VEHICLE AIR TIRES

Description

[0001] The invention relates to a pneumatic vehicle tire with a tread having at least one row of profile blocks delimited on at least one side by a circumferential groove with a groove base, which is divided into profile blocks by a plurality of transverse grooves running parallel to one another in plan view and opening into the circumferential groove in junction areas, wherein the profile blocks each have two block corner areas formed by the circumferential groove and the transverse grooves and a lateral block flank extending between the block corner areas and between the junction areas of the transverse grooves, formed on the circumferential groove and running to the groove base of the circumferential groove, wherein the lateral block flank consists of a chamfered block flank circumferential section with a chamfer forming an inclined surface and running to the tread periphery and a chamfer-free block flank circumferential section which ends at a block edge running on the tread periphery,composed.,

[0002] A pneumatic vehicle tire of the type mentioned above is known, for example, from EP 3 683 069 A1. The tread of the pneumatic vehicle tire is directional and has a row of tread blocks delimited at least on one side by a circumferential groove and divided into tread blocks by transverse grooves. According to one exemplary embodiment, the tread blocks are each delimited at the circumferential groove by a lateral block flank with an incoming end and an outgoing end, wherein the block flank is composed of two block flank circumferential sections. Viewed in cross section, one block flank circumferential section is composed of a radially inner flank section and a chamfer running to the tread periphery. Viewed in cross section, the radially inner flank section runs at an angle of 0° to 7° to the radial direction.Viewed in cross-section, the chamfer runs at a constant angle of 40° to 60° to the radial direction, with the width of the chamfer increasing continuously along its circumferential extent toward the trailing end of the block flank. The other circumferential section of the block flank terminates at a block edge running along the tread periphery. These measures ensure rapid and effective filling of the circumferential groove with snow when driving on snow-covered roads, thus increasing the effect of snow-on-snow friction.

[0003] US 2019 / 0054775 A1 discloses a pneumatic vehicle tire with a tread having a central row of tread blocks, each bordered on each side by a circumferential groove, with tread blocks separated from each other by transverse grooves. The tread blocks are provided with beveled surfaces along the transverse grooves, with the junction areas of the transverse grooves located at the circumferential grooves having a V-shaped widening in plan view, and with a corner chamfer extending to the corresponding circumferential groove at each junction area adjoining the respective beveled surface. The pneumatic vehicle tire is intended to be suitable for year-round use, with the tread having favorable stiffness and the tire having an even pressure distribution across the ground contact patch.

[0004] US 2017 / 0210175 A1 discloses a pneumatic vehicle tire with a tread having two shoulder-side tread block rows, two semi-center tread block rows, and one central tread block row, wherein the tread block rows are separated by circumferential grooves. The shoulder-side tread block rows and one of the semi-center tread block rows are divided into tread blocks by transverse grooves. The tread blocks have a lateral block flank at the or each adjacent circumferential groove, which consists of a chamfered block flank circumferential section and a chamfer-free block flank circumferential section. The tire is intended to exhibit good snow performance.

[0005] US 2004 / 0069389 A1 discloses a pneumatic vehicle tire with a tread comprising rows of tread blocks separated by transverse grooves with lateral block flanks along a circumferential groove. The tread blocks are each provided with a recess in the circumferential direction (as viewed from above) with a ramp-like base extending toward the outer surface of the respective tread block. The tire is intended to exhibit good traction properties on wet roads.

[0006] When designing tread patterns for snow performance, particular attention must be paid to maintaining good performance on both dry and wet roads, so that the tires provide good driving characteristics even when weather-related changes occur. Tread pattern features that are beneficial for one of these properties can impair another. Therefore, there is a trade-off between the aforementioned properties.

[0007] The invention is therefore based on the object of further improving the balance between dry, wet and snow performance in a pneumatic vehicle tire of the type mentioned above, thus resolving the conflict of objectives in this regard at a "higher level".

[0008] The stated object is achieved according to the invention in that the junction areas of transverse grooves are each formed by a notch which projects axially into the profile block row relative to the level of the lateral block flanks, is open towards the tread periphery and widens continuously from the circumferential groove, which notch has two boundary surfaces formed on the block corner areas of adjacent profile blocks, which, in plan view, are V-shaped to one another and run between the respective transverse groove and the circumferential groove, wherein a chamfer-free block flank circumferential section adjoins one boundary surface and a chamfered block flank circumferential section adjoins the other boundary surface.

[0009] According to the invention, special combinations of three tread features are provided on the lateral block flanks. Each combination comprises a notch, a chamfer-free block flank peripheral section, and a chamfered block flank peripheral section. The notch and the chamfer-free block flank peripheral section provide gripping edges that are favorable for grip on wet and / or snowy road surfaces. The chamfered block flank peripheral section counteracts the "rolling in" of the block edge area under lateral load, which is detrimental to dry performance, thus maintaining good dry performance.In addition, snow accumulates in the grooves as the tire rolls over snow-covered roads. The special V-shape of the grooves effectively compacts and holds the snow in place, so that the grooves act as "snow pockets" that improve snow grip through the effect of snow-on-snow friction, especially when the tire is subjected to lateral stresses. The measures taken therefore enable a particularly advantageous balance between dry, wet, and snow performance, thus resolving the existing conflicting objectives at a high level.

[0010] According to a preferred embodiment, the chamfered block flank circumferential section has a circumferential length of 40% to 60%, in particular 45% to 55%, of the circumferential length of the associated tread block. Such a "two-way" block flank is particularly advantageous in terms of balancing dry performance with performance on wet and / or snow-covered roads.

[0011] For the notch to function as a snow pocket, it is advantageous if the notch's boundary surfaces, which are V-shaped when viewed from above, form an angle of 45° to 85°, particularly 60° to 80°. Boundary surfaces oriented in this way promote the compaction of snow in the notch when driving on snow.

[0012] According to a further preferred embodiment, the boundary surfaces of the notch, which are V-shaped relative to one another in plan view, each extend at an angle of at least 5°, in particular at least 10°, to the axial direction. The boundary surfaces therefore provide gripping edges inclined to the axial direction, which contributes to improving snow grip under lateral stress.

[0013] In a further preferred embodiment, the notch has a base running between the boundary surfaces, which, viewed in the cross-section oriented in the axial direction, adjoins the groove base of the circumferential groove without kinks, so that cracks in the rubber material are prevented.

[0014] A further preferred embodiment is characterized in that the notch on the circumferential groove has a width, determined between its boundary surfaces parallel to the tread periphery, which is 120% to 180%, in particular 140% to 160%, preferably 145% to 155%, of the width of the transverse groove determined on the tread periphery between block edges, wherein the width is determined at the narrowest point of the transverse groove. This measure is additionally advantageous for the notch's function as a snow pocket, thus contributing to a further improvement in snow performance.

[0015] In a further preferred embodiment, the notch has a depth of 0.5 mm to 2.5 mm, in particular 1.0 mm to 2.0 mm, determined in the axial direction relative to the level of the block flank. The depth—in the case of boundary surfaces extending to the tread periphery—is determined relative to the radially outer end of one of the boundary surfaces. The depth—in the case of only one or none of the boundary surfaces extending to the tread periphery—is determined relative to the radially outer end of the boundary surface which is at a greater distance from the tread periphery in the radial direction. This measure also promotes the effect of the notch as a snow pocket.

[0016] A further preferred embodiment is characterized in that the boundary surfaces of the notch, viewed in a cross-section extending in the radial direction and oriented perpendicular to their direction of extension in plan view, extend at an angle of 0° to 3° to the radial direction. Such inclined boundary surfaces provide advantageous grip edges at their radially outer ends for grip on wet and / or snowy road surfaces.

[0017] According to another preferred embodiment, one boundary surface of the notch extends to the tread periphery and is designed as a flat continuation of a block flank of the tread block that also borders the transverse groove. This boundary surface therefore provides a gripping edge located at the tread periphery even in new tires. This flat continuation is particularly beneficial for dry performance.

[0018] The further preferred embodiments of the invention mentioned below deal with a specially designed corner chamfer.

[0019] Preferably, a corner chamfer is formed on one boundary surface of the notch, extending toward the tread periphery and, in plan view, between the transverse groove and the circumferential groove, beveling the block corner area. This prevents bending of the block corner area during rolling, which is detrimental to tread wear, and thus contributes to good dry performance.

[0020] It is advantageous if the corner chamfer and the chamfer of the chamfered block flank peripheral section extend in the radial direction to a depth of 1.0 mm to 3.0 mm, in particular from 1.5 mm to 2.5 mm.

[0021] Furthermore, it is advantageous if the corner chamfer and the chamfer of the chamfered block flank peripheral section are connected to each other via a common boundary edge.

[0022] Furthermore, it is advantageous if the corner chamfer and the chamfer of the chamfered block flank peripheral section each have a radially inner chamfer edge which meet at the radially inner end of the common boundary edge.

[0023] In particular, one block corner region of the profile block is an obtuse-angled block corner region and the other block corner region of the profile block is an acute-angled block corner region, wherein the corner chamfer is formed on the acute-angled block corner region and wherein the transverse groove - with respect to the groove center line - encloses with the circumferential direction an obtuse supplementary angle measured over the obtuse-angled block corner region and an acute supplementary angle measured over the acute-angled block corner region.

[0024] A further preferred embodiment is characterized in that the tread is designed to be directional, whereby when the tire rolls forward—relative to each tread block—the block corner area where the corner bevel is formed enters the ground before the other block corner area. The corner bevel is therefore located at the block corner area that enters the ground first and is subject to the highest load.

[0025] 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 simplified and enlarged plan view of a section of a tread of a pneumatic vehicle tire with an embodiment variant of the invention, Fig. 2 an enlarged top view of the detail Z 2 of the Fig. 1 , Fig. 3 a section along the line III-III of the Fig. 2 , Fig. 4 a section along line IV-IV of the Fig. 2 , Fig. 5 a section along the line VV of the Fig. 2 , Fig. 6 an enlarged top view of the detail Z 6 of the Fig. 2 and Fig. 7 an oblique view according to the Fig. 2 in the direction of view indicated by the arrow S 7.

[0026] Pneumatic vehicle tires designed according to the invention are, in particular, radial-type tires for passenger cars, vans or light trucks, the tires being intended for driving under winter driving conditions.

[0027] Fig. 1 shows a plan view of a section of a tread of a pneumatic vehicle tire. In the illustrated embodiment, the tread is provided with a directional tread pattern, and the pneumatic vehicle tire is to be mounted on the vehicle in such a way that it has the rolling direction symbolized by the arrow R when driving forward. The tire's equatorial plane is indicated by a line AA.

[0028] The tread has two central tread block rows 1 running circumferentially, one of which is symmetrical to the other central tread block row 1 with respect to the tire equatorial plane (line AA). The central tread block rows 1 are separated by a central circumferential groove 2 which is straight in plan view and are each delimited on the outside of the tread by a shoulder-side circumferential groove 3. The circumferential grooves 2, 3 are provided with the respective tread depth TP ( Fig. 3, Fig. 4 , shown for the circumferential groove 2), which for the preferred tire type is usually 6.5 mm to 13.0 mm, and have a groove base 2a running along the tread depth TP (cf. Fig. 3 ) or 3a.

[0029] Each central tread block row 1 is structured by a plurality of transverse grooves 4 extending parallel to one another and in a zigzag shape in plan view into tread blocks 5. The transverse grooves 4 open on the outside of the tread into the respective shoulder-side circumferential groove 3 and on the inside of the tread into a notch 6 formed on the central circumferential groove 2, forming an opening area and open to the tread periphery, the design of which will be discussed in more detail below.

[0030] In the illustrated embodiment, the transverse grooves 4, viewed in plan view, are each composed of a groove section 4a leading into the corresponding shoulder-side circumferential groove 3, a central groove section 4b, and a groove section 4c leading into the notch 6. Viewed in plan view, the groove sections 4a, 4c are straight and, in relation to the axial direction, at an angle α of 5° to 25°, and are inclined in the same direction with respect to the axial direction. Viewed in plan view, the central groove section 4b is straight, in relation to the axial direction, inclined in the opposite direction to the groove sections 4a, 4c, and forms an angle β of 95° to 130° with each of them.The inclination and length of the groove sections 4a, 4b, 4c are selected such that when the tire rolls forward (arrow R), the transverse groove 4 first penetrates the ground via the adjacent, block-inside section ends of the groove sections 4a, 4b. The angles α and β are each determined with respect to a groove center line m QR following the groove path. The groove section 4c has a width bc (.) at the tread periphery. Fig. 2 ) from 2.0 mm to 4.0 mm and in the radial direction a depth tc ( Fig. 7 ) from 30% to 70% of the tread depth TP ( Fig. 3, Fig. 4 ) on.

[0031] The further design of the profile blocks 5 is explained below using a single profile block 5.

[0032] According to Fig. 2 the tread block 5 has a block edge 7 on one of the transverse grooves 4 adjacent to it and a block edge 8 on the other transverse groove 4 adjacent to it, wherein when the tire rolls during forward travel (arrow R), the block edge 7 of each tread block 5 enters the ground before the block edge 8, so that the block edge 7 is hereinafter referred to as the "incoming block edge 7" and the block edge 8 is hereinafter referred to as the "outgoing block edge 8".The profile block 5 further has a circumferential length l PB determined between the incoming block edge 7 and the outgoing block edge 8, is delimited to the transverse grooves 4 by a block flank 9 extending from the incoming block edge 7 and running in the radial direction, and a block flank 10 extending from the outgoing block edge 8 and running in the radial direction, as well as on the shoulder-side circumferential groove 3 by a lateral block flank 11 extending to the groove base 3a, and on the central circumferential groove 2 by a lateral block flank 12 extending to the groove base 2a.

[0033] The tread block 5 has an obtuse-angled block corner region 5a and an acute-angled block corner region 5b at the central circumferential groove 2, wherein the block corner regions 5a, 5b are formed by the central circumferential groove 2 and the groove sections 4c of the transverse groove 4 which open into it and are inclined to the axial direction at an angle α. The groove section 4c encloses - relative to the groove center line m QR - with the circumferential direction an obtuse supplementary angle γ measured across the obtuse-angled block corner region 5a and an acute supplementary angle γ' measured across the acute-angled block corner region 5b, wherein the supplementary angles γ, γ' add up to 180° in a known manner.

[0034] The aforementioned lateral block flank 12 located on the central circumferential groove 2 extends between the obtuse-angled block corner region 5a and the acute-angled block corner region 5b, has an incoming end 12a at the notch 6 that enters the ground immediately in front of it when the tire rolls forward, and an outgoing end 12b at the other adjacent notch 6. The lateral block flank 12 is composed, viewed in the circumferential direction, of a block flank circumferential section 12u1 extending from the incoming end 12a and chamfered towards the tread periphery, and a chamfer-free block flank circumferential section 12u2 extending from the outgoing end 12b. Fig. 3 shows, the chamfer-free block flank circumferential section 12u 2 , viewed in the cross-section aligned in the axial direction, runs at a constant angle ε of 0° to 10°, in particular of 4° to 8°, to the radial direction and ends in the radial direction at a sharp block edge 14 ( Fig. 2 ). According to Fig. 2 In the chamfered block flank circumferential section 12u 1, a chamfer 15 extending to the tread periphery is provided, wherein the chamfered block flank circumferential section 12u 1, and therefore also the chamfer 15, has a circumferential length l F determined at the tread periphery of 40% to 60%, in particular of 45% to 55%, of the circumferential length l PB of the profile block 5. According to Fig. 4 the chamfer 15 is an inclined surface which, viewed in the cross-section aligned in the axial direction, appears as a straight line, runs at a constant angle δ of 35° to 55°, in particular of 40° to 45°, to the radial direction and extends in the radial direction to a depth t F of 1.0 mm to 3.0 mm, in particular of 1.5 mm to 2.5 mm. As Fig. 2 und Fig. 4 in combination, the chamfer 15 has a radially inner chamfer edge 15k i running at a depth t F and a radially outer chamfer edge 15k a located on the tread periphery, the chamfer edges 15 i , 15k a being aligned in the circumferential direction.

[0035] According to Fig. 1 In the embodiment shown, an additional groove 13 is formed in each profile block 5 between a transverse groove 4 and the central circumferential groove 2, wherein the additional grooves 13 located within a central profile block row 1 run parallel to each other in plan view. As in particular Fig. 2 shows, the additional groove 13, viewed in plan view, runs straight and in extension of the respective groove section 4a, opens into the central circumferential groove 2 at the mutual connection area of ​​the chamfered block flank circumferential section 12u 1 and the chamfer-free block flank circumferential section 12u 2 and has a width of 1.0 mm to 2.0 mm and a depth of 1.0 mm to 2.0 mm in the radial direction, wherein the depth of the additional groove 13 preferably corresponds at most to the depth t F ( Fig. 4 ) of the chamfer 15. The additional groove 13 provides the central profile block 5 with a block segment 5c and a block segment 5d having a smaller outer surface than the latter.

[0036] According to Fig. 6 und Fig. 7 the aforementioned notches 6, which are open towards the tread periphery, protrude in the axial direction into the central tread block row 1 relative to the level of the lateral block flanks 12. Each notch 6 has two boundary surfaces 6a, 6b running between the groove section 4c of the transverse groove 4 and the circumferential groove 2 and, when viewed in plan, are oriented in a V-shape relative to one another, as well as a base 6c running between the boundary surfaces 6a, 6b and, viewed in the axially oriented cross-section, adjoining the groove base 2a without any kinks, wherein the notch 6 widens continuously from the groove section 4c of the transverse groove 4 to the circumferential groove 2.

[0037] The boundary surface 6a is formed on the obtuse-angled block corner region 5a and borders on the corresponding chamfer-free block flank circumferential section 12u 2 . The boundary surface 6b is formed on the acute-angled block corner region 5b and borders on the corresponding chamfered block flank circumferential section 12u 1 . The boundary surfaces 6a, 6b form an angle θ ( Fig. 6 ) of 45° to 85°, preferably of 60° to 80°, extend, viewed in cross-section perpendicular to their direction of extension, at an angle of 0° to 3° to the radial direction and, viewed in plan view, are preferably at an angle θ' ( Fig. 6 ) of at least 5°, in particular of at least 10°. In the embodiment shown, a transition curve 6d ( Fig. 6 ), which forms a kink-free connection of the boundary surface 6a, 6b to the base 6c.

[0038] In the embodiment shown, the boundary surface 6a further extends in a planar continuation of the block flank 10 extending from the outgoing block edge 8 and ends at the tread periphery at a block edge end section 8a of the outgoing block edge 8.

[0039] The boundary surface 6b extends radially within the mouth of the groove section 4c located at the notch 6 to the boundary surface 6a ( Fig. 7 ). At the radially outer end of the boundary surface 6b, a corner chamfer 16 is attached, which runs towards the tread periphery and chamfers the acute-angled block corner area 5b, which adjoins and correlates with the chamfer 15 in the chamfered block flank circumferential section 12u 1. The corner chamfer 16 is a flat, trapezoidal inclined surface, which extends to the aforementioned depth t F ( Fig. 4 ), has a radially inner chamfer edge 16k i extending at a depth t F and adjoining the radially inner chamfer edge 15k i of the chamfer 15, and a radially outer chamfer edge 16k a extending at the tread periphery and adjoining the radially outer chamfer edge 15k a of the chamfer 15, wherein the corner chamfer 16, viewed in a cross-section perpendicular to the chamfer edges 16k a , 16k i (cf. position of the section line VV in Fig. 2 ), to the radial direction at an angle λ ( Fig. 5 ) from 40° to 50°, in particular from 43° to 47°. The corner chamfer 16 and the chamfer 15 thus adjoin one another via a common boundary edge 17, which runs between the mutual connection of the radially inner chamfer edge 15k i to the radially inner chamfer edge 16k i and the mutual connection of the radially outer chamfer edge 15k a to the radially outer chamfer edge 16k a.

[0040] The notch 6 has a width b K ( Fig. 6, Fig. 7 ) of 120% to 180%, in particular 140% to 160%, preferably 145% to 155%, of the width bc ( Fig. 6 ) of the groove section 4c. According to Fig. 6 the notch 6 further has a depth t K of 0.5 mm to 2.5 mm, in particular of 1.0 mm to 2.0 mm, determined on the tread periphery, opposite the radially inner chamfer edge 15k i of the chamfer 15 in the axial direction.

[0041] In particular, the tread has at least one row of profile blocks provided with notches and transverse grooves leading into these notches. The profile block row can also be a shoulder-side profile block row. The transverse grooves can have a different configuration than described. The additional grooves are optional. The profile of the tread does not have to be directional. The corner chamfers are optional. In addition, both block corner areas can each be provided with a corner chamfer.The depth of the notch is determined in the axial direction relative to the level of the block flank, whereby the depth - in the case of boundary surfaces extending to the tread periphery - is determined relative to the radially outer end of one of the boundary surfaces and - if only one of the boundary surfaces or none of the boundary surfaces extends to the tread periphery - is determined relative to the radially outer end of that boundary surface whose radially outer end is at a greater distance from the tread periphery in the radial direction. List of reference numbers

[0042] 1 middle profile block row 2 central circumferential groove 2a groove base 3 shoulder-side circumferential groove 3a groove base 4 transverse groove 4a, 4b, 4c groove section 5 profile block 5a obtuse-angled block corner area 5b acute-angled block corner area 5c, 5d block segment 6 notch 6a boundary surface 6b boundary surface 6c base 6d transition rounding 7 incoming block edge 8 outgoing block edge 8a block edge end section 9 block flank 10 block flank 11 lateral block flank 12 lateral block flank 12a incoming end 12b outgoing end 12u 1 chamfered block flank circumferential section 12u 2 chamfer-free block flank circumferential section 13 additional groove 14 sharp block edge 15 chamfer 15k a radial outer chamfer edge 15k i radial inner chamfer edge 16corner chamfer 16k a radial outer chamfer edge 16k i radial inner chamfer edge 17common boundary edge A-A line (tire equatorial plane) bc , b K width l F , l PB circumferential length m QR groove center line RP arrow (rolling direction) S 7 arrow (viewing direction) tc , t F , t K depth TP tread depth Z 2 ,Z 6 Detail a, b, d, e, θ, θ', λWinkel γ, γ'Supplementwinkel,

Claims

1. Pneumatic vehicle tyre having a tread strip with at least one profile block row (1) that on at least one side is delimited by a circumferential groove (2) which has a groove base (2a) and is divided into profile blocks (5) by a multiplicity of transverse grooves (4) that when viewed from above run parallel to one another and in mouth regions open into the circumferential groove (2), wherein the profile blocks (5) have in each case two block corner regions (5a, 5b) formed by the circumferential groove (2) and the transverse grooves (4), and one lateral block flank (12) which extends between the block corner regions (5a, 5b) and between the mouth regions of the transverse grooves (4) and is configured on the circumferential groove (2) and runs to the groove base (2a) of the circumferential groove (2), wherein the lateral block flank (12) is composed of a bevelled block-flank circumferential portion (12u1) having a bevel (15) which forms an oblique face and runs to the tread strip periphery, and a bevel-free block-flank circumferential portion (12u2) which terminates at a block edge (14) running on the tread strip periphery, characterized in that mouth regions of transverse grooves (4) are in each case formed by a notch (6) which in relation to the level of the lateral block flanks (12) protrudes into the profile block row (1) in the axial direction, is open toward the tread strip periphery and widens continuously to the circumferential groove (2), said notch having two delimiting faces (6a, 6b) which are configured on the block corner regions (5a, 5b) of adjacent profile blocks (5) and when viewed from above run in a V-shaped manner with respect to one another and between the respective transverse groove (4) and the circumferential groove (2), wherein a bevel-free block-flank circumferential portion (12u2) adjoins the one delimiting face (6a), and a bevelled block-flank circumferential portion (12u1) adjoins the other delimiting face (6b).

2. Pneumatic vehicle tyre according to Claim 1, characterized in that the bevelled block-flank circumferential portion (12u1) has a circumferential length (lF) of 40% to 60%, in particular of 45% to 55%, of the circumferential length (lPB) of the associated profile block (5).

3. Pneumatic vehicle tyre according to Claim 1 or 2, characterized in that the delimiting faces (6a, 6b) of the notch (6), which when viewed from above run in a V-shaped manner with respect to one another, enclose an angle (θ) of 45° to 85°, in particular of 60° to 80°.

4. Pneumatic vehicle tyre according to one of Claims 1 to 3, characterized in that the delimiting faces (6a, 6b) of the notch (6), which when viewed from above run in a V-shaped manner with respect to one another, in each case run at an angle (θ') of at least 5°, in particular of at least 10°, in relation to the axial direction.

5. Pneumatic vehicle tyre according to one of Claims 1 to 4, characterized in that the notch (6) has a bottom (6c) running between the delimiting faces (6a, 6b), which when viewed in the cross section oriented in the axial direction, connects to the groove base (2a) of the circumferential groove (2) without kinks.

6. Pneumatic vehicle tyre according to one of Claims 1 to 5, characterized in that the notch (6) on the circumferential groove (2) has a width (bK), determined between its delimiting faces (6a, 6b) parallel to the tread strip periphery, which is 120% to 180%, in particular 140% to 160%, preferably 145% to 155%, of a width (bc) of the transverse groove (4) determined at the tread strip periphery between block edges (8, 9), wherein the width (bc) is determined at the narrowest point of the transverse groove (4).

7. Pneumatic vehicle tyre according to one of Claims 1 to 6, characterized in that the notch (6) has a depth (tK) of 0.5 mm to 2.5 mm, in particular of 1.0 mm to 2.0 mm, determined in the axial direction in relation to the level of the block flank (9), wherein the depth (tK) - in the case of delimiting faces (6a, 6b) extending to the tread strip periphery - is determined relative to the radially outer end of one of the delimiting faces (6a, 6b), and wherein the depth (tK) - if only one of the or none of the delimiting faces (6a, 6b) extends to the tread strip periphery - is determined relative to the radially outer end of that delimiting face (6b) that has a larger spacing from the tread strip periphery in the radial direction.

8. Pneumatic vehicle tyre according to one of Claims 1 to 7, characterized in that the delimiting faces (6a, 6b) of the notch (6), when viewed in the cross section which runs in the radial direction and when viewed from above is oriented perpendicularly to their direction of extent, run at an angle of 0° to 3° in relation to the radial direction.

9. Pneumatic vehicle tyre according to one of Claims 1 to 8, characterized in that the one delimiting face (6a) of the notch (6) extends to the tread strip periphery and is embodied in a planar continuation of a block flank (10) of the profile block (5) that conjointly delimits the transverse groove (4).

10. Pneumatic vehicle tyre according to one of Claims 1 to 9, characterized in that a tapering corner bevel (16), which tapers the block corner region (5b) and runs to the tread strip periphery and when viewed from above runs between the transverse groove (4) and the circumferential groove (2), is configured on the one delimiting face (6b) of the notch (6).

11. Pneumatic vehicle tyre according to Claim 10, characterized in that the corner bevel (16) and the bevel (15) of the bevelled block-flank circumferential portion (12u1) extend in the radial direction to a depth (tF) of 1.0 mm to 3.0 mm, in particular of 1.5 mm to 2.5 mm.

12. Pneumatic vehicle tyre according to Claim 10 or 11, characterized in that the corner bevel (16) and the bevel (15) of the bevelled block-flank circumferential portion (12u1) adjoin one another via a common delimiting edge (17).

13. Pneumatic vehicle tyre according to Claim 12, characterized in that the corner bevel (16) and the bevel (15) of the bevelled block-flank circumferential portion (12u1) each have a radially inner bevel edge (15ki, 16ki), the latter meeting at the radially inner end of the common delimiting edge (17).

14. Pneumatic vehicle tyre according to one of Claims 10 to 13, characterized in that the one block corner region (5a) of the profile block (5) is an obtuse-angle block corner region (5a) and the other block corner region (5b) of the profile block (5) is an acute-angle block corner region (5b), wherein the corner bevel (16) is configured on the acute-angle block corner region (5b), and wherein the transverse groove (4) - in terms of the groove centre line (mQR) - conjointly with the circumferential direction encloses an obtuse adjacent angle (γ) measured over the obtuse-angle block corner region (5a), and an acute adjacent angle (γ') measured over the acute block corner region (5b).

15. Pneumatic vehicle tyre according to one of Claims 10 to 14, characterized in that the tread strip is directional, wherein when the tyre rolls forward (arrow R) - with reference to each profile block (5) - the block corner region (5b) on which the corner bevel (16) is configured enters the ground before the respective other block corner region (5a).