VEHICLE TIRES

Description

[0001] The invention relates to a vehicle tire with at least one structural region formed in the region of at least one tire shoulder and / or at least one tire sidewall with a base surface having a particularly smooth surface on which at least three superficial depressions which are circular in plan view are formed.

[0002] In order to reduce fossil fuel consumption and greenhouse gas emissions, particular attention has been paid in recent years to reducing vehicle fuel consumption. With regard to vehicle tires, the focus is primarily on measures that reduce rolling resistance. Recently, however, the aerodynamic properties of vehicle tires and their contribution to vehicle drag, particularly in passenger cars, have also become more of a focus. Since vehicle tires are not usually completely enclosed by the vehicle body, the tire sidewalls and tire shoulders are also exposed to airflow and contribute to the overall aerodynamic profile of the respective vehicle.Particularly at high vehicle speeds, high airflow velocities occur around the tire sidewalls, resulting in increased air resistance, which also impacts the vehicle's fuel consumption. The typically structured surfaces of tire sidewalls influence the development of turbulence and airflow separation in the boundary layer as the tires roll. Depending on the design, this can even undesirably increase air resistance.

[0003] It is already known to provide vehicle tires with specially structured surfaces on the tire sidewalls in order to achieve reduced air resistance. For example, DE 10 2010 036 765 A1 discloses a pneumatic vehicle tire with a surface structure on the tire sidewalls formed as a network of grid-like structures curved concentrically to the tire axis. The grid-like structures each closely enclose surface elements and are raised relative to the surface elements they enclose.This dense, tightly woven network of grid-like structures curved concentrically to the tire axis is intended to cause mini-turbulences to occur in the boundary layer of the air flowing around the tire sidewall surface in the depressions at high speeds, thereby offsetting the separation edges of the laminar flow flowing around the tire sidewall surface and reducing air resistance. Another pneumatic vehicle tire intended to help reduce air resistance during rolling motion is known from DE 11 2014 000 477 T5. A plurality of dimple-shaped, in particular circular, depressions are formed on at least one region of the sidewall surface. These depressions vary periodically in size along the tire's circumferential direction and are embedded in a background hatching of elevations running parallel to one another. The circular depressions have a maximum depth of 0.3 mm to 1.5 mm.Another pneumatic vehicle tire with structured surface areas on the tire sidewalls, which are intended to enable reduced air resistance with good abrasion resistance of the structure, is known from WO 2013 / 010726 A1. For this purpose, the surface of at least one of the sidewalls is provided in at least one circumferential section with annular and linear structures distributed alongside one another in the radial direction and in the circumferential direction. The linear structures each directly and tightly enclose a surface element and form linear depressions.The resulting dense, close-meshed network of annular, linear depressions, each of which directly encloses surface elements, causes mini-turbulences to arise at high speeds in the boundary layer of the air flowing around the tire sidewall surface. These mini-turbulences are intended to offset the separation edges of the laminar flow flowing around the tire sidewall surface and reduce air resistance. DE 102012217824 A1 describes a pneumatic tire unit intended to improve airflow around a tire, wherein a plurality of depressions are provided in at least one tire side portion of a front tire. US 2011 / 036475 A1 describes a tire with a plurality of recesses provided along a tire circumferential direction and a tire radial direction in a region defined on a tire outer surface.JP 2013071660 A describes a tire-wheel assembly capable of improving airflow around a tire and a wheel, wherein a pneumatic tire is provided with a large number of tire recesses located on those tire sidewalls located on both outer sides of the vehicle. EP 2277719 A1 describes a tire having dimples formed in the sidewall, the dimples taking the planar shape of a circle; when air flows into a dimple, turbulent flow is created, which is intended to dissipate the tire's heat to the atmosphere.EP 4311692 A1 describes a vehicle tire with a structural region formed in the region of a tire shoulder and / or a tire sidewall with a plurality of surface depressions which are circular in plan view, wherein two depressions are connected to one another in pairs via a connection point which is narrower than the diameter of the depressions, and form elongated structural elements which are each oriented in the circumferential direction of the tire.

[0004] It is known that the dimple pattern on the surface of golf balls reduces the drag coefficient by lowering the pressure drag, thus reducing the drag of golf balls by up to 50%. Small turbulences within the dimples transform the laminar boundary layer around the ball into a turbulent boundary layer. The flow separates with a delay, creating a negative pressure. The smaller the zone, the smaller the pressure difference to the upstream side and thus the deceleration in the direction of flight.

[0005] The invention is based on the object of transferring the concept of dimple patterns known from golf balls to vehicle tires in an innovative and particularly advantageous way for reducing air resistance.

[0006] The stated object is achieved according to the invention in that at least one first depression is connected by a connection point which is at the front relative to the first depression in the circumferential direction and / or a connection point which is at the rear relative to the first depression in the circumferential direction to a depression which is at the front relative to the first depression in the circumferential direction and / or a depression which is at the rear relative to the first depression in the circumferential direction, wherein each connection point is narrowed compared to the diameter of the depressions and wherein the number of connection points connected to a depression for different depressions assumes at least two different values from the value set 0, 1 or 2.

[0007] The invention surprisingly provides a particularly aerodynamically advantageous surface structure on tire sidewalls and / or tire shoulders, which actually reduces the flow resistance of the vehicle tire. The circumferentially interconnected recesses act particularly effectively as turbulators at higher driving speeds or with higher tire rotation. They transform a laminar boundary layer into a turbulent one, delaying flow separation, and thus ensuring a longer flow path, which reduces pressure drag.

[0008] The directional terms axial, axial direction, radial, radial direction, and circumferential direction refer to the vehicle tire as it is properly fitted to a vehicle and the rolling movement it performs. The radial direction refers to a direction perpendicular to the rotational axis of the vehicle tire and intersecting the rotational axis. Radially inward refers to the orientation radially toward the rotational axis. Radially outward refers to the orientation radially away from the rotational axis. The circumferential direction refers to the direction of rolling movement around the rotational axis.When the vehicle is moving forward during a 360° rotation of the vehicle tire, a position at the front in the circumferential direction passes through a minimum distance from the road surface earlier than a position at the rear in the circumferential direction, with the position at the rear in the circumferential direction passing through its minimum distance from the road surface less than 180° behind the front position. The axial direction refers to a direction parallel to the axis of rotation. Pointing axially inward refers to an orientation that faces axially towards a tire equatorial plane or a tire equator line. The tire equatorial plane is a plane perpendicular to the axis of rotation of the vehicle tire that passes through the center of the axial width of the vehicle tire, with the tire equatorial line running in the tire equatorial plane and on the surface of the vehicle tire.

[0009] The effects achieved with the features of the main claim are supported and further enhanced by preferred embodiments and configurations of the recesses and connecting points.

[0010] Particularly preferred is an embodiment in which the connecting points on the base surface are each delimited by edges which are curved inwards towards one another and which each merge tangentially into the circular edges of two interconnected depressions.

[0011] The tangential transitions are preferably located at the end region of the end points of a chord of the circular edges of the depressions, wherein these chords have a length of 20% to 70%, in particular of 30% to 40%, of the diameter of the depressions and run in the radial direction or axial direction of the vehicle tire.

[0012] In order to produce mini-turbulences or turbulators in the desired manner during rotation of the vehicle tire, it is advantageous if the narrowed connecting points have an extension length determined between the centers of the two chords of the circle of 15% to 30% of the diameter of the depressions and have a smallest width determined in their center and between the edges on the base surface of 15% to 30% of the diameter of the depressions.

[0013] The recesses, which are circular except for the points where the connections between the recesses are located, preferably have a diameter of 3.5 mm to 6.0 mm and, at their deepest point, a depth of 0.3 mm to 1.2 mm relative to the level of the base surface. This dimensioning of the recesses promotes a particularly aerodynamically advantageous surface structure.

[0014] Also aerodynamically advantageous are depressions which either have a bottom at a constant depth and, from this, an edge flank running along the outer edge, which is inclined at an angle of 10° to 45° towards the bottom and relative to the base surface, or which are designed as rounded troughs with their deepest point in the center of their circular shape.

[0015] The narrowed connection points are advantageously provided with a bottom which, relative to the level of the base surface, extends to a depth corresponding at most to the greatest depth of the depressions and is at least 0.1 mm. In the narrowed connection points, edge flanks can also extend from the bottom to the edges, preferably extending in continuation of the edge flanks extending from the edge of the depressions.

[0016] The first recess, the connection point that is front and / or rear in the circumferential direction relative to the first recess, and the front and / or rear in the circumferential direction are preferably radially or axially at the same height and together form an elongated row oriented in the circumferential direction of the tire. The terms "radial" and "axial" are used to comprehensively describe positions on an axially facing tire sidewall or a tapered section of a tire shoulder that faces both axially and radially.

[0017] According to one embodiment, the structural region may consist of three recesses connected in a row, namely the first recess, the circumferentially front recess, and the circumferentially rear recess, wherein the first recess is connected to the rear recess by a rear connection point, and the first connection is connected to the front recess by a front connection point. In this case, the number of connection points connected to the first recess is 2, and the number of connection points connected to the front and rear recesses is 1 each.

[0018] According to further alternative examples, four or more wells in a row may be connected to one another such that the wells at the two ends of the row are each connected to one connection point and the wells arranged in the middle of the row are each connected to two connection points.

[0019] Generally speaking, the number of wells in a row can be n, and the number of junctions in the row can be n-1, where n is a non-zero natural number. A row described by n=1 would thus consist of a single well.

[0020] Particularly in the case where the structural area is formed on a tire shoulder, it has been shown that, in addition to the advantageous aerodynamics, the use of n rows greater than or equal to 3 achieves an additional technical effect, namely improved wet handling. This can be explained by the fact that a circumferentially aligned row of depressions and joints has a qualitatively similar effect on road contact as a conventional circumferential surface element, such as a cut or groove, particularly by forming additional edges that help to divert water.

[0021] The structural region may consist of multiple rows, wherein the multiple rows may be described by identical or different n. According to the main claim, only structural regions with rows described exclusively by n=1 or exclusively by n=2 are excluded. Preferably, the structural region comprises at least two rows described by different n.

[0022] The structural region can, for example, consist of a single depression without a connected connection point and two further depressions, wherein the two further depressions, for example as the first depression and the circumferentially front depression relative to the first depression, are connected to one another by a circumferentially front connection point relative to the first depression, forming a pair of two. Alternatively, the pair of two can consist of the first depression and a circumferentially rear depression relative to the first depression, connected by a circumferentially rear connection point relative to the first depression. In these cases, the number of connection points connected to the single depression is 0, and the number of connection points connected to the two further depressions is 1 each.

[0023] It has surprisingly been found that a particularly advantageous structural region can be designed by combining different n rows. Particularly in the case where the structural region is formed on a tire shoulder, the invention recognizes it as particularly advantageous to select the length of a row as a function of a radial or axial distance of the row to a ground contact patch (corresponding to the statically determined footprint at a load of 70% of the maximum load capacity at an internal pressure of 85%, determined according to ETRTO standards). In particular, the structural region can comprise a row described by n=k and a row described by n=m, with both rows being arranged outside the ground contact patch of the vehicle tire. Here, k <m gelten, wobei die durch n=k beschriebene Reihe radial bzw.axially closer to one edge of the contact patch than the row described by n=m. By arranging fewer depressions and joints near the contact patch than further away from it, a good compromise can be achieved between wet and dry handling, although dry handling is known to be more dependent on the size of the area of direct contact between the tire rubber and the road surface, with a larger area in direct contact meaning more grip.

[0024] The structural area can comprise several circumferentially aligned rows of recesses and connection points, with at least two rows arranged one behind the other in the circumferential direction and not connected by any connection point. This provides greater flexibility in the visual design, as well as in the fine-tuning of aerodynamics, wet handling, and dry handling.

[0025] The vehicle tire can comprise a plurality of structural regions formed in a tire shoulder, wherein at least one transverse and / or oblique groove extends between each two structural regions. The groove preferably extends only partially between the two structural regions. A groove extending partially between two structural regions extends only partially over the axial or radial extent of one or both of the two structural regions. The extent of a structural region is limited by the outer edge of the depressions which are outermost in the axial or radial direction in both orientations. For example, a transverse or oblique groove can extend from the tire tread into a tire shoulder and radially or axially between two structural regions formed on the tire shoulder, but without reaching their radially inner or axially outer edge.By partially extending a groove between two structural areas, a good compromise can be achieved between water drainage through the groove and aerodynamic optimization through the recesses and joints.

[0026] The vehicle tire can comprise one or more structural regions exclusively in the region of an outer tire shoulder. Alternatively, the vehicle tire can comprise at least one structural region in each case in the region of an outer tire shoulder and in the region of an inner tire shoulder, wherein the structural region on the outer tire shoulder can comprise more depressions and connection points than the structural region on the inner tire shoulder. An outer and an inner tire shoulder are only defined for vehicles with two vehicle tires per vehicle axle. In this case, the inner tire shoulder of a first vehicle tire, when used as intended on the vehicle axle, faces the inner tire shoulder of a second vehicle tire on the same vehicle axle, wherein the outer tire shoulder is the tire shoulder opposite the inner tire shoulder in both vehicle tires.The design of the outer tire shoulder has a greater impact on a typical vehicle's aerodynamics due to its airfoil. Thus, it is advantageous to provide more aerodynamically advantageous recesses and / or joints on the outer tire shoulder than on the inner tire shoulder; conversely, limiting the number of recesses and / or joints on the inner tire shoulder can improve dry handling. Eliminating a structural area on the inner tire shoulder can also simplify tire manufacturing for the reasons outlined above without significantly compromising aerodynamics.

[0027] Furthermore, transverse or diagonal grooves on the inner tire shoulder can extend completely between multiple structural areas, while transverse or diagonal grooves on the outer tire shoulder can extend only partially and / or not at all between multiple structural areas. This prioritizes the aerodynamic behavior of the vehicle tire on the outer tire shoulder, with a significant effect on the vehicle's aerodynamics, while water drainage is prioritized on the inner shoulder, with little disadvantage to the vehicle's aerodynamics. In particular, the vehicle tire can also have an asymmetric profile apart from the described transverse or diagonal grooves arranged on the shoulder.

[0028] A further advantage of a vehicle tire with the features of the independent claim and / or the dependent claims lies in its cooling effect. It is known that depressions in a tire sidewall can improve heat dissipation from a vehicle tire due to the resulting enlarged tire surface and additional airflow. Firstly, depending on the embodiment, the structural regions according to the invention can create even more additional surface area than with stand-alone depressions not connected by connecting points. Secondly, the circumferentially oriented rows of depressions and connecting points are subjected to particularly intensive airflow during driving, which further enhances the cooling effect.

[0029] The invention is described below by way of example with reference to advantageous embodiments and the accompanying drawings. They show: Figure 1schematically a perspective view of a portion of an outer tire shoulder with structural areas according to an embodiment of the vehicle tire according to the invention, Figure 2 schematically a perspective view of a portion of an inner tire shoulder with structural areas according to an embodiment of the vehicle tire according to the invention, Figure 3 the outer contour of a row of a structural area according to an embodiment of the invention, Figure 4 the outer contour of another row of a structural region according to an embodiment of the invention, Figure 5 a perspective view of a row of a structural region according to an embodiment of the invention, Figure 6 a sectional view along the line indicated by the arrows in Fig. 5 , Figure 7 a plan view with elevation contours according to the Figures 5 and 6 shown embodiment, Figure 8a plan view with elevation contours of a, opposite to the one in the Figures 5 to 7 shown embodiment, a row extended by a recess and a connection point with otherwise the same basic shape.

[0030] Vehicle tires designed according to the invention are tires of any design, in particular radial tires, and tires of any type, in particular pneumatic vehicle tires for motor vehicles, such as passenger cars, light trucks, or commercial vehicles. However, the invention can also be advantageously used on vehicle tires for vehicles with an odd number of tires, in particular for motorcycles.

[0031] Figure 1shows a partial perspective view of an embodiment of the vehicle tire according to the invention in the region of an outer tire shoulder 3. The radial direction of the vehicle tire is designated by the double arrow R, the circumferential direction around the tire axis by the double arrow U, and the axial direction by the double arrow A. Essentially transverse dashed lines indicate transitions of the tire shoulder 3 into a ground contact area 7 or into a tire sidewall 1.

[0032] Transverse grooves 9 extend from the ground contact area into the tire shoulder 3. A structural area 2 is formed between each two transverse grooves 9. A structural area 2 comprises rows 4 of different lengths and numbers, which are shown below using the Figures 3 to 8will be described in more detail. The structural regions 2 are arranged in the radial or axial direction at the level of end sections of the transverse grooves 9; the grooves 9 thus extend only partially between the structural regions 2.

[0033] Figure 2 shows a partial perspective view of an embodiment of the vehicle tire according to the invention in the area of an inner tire shoulder 3. The orientation of the section shown and its arrangement in the tire between a Figure 2 not shown side wall 1 and a ground contact surface 7, also not shown, essentially corresponds to the Figure 1 shown scheme. A difference between the inner shoulder 3 according to Figure 2 and the outer shoulder 3 according to Figure 1consists in the course of the transverse grooves 9 as well as in the details of the structure and arrangement of the structural areas 2. In particular, the design of the inner tire shoulder 3 differs from the design of the outer tire shoulder 3 in that the structural areas 2 are arranged completely within the extension length of the transverse grooves 9 in the radial or axial direction.

[0034] The Figures 1 and 2The structural elements 2 shown each comprise a plurality of rows 4. Generally, a row 4 consists of a depression 5 or of a connected combination of at least two depressions 5 and at least one connection point 6. Depressions 5 are depressions extending from a base surface 1a, delimited on the base surface 1a by circular edges, and, according to the preferred embodiment, designed to match in plan view. If two or more depressions 5 are connected by one or more connection points 6, elongated rows are produced, which are preferably aligned along the circumferential direction U without curvature, branches, or kinks.

[0035] Figure 3shows the outer contour of a row 4 with two, except for the junction points of a connection point 6, circular depressions 5 with a diameter d which is 3.5 mm to 6.0 mm, in particular on the order of 5.0 mm. The connection point 6 is delimited on the base surface 1a by edges which are curved inwards towards one another and which each merge tangentially into the circular edges of the depressions 5 in the region of the end points of a chord s of the depressions 5. The chords s have a length of 20% to 70%, in particular 30% to 40%, of the diameter of the depressions 5. In their center, the connection points 6 have their narrowest point with a width b which is 15% to 30% of the diameter d of the depressions 5, in particular 0.5 mm to 2.0 mm.

[0036] The extension length e of the connecting points 6 determined between the centers of the two circular chords s is 15% to 30% of the diameter d, preferably in the order of 0.5 mm to 1.5 mm, so that the variant of a row 4 shown has an extension length I of preferably 8.5 mm to 13.5 mm.

[0037] The Figure 3The row 4 shown runs along the circumferential direction U. In the figure, a first depression 5a is shown on the left, which is connected via a connection point 6h at the rear in the circumferential direction to a depression 5h shown on the right in the figure, which is at the rear in the circumferential direction. The row 4 shown comprises two depressions 5 and one connection point 6 and can thus be described by n=2, where n denotes the number of depressions 5 and n-1 the number of connection points 6. The row 4 described by n=2 would have to be supplemented by a row 4 described with n=1, i.e. by a stand-alone depression 5, to form a minimal example of a structural region 2 according to the invention, wherein a connection point 6h is connected to each of the depressions 5a, 5h and wherein no connection point 6 would be connected to the stand-alone depression 5.

[0038] Figure 4shows the outer contour of an alternative or additional circumferentially extending row 4 with three recesses 5a, 5v, 5h and two connections 6v, 6h, wherein the first recess 5a is connected via a front connection point 6v to a front recess 5v and via a rear connection point 6h to a rear recess 5h. The contours of the outer recesses 5v, 5h and those of the connections 6v, 6h are identical to the contours of the Figure 3 shown depressions 5a, 5h or the one in Figure 3 shown connection point 6. The contour of the central recess 5a in Figure 4 is obtained by mirroring any of the two recesses 5a, 5h from Figure 3 on a chord perpendicular to the circumferential direction U with a length corresponding to the diameter d.

[0039] The Figure 4The row 4 shown is described by n=3 and represents an alternative minimal example of a structural region 2 according to the invention, wherein a connection point 6v or 6h is connected to the depressions 5h, 5v and wherein two connection points 6v, 6h are connected to the first depression 5.

[0040] The Figures 5 to 7 provide insight into the three-dimensional shape of row 4 according to Figure 3 using a perspective view in Figure 5 , in Figure 6 using a sectional view along the dashed line indicated by arrows Fig. 5 and in Figure 7based on a top view with height contours. According to the embodiment shown, the depressions 5 are generally rounded troughs with a trough-shaped bottom 8 and their deepest point below the base surface 1a with a depth t in the region of the center of their circular shape. The connecting point 6 is a local, shallower constriction between the two depressions 5.

[0041] Figure 8 gives an insight into the three-dimensional shape of the row 4 according to Figure 4 based on a top view with height contours. The three-dimensional shapes of the outer recesses 5v, 5h and those of the connections 6v, 6h are identical to those in Figure 7 shown depressions 5a, 5h or the one in Figure 7 shown connection point 6. The three-dimensional shape of the central recess 5a in Figure 4 is obtained by mirroring any of the two recesses 5a, 5h from Figure 7on a mirror plane, the mirror plane being spanned by a chord perpendicular to the circumferential direction U with a length corresponding to the diameter d and a perpendicular to the base surface 1a, which in the figure corresponds to the drawing plane.

[0042] The Figures 1 and 2 The rows 4 shown are offset from one another radially or axially and in the circumferential direction, for example in such a way that, viewed in the radial or axial direction, a recess 5 of each row 4 is opposite a connection point 6 from the adjacent row 4 or a recess 5 is assigned to a distance between two rows 4 arranged one behind the other in the circumferential direction U.

[0043] Tires with structural regions designed according to the invention are vulcanized in a vulcanization mold, which has corresponding embossed structures in the area of the tire shoulders and / or tire sidewalls to form these structural regions, complementary to the structural regions and structural elements. The relevant components of the vulcanization mold are therefore side shells for forming the sidewalls and the shoulder-side regions of profile segments, which imprint the tread pattern of the vehicle tire. The structures are preferably produced using a material-removing process, for example, using a milling tool. List of reference symbols

[0044] 1Tire sidewall 1aBase area 2Structural area 3Tire shoulder 4Row 5Depression 5aFirst depression 5vFront depression 5hRear depression 6Joint 6vFront joint 6hRear joint 7Ground contact patch 8Ground 9Transverse or oblique groove bWidth dDiameter e, IExtension length sChord tDepth UCircumferential direction RRadial direction AAxial direction

Claims

1. Vehicle tyre with at least one structural region (2) which is formed in the region of at least one tyre shoulder (3) and / or at least one tyre sidewall (1) and has a base area (1a) which has an in particular smooth surface and on which at least three superficial depressions (5) which are circular when seen from above are formed, wherein at least one first depression (5a) is connected by a front and / or rear connecting point (6v, 6h) in the circumferential direction relative to the first depression (5a) to a front and / or rear depression (5v, 5h) in the circumferential direction, wherein each connecting point (6) is narrowed in comparison with the diameter of the depressions (5), characterized in that the number of connecting points (6) which are connected to a depression (5) assumes at least two different values from the set of values 0, 1 or 2 for different depressions (5).

2. Vehicle tyre according to Claim 1, characterized in that the narrowed connecting points (6) respectively in the region of the end points of a chord (s) of the circular peripheries of the depressions (5) tangentially transition into the circularly extending peripheries of the depressions (5), wherein the chords (s) have a length of 20% to 70%, in particular of 30% to 40%, of the diameter (d) of the depressions (5) and extend in the radial direction or axial direction of the vehicle tyre, wherein the narrowed connecting points (6) have a length of extent (e), determined between the midpoints of the two cords (s), of 15% to 30% of the diameter (d) of the depressions (5).

3. Vehicle tyre according to either of Claims 1 and 2, characterized in that the depressions (5) have a diameter of 3.5 mm to 6.0 mm and at their deepest point, in relation to the level of the base area (1a), a depth (t) of 0.3 mm to 1.2 mm.

4. Vehicle tyre according to one or more of Claims 1 to 3, characterized in that, in the region of a narrowed connecting point (6), the bottom (8) extends in relation to the level of the base area (1a) at a depth which corresponds at most to the greatest depth (t) of the depressions (5) and is at least 0.1 mm.

5. Vehicle tyre according to one of Claims 1 to 4, characterized in that the first depression (5a), the front and / or rear connecting point (6v, 6h) in the circumferential direction relative to the first depression (5a) and the front and / or rear depression (5v, 5h) in the circumferential direction lie radially and axially at the same level and together form a series (4) described by n=2 or n=3, wherein a series (4) described by n comprises a number of n depressions (5) and n-1 connecting points (6), where n is a natural number other than zero.

6. Vehicle tyre according to Claim 5, characterized in that the structural region comprises at least two series (4), which are described by at least two different ns.

7. Vehicle tyre according to Claim 6, characterized in that the structural region (2) comprises a series (4) described by n=k and a series (4) described by n=m, which are both arranged outside a ground contact area (7) of the vehicle tyre, where k<m and where the series (4) described by n=k is arranged radially and axially closer to a periphery of the ground contact area (7) than the series (4) described by n=m.

8. Vehicle tyre according to one or more of Claims 5 to 7, characterized in that the structural region (2) comprises at least two series (4) which are arranged one behind the other in the circumferential direction and are not connected to one another by a connecting point (6).

9. Vehicle tyre according to one or more of Claims 1 to 8, characterized in that the vehicle tyre comprises a number of structural regions (2) formed in a tyre shoulder (3), wherein at least one transverse and / or diagonal groove (9) extends between two structural regions (2) and preferably extends only partially between two structural regions (2).

10. Vehicle tyre according to one or more of Claims 1 to 9, characterized in that the vehicle tyre comprises at least one structural region (2) respectively in the region of an outer tyre shoulder (3) and in the region of an inner tyre shoulder (3).

11. Vehicle tyre according to Claim 10, characterized in that the structural region (2) on the outer tyre shoulder (3) comprises more depressions (5) and / or connecting points (6) than the structural region (2) on the inner tyre shoulder (3) and / or characterized in that more structural regions (2) are formed on the outer tyre shoulder (3) than on the inner tyre shoulder (3) and / or characterized in that the vehicle tyre comprises at least two structural regions (2) respectively in the region of the outer tyre shoulder (3) and in the region of the inner tyre shoulder (3), wherein on the inner tyre shoulder (3) at least one transverse and / or diagonal groove (9) extends completely between two structural regions (2) and wherein on the outer tyre shoulder (3) at least one transverse and / or diagonal groove extends only partially between two structural regions (2).