PNEUMATIC VEHICLE TIRES

Description

[0001] The invention relates to a pneumatic vehicle tire with a tread having at least one row of profile blocks delimited on each side by a circumferential groove, which is divided into profile blocks by a plurality of transverse grooves which open into both circumferential grooves and run parallel to one another in plan view, wherein each transverse groove, viewed in plan view, is composed of two groove sections which adjoin one another at an obtuse angle of 100° to 160°, wherein in each profile block there is formed a blind groove which opens into both groove sections of a transverse groove and is elongated in plan view, which together with the transverse groove forms a groove combination which runs in a Y-like manner in plan view and runs at an angle of 0° to 60° to the circumferential direction.

[0002] Such a pneumatic vehicle tire is known, for example, from US 2004 / 0134580 A1. The pneumatic vehicle tire has a tread with a central row of tread blocks located in the central tread area, bordered on each side by a circumferential groove, which is structured into tread blocks by transverse grooves that merge into the circumferential grooves. Each transverse groove, viewed from above, consists of two groove sections that extend at an angle of approximately 20° to 35° to the axial direction. At an angle of 20°, the groove sections form an angle of 140° (180° - 2 x 20° = 140°). In each tread block, a funnel-shaped blind groove is formed which opens into both groove sections of a transverse groove and is elongated in plan view, runs at an angle of 0° to the circumferential direction and has a minimum width of 7.0 mm to 15.0 mm in the axial direction.The tire is said to have good snow performance.

[0003] EP 2 748 017 B1 discloses a pneumatic vehicle tire with a tread having a central tread block row forming the central tread region and two shoulder-side tread block rows. The central tread block row is bordered on each side by a circumferential groove, occupies at least 30% of the width of the ground contact patch of the tread, and is provided with V-shaped first transverse grooves that open into the circumferential grooves and are each composed of two groove sections. Furthermore, the central tread block row is provided with second transverse grooves, each of which runs in the region between two circumferentially successive, parallel groove sections of the first transverse grooves and opens into a groove section of a first transverse groove that is inclined in the opposite direction with respect to the circumferential direction.Viewed from above, the groove sections each run at an angle of 60° to 85° to the circumferential direction, so that the groove sections enclose an angle of, for example, 120°. Each tread block features blind grooves running in the circumferential direction, each of which leads into a groove section of a transverse groove. The tire is designed to offer good driving characteristics on snow and ice.

[0004] DE 43 00 695 A1 discloses a pneumatic vehicle tire with a tread comprising a central tread block row forming the central tread region and two shoulder-side tread block rows. The central tread block row is bordered on each side by a circumferential groove that runs zigzag in plan view and is provided with V-shaped transverse grooves that merge into the circumferential grooves, each of which is composed of two adjacent groove sections in the region of the tire's equatorial plane. The groove sections enclose an angle of preferably 100°. In the described embodiment, blind grooves are also provided, each extending from one groove section of a transverse groove. The tire is intended to exhibit good aquaplaning behavior and good winter performance.

[0005] US 2019 / 0283506 A1 discloses a pneumatic vehicle tire with a tread comprising five rows of tread blocks. The semi-centered rows of tread blocks comprise tread blocks separated from one another by transverse grooves, which, when viewed from above, consist of two groove sections extending in a V-shape relative to one another. A blind groove is formed in every second semi-centered tread block, which extends as an extension of one groove section of the respective transverse groove. The semi-centered tread blocks also contain transverse sipes and sipes that terminate in a closed manner on one side within the tread blocks, which is intended to provide the tire with good ice and snow performance.

[0006] From JP 2011 068 324 A a pneumatic vehicle tire with a tread is known which has in each tread half a central row of tread blocks which is divided into tread blocks by transverse grooves which are V-shaped in plan view and grooves which open into these.

[0007] Furthermore, EP 3 300 926 A1 discloses a tire with a tread divided by a central circumferential groove and two shoulder-side circumferential grooves into two shoulder-side tread block rows and two center tread block rows. The center tread block rows are divided into tread blocks by transverse grooves merging into the circumferential grooves. The transverse grooves are each composed of two groove sections adjoining one another at an obtuse angle of 130° to 150°. The groove section merging into the shoulder-side circumferential groove is shorter than the groove section merging into the central circumferential groove.In each tread block, an additional groove is formed between adjacent transverse grooves in the circumferential direction. It runs straight in plan view and at an angle of 5° to 15° to the circumferential direction. This additional groove divides the respective tread block into essentially equal-sized block sections and widens in a funnel shape toward the shoulder-side circumferential groove. At the wider ends of the additional grooves, a base elevation is also formed in the transverse grooves. The tire exhibits a high balance of the properties desired for good all-season suitability, particularly with regard to tread stiffness, which is responsible for handling characteristics, water drainage capacity, which ensures aquaplaning properties, and driving characteristics on snow.

[0008] Tread profiling with transverse grooves merging into circumferential grooves is, on the one hand, particularly beneficial with regard to tread drainage (shorter water displacement paths) and, on the other hand, due to the provided transverse groove edges, for wet and snow grip properties. Grooves merging into the transverse groove also contribute to tread drainage and improve wet and snow grip properties. However, with the tread profiling currently known, these properties are not optimally matched to the tire's dry performance. In particular, there is a risk that tread modifications made to improve snow grip properties may be accompanied by a deterioration in dry performance and / or dewatering properties.

[0009] The invention is therefore based on the object of improving the snow grip properties when cornering forces occur in a pneumatic vehicle tire of the type mentioned at the outset, while maintaining good dry performance and good drainage properties.

[0010] The stated object is achieved according to the invention in that the blind groove has a width of 1.0 mm to 6.0 mm determined on the tread periphery and is curved in plan view such that the angle at which it runs to the circumferential direction increases by 15° to 40°, in particular by 20° to 30°, from its groove end located on the transverse groove to its groove end located in the interior of the tread block.

[0011] When driving on snow, snow is collected and compacted particularly effectively in the blind grooves, increasing the effect of snow-on-snow friction compared to continuous additional grooves, thus improving snow grip when cornering forces occur. Because the blind grooves do not traverse the tread blocks, the high rigidity of the tread rib is maintained, which is beneficial for dry performance. The Y-shaped groove combination effectively drains water absorbed by the blind grooves via the groove sections of the transverse grooves in both "axial directions"—that is, both circumferential grooves bordering the central tread rib—thus maintaining good drainage properties.The curved shape of the blind groove contributes in particular to effective snow compaction in the blind groove when driving on snow, which further improves the snow grip properties when lateral forces occur.

[0012] According to a preferred embodiment, the angle at which the blind groove extends to the circumferential direction is 10° to 60°, in particular 20° to 50°. Such an inclination of the blind groove is favorable for the effect of the groove edges of the blind groove under loads that have a force component acting in the circumferential direction, so that this measure contributes to an improvement in snow grip properties. Furthermore, with an inclined blind groove under load acting in the circumferential direction, especially during braking, increased support effects occur compared to a blind groove running exactly in the circumferential direction, which are favorable for block stiffness and therefore for dry performance.

[0013] According to a further preferred embodiment, the profile block row runs in one of the tread halves, wherein the blind groove runs from the transverse groove in the direction of that of the two circumferential grooves which is the shoulder-side circumferential groove.

[0014] For the rigidity of the tread block, it is advantageous if the blind groove has a distance of at least 3.0 mm and preferably no more than 15.0 mm from its groove end located inside the tread block—relative to its groove centerline—to the transverse groove adjacent to the tread block, from which the blind groove does not originate. This measure contributes to maintaining a high level of rigidity, which is beneficial for dry performance.

[0015] In this context, it is further advantageous if the blind groove has a distance of at least 3.0 mm and preferably of at most 15.0 mm from its groove end located inside the profile block - based on its groove center line - to the nearest circumferential groove, determined in the axial direction on the tread periphery.

[0016] According to a further preferred embodiment, the width of the blind groove decreases continuously from the transverse groove over the entire extent of the blind groove, with the width of the blind groove at its groove end located inside the tread block being 30% to 80%, in particular 50% to 70%, of the width of the blind groove at the transverse groove. Blind grooves with such a decreasing width contribute to maintaining high rigidity of the tread blocks and thus to maintaining dry performance. At the same time, snow can compact particularly well in such a blind groove when driving on a snowy road surface, which is beneficial for snow grip properties.

[0017] According to a further preferred embodiment, the blind groove has a depth in the radial direction that decreases from the transverse groove toward its groove end located inside the tread block. This contributes to faster compaction of snow in the blind groove when driving on a snowy road surface. Furthermore, this measure is advantageous with regard to rigidity and dry performance.

[0018] For drainage properties, it is additionally beneficial if the depth of the blind groove on the transverse groove matches the depth of the transverse groove. This allows water absorbed by the blind groove to flow into the transverse groove with minimal turbulence.

[0019] Preferably, the depth of the blind groove at its groove end located inside the profile block is 2.0 mm to 3.0 mm.

[0020] According to a further preferred embodiment, the blind groove is delimited in the radial direction by a groove base which, viewed in a longitudinal section aligned along the groove centerline of the blind groove, is composed of a first base section adjoining the groove base of the transverse groove and running in the depth of the transverse groove, a middle, second base section, and a third base section, wherein the second base section runs at an angle of 40° to 50° to the radial direction and the third base section runs at an angle of 65° to 75° to the radial direction, and wherein the third base section adjoins the second base section at a depth determined in the radial direction of 50% to 85%, in particular 65% to 75%, of the depth of the transverse groove. The base sections contribute to stabilizing the tread block in the area of ​​the blind groove and are therefore beneficial for the rigidity of the tread block and thus for dry performance.Furthermore, the base sections promote snow compaction in the sack groove and thus contribute to a further improvement of the snow grip properties when lateral forces occur.

[0021] A further preferred embodiment is characterized in that the groove sections of the transverse groove, viewed in plan view and relative to the groove centerline, each extend at an angle of 10° to 40°, in particular 20° to 35°, to the axial direction. This is particularly advantageous for the drainage properties.

[0022] Furthermore, it is preferred if the groove sections of the transverse groove are curved in plan view such that their angle to the axial direction—starting from a kink point present at the mutual connection of the groove sections on the groove centerline—increases by 5° to 25°, in particular by 10° to 20°, toward the circumferential grooves. This promotes rapid water drainage into the circumferential grooves.

[0023] A further preferred embodiment is characterized in that the angles of the groove sections to the axial direction - determined at a kink point present at the mutual connection of the groove sections on the groove center line - are the same or differ from each other by at most 10°.

[0024] Preferably, the obtuse angle at which the groove sections of the transverse groove adjoin one another is 110° to 140°, preferably 115° to 135°.

[0025] According to a further preferred embodiment, the groove sections of the transverse groove have a kink point on the groove centerline at their mutual junction, which is located within a distance, measured in the axial direction from the tread block row centerline, of up to 10%, preferably up to 5%, of the width of the central tread block row measured in the axial direction at the tread periphery. This contributes to uniform drainage of the tread block.

[0026] Further features, advantages and details of the invention will now be described in more detail with reference to the drawing, which schematically shows an embodiment of the invention. Fig. 1 a plan view of a circumferential section of a tread of a pneumatic vehicle tire with an embodiment variant of the invention, Fig. 2 an enlarged top view of the tread in the area of ​​a profile block and Fig. 3 a further enlarged section along the line III-III of the Fig. 2 .

[0027] Pneumatic vehicle tires designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, and preferably tires of radial design for passenger cars, vans or light trucks, wherein the tires are intended for use under winter driving conditions.

[0028] Fig. 1 shows a plan view of a circumferential section of a tread of a pneumatic vehicle tire. The tire equatorial plane is indicated by a dashed line AA. The tread has a tread width TW45 in the axial direction, which is determined between two lines l running in the circumferential direction. Each line l appears, viewed in the cross-section of the tire, as a point on the outer contour line (the envelope) of the tire, at which point a tangent to the outer contour line forms an angle of 45° with the radial direction (vertical line). The width TW45 is determined with the pneumatic vehicle tire mounted on a standard rim according to ETRTO standards, at a tire pressure of 0.1 bar and without load.

[0029] The tread has two shoulder-side tread block rows 1, a central tread rib 2 running in the area of ​​the tire equatorial plane (line AA), and two central tread block rows 3 running in the different tread halves. The shoulder-side tread block rows 1 are separated from the central tread block rows 3 by shoulder-side circumferential grooves 4, which are straight in plan view. Central circumferential grooves 5, which are straight in plan view, separate the central tread rib 2 from the central tread block rows 3. The circumferential grooves 4, 5 are designed in the radial direction to the respectively intended tread depth, which for the preferred tire type is usually 6.5 mm to 10.0 mm.

[0030] The shoulder-side profile block rows 1 and the central profile rib 2 are shown in a simplified manner and can be designed in a manner known per se.

[0031] Each central tread block row 3 has, on the tread periphery in the axial direction, a maximum width b PR of 15% to 23%, in particular of 17% to 21%, of the tread width TW45, as well as a tread block row center line m PR which, in plan view, runs in the circumferential direction and bisects the central tread block row 3 in relation to its width b PR. Furthermore, each central tread block row 3 is provided with a plurality of transverse grooves 6 which, in plan view, run parallel to one another and each have a shallow V-shape, opening into the corresponding shoulder-side circumferential groove 4 and the corresponding central circumferential groove 5, and which structure the respective tread block row 3 into tread blocks 3a. From each transverse groove 6, in the region of its V-tip, a blind groove 7 extends into the respective tread block 3a and ends therein, forming a Y-shaped groove combination with the transverse groove 6 in plan view.

[0032] The Y-shaped groove combinations of the central tread block row 3 located in one tread half are rotated by 180° in plan view relative to the Y-shaped groove combinations of the central tread block row 3 located in the other tread half. The further design of the transverse grooves 6 and the blind grooves 7 is explained below using a single Y-shaped groove combination.

[0033] Fig. 2 shows an enlarged top view of a Y-shaped groove combination from the Fig. 1 right middle tread block row 3. In the case of the transverse groove 6, the groove center line m QR which follows the groove course and extends to the circumferential grooves 4, 5 is shown in dashed lines and which - corresponding to the V-shaped course of the transverse groove 6 - has a kink point kl in the area of ​​the V-tip of the transverse groove 6, which in the embodiment shown lies on the tread block row center line m PR. Alternatively, the kink point kl can be located within a distance from the tread block row center line m PR in the axial direction of up to 10%, preferably up to 5%, of the width b PR of the tread block row 3, so that the kink point kl can be offset from the tread block row center line m PR both in one axial direction (in the direction of the shoulder-side circumferential groove 4) and the other axial direction (in the direction of the middle circumferential groove 5).

[0034] The transverse groove 6, viewed in plan view, is composed of a groove section 6a opening into the shoulder-side circumferential groove 4 and a groove section 6b opening into the central circumferential groove 5, wherein the groove sections 6a, 6b adjoin one another at the kink point kl - relative to the groove center line m QR - and are inclined in opposite directions to one another in accordance with the V-shaped course of the transverse groove 6 - relative to the axial direction. The groove section 6a runs slightly curved in plan view and, relative to the axial direction - relative to the groove center line m QR - at an angle α of 10° to 40°, in particular of 20° to 35°, wherein the angle α increases by 5° to 25°, in particular by 10° to 20°, starting from the kink point kl in the direction of the shoulder-side circumferential groove 4.The groove section 6b also extends slightly curved in plan view and, relative to the groove center line m QR , at an angle β of 10° to 40°, in particular 20° to 35°, to the axial direction, with respect to the groove center line m QR , wherein the angle β increases by 5° to 25°, in particular 10° to 20°, starting from the bending point kl in the direction of the central circumferential groove 5. Preferably, the angles α and β coincide at the bending point kl or differ from each other by a maximum of 10°. The sizes of the angles α and β are selected such that the groove section 6a and the groove section 6b - relative to the groove center line m QR - enclose an angle γ which adds up the angles α and β to 180° and is 100° to 160°, in particular 110° to 140°, and preferably 115° to 135°.

[0035] The transverse groove 6 is delimited by a groove base 6c, a groove flank 6d on the inside of the bend and a groove flank 6e on the outside of the bend, wherein the groove flank 6d on the inside of the bend is located closer to a line l 1 running straight between the ends of the groove center line m QR in plan view compared to the groove flank 6e on the outside of the bend. The transverse groove 6 has a preferably constant depth t QR ( Fig. 3 ) of 75% to 100%, in particular of 85% to 95%, of the tread depth and an at least substantially constant width b QR of 2.0 mm to 6.0 mm, in particular of a maximum of 5.0 mm, determined perpendicular to the groove centre line m QR.

[0036] The blind groove 7 adjoins both groove sections 6a, 6b of the transverse groove 6 and extends - with respect to the kink point k 1 of the center line m QR of the transverse groove 6 - in the opposite circumferential direction to the groove sections 6a, 6b. The blind groove 7 therefore adjoins the groove sections 6a, 6b via the groove flank 6e on the outside of the kink. The blind groove 7, viewed in plan view, is elongated along its groove center line m R following the groove course, whereby the groove center line m R continued into the transverse groove 6 coincides with the kink point kl of the center line m QR of the transverse groove 6 in the embodiment shown. Alternatively, the groove center line m R continuing into the transverse groove 6 can meet the center line m QR of the transverse groove 6 at a distance of up to 2.0 mm, in particular up to 1.0 mm, determined in the axial direction from the bending point kl.

[0037] In the embodiment shown, the blind groove 7 runs slightly curved in plan view and - based on the groove center line m R - at an angle δ of 10° to 60°, in particular of 20° to 50° to the circumferential direction, wherein the angle δ increases by 15° to 40°, in particular by 20° to 30°, starting from the groove end of the blind groove 7 located at the transverse groove 6 to the groove end of the blind groove 7 located in the interior of the profile block 3a, and wherein the blind groove 7 runs from the transverse groove 6 in the direction of the shoulder-side circumferential groove 4.The blind groove 7 has a distance a 1 determined in the circumferential direction on the tread periphery from its end located inside the tread block 3a - in each case relative to the groove center line m R - to the transverse groove 6 delimiting the tread block 3a, from which the blind groove 7 does not originate, and a distance a 2 determined in the axial direction on the tread periphery from the shoulder-side circumferential groove 4, wherein the distances a 1 , a 2 are each at least 3.0 mm and preferably a maximum of 15.0 mm.

[0038] The blind groove 7 is formed by a groove flank 7a adjoining the groove section 6a of the transverse groove 6, a groove flank 7b adjoining the groove section 6b of the transverse groove 6, a groove base 7c (cf. Fig. 3 ) and an end flank 7d running between the groove flanks 7a, 7b. The groove flanks 7a, 7b and the end flank 7d (cf. Fig. 3 ) run, viewed in cross-section, in the radial direction or at an angle to it of up to 5°. As Fig. 3 shows, the groove base 7c, viewed in the longitudinal section aligned along the groove center line m R, is composed of a base section 7c' adjoining the groove base 6c of the transverse groove 6 and extending at a depth t QR, a central base section 7c" and a base section 7c‴. The central base section 7c" extends, viewed in the aforementioned longitudinal section, to the radial direction at an angle ε of 40° to 50°. The base section 7c‴ adjoins the central base section 7c" at a depth t 1 determined in the radial direction of 50% to 85%, in particular of 65% to 75%, of the depth t QR and runs, viewed in the aforementioned longitudinal section, at an angle θ of 65° to 75° to the radial direction. The blind groove 7 has a depth in the radial direction which decreases from the transverse groove 6 towards the end of the blind groove 7 located inside the profile block 3a to in particular 2.0 mm to 3.0 mm. According to Fig. 2 The blind groove 7 has a width b R of 1.0 mm to 6.0 mm, in particular 2.0 mm to 4.5 mm, determined perpendicular to the groove center line m R on the tread periphery, wherein the width b R in the illustrated embodiment decreases continuously from the transverse groove 6 over the extent of the blind groove 7. The width b R of the blind groove 7 at its end flank 7d is 30% to 80%, in particular 50% to 70%, of the width b R of the blind groove 7 at the transverse groove 6.

[0039] The mentioned angles α, β, γ, δ, which describe the course of the transverse groove 6 and the blind groove 7, respectively, are determined relative to a tangent applied to the groove center line m QR and to the groove center line m R, respectively. Fig. 2 As an example, a tangent ta is drawn for the angle α, passing through the inflection point k 1 and applied to the groove center line m QR, and a tangent tb is drawn for the angle β, passing through the inflection point k 1 and applied to the groove center line m QR. The angle γ is determined between the tangent ta and the tangent tb.

[0040] According to Fig. 1 In the illustrated embodiment, the tread blocks 3a are each provided with a number of incisions 8 running parallel to one another in plan view, with a width of 0.4 mm to 0.8 mm and a maximum depth of 50% to 100% of the tread depth. Furthermore, in the illustrated embodiment, the tread blocks 3a have beveled corner regions at the junctions of the transverse grooves 6 in the region of the acute inclusion angles between the transverse grooves 6 and the circumferential grooves 4, 5, which can be designed in a known manner.

[0041] The invention is not limited to the described embodiment.

[0042] In particular, the tread has at least one central row of tread blocks 3, wherein the central row of tread blocks 3 can also be formed in the region of the tire's equatorial plane. The groove sections 6a, 6b of the transverse grooves 6 can each run straight in plan view. The angle δ at which the blind grooves 7 run to the circumferential direction in plan view is 0° to 60°. The width b R and the depth of the blind groove 7 can each be constant. The circumferential grooves do not have to run straight in plan view, but can, for example, run in a zigzag shape in plan view. List of reference numbers

[0043] 1 shoulder-side tread block row 2 middle tread rib 3 middle tread block row 3a tread block 4 shoulder-side circumferential groove 5 middle circumferential groove 6 transverse groove 6a groove section 6b groove section 6c groove base 6d inside groove flank 6 outside groove flank 7 blind groove 7a, 7b groove flank 7c groove base 7c', 7c", 7c‴ base section 7d end flank 8 cut A-A line (tire equatorial plane) a 1 , a 2 distance b R , b PR , b QR width k 1 kink point l, l 1 line m R groove center line m PR tread block row center line m QR groove center line ta , tb tangent t QR , t 1 depth TW45 tread width α, β, γ, δ, ε, θ angles

Claims

1. Pneumatic vehicle tyre having a tread with at least one profile block row (3), which is delimited at each side by a respective circumferential channel (4, 5) and which is divided into profile blocks (3a) by a multiplicity of transverse channels (6) which open into both circumferential channels (4, 5) and which run parallel to one another in plan view, wherein each transverse channel (6), as seen in plan view, is made up of two channel portions (6a, 6b) which adjoin one another at an obtuse angle (γ) of 100° to 160°, wherein in each profile block (3a) there is formed a blind channel (7) which opens into both channel portions (6a, 6b) of a transverse channel (6) and which is elongate in plan view and which, with the transverse channel (6), forms a channel combination running in a Y shape in plan view and runs at an angle (δ) of 0° to 60° with respect to the circumferential direction, characterized in that the blind channel (7) has a width (bR), determined at the tread periphery, of 1.0 mm to 6.0 mm and, in plan view, runs in a bent manner in such a way that its angle (δ) at which it runs with respect to the circumferential direction increases by 15° to 40°, in particular by 20° to 30°, from its channel end situated at the transverse channel (6) to its channel end situated within the profile block (3a).

2. Pneumatic vehicle tyre according to Claim 1, characterized in that the angle (δ) at which the blind channel (7) runs with respect to the circumferential direction is 10° to 60°, in particular 20° to 50°.

3. Pneumatic vehicle tyre according to Claim 1 or 2, characterized in that the profile block row (3) runs in one of the tread halves, wherein, starting from the transverse channel (6), the blind channel (7) runs in the direction of that one of the two circumferential channels (4, 5) which is the shoulder-side circumferential channel (4).

4. Pneumatic vehicle tyre according to one of Claims 1 to 3, characterized in that - with reference to its channel centre line (mR) - the blind channel (7) has a distance (a1), determined in the circumferential direction at the tread periphery, of at least 3.0 mm, and preferably of at most 15.0 mm, from its channel end situated within the profile block (3a) to the transverse channel (6), adjoining the profile block (3a), from which the blind channel (7) does not originate.

5. Pneumatic vehicle tyre according to one of Claims 1 to 4, characterized in that - with reference to its channel centre line (mR) - the blind channel (7) has a distance (a2), determined in the axial direction at the tread periphery, of at least 3.0 mm, and preferably of at most 15.0 mm, from its channel end situated within the profile block (3a) to the circumferential channel (4) which is in each case closest.

6. Pneumatic vehicle tyre according to one of Claims 1 to 5, characterized in that the width (bR) of the blind channel (7) decreases continuously, starting from the transverse channel (6), over the entire extent of the blind channel (7), wherein the width (bR) of the blind channel (7) at its channel end situated within the profile block (3a) amounts to 30% to 80%, in particular 50% to 70%, of the width (bR) of the blind channel (7) at the transverse channel (6).

7. Pneumatic vehicle tyre according to one of Claims 1 to 6, characterized in that the blind channel (7) has a depth in the radial direction which decreases from the transverse channel (6) in the direction of its channel end situated within the profile block (3a).

8. Pneumatic vehicle tyre according to Claim 7, characterized in that the depth of the blind channel (7) at the transverse channel (6) corresponds to the depth (tQR) of the transverse channel (6).

9. Pneumatic vehicle tyre according to Claim 7 or 8, characterized in that the depth of the blind channel (7) at its channel end situated within the profile block (3a) is 2.0 mm to 3.0 mm.

10. Pneumatic vehicle tyre according to one of Claims 1 to 9, characterized in that the blind channel (7) is delimited in the radial direction by a channel base (7c), which, as seen in the longitudinal section aligned along the channel centre line (mR) of the blind channel (7), is made up of a first base portion (7c'), which adjoins the channel base (6c) of the transverse channel (6) and extends in the depth (tQR) of the transverse channel (6), a central, second base portion (7c") and a third base portion (7c‴), wherein the second base portion (7c") runs at an angle (ε) of 40° to 50° with respect to the radial direction and the third base portion (7c‴) runs at an angle (θ) of 65° to 75° with respect to the radial direction, and wherein the third base portion (7c‴) adjoins the second base portion (7c") at a depth (t1), determined in the radial direction, of 50% to 85%, in particular of 65% to 75%, of the depth (tQR) of the transverse channel (6).

11. Pneumatic vehicle tyre according to one of Claims 1 to 10, characterized in that, as seen in plan view and with reference to the channel centre line (mQR), the channel portions (6a, 6b) of the transverse channel (6) each run at an angle (α, β) of 10° to 40°, in particular of 20° to 35°, to the axial direction.

12. Pneumatic vehicle tyre according to Claim 11, characterized in that the channel portions (6a, 6b) of the transverse channel (6) are bent, in plan view, in such a way that - starting from an inflection point (k1) present on the channel centre line (mQR) at the mutual connection of the channel portions (6a, 6b) - their angle (α, β) to the axial direction increases by 5° to 25°, in particular by 10° to 20°, in the direction of the circumferential channels (4, 5).

13. Pneumatic vehicle tyre according to Claim 11 or 12, characterized in that the angles (α, β) of the channel portions (6a, 6b) to the axial direction - determined at an inflection point (k1) present on the channel centre line (mQR) at the mutual connection of the channel portions (6a, 6b) - coincide or deviate from one another by at most 10°.

14. Pneumatic vehicle tyre according to one of Claims 1 to 13, characterized in that the obtuse angle (γ) at which the channel portions (6a, 6b) of the transverse channel (6) adjoin one another is 110° to 140°, preferably 115° to 135°.

15. Pneumatic vehicle tyre according to one of Claims 1 to 14, characterized in that the channel portions (6a, 6b) of the transverse channel (6) have, at their mutual connection, an inflection point (k1) on the channel centre line (mQR) which is within a distance, determined in the axial direction from the profile block row centre line (mPR), of up to 10%, preferably up to 5%, of the width (bPR) of the central profile block row (3), determined in the axial direction at the tread periphery.