VEHICLE AIR TIRES

Description

[0001] The invention relates to a vehicle pneumatic tire with a directional tread featuring V-shaped inclined grooves and at least two further grooves extending between circumferentially adjacent inclined grooves, preferably inclined in the opposite direction to the inclined grooves with respect to the circumferential direction. wherein the inclined grooves and the further grooves divide the tread into shoulder-side profile blocks, semi-central profile blocks, central profile blocks adjacent to the semi-central profile blocks located in one half of the tread, and central profile blocks adjacent to the semi-central profile blocks located in the other half of the tread, wherein the inclined grooves are alternately first inclined grooves ending in front of the tire equatorial plane with a groove end section extending into a central profile block, and second inclined grooves co-bordering the central profile blocks, wherein the first inclined grooves extending to one edge of the tread are offset in the circumferential direction to the first inclined grooves extending to the other edge of the tread, and the second inclined grooves extending to one edge of the tread are offset to the second inclined grooves extending to the other edge of the tread.

[0002] Such a vehicle pneumatic tire is known, for example, from EP 3 785 938 B1. This tire has a directional tread pattern with a central circumferential groove running in the area of ​​the tire's equatorial plane, V-shaped inclined grooves, and two further grooves running between adjacent inclined grooves in the circumferential direction, inclined in the opposite direction to the inclined grooves. The inclined grooves alternate in the circumferential direction as follows: first inclined grooves ending before the tire's equatorial plane with a groove end section extending into a central tread block, and second inclined grooves projecting beyond the first inclined grooves on the inside of the tread and merging at the outer folds of the zigzag-shaped circumferential groove.The central profile blocks located on the central circumferential groove exhibit high circumferential and lateral stiffness, resulting in good handling characteristics on snow-covered and dry roads.

[0003] All-season tires of the type mentioned above are suitable for year-round use, provided the tread is made of a suitable, generally accepted rubber material. For all-season tires, it is crucial that they offer good handling characteristics on both dry and snow-covered roads. Currently, winter-ready tires are marked with the "Alpine" symbol (3PMSF, Three Peak Mountain Snow Flake) on the sidewall. This is currently the only symbol that actually confirms the tire's winter performance and is intended to replace the M+S marking in the future. The Alpine symbol guarantees that the tire has undergone a standardized test by the relevant EU authority and is particularly well-suited for use in adverse weather conditions.

[0004] Further vehicle tires with profiled treads are disclosed in EP 3 078 505 A1, WO 2020 / 012279 A1, US 2020 / 130418 A1 and EP 1 695 845 A1.

[0005] The invention is based on the objective of further improving a vehicle pneumatic tire of the type mentioned at the outset with regard to its driving characteristics on dry roads and on snow-covered roads, in particular in such a way that the tire is suitable for all-season use and can receive the 3PMSF marking.

[0006] The problem stated in the invention is solved by the fact that the second inclined grooves each have a groove end section extending beyond the tire equatorial plane, formed between two central tread blocks and opening into a second inclined groove extending towards the respective other tread edge, wherein in each central tread block, on each side of the groove end section of the respective first inclined groove extending into it, there is at least one incision inclined in the same direction as the circumferential view in a top view, opening into the respective adjacent further groove, with a width of 0.4 mm to 1.2 mm and a maximum depth of at least 3.0 mm and at most 100% of the tread depth, and at least one connecting incision extending between the incoming incisions and inclined in the opposite direction to them with respect to the circumferential direction, with a depth of 1.2 mm to 2.5 mm and a width of 0.4 mm to 1.6 mm.

[0007] The central profile blocks are therefore each provided with a special combination of cuts consisting of at least two cuts opening into the corresponding grooves and a connecting cut running between these cuts, with this combination of cuts surrounding the end section of the groove extending into the respective central profile block. The deeper, opening cuts open wider as the tread flattens in the snow (when running across the surface) than the shallower connecting cut, thus providing advantageous gripping edges for snow traction. The shallower connecting cut, in combination with the deeper, opening cuts, ensures a uniform and consistent grip.Essentially uniform circumferential and transverse stiffness of the central profile blocks, which ensures uniform deformation behavior, which is advantageous for driving characteristics, especially handling characteristics, on dry roads.

[0008] According to a preferred embodiment, each intersecting cut within the central profile block terminates at the connecting cut, so that the intersecting cuts and the connecting cut form a U-shaped cut combination. This reduces the stiffness of the central profile blocks uniformly and to a significantly limited extent, resulting in high and uniform circumferential and transverse stiffness. This is an additional advantage for handling characteristics, particularly on dry pavement.

[0009] Furthermore, it is preferred if each intersecting cut terminates at a distance of 3.0 mm to 10.0 mm, particularly 4.0 mm to 8.0 mm, determined as an extension of its cut centerline, before an intersecting groove end section of the corresponding second inclined groove that also borders the central profile block. This is also advantageous for the circumferential and transverse stiffness of the central profile blocks and thus for the handling characteristics, especially on dry pavement.

[0010] Another preferred embodiment is characterized in that each intersecting cut to the block edges formed on the inclined grooves of the central profile block has a distance, determined perpendicular to its cut centerline, of 40% to 60%, in particular 45% to 55%, of the maximum block width of the central profile block determined perpendicular to and between the block edges. This contributes to a uniform circumferential and transverse stiffness of the central profile blocks.

[0011] Another preferred embodiment is characterized in that, in each central profile block, a short cut is formed between the intersecting grooves, dividing the central profile block into two block segments and crossing the connecting groove. This short cut has a width of 0.4 mm to 1.6 mm, particularly 0.6 mm to 1.2 mm, and a maximum depth of 70% to 100% of the profile depth. The short cut opens into the end section of the groove of the respective first inclined groove, which extends into the central profile block, and into the intersecting end section of the groove of the respective second inclined groove, which is adjacent to the central profile block. The central profile blocks are thus divided into two block segments, thereby improving their deformation behavior when traversing the footprint, which is advantageous for driving characteristics on dry pavement.At the same time, the short cut provides additional gripping edges at the periphery of the tread, further improving snow grip. The short cut thus represents a particularly advantageous enhancement to the aforementioned special cut combination.

[0012] A first advantageous further development of the aforementioned preferred embodiment consists in the fact that the short cut, viewed from above, runs straight or curved and at an angle of 30° to 50°, in particular 35° to 45°, to the circumferential direction. This is particularly advantageous for the aforementioned deformation behavior and thus for the driving characteristics on dry roads.

[0013] A second advantageous further development of the aforementioned preferred embodiment consists in the fact that the short cut – viewed from above and with respect to its cut centerline – runs in a tangential extension of the groove centerline of the first oblique groove, which has the groove end section extending into the associated central profile block. This is also advantageous for the aforementioned deformation behavior and thus for the driving characteristics on dry pavement.

[0014] According to a further preferred embodiment, the merging end section of the second inclined grooves, viewed from above, runs at an angle of 20° to 40°, particularly 25° to 35°, and preferably at least 30°, to the circumferential direction at its junction. This angle gives the tread profile a pronounced zigzag pattern in the area of ​​the tire's equatorial plane, with respect to the successive end sections of the second inclined grooves. As a result, snow accumulates very effectively in the area of ​​the end sections of the grooves when driving on sufficiently deep snow, further improving snow performance through the effect of snow-on-snow friction.

[0015] Another preferred embodiment is characterized in that the further grooves are designed such that the semi-central tread blocks alternate between first semi-central tread blocks with a first block length measured at the tread periphery along a block centerline spaced equidistant from the block edges, and second semi-central tread blocks with a second block length, measured at the tread periphery along a block centerline spaced equidistant from the block edges, that is greater than the first block length, wherein, when the tire rolls forward, the first semi-central tread block always enters the surface before the second semi-central tread block, which is separated from it by a first oblique groove. This creates special, elongated, macroblock-like tread positive structures ( Fig. 2 This structure is shown. This ensures particularly well-balanced driving characteristics on both dry and snow-covered roads.

[0016] An advantageous variant of the last-mentioned preferred embodiment is characterized in that each second semi-central profile block has a cut with a width of 0.6 mm to 1.0 mm and a depth of 70% to 100%, in particular up to 75%, of the profile depth, which, viewed from above, is straight, inclined opposite to the circumferential direction to the diagonal grooves, and runs at an angle of 20° to 30° to the circumferential direction, and preferably divides the second semi-central profile block into two block segments with respect to its length. This is advantageous for the mobility of the second semi-central profile block and thus for its deformation behavior during flattening, and consequently for its driving characteristics on dry pavement.

[0017] Another preferred embodiment is characterized in that the further grooves, located further inwards on the tread and merging into the same first inclined groove, are straight and aligned with each other when viewed from above, and / or that the further grooves, located further outwards on the tread, are straight when viewed from above and follow one another without offset in the circumferential direction with respect to the axial direction. This is advantageous for the stiffness of the aforementioned macroblock-like profile positive structure and therefore for dry performance.

[0018] In a further preferred embodiment, at least one, and in particular exactly one, base elevation is formed in the merging groove end section of each second inclined groove, locally reducing the depth of the second inclined groove and connecting two central tread blocks to one another. All central tread blocks are therefore connected to each other via base elevations and thus supported against one another, thereby providing a continuous tread positive structure extending over the circumference of the tire, which exhibits higher circumferential and lateral stiffness than comparable known tread positive structures. This continuous tread positive structure also ensures improved driving characteristics on dry roads.

[0019] In the latter preferred design, it is advantageous if the basic elevation has at least one of, in particular all of, the following features: a) The base ridge extends to the groove mouth located at the converging groove end section of the second inclined groove or has a distance of up to 2.0 mm from it, determined along the groove centerline at the level of the groove bottom; b) The base ridge is bounded radially by a cover surface which runs at a constant depth of 30% to 70%, in particular 45% to 55%, of the profile depth, determined radially; c) The base ridge has a length of 8.0 mm to 20.0 mm, in particular 10.0 mm to 16.0 mm, determined along the groove centerline of the second inclined groove and at the level of the groove bottom of the second inclined groove; d) The base ridge is provided with a cut with a width of 0.4 mm to 0.8 mm, which preferably has a depth of at least [missing information] relative to the level of the cover surface. 1.5 mm.

[0020] The positioning of the base elevation according to feature a) is favorable with regard to water drainage behavior.

[0021] The "height" of the base elevation according to feature b) and the length of the base elevation according to feature c) each ensure an advantageous compromise between the stiffening effect of the base elevation and the water drainage behavior.

[0022] The incision according to feature d) improves the water drainage behavior in the area of ​​the ground elevation.

[0023] Another preferred embodiment is characterized in that the inclined grooves, viewed from above, run straight or continuously curved, or that the inclined grooves, viewed from above, each consist of a straight or continuously curved groove section on the inside of the tread, which also borders central profile blocks and semi-central profile blocks, and a straight or continuously curved groove section on the outside of the tread, which also borders shoulder-side profile blocks.

[0024] Another preferred embodiment is characterized in that the first diagonal grooves on the inner side of the tread end – relative to the groove centerlines – at an axial distance of 5.0 mm to 15.0 mm in front of the tire equatorial plane. This is advantageous for the stiffness and flexural behavior of the central tread blocks and has a positive effect on driving characteristics on dry roads.

[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. The drawing shows... Fig. 1 a simplified top view of a circumferential section of a tread of a vehicle pneumatic tire unfolded into a plane with an embodiment of the invention, Fig. 2 an enlarged top view of detail Z 2 of the Fig. 1 , Fig. 3 a section along line III-III of the Fig. 2 , Fig. 4 a section along line IV-IV of the Fig. 2 , Fig. 5 a cut along line VV of the Fig. 2 , Fig. 6 a section along line VI-VI of the Fig. 2 , Fig. 7 a section along line VII-VII of the Fig. 2 , Fig. 8 a greatly enlarged top view of detail Z 8 of the Fig. 1 and Fig. 9 a section along line IX-IX of the Fig. 8 .

[0026] According to the invention, vehicle pneumatic tires are tires for motor vehicles, in particular for multi-track motor vehicles, preferably for passenger cars, vans, or SUVs, and preferably radial tires for rims with a rim diameter of 18, 19, 20, 21, 22, or 23 inches. The tires are intended for year-round use.

[0027] Fig. 1 Figure 1 shows a top view of a tread 1. The tire equatorial plane is marked by a line AA, and the lateral edges of the tread's contact patch are indicated by two lines L. The contact patch corresponds, as is known, to the statically determined footprint (determined with a tire mounted on a standard rim, load 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. The tread 1 has a directional tread pattern and is to be mounted on the vehicle such that it exhibits the rolling direction indicated by the arrow R when driving forward.

[0028] The tread 1 is, as is customary, noise-optimized using a pitch length variation method and consists of successive pitches (identically designed profile sections) in the circumferential direction, wherein the profile elements formed in one half of the tread are offset by 30% to 60%, preferably by at least 40%, of a mean pitch length in the circumferential direction relative to the profile elements formed in the other half of the tread. The mean pitch length is the arithmetic mean of the pitch lengths of all pitches.

[0029] The tread 1 is provided with inclined grooves 2, 3, which, viewed from above, form a V-shape across the tread width and constitute the main (drainage) grooves of the tread. When the tire is traveling forward, the inclined grooves 2, 3 first enter the contact patch with the ground at their inner ends. In each half of the tread, an inclined groove 2 alternates with an inclined groove 3 in the circumferential direction. The inclined grooves 2 running towards one edge of the tread are offset circumferentially from the inclined grooves 2 running towards the other edge of the tread. Furthermore, the inclined grooves 3 running towards one edge of the tread are also offset circumferentially from the inclined grooves 3 running towards the other edge of the tread.The diagonal grooves 2 extend beyond the tire equatorial plane (line AA) and each merge into a diagonal groove 2 running towards the opposite lateral edge of the tread, thus having a groove termination 2a at this point. The diagonal grooves 3 terminate on the inside of the tread before the respective diagonal groove 2 running towards the opposite tread edge. The diagonal grooves 2 are subsequently referred to as "merging diagonal grooves 2" and the diagonal grooves 3 subsequently as "terminating diagonal grooves 3".

[0030] The inclined grooves 2, 3 each have a groove centerline m SR that follows the groove profile in plan view and are radially aligned to the respective intended profile depth T SR ( Fig. 4 : Diagonal groove 3, Fig. 5 The inclined grooves 2) are typically 6.5 mm to 10.0 mm wide and have a width b SR of 3.0 mm to 7.0 mm, measured in plan view perpendicular to the groove centerline m SR at the tread periphery, increasing continuously towards the tread edge. They run at an angle α of 50° to 70° to the circumferential direction, relative to a straight auxiliary line h 1 connecting the ends of the associated groove centerline m SR. The inclined grooves 2 and 3 running towards the same tread edge are parallel to each other relative to the groove centerlines m SR, with the angle α of the terminating inclined grooves 3 being, in particular, 3° to 10° greater than the angle α of the merging inclined grooves 2.

[0031] In the illustrated embodiment, the inclined grooves 2, 3 each consist of a groove section 4 on the inside of the tread which is slightly curved in plan view and a shoulder-side groove section 5 which is more inclined in the circumferential direction compared to the groove section 4 on the inside of the tread.

[0032] The groove sections 4 on the inside of the tread of the inclined grooves 2, 3 end on the outside of the tread - with reference to the respective groove centerline m SR - in front of the lateral edge of the ground contact surface (line L) at an axially determined distance a 1 ( Fig. 2 ) of 10% to 20% of the width B of the ground contact area. The groove sections 4 on the inside of the tread of the terminating oblique grooves 3 end on the inside of the tread – with respect to the groove centerlines m SR – at an axially determined distance a 2 ( Fig. 2 ) from 5.0 mm to 15.0 mm in front of the tire equatorial plane (line AA) and have at their inner tread end an end flank 4a extending towards the tread periphery, which, in the longitudinal section oriented along the groove centerline m SR, is viewed through the inner tread groove section 4 (cf. position of line IV-IV in Fig. 2 ), to the radial direction at an angle β ( Fig. 4 ) of up to 5°, in particular up to 2°.

[0033] Each intersecting inclined groove 2 further comprises a groove end section 2b, which opens into an inclined groove 2 running towards the opposite edge of the tread and therefore runs between the groove opening 2a of the associated inclined groove 2 and the groove opening 2a of the inclined groove 2 opening into this inclined groove 2, and in the exemplary embodiment is part of the groove section 4 on the inside of the tread. Fig. 2 The groove end section 2b runs, viewed from above and in relation to the groove center line m SR ( Fig. 1 ), at the groove opening 2a to the circumferential direction at an angle α' of 20° to 40°, in particular of 25° to 35°, preferably of at least 30°. The angle α' is determined with respect to a tangent (not shown) drawn at the groove opening 2a to the groove centerline mSR, in the case of a curved, inner groove section 4 or a curved oblique groove 2. In each groove end section 2b, a base raised section 6 is formed, which extends to the groove opening 2a of the associated oblique groove 2 or has a distance of up to 2.0 mm from it, determined along the groove centerline mSR at the level of the groove bottom. The base raised section 6 is radially covered by a surface 6a (cf. Fig. 3, Fig. 5 ), on the side facing the groove opening 2a by a side surface 6b and on the side facing away from the groove opening 2a by a side surface 6c (cf. Fig. 5 ) limited. The cover surface 6a extends at a constant depth t GA determined in the radial direction ( Fig. 3, Fig. 5 ) of 30% to 70%, in particular of 45% to 55%, of the profile depth T SR ( Fig. 5 ). The side surface 6b, viewed in the cross-section aligned along the groove centerline m SR, runs at an angle of 0° to 5° to the radial direction, and the side surface 6c, viewed in the aforementioned cross-section, runs at an angle γ to the radial direction ( Fig. 5 ) of 40° to 50°. The base elevation 6 has a length c GA of 8.0 mm to 20.0 mm, in particular 10.0 mm to 16.0 mm, as determined along the groove centerline m SR and at the level of the groove bottom of the inclined groove 2. A notch 6d extends from the top surface 6a and traverses the base elevation 6 centrally in its longitudinal direction ( Fig. 3 ) which has a constant depth of at least 1.5 mm relative to the level of the cover surface 6a in the radial direction and extends at most to the profile depth T SR and furthermore has a width of 0.4 mm to 0.8 mm.

[0034] According to Fig. 1 In each half of the tread, between circumferentially adjacent oblique grooves 2, 3, a groove 7a, further developed on the inside of the tread, and a groove 7b, further developed on the outside of the tread, run, wherein the grooves 7a, 7b merge into the respective groove sections 4 on the inside of the tread and each has a groove centerline m R ( Fig. 2 ) exhibit. According to Fig. 2 Viewed from above, the grooves 7a run straight and – with respect to their groove centerlines m R – at an angle δ of 30° to 40° to the circumferential direction. They are inclined in the opposite direction to the groove sections 4 on the inner side of the tread, with the grooves 7a that merge into the same groove section 4 on the inner side of the tread running in a straight line to each other and therefore being aligned. The groove 7a that is closer to the tire equatorial plane (line AA) has a distance a 3 of 180% to 220% of the previously mentioned distance a 2, relative to a point located centrally on its groove centerline m R.The grooves 7b, viewed from above, run straight and – with respect to their groove centerlines mR – at an angle ε of 3° to 20°, in particular 5° to 15°, to the circumferential direction, and are inclined in the opposite direction to the groove sections 4 on the inner side of the tread, with the grooves 7b following one another without offset in the circumferential direction with respect to the axial direction, so that they have the smallest possible corresponding distances to the tire equatorial plane (line AA) in the axial direction. The grooves 7a, 7b have a constant width bR of 2.0 mm to 4.0 mm at the tread periphery, determined in top view perpendicular to the groove centerline mR, and a constant depth tR in the radial direction. Fig. 6 : Groove 7a, Fig. 7 : Groove 7b) of 40% to 70% of the profile depth T SR, wherein the depth t R of groove 7b is preferably at least 1.0 mm less than the depth t R of groove 7a. From the base of grooves 7a, 7b, a centrally formed, radially extending incision 7c extends (cf. Fig. 6, Fig. 7 ) which has a constant depth of at least 1.5 mm and at most the profile depth T SR in the radial direction and furthermore a width of 0.4 mm to 0.8 mm and extends through the respective groove 7a, 7b at the aforementioned angle δ (groove 7a) or ε (groove 7b).

[0035] How Fig. 1 As shown, the tread pattern, due to the described profiling, has shoulder-side tread blocks 8 in each half of the tread, adjacent semi-central tread blocks 9, 10, with a semi-central tread block 9 alternating with a semi-central tread block 10 in the circumferential direction, and central tread blocks 11 intersected by the tire equatorial plane (line AA). The shoulder-side tread blocks 8 extend over the area of ​​the shoulder-side groove sections 5 and are bounded on the inside of the tread by the grooves 7b.The semi-central tread blocks 9, 10 are laterally bounded by the grooves 7a, 7b, have a parallelogram shape in plan view, and are separated from each other by the inner groove sections 4 of the inclined grooves 2, 3, with the semi-central tread block 9 entering the surface in front of the semi-central tread block 10, which is separated from the tread block 9 by the inner groove section 4 of an terminating inclined groove 3. The central tread blocks 11 are each bounded by two grooves 7a and the inner groove sections 4 of the adjacent, intersecting inclined grooves 2, with a groove end section 3a ( ) being embedded in each of the central tread blocks 11. Fig. 2 ) the corresponding terminating inclined groove 3, whereby the central profile block 11 has a U-shaped form with U-legs pointing towards the nearest tread edge. Furthermore, the central profile blocks 11 are connected by the aforementioned base elevations 6.

[0036] The further design of profile blocks 8, 9, 10, 11 will be explained below using individual profile blocks 8, 9, 10, 11 as examples.

[0037] According to Fig. 2 The shoulder-side profile block 8 has, at the adjacent oblique grooves 2, 3 on the tread periphery, an incoming block edge 8a and a trailing block edge 8b that first enter the surface when the tire rolls forward (arrow R), as well as a maximum block width b 8 (width at the widest point) determined perpendicular to and between the block edges 8a, 8b. For curved block edges 8a, 8b, the block width b 8 is determined perpendicularly between tangents drawn parallel to each other at the block edges 8a, 8b.The shoulder-side profile block 8 is provided with a notch 12 which, in plan view, runs parallel to the block edges 8a, 8b, crosses the shoulder-side profile block 8 within the ground contact area in longitudinal extension, has a constant width of 0.4 mm to 1.2 mm, in particular up to 0.8 mm, and in the radial direction a maximum depth (depth at the deepest point) of at least 3.0 mm and at most 100% of the profile depth T SR (. Fig. 4, Fig. 5 ), in particular, of a maximum profile depth T SR reduced by 0.5 mm, and to each block edge 8a, 8b, a distance a 12 determined perpendicular to its cut centerline m 12 following the cut course in plan view, of 45% to 55% of the maximum block width b 8. Furthermore, a microgroove 13 with a width and depth of 0.2 mm to 0.6 mm is formed in the shoulder-side profile block 8, running straight in the circumferential direction in plan view, crossing the cut 12, and traversing the profile block 8.

[0038] The shoulder-side profile blocks 8 have - depending on the pitch - one notch 12 or two notches 12 evenly distributed over the block width b 8.

[0039] The semi-central profile block 9 has - analogous to the shoulder-side profile block 8 - an incoming block edge 9a, a tapered block edge 9b and a maximum block width b 9. Furthermore, the semi-central profile block 9 has a block length c 9 measured along a block centerline (not shown) spaced at the periphery of the tread and is provided with a cut 14 which traverses the semi-central profile block 9 longitudinally, has a constant width of 0.4 mm to 1.2 mm, in particular up to 0.8 mm, a maximum depth (depth at the deepest point) of 70% to 100% of the profile depth T SR in the radial direction, in particular at most the profile depth T SR reduced by 0.5 mm, and has a distance a 14 of 45% to 55% of the maximum block width b 9 determined perpendicular to its cut centerline m 14 to each block edge 9a, 9b.Furthermore, a microgroove 15 is formed in each semi-central profile block 9, which, viewed from above, runs straight and at an angle η of 20° to 30° to the circumferential direction, is inclined opposite to the groove sections 4 on the inside of the tread, crosses the cut 14, passes through the profile block 9 in the middle with respect to its block length c 9 and has a width and a depth of 0.2 mm to 0.6 mm each.

[0040] Depending on the pitch, the semi-central profile blocks 9 have one notch 14 or two notches 14 evenly distributed over the block width b 9.

[0041] The semi-central profile block 10 has - analogous to the semi-central profile block 9 - an incoming block edge 10a, a trailing block edge 10b, a maximum block width b 10 and a block length c 10. The block length c 10 is 135% to 155%, in particular 140% to 150%, of the block length c 9 of the semi-central profile block 9. A cut 16 is formed in the semi-central profile block 10, which, viewed in plan view, runs straight and at an angle θ of 20° to 30° to the circumferential direction, traverses the semi-central profile block 10 centrally with respect to its block length c 10, is inclined in the circumferential direction opposite to the groove sections 4 on the inside of the tread, has a width of 0.6 mm to 1.0 mm and a radial depth of 70% to 100%, in particular up to 75%, of the profile depth T SR and divides the semi-central profile block 10 into two block segments 10'.Each block segment 10' is provided with a notch 17 which traverses the block segment 10' in the longitudinal extension of the profile block 10, has a constant width of 0.4 mm to 1.2 mm, in particular up to 0.8 mm, in the radial direction a maximum depth (depth at the deepest point) of 70% to 100% of the profile depth T SR, in particular at most of the profile depth T SR reduced by 0.5 mm, and has a distance a 17 determined perpendicular to its notch center line m 17 of 45% to 55% of the maximum block width b 10 to each block edge 10a, 10b.

[0042] Depending on the pitch, the block segments 10' each have one incision 17 or two incisions 17 evenly distributed over the block width b 10.

[0043] According to Fig. 8 The central profile block 11 is provided with a short cut 18, which, in plan view, is straight or curved, inclined in the circumferential direction opposite to the inner groove sections 4 of the tread, runs at an angle κ of 30° to 50°, in particular 35° to 45°, and furthermore between the free end of the inner groove section 4 of the terminating inclined groove 3 and the end section 2b of the corresponding intersecting inclined grooves 3 which is an extension of this groove section 4, opens into the groove section 4 via the end flank 3a, has a width of 0.4 mm to 1.6 mm, in particular 0.6 mm to 1.2 mm, and has a maximum depth (depth at the deepest point) of 70% to 100% of the profile depth T SR, in particular at most the maximum reduced by 0.5 mm, over at least the majority of its extension in the radial direction. Tread depth T SR ,exhibits and divides the central profile block 11 into two block segments 11'. Preferably, the angle κ is chosen such that the short cut 18 – with respect to its cut centerline m 18 – runs in tangential extension of the groove centerline m SR. "In tangential extension" means that the cut centerline m 18 connects tangentially (without a kink) to the end of the groove centerline m SR in plan view. In the case of curved short cuts 18, the angle κ refers to a straight line connecting the ends of the centerline m 18.

[0044] Each block segment 11' has – analogous to the semi-central profile blocks 9, 10 – an incoming block edge 11a, a trailing block edge 11b, and a maximum block width b 11. Each block segment 11' is provided with a notch 19, which extends longitudinally along the block segments 11', has a constant width of 0.4 mm to 1.2 mm, in particular up to 0.8 mm, a maximum depth (depth at the deepest point) of at least 3.0 mm and at most 100% of the profile depth T SR, in particular at most the profile depth T SR reduced by 0.5 mm, and a distance a 19, determined perpendicular to its notch centerline m 19, of 40% to 60%, in particular 45% to 55%, of the maximum block width b 11, to each block edge 11a, 11b.The cut 19 opens into the respective groove 7a towards the outer side of the tread and ends in the direction of the tire equatorial plane (line AA) within the associated block segment 11' at a distance a 19 ' of 3.0 mm to 10.0 mm, in particular 4.0 mm to 8.0 mm, determined in tangential extension of the cut centerline m 19, before the groove end section 2b. Between the ends of the cuts 19 on the inner side of the tread, which lie within the block segments 11', runs a connecting cut 20 that crosses the short cut 18, is inclined opposite to the short cut 18 and the cuts 19 with respect to the circumferential direction, and which, in plan view, runs straight or curved, with a depth t 20 in the radial direction (. Fig. 9 ) of 1.2 mm to 2.5 mm, in particular of 1.4 mm to 2.0 mm, particularly preferably of up to 1.8 mm, and a width b 20 ( Fig 9) from 0.4 mm to 1.6 mm, in particular from 0.6 mm to 1.2 mm. The incisions 19 together with the connecting incision 20 form a U-shaped incision combination.

[0045] The invention is not limited to the described embodiment. In particular, the inclined grooves 2, 3 can be curved throughout, straight throughout, or straight in sections when viewed from above. The shoulder-side profile blocks 8 and the semi-central profile blocks 9, 10 can be structured with incisions and / or microgrooves, deviating from the described embodiment. The intersecting incisions 19 can extend into the corresponding groove end section 2b. All incisions 12, 14, 17, 19 can be straight or wavy in sections when viewed from above, as well as wavy and curved simultaneously. The incision centerline in each case follows the direction of extension of the incision and therefore runs straight or curved throughout (arc-shaped). The distance a 19 ' is determined by extending the incision centerline for incisions 19 with straight incision centerlines.The base elevations in the intersecting groove sections are optional. Reference symbol list

[0046] 1. Running strip 2. Slanted groove 2a. Groove mouth 2b. Groove end section 3. Slanted groove 3a. Groove end section 4. Running strip inner groove section 4a. End flank 5. Shoulder groove section 6. Base elevation 6a. Top surface 6b, 6c. Side surface 6d. Cut 7a, 7b. Groove 7c. Cut 8. Shoulder profile block 8a. Leading block edge 8. Ending block edge 9. Semi-central profile block 9a. Leading block edge 9. Ending block edge 10. Semi-central profile block 10a. Leading block edge 10. Ending block edge 10'. Block segment 11. Central profile block 11'. Block segment 11a. Leading block edge 11. Ending block edge 12. Cut 13. Microgroove 14. Cut 15. Microgroove 16. Cut 17. Cut 18 Short cut 19 Cut 20 Connecting cut A-A line (tire equatorial plane) a 1 , a 2 , a 3 , a 12 , a 14 , a 17 , a 19 , a 19 'Distance L line (lateral edge of the ground contact area) B, b R , b SR , b 19 , b 20 Width b 8 , b 9 , b 10 , b 11 Maximum block width c GA Length c 9 ,c 10 Block length h 1 Auxiliary line m R , m SR Groove centerline m 12 , m 14 , m 17 , m 18 , m 19 Cut centerline RP arrow (rolling direction) S 12 Arrow (viewing direction) T SR Profile depth t R , t GA , t 20 Depth Z 2 , Z 8 Detail α, α', β, γ, δ, ε, η, θ, κ, λ Angle,

Claims

1. Pneumatic vehicle tyre with a directional tread (1) having oblique grooves (2, 3) running in a V-shaped manner relative to one another and having in each case at least two further grooves (7a, 7b) which run between oblique grooves (2, 3) that are adjacent in the circumferential direction, preferably so as to be inclined in the opposite direction of the oblique grooves (2, 3) in terms of the circumferential direction, wherein the oblique grooves (2, 3) and the further grooves (7a, 7b) divide the tread into shoulder-side profile blocks (8), semi-central profile blocks (9, 10), central profile blocks (11) adjacent to the semi-central profile blocks (9, 10) lying in the one half of the tread and central profile blocks (11) adjacent to the semi-central profile blocks (9, 10) lying in the other half of the tread, wherein the oblique grooves (2, 3) are first oblique grooves (3) which terminate alternately in front of the tyre equatorial plane (line A-A) and have a groove end portion (3a) running into a central profile block (11) and second oblique grooves (2) which conjointly delimit the central profile blocks (11), wherein the first oblique grooves (3) running to the one tread periphery are offset from the first oblique grooves (3) running to the other tread periphery and the second oblique grooves (2) running to the one tread periphery are offset from the second oblique grooves (2) running to the other tread periphery in the circumferential direction, wherein the second oblique grooves (2) have in each case one groove end portion (2b) which runs beyond the tyre equatorial plane (line A-A), is formed between two central profile blocks (11) and opens into a second oblique groove (2) running towards the respective other tread periphery, characterized in that in each central profile block (11), on each side of the groove end portion (3a) of the respective first oblique groove (3) running into the latter, at least one incision (19), which in top view is inclined relative to the incoming groove end portion (3a) in the same direction with respect to the circumferential direction and opens into the respectively adjacent further groove (7a, 7b), runs at a width of 0.4 mm to 1.2 mm and at a maximum depth of at least 3.0 mm and at most 100% of the profile depth (TSR), and at least one connecting incision (20), which runs between the incoming incisions (19) and is inclined relative to the latter in the opposite direction with respect to the circumferential direction, runs at a depth (t20) of 1.2 mm to 2.5 mm and at a width (b20) of 0.4 mm to 1.6 mm.

2. Pneumatic vehicle tyre according to Claim 1, characterized in that each incoming incision (19) within the central profile block (11) terminates at the connecting incision (20) in such a way that the incoming incisions (19) conjointly with the connecting incision (20) form a U-shaped incision combination.

3. Pneumatic vehicle tyre according to Claim 1 or 2, characterized in that each incoming incision (19) terminates at a spacing (a19'), determined in the extension of the latter's incision centreline (m19), of 3.0 mm to 10.0 mm, in particular of 4.0 mm to 8.0 mm, in front of an incoming groove end portion (2b) of the corresponding second oblique groove (2) that conjointly delimits the central profile block (11).

4. Pneumatic vehicle tyre according to one of Claims 1 to 3, characterized in that each incoming incision (19) has in each case a spacing (a19), determined perpendicularly to the latter's incision centreline (m19), from the block edges (11a, 11b) of the central profile block (11) that are formed on the oblique grooves (2, 3) of 40% to 60%, in particular of 45% to 55%, of the maximum block width (b11), determined perpendicularly to and between the block edges (11a, 11b), of the central profile block (11).

5. Pneumatic vehicle tyre according to one of Claims 1 to 4, characterized in that in each central profile block (11) between the incoming incisions (19) is formed a short incision (18) which divides the central profile block (11) into two block segments (11'), intersects the connecting incision (20) and has a width of 0.4 mm to 1.6 mm, in particular of 0.6 mm to 1.2 mm, and a maximum depth of 70% to 100% of the profile depth (TSR), wherein the short incision (18) opens into the groove end portion (3a) of the respective first oblique groove (3) running into the central profile block (11) and opens into the incoming groove end portion (2b) of the respective second oblique groove (2) that is adjacent to the central profile block (11).

6. Pneumatic vehicle tyre according to Claim 5, characterized in that the short incision (18), when seen in top view, runs so as to be straight or curved, and relative to the circumferential direction runs in each case at an angle (κ) of 30° to 50°, in particular of 35° to 45°.

7. Pneumatic vehicle tyre according to claim 5 or 6, characterized in that the short incision (18) - when seen in top view and with respect to its incision centreline (m18) - runs in the tangential extension of the groove centreline (mSR) of the first oblique groove (3) which has the groove end portion (3a) running into the associated central profile block (11).

8. Pneumatic vehicle tyre according to one of Claims 1 to 7, characterized in that the incoming groove end portion (2b) of the second oblique grooves (2), when seen in top view, at its mouth runs at an angle (α') of 20° to 40°, in particular of 25° to 35°, and preferably of at least 30°, relative to the circumferential direction.

9. Pneumatic vehicle tyre according to one of Claims 1 to 8, characterized in that the further grooves (7a, 7b) are designed in such a manner that the semi-central profile blocks (9, 10) are alternately first semi-central profile blocks (9) having a first block length (c9), measured on the tread periphery along a block centreline spaced identically from the block edges (9a, 9b), and second semi-central profile blocks (10) having a second block length (c10), larger than the first block length (c9) and measured on the tread periphery along a block centreline spaced identically from the block edges (10a, 10b), wherein while the tyre rolls during forward travel the first semi-central profile block (9) enters in each case the ground before the second semi-central profile block (10) which is separated from the latter by a first oblique groove (3).

10. Pneumatic vehicle tyre according to Claim 9, characterized in that in each second semi-central profile block (10) is formed in each case an incision (16) with a width of 0.6 mm to 1.0 mm and a depth of 70% to 100%, in particular of up to 75%, of the profile depth (TSR), which, when seen in top view, runs straight, is inclined relative to the circumferential direction in the opposite direction of the oblique grooves (2, 3) and runs at an angle (θ) of 20° to 30° relative to the circumferential direction and divides the second semi-central profile block (10) in terms of its block length (c10) preferably centrically into two block segments (10').

11. Pneumatic vehicle tyre according to one of Claims 1 to 10, characterized in that the further grooves (7a), which are located further towards the inside of the tread and open into the same terminating first oblique groove (3), when seen in top view, run so as to be straight and mutually co-aligned, and / or in that the further grooves (7b), which are located further towards the outside of the tread, when seen in top view, run so as to be straight and are successive in the circumferential direction without an offset in the axial direction.

12. Pneumatic vehicle tyre according to one of Claims 1 to 11, characterized in that formed in each case in the incoming groove end portion (2b) of each second oblique groove (2) is at least one, in particular exactly one, raised base (6) which interlinks two central profile blocks (11) and locally reduces the depth of the second oblique groove (2).

13. Pneumatic vehicle tyre according to Claim 12, characterized in that the raised base (6) has at least one, in particular all, of the following features: a) the raised base (6) extends up to the groove mouth (2a) lying at the incoming groove end portion (2b) of the second oblique groove (2), or has therefrom a spacing of up to 2.0 mm, determined along the groove centreline (mSR) at the level of the groove base, b) the raised base (6) is delimited in the radial direction by a cover surface (6a) which runs at a constant depth (tGA), determined in the radial direction, of 30% to 70%, in particular of 45% to 55%, of the profile depth (TSR), c) the raised base (6) has a length (cGA) - determined along the groove centreline (mSR) of the second oblique groove (2) and at the level of the groove base of the second oblique groove (2) - of 8.0 mm to 20.0 mm, in particular of 10.0 mm to 16.0 mm, d) the raised base (6) is provided with an incision (6d) which traverses the raised base (6) in the direction of extent of the second oblique groove (2), in particular traversing the latter centrically, and which has a width of 0.4 mm to 0.8 mm and preferably has a depth of at least 1.5 mm relative to the level of the cover surface (6a).

14. Pneumatic vehicle tyre according to one of Claims 1 to 13, characterized in that the oblique grooves (2, 3), when seen in top view, run so as to be straight or continuously curved, or in that the oblique grooves (2, 3), when seen in top view, are each composed of a straight or continuously curved groove portion (4) which is on the inside of the tread and conjointly delimits central profile blocks (11) and semi-central profile blocks (10), and of a straight or continuously curved groove portion (5) which is on the outside of the tread and conjointly delimits shoulder-side profile blocks (8).

15. Pneumatic vehicle tyre according to one of Claims 1 to 14, characterized in that the first oblique grooves (3) on the inside of the tread - with respect to the groove centrelines (mSR) - terminate in front of the tyre equatorial plane (line A-A) at a spacing (a2), determined in the axial direction, of 5.0 mm to 15.0 mm.