (3b, 3c) formed on the sipe ribs (1, 2), wherein a plurality of stabilizing elements (11) extending to the groove flanks (3b, 3c) are formed on the groove bottom (3a); the stabilizing elements (11) respectively consist of a bottom elevation (12) with a cover surface (12a) on the groove bottom (3a), in particular joined to both groove flanks (3b, 3c), which cover surface extends with a constant height (h P ) of 1.0 mm to 2.0 mm measured in the radial direction relative to the level of the sipe depth (T G ); and a pyramidal projection (13) on the bottom elevation (12) joined to only one groove flank (3b), which pyramidal projection has a radially outer tip (S) on the groove flank (3b).

Description

Technical Field

[0001] The present invention relates to a vehicle pneumatic tire having a tread having at least one circumferential groove that separates two tread ribs from each other, the at least one circumferential groove having a groove bottom and groove sides formed on the tread ribs, wherein a plurality of stabilizing elements extending to the groove sides are formed on the groove bottom. Background Technology

[0002] Such pneumatic tires for vehicles are known, for example, from US10 639 941 B2. These pneumatic tires have a tread with three circumferential grooves that separate two shoulder-side tread ribs and two intermediate tread ribs from each other. In one of the shoulder-side circumferential grooves, a plurality of square stabilizing elements are formed, distributed circumferentially. These stabilizing elements connect to the groove sides and thus connect the shoulder-side tread ribs to the adjacent intermediate tread ribs. The stabilizing elements have a height in the radial direction of 40% to 60% of the tread depth, and are defined in the radial direction by a U-shaped bend in the overlay.

[0003] Stabilizing elements formed within the circumferential grooves support the tread ribs against axial forces, thereby increasing the lateral stiffness of the tread. As the tire rolls, these stabilizing elements are subjected to significant notch forces, especially when located in the circumferential grooves on the shoulder side, where particularly large lateral and longitudinal forces are generated. These notch forces can lead to cracking in the tread rubber material, either on the stabilizing elements or in adjacent areas at the bottom and sides of the grooves. Furthermore, since conventionally implemented stabilizing elements reduce the groove cross-section, their impact on water drainage must also be considered. Currently known stabilizing elements require further improvement in this regard. Therefore, the objective of this invention is to improve the tear resistance of the tread in the areas of the stabilizing elements in a pneumatic tire of the type described at the outset, while considering water drainage and maintaining the good stabilizing effect of the stabilizing elements. Summary of the Invention

[0004] According to the invention, the proposed objective is achieved in such a way that the stabilizing element is correspondingly composed of: a bottom raised portion having a cover surface located on the bottom of the groove, particularly connecting to two groove sides, the cover surface extending at a constant height of 1.0 mm to 2.0 mm measured in the radial direction relative to the horizontal height of the tread depth; and a pyramidal protrusion located on the bottom raised portion, connecting only to one groove side, the pyramidal protrusion having a radially outer tip located on the groove side.

[0005] Because only the lower bottom ridge (rather than the bulge) lies directly on the groove bottom and connects to the two groove sides where necessary, a larger groove cross-section conducive to drainage is preserved in the area of ​​the stabilizing element. The bottom ridge, together with the bulge, ensures good mutual stability of the tread ribs. Notch stress in the bulge area, especially in the transition area from the bulge to the groove side, is avoided or largely avoided, thus also ensuring high tear resistance of the stabilizing element. Therefore, the conflicting objectives of drainage capacity, the stabilizing effect of the stabilizing element, and tear resistance are resolved in a particularly advantageous manner.

[0006] According to a preferred embodiment, the pyramidal protrusion is defined by two triangular side surfaces that connect to each other at a limiting edge extending to a radially outer tip, wherein a distance, measured axially and parallel to the tread periphery, is provided between the radially inner end of the limiting edge and the opposite groove side surface, the distance being at least 20% of the width of the circumferential groove measured axially around the tread periphery. This measure improves the drainage capacity of the circumferential groove.

[0007] In this design, a particularly advantageous trade-off is achieved between the stabilizing effect of the stabilizing element and the drainage capacity when the distance between the radial inner end of the limiting edge and its opposite groove side is 25% to 40%, especially 30% to 35%, of the width of the circumferential groove.

[0008] According to another preferred embodiment, the radially outer tip of the protrusion is located at the tread periphery. According to an alternative preferred embodiment, the radially outer tip of the protrusion is spaced from the tread periphery by a maximum distance of 2.0 mm, and particularly a maximum of 1.0 mm, measured radially. Such a protrusion further improves its stability.

[0009] Furthermore, it is advantageous that each side surface of the protrusion has a radially inwardly limiting edge extending to a constant depth, measured particularly in the radial direction, which, when viewed in a top view, extends at an angle of 15° to 25°, preferably 17° to 22°, to the circumferential direction. This design of the side surfaces further reduces the risk of notch stress in the protruding area, which is beneficial for tear resistance. Moreover, when traveling on wet or slippery surfaces, such protrusions are circulated by water with very low turbulence or substantially no turbulence, thereby further improving drainage performance.

[0010] When each side surface of the bulge has a limiting edge extending on the groove side (which extends at an angle of 25° to 35° with the radial direction), the tear resistance of the tread in the region of the stabilizing element is further improved.

[0011] According to another preferred embodiment, the stabilizing element has a plane of symmetry that extends radially and axially in a top view. This particularly ensures a highly uniform stabilizing effect.

[0012] Another preferred embodiment is characterized by having stabilizing elements formed in pairs, wherein the protrusions belonging to a pair of stabilizing elements are connected to the same groove sidewall. The pairing of stabilizing elements allows the stabilizing effect to match the typically non-constant stiffness along the tread circumference of the corresponding tread structure. Because the protrusions belonging to a pair are connected to the same groove sidewall, advantageous strong water drainage capacity is retained in the circumferential grooves.

[0013] In this regard, it is advantageous that the stable elements belonging to a pair are 5.0 mm to 10.0 mm apart in the circumferential direction, with respect to the plane of symmetry.

[0014] Furthermore, it is advantageous in this regard that the mutual distance between adjacent stable elements of successive pairs in the circumferential direction and those from different pairs about the plane of symmetry, measured in the circumferential direction, is 150% to 220%, preferably 170% to 210% of the mutual distance between the protrusions belonging to a pair.

[0015] Another preferred embodiment is characterized by:

[0016] a) Between a pair of stable elements, there are transverse grooves that merge from one of the tread ribs into the circumferential groove, or

[0017] b) Between each pair of stable elements, there is a transverse groove that flows from each tread rib into the circumferential groove.

[0018] Therefore, a pair of stabilizing elements are located at the outer edge region (end section) of the rib element formed by the lateral grooves. The stabilizing elements are particularly advantageous precisely at these locations because they significantly counteract the reduction in tread stiffness of the rib caused by the lateral grooves.

[0019] According to a preferred embodiment, the stabilizing element is formed at least in the circumferential grooves on the shoulder side.

[0020] In this embodiment, it is advantageous that the pyramidal protrusion of the stabilizing element connects to the groove side of the outer side of the circumferential groove on the shoulder side of the tire.

[0021] Another preferred embodiment is characterized in that: the lateral grooves merging into the circumferential grooves extend in the first tread rib, preferably on the shoulder side, and these lateral grooves divide the first tread rib into rib elements with circumferential lengths of 45.0 mm to 70.0 mm, particularly 50.0 mm to 60.0 mm, respectively.

[0022] The second tread rib is traversed by the first type of transverse grooves and a second type of transverse groove that is preferably finer than the first type of transverse grooves.

[0023] The first type of transverse grooves assigns rib elements to the second tread ribs, and these rib elements are assigned to the rib elements of the first tread ribs. The second type of transverse grooves assigns rib elements to rib blocks.

[0024] The bottom raised portion is provided with protrusions, and the first type of transverse grooves or the second type of transverse grooves merge between these protrusions. Attached Figure Description

[0025] Other features, advantages, and details of the invention will now be described in detail with the aid of the accompanying drawings, which schematically illustrate embodiments of the invention. In the drawings:

[0026] Figure 1 A simplified top view of a circumferential section of the tread of a vehicle pneumatic tire having an embodiment of the present invention is shown.

[0027] Figure 2 Show Figure 1 A magnified top view of detail Z2 in the image.

[0028] Figure 3 Show along Figure 2 The cross section of line III-III in the middle,

[0029] Figure 4 Show along Figure 2 The cross section of line IV-IV in the middle, and

[0030] Figure 5 Showing according to Figure 2 The view in the middle is indicated by the direction of the line of sight with arrow S5.

[0031] List of reference numerals

[0032] 1. Tire ribs on the shoulder side

[0033] 2. Middle tire ribs

[0034] 3. Circular grooves on the shoulder side of the tire

[0035] 3a Grooved bottom

[0036] 3b The outer groove side of the tread

[0037] 3c The inner groove side of the tire tread

[0038] 4. The central circumferential groove

[0039] 5. Horizontal grooves resembling cuts

[0040] 6-rib element

[0041] 7. Horizontal grooves

[0042] 8. Horizontal grooves resembling cuts

[0043] 9-rib element

[0044] 9a Rib

[0045] 10. Horizontal grooves resembling cuts

[0046] 11 Stable Elements

[0047] 12 Bottom Lifting Section

[0048] 12a Cover

[0049] 12b end face

[0050] 12c edge

[0051] 13. Protrusion

[0052] 13a Side surface

[0053] 13b Limiting edge

[0054] 13c Limiting edge

[0055] 13d limit edge

[0056] 14. Transition Section

[0057] 15. Transition Section

[0058] Spacing between a1, a2, a3, and a4

[0059] B1, b QR1 b QR2 b QR3 width

[0060] E1 plane of symmetry

[0061] h G high

[0062] l1, l G circumference

[0063] P to

[0064] S radial outer tip

[0065] S5 Arrow (Direction of View)

[0066] t1 depth

[0067] T Ptread depth

[0068] Z2 Details

[0069] α, β, γ, δ, ε, θ, λ, μ angle Detailed Implementation

[0070] The pneumatic tires of the present invention are tires for multi-rail motor vehicles, and preferably radial tires for passenger motor vehicles, vans or light trucks.

[0071] Figure 1 A top view of a circumferential section of the shoulder side of the tread is shown, the tread having: a shoulder side tread rib 1; a central tread rib 2; a shoulder side circumferential groove 3 that extends in a straight line in the top view, separating the shoulder side tread rib 1 from the central tread rib 2; and a central circumferential groove 4, indicated only, which limits the central tread rib 2 to an additional tread structure (e.g., implemented in a known manner) of the tread.

[0072] The circumferential grooves 3 on the shoulder side are arranged in the radial direction with a corresponding tread depth T. P ( Figure 4 The tread depth is typically 4.0 mm to 13.0 mm, particularly at least 6.5 mm, for preferred tire types, and the circumferential grooves on the shoulder side have a width B1 (measured in the axial direction) around the tread periphery. Figure 4 The width is, for example, 6.0 mm to 13.0 mm, and the circumferential grooves on the shoulder side are formed by the groove bottom 3a (see...). Figures 3 to 5 ), the groove side 3b on the outer side of the tread formed on the tread rib 1 on the shoulder side (see Figure 2 , Figure 4 ) and the groove sidewall 3c formed on the inner side of the tread on the middle tread rib 2 (see Figure 2 , Figure 4 (Definition). According to Figure 4 Observed in a section oriented along the axial direction (see Figure 2 (At the position of section line IV-IV in the section), the groove bottom 3a is implemented as a U-shape. Observed in a section oriented along the axial direction, the outer groove sidewall 3b extends at an angle α of 10° to 20°, particularly 13° to 17°, with respect to the radial direction, and observed in a section oriented along the axial direction, the inner groove sidewall 3c extends at an angle β of 1° to 10°, particularly 3° to 7°, with respect to the radial direction. The groove sides 3b and 3c connect to the groove bottom 3a at a depth t1 measured along the radial direction, which is the tread depth T. P 75% to 90%.

[0073] In addition, such as Figure 1As shown, the tread rib 1 on the shoulder side has elongated, slit-like transverse grooves 5 that extend in a straight line and parallel to each other in a top view. These transverse grooves extend across the tread rib 1 on the shoulder side at an angle γ of 0° to 15°, particularly 3° to 12°, with respect to the axial direction. These transverse grooves have a width b of 2.0 mm to 4.0 mm measured perpendicular to their extension direction around the tread periphery. QR1 ( Figure 2 Furthermore, the tire shoulder tread ribs 1 are given elongated rib elements 6 in the circumferential direction. Each rib element 6 has a circumferential length l1 of 45.0 mm to 70.0 mm, especially 50.0 mm to 60.0 mm, and each rib element is provided with three transverse grooves 7 extending parallel to the transverse grooves 5 in a top view. These transverse grooves are distributed at least generally uniformly along the circumferential length l1, terminate within the rib element 6, and are wider than the transverse grooves 5.

[0074] The central tread rib 2 is traversed by additional, slit-like, elongated transverse grooves 8. These transverse grooves (viewed in top view) extend in straight lines, parallel to each other, and at an angle δ of 0° to 15°, particularly 3° to 12°, with respect to the axial direction. In the illustrated embodiment, these transverse grooves are inclined in the opposite direction to the transverse grooves 5 of the tread rib 1 on the shoulder side with respect to the axial direction. These transverse grooves have a width b of 2.0 mm to 4.0 mm measured perpendicular to their direction of extension around the tread periphery. QR2 ( Figure 2 And the middle tread rib 2 is given a narrow rib element 9 in the circumferential direction. The position of the lateral groove 8 is such that it merges into the circumferential groove 3 on the shoulder side in a manner opposite to the lateral groove 5 extending in the tread rib 1 on the shoulder side, so that each rib element 9 of the middle tread rib 2 is assigned to the rib element 6 of the tread rib 1 on the shoulder side.

[0075] Each rib element 9 is traversed by two additional, slit-like, elongated lateral grooves 10. These lateral grooves extend parallel to the lateral grooves 8 in the top view and have a width b of 1.0 mm to 2.5 mm measured perpendicular to their direction of extension around the tread periphery. QR3 And assign rib 9a to rib element 9.

[0076] The radial depth of the transverse grooves 5, 7, 8, and 10 is preferably the tread depth T. P ( Figure 3 , Figure 4 50% to 95%.

[0077] like Figure 1As shown, a plurality of stabilizing elements 11 arranged in pairs P are formed in the circumferential grooves 3 on the shoulder side. The stabilizing elements 11 corresponding to a pair P are respectively assigned to two ribs 9a that are sequentially arranged in the circumferential direction, such that the lateral grooves 8 or lateral grooves 10 respectively merge between the stabilizing elements 11 belonging to a pair P. In the illustrated embodiment, a pair of P stabilizing elements 11 are formed in each lateral groove 8 and each lateral groove 10.

[0078] according to Figure 3 Each stabilizing element 11 has a plane of symmetry E1, which extends radially and, when viewed from the top view, extends axially (not visible in the figure). For example... Figure 1 As shown, the stable element 11 belonging to a pair of P about the symmetry plane E1 ( Figure 3 The mutual spacing a1 between each other is measured along the circumferential direction as 5.0 mm to 10.0 mm. Successive pairs of P in the circumferential direction and adjacent stable elements 11 from different pairs of P about the symmetry plane E1. Figure 3 They are spaced apart by a distance a2, which is greater than the distance a1 and, in particular, 150% to 220%, preferably 170% to 210% of the distance a1.

[0079] The following section will describe another design scheme for the stabilizing element 11 based on the individual stabilizing element 11.

[0080] according to Figure 5 The stabilizing element 11 consists of the following parts: a plate-shaped bottom lift 12 located on the groove bottom 3a and connected to the two groove sides 3b, 3c; and a pyramidal protrusion 13 located on the bottom lift and connected to the groove side 3b on the outer side of the tread. Figure 3 and Figure 5 The bottom raised portion 12 is defined radially by a cover surface 12a oriented parallel to the tread periphery and circumferentially by two end faces 12b. For example... Figure 3 and Figure 4 As shown, the cover surface 12a is positioned radially relative to the tread depth T. P The height h, measured horizontally, is between 1.0 mm and 2.0 mm. G Extend, where the height h G The horizontal height is preferably located radially outside the horizontal height of depth t1, so the cover surface 12a extends radially outside the groove bottom 3a. Viewed in a cross-section oriented in the circumferential direction, the end face 12b extends in a rounded shape and transitions smoothly into the groove bottom 3a without bending. Figure 3 An edge 12c is formed in the area where each end face 12b connects to the cover face 12a. Figure 2 , Figure 3The edge, when viewed from above, forms an angle ε of 0° to 10° with the axial direction. Figure 2 (Extends.) At the horizontal height of the cover surface 12a, that is, at height h G The bottom raised portion 12 has a circumferential length of 5.0 mm to 10.0 mm, particularly 7.0 mm to 9.0 mm, at its longest part. G ( Figure 2 In the illustrated embodiment, a transition curve 14 is formed between the cover surface 12a and the grooved side surface 3c on the inner side of the tread. Figure 4 , Figure 5 ).

[0081] according to Figure 3 The pyramidal protrusion 13 has a radially outer tip S located on the outer groove side 3b of the tread in the plane of symmetry E1 and is defined by two side surfaces 13a of a triangle. The tip S is spaced a3 from the tread periphery at a maximum distance of 2.0 mm, and more particularly a maximum of 1.0 mm, measured radially in the plane of symmetry E1. Alternatively, the tip S may be located at the tread periphery. Figure 5 The side surface 13a has a radially inward limiting edge 13c, a limiting edge 13d extending along the groove side surface 3b on the outer side of the tread, and a common limiting edge 13b extending in the plane of symmetry E1. Figure 3 The radially inner limiting edge 13c extends to a constant depth measured in the radial direction and forms an angle λ of 15° to 25° with the circumferential direction. Figure 2 The limiting edge 13d, extending along the outer groove side 3b of the tread, forms an angle μ (25° to 40°, especially 30° to 35°) with the radial direction. Figure 3 The common limiting edge 13b is inclined at an angle θ to the radial direction of 15° to 35°, especially 20° to 30°. Figure 4 (Extended.) According to Figure 4 A distance a4, measured in the axial direction and parallel to the tread periphery, is provided between the radially inner end of the limiting edge 13b and the groove side surface 3c on the inner side of the tread. This distance is at least 20% of the width B1 of the circumferential groove 3 on the shoulder side. Preferably, the distance a4 is 25% to 40%, particularly 30% to 35%, of the width B1 of the circumferential groove 3 on the shoulder side. The pyramidal protrusion 13 extends along the groove side surface 3b on the outer side of the tread to the end of the cover 12a, such that the cover 12a does not contact the groove side surface 3b on the outer side of the tread. Figure 5 ).

[0082] according to Figure 5 In the illustrated embodiment, a transition curve 15 is formed between the side surface 13a of each triangle and the cover surface 12a of the bottom raised portion 12 at the radially inner end region of the protrusion 13.

[0083] The present invention is not limited to the described embodiments.

[0084] Stable elements can also be formed individually (i.e., unpaired) within the central circumferential groove. Furthermore, protrusions within the circumferential groove can connect to different groove sides.

Claims

1. A vehicle pneumatic tire having a tread having at least one circumferential groove (3) separating two tread ribs (1, 2) from each other, the at least one circumferential groove having a groove bottom (3a) and groove sides (3b, 3c) formed on the tread ribs (1, 2), wherein a plurality of stabilizing elements (11) extending to the groove sides (3b, 3c) are formed on the groove bottom (3a). Its features are, The stabilizing element (11) is correspondingly composed of: a bottom lift (12) with a cover (12a) on the groove bottom (3a) and connected to the two groove sides (3b, 3c), the cover being positioned radially relative to the tread depth (T). P The constant height (h) measured from 1.0 mm to 2.0 mm horizontally. G ) extension; and a pyramidal protrusion (13) on the bottom lifting portion (12) that is connected only to the groove side (3b) on the outer side of the axial tread, the pyramidal protrusion having a radially outer tip (S) on the groove side (3b).

2. The vehicle pneumatic tire according to claim 1, characterized in that, The pyramidal protrusion (13) is defined by two triangular side surfaces (13a) that connect to each other at a limiting edge (13b) extending to the radially outer tip (S), wherein a distance (a4) measured in the axial direction and parallel to the tread periphery is left between the radially inner end of the limiting edge (13b) and the opposite groove side surface (3c), the distance being at least 20% of the width (B1) of the circumferential groove (3) measured in the axial direction at the tread periphery.

3. The vehicle pneumatic tire according to claim 2, characterized in that, The distance (a4) between the radial inner end of the limiting edge (13b) and the grooved side (3c) opposite thereto is 25% to 40% of the width (B1) of the circumferential groove (3).

4. The vehicle pneumatic tire according to claim 3, characterized in that, The distance (a4) between the radial inner end of the limiting edge (13b) and the grooved side surface (3c) opposite thereto is 30% to 35% of the width (B1) of the circumferential groove (3).

5. The vehicle pneumatic tire according to claim 2, Its features are, The radially outer tip (S) of the protrusion (13) is located around the tread.

6. The vehicle pneumatic tire according to claim 2, Its features are, The radial outer tip (S) of the protrusion (13) is a distance (a3) ​​from the tread periphery of the tire, which is a maximum of 2.0 mm measured in the radial direction.

7. The vehicle pneumatic tire according to claim 6, Its features are, The radial outer tip (S) of the protrusion (13) is a distance (a3) ​​from the tread periphery of the tire, which is a maximum of 1.0 mm measured in the radial direction.

8. The vehicle pneumatic tire according to claim 2, Its features are, Each side surface (13a) of the protrusion (13) has a radially inward limiting edge (13c) extending to a constant depth measured in the radial direction, which, when viewed in a top view, extends at an angle (λ) of 15° to 25° with respect to the circumferential direction.

9. The vehicle pneumatic tire according to claim 8, Its features are, Viewed from the top, the radially inner limiting edge (13c) extends at an angle (λ) of 17° to 22° with the circumferential direction.

10. The vehicle pneumatic tire according to claim 2, Its features are, Each side surface (13a) of the protrusion (13) has a limiting edge (13d) extending on the grooved side surface (3b) at an angle (μ) of 25° to 35° with respect to the radial direction.

11. The vehicle pneumatic tire according to claim 1, Its features are, The stabilizing element (11) has a plane of symmetry (E1) that extends radially and axially in a top view.

12. The vehicle pneumatic tire according to claim 11, Its features are, There is a stable element (11) formed in pairs (P), wherein the protrusion (13) of a pair (P) stable element (11) is connected to the same groove side (3c).

13. The vehicle pneumatic tire according to claim 12, Its features are, The stable elements (11) belonging to a pair (P) are separated from each other by a distance a1, measured in the circumferential direction, from 5.0 mm to 10.0 mm about the plane of symmetry (E1).

14. The vehicle pneumatic tire according to claim 13, characterized in that, The circumferential pairs (P) that are consecutive to each other and the adjacent stable elements (11) from different pairs (P) are separated from each other about the plane of symmetry (E1) by a mutual distance a2 measured in the circumferential direction, the mutual distance a2 being 150% to 220% of the mutual distance a1 between the stable elements (11) belonging to a pair (P).

15. The vehicle pneumatic tire according to claim 14, characterized in that, The mutual spacing a2 is 170% to 210% of the mutual spacing a1 between the stable elements (11) belonging to a pair (P).

16. The vehicle pneumatic tire according to claim 12, Its features are, Between the stable elements (11) belonging to a pair (P), there are transverse grooves (5, 8, 10) that flow from one of the tread ribs (1, 2) into the circumferential groove (3), or Between each of the stable elements (11) belonging to a pair (P), there is a transverse groove (5, 8, 10) that flows from each tread rib (1, 2) into the circumferential groove (3).

17. The vehicle pneumatic tire according to claim 1, Its features are, The stabilizing element (11) is formed at least in the circumferential groove (3) on the shoulder side.

18. The vehicle pneumatic tire according to claim 17, characterized in that, The pyramidal protrusion (13) of the stabilizing element (11) is connected to the groove side (3b) on the outer side of the axial tread of the circumferential groove (3) on the shoulder side.

19. The vehicle pneumatic tire according to claim 12, Its features are, The transverse grooves (5) that merge into the circumferential grooves (3) extend in the first tread rib (1) of the tread rib (1) on the shoulder side, and the transverse grooves divide the first tread rib (1) into rib elements (6) with circumferential lengths (l1) ranging from 45.0 mm to 70.0 mm; and The second tread rib (2) is traversed by a first type of transverse groove (8) and a second type of transverse groove (10) that is finer than the first type of transverse groove. The first type of transverse groove (8) assigns a rib element (9) to the second tread rib (2), the rib element being assigned to the rib element (6) of the first tread rib (1), and the second type of transverse groove (10) assigns a rib block (9a) to the rib element (9). The bottom raised portion (12) is provided with a protrusion (13), and a first type of transverse groove (8) or a second type of transverse groove (10) merges between the protrusions.

20. The vehicle pneumatic tire according to claim 19, Its features are, The transverse groove (5) divides the first tread rib (1) into rib elements (6) with a circumferential length (l1) of 50.0 mm to 60.0 mm.

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