VEHICLE AIR TIRES

Description

[0001] The invention relates to pneumatic vehicle tires with a tread with tread blocks which are delimited by oblique grooves reaching the tread depth and by grooves, which grooves are formed between circumferentially successive oblique grooves, in particular with respect to the circumferential direction running inclined in the opposite direction to the oblique grooves and having groove ends at the oblique grooves and which include grooves which each have a width of 3.0 mm to 10.0 mm, a maximum depth of 65% to 100% of the tread depth, groove flanks extending from the tread periphery and a groove path running at their maximum depth, opening into the oblique grooves, which extends obliquely in plan view through the respective groove and runs between a base elevation formed along one groove flank and a base elevation formed along the other groove flank,wherein each base elevation is delimited in the radial direction by an outer surface which, viewed in a cross-section perpendicular to the center line of the groove in plan view, runs parallel to the tread periphery and has a width which decreases continuously from one groove end to the other groove end.

[0002] Such a pneumatic vehicle tire is known, for example, from EP 2 501 561 B1. In the described exemplary embodiment, the pneumatic vehicle tire has a tread with shoulder-side tread blocks, semi-central tread blocks, and central tread blocks, wherein the tread blocks are defined by oblique grooves extending to the tread depth and grooves running between the oblique grooves. The grooves have a width of, for example, 3.0 mm and a maximum depth ("groove depth TN") which is preferably 3.5 mm less than the tread depth, wherein the tread depth is 8.0 mm to 10.0 mm. The maximum depth of the grooves is thus approximately 56% of the tread depth for a tread depth of 8.0 mm and 65% of the tread depth for a tread depth of 10.0 mm. Viewed in cross-section, the grooves are defined by a groove base running parallel to the tread periphery and two groove walls running in the radial direction.At the base of each groove, a 0.4 mm to 1.5 mm wide groove path ("groove") is formed. It extends diagonally through the groove between two base elevations in plan view and crosses the groove across its entire width. Each base elevation is radially delimited by a triangular outer surface running parallel to the tread periphery. The tire is designed to exhibit low rolling resistance and uniform wear characteristics.

[0003] In pneumatic vehicle tires of the type mentioned above, the aforementioned base elevations increase the stiffness of the tread blocks. The formation of a groove path running between the base elevations, also referred to as a "divider groove," is advantageous when the tire rolls on the ground, as it maintains limited mobility of the tread blocks during flattening, which contributes, for example, to maintaining low rolling resistance. With such base elevations, care must always be taken to ensure that the grooves maintain good water drainage capacity and to minimize the risk of stones, especially those from loose chippings or grit, becoming trapped in the grooves (so-called "stone trapping").

[0004] The invention is therefore based on the object of increasing the water drainage capacity in the area of ​​the grooves of a pneumatic vehicle tire of the type mentioned above and noticeably reducing the risk of "stone trapping".

[0005] The object is achieved according to the invention in that the outer surface of each base elevation, viewed in longitudinal sections of the groove, is inclined at an angle relative to the tread periphery in such a way that the groove in the region of the outer surface has a depth determined in the radial direction, which depth increases continuously with decreasing width of the outer surface.

[0006] The outer surfaces of the raised sections, which also form the groove base, thus slope downwards in opposite directions. This design significantly reduces the likelihood of stones getting caught in the grooves. At the same time, water absorbed by the grooves is drained particularly quickly into the inclined grooves, thus increasing the water drainage capacity in the grooves.

[0007] According to a first preferred embodiment, the outer surface of each base elevation at the groove end where the groove depth is smallest has a greatest distance, determined in the radial direction, of 10% to 90%, in particular 15% to 70%, preferably 20% to 50%, of the tread depth from the level of the tread depth. Such a distance ensures that the probability of stones becoming trapped in the groove is further reduced. The specified upper limits of the greatest distance are advantageous for the water drainage capacity of the groove.

[0008] An advantageous embodiment of the first preferred embodiment is that the outer surface of each base elevation at the groove end where the groove depth is greatest has a minimum distance, determined in the radial direction, of up to 60%, preferably up to 50%, of the maximum distance from the tread depth level. The ratio of the minimum distance to the maximum distance specifies the angle mentioned in the solution to the problem at which the outer surface is inclined relative to the tread periphery, whereby the specified distances contribute to an improvement in the water drainage behavior in the groove.

[0009] According to a further preferred embodiment, which further improves the water drainage behavior in the groove, the groove path runs straight when viewed in plan view.

[0010] In the last-mentioned embodiment, it is preferred if the groove path extends obliquely through the groove in such a way that the outer surface of each base elevation, viewed in plan view, has the shape of a right-angled triangle.

[0011] A further preferred embodiment is characterized in that the groove on the tread periphery has a groove edge on the outside of the tread and a groove edge on the inside of the tread as well as a groove end on the outside of the tread and a groove end on the inside of the tread, wherein the width of the outer surface of the base elevation, which is formed along the groove flank extending from the tread outer side groove edge, decreases from the tread outer side groove end to the tread inner side groove end, and wherein the width of the outer surface of the base elevation, which is formed along the groove flank extending from the tread inner side groove edge, decreases from the tread inner side groove end to the tread outer side groove end.

[0012] In the last-mentioned preferred embodiment, it is advantageous if the tread is designed to be directional, wherein the groove end on the outside of the tread is an incoming groove end which first enters the ground when the tire rolls forwards and the groove end on the inside of the tread is an outgoing groove end.

[0013] According to a further preferred embodiment, the groove and the groove path, viewed in plan view, run straight with respect to their center lines and are inclined in the same direction to one another with respect to the circumferential direction, whereby the water drainage in the groove is further improved.

[0014] In the last-mentioned embodiment, an advantageous refinement is that the groove and the groove path, viewed in plan view, each extend at an angle to the circumferential direction relative to their center lines, whereby the angle at which the groove path extends to the circumferential direction is smaller than the angle at which the groove extends to the circumferential direction. The groove path is therefore less inclined to the circumferential direction than the groove, further improving the water drainage behavior in the area of ​​the groove path.

[0015] According to a preferred variant of the advantageous further development explained above, the angle at which the groove runs to the circumferential direction is 15° to 40°, in particular from 18° to 35°.

[0016] A further preferred embodiment provides that the outer surface of each base elevation extends to the groove path and has a boundary edge there, along which the width of the outer surface continuously decreases. The sharp boundary edges contribute to further reducing the likelihood of stones becoming jammed in the groove path.

[0017] An advantageous embodiment of the last-mentioned preferred embodiment is that the groove path has a constant width of 0.5 mm to 1.5 mm, in particular 0.8 mm to 1.2 mm, relative to the boundary edges, determined in plan view perpendicular to its centerline. A groove path designed in this way is advantageous for water drainage, with the corresponding tread blocks supporting each other particularly well via the base elevations adjacent to the groove path as the tire rolls along the ground.

[0018] According to a further preferred embodiment, the base elevations, viewed in plan view, are point-symmetrical with respect to the center of the center line of the groove path.

[0019] A further preferred embodiment provides that the tread blocks delimited by the grooves include shoulder-side tread blocks, wherein the shoulder-side tread blocks are preferably provided with cuts which, in plan view with respect to the circumferential direction, run inclined in the same direction as the oblique grooves and open into the grooves, having a width of 0.4 mm to 1.6 mm, in particular of up to 1.2 mm, and a maximum depth of 70% to 100% of the tread depth. Such shoulder-side tread blocks are known to be advantageous for grip on wet roads and on roads covered with snow and / or ice. The block segments of the shoulder-side tread blocks separated from one another by the cuts are particularly advantageously supported and stiffened by the base elevations formed in the grooves.

[0020] A further preferred embodiment is characterized in that the tread blocks delimited by the grooves include tread blocks which are jointly delimited in each circumferential direction by one of the oblique grooves, with one of the grooves running between the oblique grooves, wherein the tread blocks are preferably provided with incisions which, in plan view with respect to the circumferential direction, run in the same direction as the oblique grooves and open into the grooves, with a width of 0.4 mm to 1.6 mm, in particular of up to 1.2 mm, and a maximum depth of 70% to 100% of the tread depth. Such tread blocks are advantageous for grip properties on wet roads as well as on roads covered with snow and / or ice.

[0021] 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 plan view of a shoulder-side 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 and Fig. 4 a section along line IV-IV of the Fig. 2 .

[0022] Pneumatic vehicle tires designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, preferably for passenger cars (PCs), vans (transporters) or SUVs, and preferably tires of radial design for rims with an integer rim diameter of 13 to 24 inches.

[0023] Fig. 1 shows a plan view of a section of a tread of a pneumatic vehicle tire. The tire equatorial plane is marked by a line AA and one lateral edge of the ground contact patch of the tread is marked by a line L. The ground contact patch corresponds to the statically determined footprint (determined with a tire mounted on a standard rim, loaded at 70% of the maximum load capacity, internal pressure 85% of the standard pressure, according to ETRTO standards) and has a width B in the axial direction (in Fig. 1 B / 2 is shown). The tread has a directional tread pattern, whereby the pneumatic vehicle tyre must be mounted on the vehicle in such a way that it has the rolling direction indicated by arrow R when driving forward.

[0024] The tread in the tread section shown has a shoulder-side profile block 1, a semi-central profile block 2 spaced from the tire equatorial plane (line AA), which is associated with the shoulder-side profile block 1 and adjacent to it, and a central profile block 3, which is particularly intersected by the tire equatorial plane (line AA). A plurality of profile blocks 1, 2, 3 are provided over the circumference of the tread, wherein the shoulder-side profile blocks 1 form a circumferentially encircling shoulder-side profile block row 1'. The profile blocks formed adjacent to the profile blocks 1, 2, 3 in the circumferential direction are in Fig. 1 merely hinted at.

[0025] The profile blocks 1, 2 are each jointly delimited by a diagonal groove 4 in each circumferential direction (diagonal grooves 4 merely indicated), wherein the diagonal grooves 4, viewed in plan view, run in the same direction inclined to one another with respect to the circumferential direction and, when the tire rolls during forward travel (arrow R), first enter the ground contact patch with their ends on the inside of the tread.

[0026] The oblique grooves 4 each have a double-bent groove center line m SR which, in plan view, follows the groove course, run - viewed in plan view and related to a straight auxiliary line h 1 connecting the ends of the associated groove center line m SR within the ground contact area - to the circumferential direction at an angle α of 40° to 80°, are radially tapered to the respectively intended tread depth T SR ( Fig. 3, Fig. 4 ) of typically 6.5 mm to 12.0 mm and have a width B SR of 3.0 mm to 15.0 mm, measured in plan view perpendicular to the groove centerline m SR at the tread periphery and increasing towards the tread edge. The angles α of the oblique grooves 4 may be the same or differ from each other by up to 10°.

[0027] Between circumferentially adjacent oblique grooves 4, a groove 5 is formed which separates the shoulder-side tread block 1 from the semi-central tread block 2 and is located further outside the tread, and a groove 6 is formed which separates the semi-central tread block 2 from the central tread block 3 and is located further inside the tread. The groove 6 runs, viewed in plan view, straight and, with respect to the circumferential direction, inclined in the opposite direction to the oblique grooves 4. It has a width of 2.0 mm to 6.0 mm at the tread periphery, measured in plan view perpendicular to its direction of extension, and a maximum depth (depth at the deepest point) of 70% to 100% of the tread depth T SR ( Fig. 3, Fig. 4 ) on.

[0028] The tread blocks 1, 2 are each elongated along the longitudinal extent of the oblique grooves 4, wherein the shoulder-side tread block 1 is provided with four incisions 7 traversing it in its longitudinal extent within the ground contact area and opening into the groove 5, and the semi-central tread block 2 is provided with four incisions 8 traversing it in its longitudinal extent and opening into the grooves 5, 6. The incisions 7, 8 each have a width of 0.4 mm to 1.6 mm, in particular of up to 1.2 mm, and a maximum depth of 70% to 100% of the tread depth in the radial direction and provide the tread blocks 1, 2 with block segments 1a (tread block 1), 2a (tread block 2).

[0029] According to Fig. 2 the groove 5 is delimited on the tread periphery by two groove edges 9, 9' which are straight and parallel to one another in plan view - a groove edge 9 formed on the respective shoulder-side profile block 1, on the outside of the tread, and a groove edge 9' formed on the respective semi-central profile block 2, on the inside of the tread - wherein the groove 5, viewed in plan view, has a center line m R which follows the groove course and is spaced correspondingly from the groove edges 9, 9' and is also straight, inclined in the opposite direction to the oblique grooves 4 with respect to the circumferential direction and runs at an angle β of 15° to 40°, in particular of 18° to 35°, with respect to the center line m R to the circumferential direction.The groove 5 has an incoming groove end 10 located further outside the tread, adjacent to one adjacent oblique groove 4, which first enters the ground when the tire rolls forward (arrow R), and an outgoing groove end 11 located further inside the tread, adjacent to the other adjacent oblique groove 4. The groove end 10 points - opposite the groove end 11 - towards the tire equatorial plane (line AA, . Fig. 1 ) a larger distance, determined in the axial direction, related to the respective end of the center line m R. The groove 5 also has a constant width b R of 3.0 mm to 10.0 mm, determined in plan view perpendicular to the center line m R and between the groove edges 9, 9', a maximum depth t R (depth at the deepest point, Fig. 3 ) from 65% to 100% of the tread depth T SR ( Fig. 3, Fig. 4 ), in particular of at least 70% of the profile depth, particularly preferably at least 90% of the profile depth T SR and at most the profile depth T SR reduced by 0.1 mm, and - viewed in plan view and in each case relative to a point PR lying centrally on its centre line m R - to the nearest lateral edge of the ground contact area ( Fig. 1 : right line L) a distance a R ( Fig. 1 ) of 10% to 35%, in particular of up to 25%, preferably of 15% to 20%, of the width B ( Fig. 1 ) of the ground contact area.

[0030] According to Fig. 2 and Fig. 3 the groove 5 has a groove flank 12 adjoining the groove edge 9, a groove flank 12' adjoining the groove edge 9', a groove bottom 13 ( Fig. 2 ) and a notch-like groove path 14.

[0031] According to Fig. 3 the groove flanks 12, 12', viewed in the cross-section perpendicular to the center line m R in plan view (cf. position of line III-III in Fig. 2 ), straight and to the radial direction at a constant angle γ (groove flank 12), γ' (groove flank 12') of 0° to 12°, in particular of 2° to 8°, wherein the angle γ is preferably 2° to 6° greater than the angle γ'.

[0032] How Fig. 2 shows, the groove path 14, viewed in plan view, runs straight and obliquely through the groove 5 and therefore opens into the oblique grooves 4, wherein the groove path 14 divides the groove base 13 and, viewed in plan view, passes the center line m R once.

[0033] How Fig. 2 combined with Fig. 4 shows, there is a groove 5 on the groove flank 12 and along one side of the groove path 14 ( Fig. 2 ) formed, wedge-shaped base elevation 15 and one on the groove flank 12' (in Fig. 4 not visible) and along the other side of the groove path 14 ( Fig. 2 ) formed, wedge-shaped base elevation 15', so that the base elevation 15 is separated from the base elevation 15' by the groove path 14 ( Fig. 2 ). The groove path 14 therefore runs between the base elevation 15 and the base elevation 15' ( Fig. 2 , Fig. 3 ).

[0034] According to Fig. 2 the basic elevations 15, 15', viewed in plan view, are point-symmetrical to one another with respect to the point PR, so that one of the basic elevations 15, 15' can be mapped onto the other basic elevation 15, 15' by a 180° rotation about an axis running in the radial direction through the point PR.

[0035] How Fig. 2 in combination with Fig. 3 shows, the base elevations 15, 15' are each radially separated by a plan view ( Fig. 2 ) in the direction of extension of the groove 5 elongated, right-angled-triangular outer surface 16 (basic elevation 15), 16' (basic elevation 15') and to the groove path 14 each by a side surface 17 (basic elevation 15, Fig. 3 ), 17' (basic elevation 15', Fig. 3 ), whereby the outer surfaces 16, 16' together form the groove base 13 ( Fig. 2 ) of the groove 5.

[0036] According to Fig. 2 the inclination of the groove path 14 relative to the groove 5 is such that the groove path 14 is less inclined relative to the circumferential direction than the groove 5, whereby the outer surface 16 of the base elevation 15 runs in the direction of the outgoing groove end 11 and the outer surface 16' of the base elevation 15' runs in the direction of the incoming groove end 10.

[0037] The outer surface 16, 16' has a boundary edge 16a (outer surface 16), 16a' (outer surface 16') forming the base of the triangle and extending straight along the groove path 14 and in plan view. The outer surface 16 further has, at the incoming groove end 10, a boundary edge 16b adjoining the boundary edge 16a, located at the respective transverse groove 4, and running parallel to the tread periphery. The outer surface 16' further has, at the outgoing groove end 11, a boundary edge 16b' adjoining the boundary edge 16a', located at the corresponding transverse groove 4, and running parallel to the tread periphery.

[0038] The outer surface 16, 16' appears according to Fig. 3 , viewed in cross-sections perpendicular to the center line m R in plan view (cf. position of line III-III in Fig. 2 ), as a straight line running parallel to the tread periphery and has, viewed in these cross sections, a width b A (outer surface 16), b A ' (outer surface 16') measured parallel to the tread periphery, the width b A , b A ' being determined according to Fig. 2 - corresponding to the triangular shape of the outer surface 16, 16' - decreasing continuously (i.e., uniformly) from the boundary edge 16b, 16b' along the respective boundary edge 16a, 16a'. The values ​​of the width b A , b A ' therefore change in opposite directions over the longitudinal extent of the groove 5, as seen in plan view.

[0039] According to Fig. 4 is the outer surface 16, 16', viewed in plan view in longitudinal sections running parallel to the center line m R (cf. position of line IV-IV in Fig. 2 ), inclined relative to the tread periphery at a constant angle δ (outer surface 16), δ' (outer surface 16'), wherein the inclination is such that the outer surface 16, 16', starting from the respective boundary edge 16b, 16b', extends over the extent of the respective boundary edge 16a, 16a' ( Fig. 2 ) drops radially inwards. The groove 5 thus has in the area of ​​the outer surface 16, 16' a depth t R * determined in the radial direction, which, starting from the respective boundary edge 16b, 16b', extends over the extent of the respective boundary edge 16a, 16a' ( Fig. 2 ) - and thus with decreasing width b A (cf. Fig. 2 ) - continuously increases. The outer surface 16, 16' as well as the boundary edge 16a, 16a' ( Fig. 2 ) each have at their end located at the boundary edge 16b, 16b' to the level of the profile depth T SR their greatest distance a Rmax of 10% to 90%, in particular of 15% to 70%, preferably of 20% to 50%, of the profile depth T SR and at the end facing away from the boundary edge 16b, 16b' to the level of the profile depth T SR their smallest distance a Rmin of up to 60%, preferably of up to 50%, of the greatest distance a Rmax.

[0040] Between the groove flanks 12, 12' and the outer surfaces 16, 16' of the base elevation 15, 15' there is a transition rounding 18, 18' ( Fig. 2 , Fig. 3 ) which are trained according to Fig. 3 , viewed in the cross-section running perpendicular to the center line m R in plan view, connects tangentially to the respective outer surface 16, 16' and tangentially to the respective groove flank 12, 12'.

[0041] How Fig. 2 in combination with Fig. 3 shows, the groove path 14 is formed by the already mentioned side surfaces 17, 17' ( Fig. 3 ) and a groove base 19 extending between the side surfaces 17, 17'. According to Fig. 2 The groove path 14 has a straight center line m P which, in plan view, follows its course and is spaced from the boundary edges 16a, 16a', and which is inclined in the same direction as the center line m R of the groove 5 with respect to the circumferential direction. The groove path 14 runs - with respect to the center line m P - at an angle ε to the circumferential direction which is smaller than the angle β of the groove 5, wherein the angle ε is adjusted to the angle β in such a way that - as already mentioned - the outer surfaces 16, 16' run out along the boundary edges 16a, 16a'. The groove path 14 runs at the aforementioned maximum depth t R ( Fig. 3 ) and has a constant width b P ( Fig. 3 ) from 0.5 mm to 1.5 mm, in particular from 0.8 mm to 1.2 mm, where the width b P is in the cross-section perpendicular to the center line m P in plan view (cf. position of line III-III in Fig. 2 ), refers to two lines running in the radial direction through the boundary edges 16a, 16a'. According to Fig. 3 The side surfaces 17, 17', viewed in the last-mentioned cross-section, run straight and in the radial direction or at an angle of up to 2° to this. The groove base 19, viewed in the last-mentioned cross-section, is U-shaped and is symmetrical with respect to the center line m P ( Fig. 2 ) is carried out.

[0042] The invention is not limited to the described embodiment.

[0043] In particular, the tread does not have to be directional.

[0044] The oblique grooves can be continuously curved or straight. Between consecutive oblique grooves in the circumferential direction, at least one groove designed according to the invention runs.

[0045] The grooves running between the oblique grooves, in which the base elevations and the groove path are formed, can separate any tread blocks from each other. These grooves are preferably provided in each tread half. The grooves can also run circumferentially or at an incline in the same direction as the oblique grooves.

[0046] The outer surfaces of the base elevations do not have to be triangular.

[0047] The groove path can, in particular, be continuously curved (arched) when viewed from above. List of reference symbols

[0048] 1 shoulder-side tread block 1'shoulder-side tread block row 1ablock segment 2semi-central tread block 2ablock segment 3central tread block 4slant groove 5groove 6groove 7cut 8cut 9groove edge 9'groove edge 10leading groove end 11leading groove end 12, 12'groove flank 13groove base 14groove path 15, 15'base elevation 16, 16'outer surface 16a, 16a'boundary edge 16b, 16b'boundary edge 17, 17'side surface 18, 18'transition curve 19groove base A-A line (tire equatorial plane) a R distance a Rmax greatest distance a Rmin smallest distance B, B SR , b A , b A ', b P , b R width h 1 auxiliary line L line (lateral edge of the ground contact patch) m P center line m SR groove center line m R center line PR point RP arrow (rolling direction) t R maximum depth t R depth T SR tread depth Z 2 detail α, β, γ, γ', δ, δ', ε angle

Claims

1. Pneumatic vehicle tyre with a tread having profile blocks (1, 2, 3), which are delimited by oblique grooves (4), reaching to the profile depth (TSR), and by grooves (5, 6) which grooves (5, 6) are formed between circumferentially successive oblique grooves (4), in particular run such that they are inclined in opposite directions in relation to the oblique grooves (4) with respect to the circumferential direction, and have groove ends (10, 11) at the oblique grooves (4) and include grooves (5) which respectively have a width (bR) of 3.0 mm to 10.0 mm, a maximum depth (tR) of 65% to 100% of the profile depth (TSR), groove flanks (12, 12') extending from the tread periphery and a groove path (14), which runs at the maximum depth (tR) of the grooves, merges into the oblique grooves (4) and extends in plan view obliquely through the respective groove (5) and runs between a base elevation (15) formed along the one groove flank (12) and a base elevation (15') formed along the other groove flank (12'), wherein each base elevation (15, 15') is delimited in the radial direction by an outer surface (16, 16') which, when considered in the cross section running in plan view perpendicularly to the centre line (mR) of the groove (5), runs parallel to the tread periphery and has a width (bA, bA') decreasing continuously from the one groove end (10) to the other groove end (11), characterized in that, when considered in longitudinal sections of the grooves (5), the outer surface (16, 16') of each base elevation (15, 15') runs inclined relative to the tread periphery at an angle (δ, δ') in such a way that the groove (5) has in the region of the outer surface (16, 16') a depth (tR*), determined in the radial direction, which increases continuously with increasing width (bA, bA') of the outer surface (16, 16').

2. Pneumatic vehicle tyre according to Claim 1, characterized in that the outer surface (16, 16') of each base elevation (15, 15') has at that groove end (10, 11) at which the depth (tR*) of the groove (5) is the smallest a greatest distance (aRmax) in relation to the level of the profile depth (TSR) and determined in the radial direction of 10% to 90%, in particular of 15% to 70%, preferably of 20% to 50%, of the profile depth (TSR).

3. Pneumatic vehicle tyre according to Claim 2, characterized in that the outer surface (16, 16') of each base elevation (15, 15') has at that groove end (10, 11) at which the depth (tR*) of the groove (5) is the greatest a smallest distance (aRmin) in relation to the level of the profile depth (TSR) and determined in the radial direction of up to 60%, preferably of up to 50%, of the greatest distance (aRmax).

4. Pneumatic vehicle tyre according to one of Claims 1 to 3, characterized in that, when considered in plan view, the groove path (14) runs straight.

5. Pneumatic vehicle tyre according to Claim 4, characterized in that the groove path (14) extends obliquely through the groove (5) in such a way that, when considered in plan view, the outer surface (16, 16') of each base elevation (15, 15') has the form of a right-angled triangle.

6. Pneumatic vehicle tyre according to one of Claims 1 to 5, characterized in that the groove (5) has at the tread periphery a groove edge (9) on the outer side of the tread and a groove edge (8) on the inner side of the tread and also has a groove end (10) on the outer side of the tread and a groove end (11) on the inner side of the tread, - wherein the width (bA) of the outer surface (16) of the base elevation (15) which is formed along the groove flank (12) extending from the groove edge (9) on the outer side of the tread decreases from the groove end (10) on the outer side of the tread to the groove end (11) on the inner side of the tread and - wherein the width (bA') of the outer surface (16') of the base elevation (15') which is formed along the groove flank (12') extending from the groove edge (9') on the inner side of the tread decreases from the groove end (11) on the inner side of the tread to the groove end (10) on the outer side of the tread.

7. Pneumatic vehicle tyre according to Claim 6, characterized in that the tread is of a directional design, wherein the groove end (10) on the outer side of the tread is a leading groove end (10), arriving first at ground level when the tyre is rolling during forward travel (arrow R), and the groove end (11) on the inner side of the tread is a trailing groove end (11).

8. Pneumatic vehicle tyre according to one of Claims 1 to 7, characterized in that, when considered in plan view, the groove (5) and the groove path (14) run straight with respect to their centre lines (mR, mP) and inclined in the same direction in relation to one another with respect to the circumferential direction.

9. Pneumatic vehicle tyre according to Claim 8, characterized in that, when considered in plan view, the groove (5) and the groove path (14) respectively run at an angle (β, ε), with respect to their centre lines (mR, mP), relative to the circumferential direction, wherein the angle (ε) at which the groove path (14) runs relative to the circumferential direction is smaller than the angle (β) at which the groove (5) runs relative to the circumferential direction.

10. Pneumatic vehicle tyre according to Claim 9, characterized in that the angle (β) at which the groove (5) runs relative to the circumferential direction is 15° to 40°, in particular from 18° to 35°.

11. Pneumatic vehicle tyre according to one of Claims 1 to 10, characterized in that the outer surface (16, 16') of each base elevation (15, 15') reaches up to the groove path (14) and has at the latter a delimiting edge (16a, 16a') along which the width (bA, bA') of the outer surface (16, 16') decreases continuously.

12. Pneumatic vehicle tyre according to Claim 11, characterized in that the groove path (14) has a constant width (bP), determined in plan view perpendicularly to its centre line (mP) and with respect to the delimiting edges (16a, 16a'), of 0.5 mm to 1.5 mm, in particular of 0.8 mm to 1.2 mm.

13. Pneumatic vehicle tyre according to one of Claims 1 to 12, characterized in that, when considered in plan view, the base elevations (15, 15') are of a point-symmetrical design with respect to the centre point (PR) of the centre line (mP) of the groove path (14).

14. Pneumatic vehicle tyre according to one of Claims 1 to 13, characterized in that the profile blocks (1, 2, 3) delimited by the grooves (5) include shoulder-side profile blocks (1), wherein the shoulder-side profile blocks (1) are preferably provided with sipes (7), which run in plan view inclined in the same direction in relation to the oblique grooves (4) with respect to the circumferential direction, merge into the grooves (5) and have a width of 0.4 mm to 1.6 mm, in particular of up to 1.2 mm, and a maximum depth of 70% to 100% of the profile depth.

15. Pneumatic vehicle tyre according to one of Claims 1 to 14, characterized in that the profile blocks (1, 2, 3) delimited by the grooves (5) include profile blocks (1, 2) which are delimited in each circumferential direction jointly by one of the oblique grooves (4), wherein one of the grooves (5) runs between the oblique grooves (4), wherein the profile blocks (1, 2) are preferably provided with sipes (7), which run in plan view inclined in the same direction in relation to the oblique grooves (4) with respect to the circumferential direction, merge into the grooves (5) and have a width of 0.4 mm to 1.6 mm, in particular of up to 1.2 mm, and a maximum depth of 70% to 100% of the profile depth.