COMMERCIAL VEHICLE TIRES

Description

[0001] The invention relates to a commercial vehicle tire with a directional tread having a central tread area and shoulder-side profile ribs separated from it by shoulder-side circumferential grooves, wherein the central tread area has block-like profile structures adjacent to the shoulder-side circumferential grooves, which are also limited by parting cuts and which are each provided with further cuts, wherein the parting cuts and the further cuts each have a width of 0.4 mm to 1.6 mm and a maximum depth of 60% to 100% of the tread depth.

[0002] Such a commercial vehicle tire is known, for example, from WO 2017 / 040007 A1. This commercial vehicle tire has a directional tread with a central tread area bounded by two circumferential grooves. This central tread area is provided with two circumferential cuts, each opening into a channel, thus giving the central tread area three circumferential ribs. The circumferential ribs adjacent to the circumferential grooves are traversed by dividing cuts inclined to the axial direction, so that the circumferential ribs have block-like profile structures. Each block-like profile structure is provided with short cuts that open into the adjacent circumferential groove. The commercial vehicle tire is intended to exhibit good abrasion resistance.

[0003] Vehicle pneumatic tires with a directional tread pattern are also disclosed in US 2019 / 366779 A1 and EP 2 159 080 A1.

[0004] It is common practice to design treads with circumferential ribs for commercial vehicle tires. These ribs differ from those with block treads in that they have few or no tread blocks separated by transverse grooves. The circumferential ribs are usually equipped with numerous slits, particularly those traversed by them, which improves traction. There is ongoing effort to further enhance the traction performance of commercial vehicle tires, both in winter driving conditions and on wet roads.

[0005] The invention is based on the objective of further improving the traction behavior of a commercial vehicle tire of the type mentioned above under winter driving conditions, i.e. in particular on ice and / or snow, as well as the traction behavior on wet roads.

[0006] The problem stated in the invention is solved by providing the central tread area with oblique grooves extending towards each other in a V-shape across its maximum width and terminating within the central tread area. These grooves, due to their V-shape, are oblique grooves opening into one shoulder-side circumferential groove and into the other shoulder-side circumferential groove. The oblique grooves opening into one shoulder-side circumferential groove are offset circumferentially from the oblique grooves opening into the other shoulder-side circumferential groove. The dividing cuts run between the V-shaped oblique grooves, and a dividing cut extends from the end of each oblique groove. Together with the oblique grooves, the dividing cuts divide the central tread area into block-like profile structures.wherein the further cuts traverse the respective block-like profile structure, are inclined with respect to the circumferential direction opposite to the oblique grooves adjacent to the block-like profile structure and each run within the same block-like profile structure at angles to the axial direction which, starting from that further cut which follows the corresponding dividing cut against the rolling direction, increase stepwise from cut to cut.

[0007] The diagonal grooves improve drainage of the central tread area when driving on wet roads, while this area retains a stiff profile structure that is advantageous for traction. The additional grooves near the tire's equatorial plane are less inclined axially than those further out on the tread. These additional grooves near the equatorial plane ensure good traction, especially when subjected to forces acting in or primarily in the circumferential direction, particularly on snow- and / or ice-covered roads. The additional grooves further out on the tread, which are increasingly inclined axially, ensure good traction, especially on snow- and / or ice-covered roads and under the forces exerted when cornering.

[0008] According to a preferred embodiment, the dividing cuts, viewed from above, run in the axial direction. This is further advantageous for the traction properties when forces acting in or essentially in the circumferential direction occur.

[0009] Another preferred embodiment is characterized in that the angles at which the further cuts extend to the axial direction are 2° to 70°, in particular up to 60°, preferably up to 50°, wherein within the same block-like profile structure the angle from cut to cut increases stepwise, in particular by 2° to 10°, more preferably by 3° to 7°, and most preferably by 4° to 6°. Such an angular arrangement is particularly advantageous with regard to the forces to be transmitted to the tire when driving around curves.

[0010] According to a preferred embodiment, the inclined grooves have a maximum depth of 60% to 100%, particularly 75% to 95%, of the tread depth, a width of 5.0 mm to 35.0 mm, particularly 10.0 mm to 25.0 mm, and a length projected axially of 40% to 60%, particularly 45% to 55%, of the width of the central tread area. Such inclined grooves are advantageous for the drainage of the central tread area and therefore for the traction characteristics on wet roads.

[0011] Another preferred embodiment is characterized in that each block-like tread structure is provided with a transverse, edge-side micro-cut with a width of 0.4 mm to 1.6 mm, in particular 0.6 mm to 1.2 mm, and a depth of 1.0 mm to 3.0 mm, in particular up to 2.0 mm, wherein all further cuts within each block-like tread structure are located between the edge-side micro-cut and the dividing cut. In new or minimally worn tires, the micro-cuts contribute to a further improvement in traction properties and advantageously hardly or not at all reduce the stiffness of the block-like tread structure in the critical corner or edge area.

[0012] According to a further preferred embodiment, four to ten, in particular eight or nine, further incisions are provided in each block-like profile structure. This contributes to good adaptability of the block-like profile structure as it traverses the ground contact area, which is also advantageous for the traction properties.

[0013] Furthermore, it is preferred if the inclined grooves, viewed from above, run at an angle of 30° to 70° to the circumferential direction, in particular 35° to 60°, preferably 40° to 50°.

[0014] Another preferred embodiment provides that the inclined grooves, viewed from above, have an arc shape such that an acute angle, measured relative to the circumferential direction and referenced to the groove centerline, increases continuously from the inner end of the inclined groove on the tread to the outer end of the inclined groove on the tread. The arc shape of the inclined groove ensures that the groove edges are inclined less steeply towards the outer edge of the tread relative to the axial direction. In this respect, the angle of the groove edges is therefore opposite to the specific angle of the cuts, which is particularly advantageous with regard to traction characteristics due to the forces occurring when driving in different directions.

[0015] Preferably, the dividing cuts have the maximum depth over their entire length. This clearly "decouples" the block-like profile structures from each other, allowing them to conform to the road surface in a way that is advantageous for traction properties as the tread flattens.

[0016] Another preferred embodiment is characterized by the provision of further incisions and / or dividing incisions which, viewed in cross-section, have a channel-shaped, rounded incision base. Such channels improve the water absorption properties of the incisions and contribute to drainage.

[0017] Preferably, further incisions and / or dividing incisions are provided, which have a radially extending wave shape over at least a large part of their radial extent. This primarily prevents the penetration of stones.

[0018] Furthermore, it is advantageous if additional cuts and / or dividing cuts are provided which, viewed from above, run in a wave-like shape, particularly in the form of a zigzag wave, over at least a large part of their extent. Under lateral forces, the profile segments formed by such cuts and partial cuts support each other, thereby stiffening the block-like profile structures, which is also beneficial for the traction characteristics.

[0019] Another preferred embodiment provides that each subsequent cut has a first edge section with a radial depth of 65% to 95% of the maximum depth of the cut and a second edge section with a radial depth of 1.0 mm to 3.0 mm. This ensures a good balance between high stiffness and good drainage properties. Consequently, the traction properties are also improved.

[0020] In the latter preferred embodiment, an advantageous further development consists in the fact that within each block-like profile structure, successive further cuts are designed such that a cut with a first edge section extending towards the outer end of the tread alternates with a cut with a second edge section extending towards the outer end of the tread. This also ensures a good balance between high stiffness and good drainage properties.

[0021] According to a further preferred embodiment, the cuts and / or the dividing cuts – viewed from above and each with respect to a cut centerline following the cut path – merge into the inclined groove at supplement angles determined relative to the respective edge of the inclined groove present at the periphery of the tread, wherein the supplement angles deviate from 90° by up to 30°, in particular by up to 25°. This embodiment results in the block segment corner areas present at the junctions of the dividing cuts or the junctions of the cuts being essentially right-angled. Clearly acute-angled, abrasion-prone corner areas are avoided, so that the central tread area wears uniformly.

[0022] Further features, advantages, and details of the invention will now be described in more detail with reference to the drawing, which schematically depicts an embodiment of the invention. The drawing shows Fig. 1 a top view of a circumferential section of a tread of a commercial vehicle tire with an embodiment of the invention, Fig. 2 a visualization of an incision (deduction body of the incision) and Fig. 3 An enlarged top view of a section of the running track.

[0023] Commercial vehicle tires designed according to the invention are tires for multi-track motor vehicles, in particular for buses or trucks, and preferably radial tires for rims with a rim diameter of 17.5, 19.5 or 22.5 inches.

[0024] Fig. 1 Figure 1 shows a top view of a circumferential section of a tread 1 of a commercial vehicle tire. The tire equatorial plane is marked by a line AA. The tread 1 has a directional profile, and the commercial vehicle tire must be mounted on a vehicle such that it has the rolling direction indicated by the arrow R when driving forward.

[0025] The tread 1 is bounded on its outer side by circumferential edge edges 1a located at the tread periphery and has a width B 1 determined in the axial direction and related to the edge edges 1a. The tread 1 also has two shoulder-side profile ribs 2 and a central tread area 3 bisected by the tire equatorial plane (line AA), which is separated from the shoulder-side profile ribs 2 by a circumferential groove 4.

[0026] Viewed from above, the circumferential grooves 4 run in a regular zigzag shape, each having a groove centerline m UR following the groove course, as well as a groove edge 4a on the outside of the tread formed on the adjacent, shoulder-side profile rib 2 and a groove edge 4b ​​on the inside of the tread formed on the central tread area 3.Each circumferential groove 4 is radially designed to the respective intended tread depth of 10.0 mm to 26.0 mm, has a width B UR of 10.0 mm to 30.0 mm, measured in plan view perpendicular to the groove centerline m UR and between the groove edges 4a, 4b, and, viewed in plan view, consists of short groove sections 4c and longer groove sections 4d, with each groove section 4c alternating with each groove section 4d, and the groove sections 4c are inclined in the opposite direction to the groove sections 4d with respect to the circumferential direction. One circumferential groove 4 is mirror-symmetrical to the other circumferential groove 4 with respect to the tire equatorial plane (line AA).

[0027] The shoulder-side profile ribs 2 are shown only schematically and consist of circumferentially successive shoulder-side profile blocks 5, which are separated from one another by shoulder-side transverse grooves 6 that open into groove sections 4c of the respective circumferential groove 4 and run parallel to each other at an angle of up to 25° to the axial direction. The number of shoulder-side transverse grooves 6 within each shoulder-side profile rib 2 is such that a shoulder-side transverse groove 6 opens into every second short groove section 4c, with the shoulder-side transverse grooves 6 in one shoulder-side profile rib 2 being circumferentially offset from the shoulder-side transverse grooves 6 in the other shoulder-side profile rib 2.

[0028] The central tread area 3 has a maximum width bb of 45% to 80%, in particular 50% to 70%, preferably 55% to 65%, of the width B 1 of the tread 1, measured in the axial direction and based on the inner groove edges 4b. The maximum width bb refers to two circumferentially oriented lines that pass through the outermost points of the inner groove edges 4b.

[0029] The central tread area 3 is provided with inclined grooves 7 extending in a V-shape across its maximum width bb in plan view. These grooves terminate in a sac-like groove within the central tread area 3 and each leads into one of the circumferential grooves 4. The rolling direction of the tire when traveling forward (arrow R) is such that the inclined grooves 7 first enter the contact patch with the ground at their inner tread end points. The inclined grooves 7 form a sequence of inclined grooves 7 leading into one circumferential groove 4 and a sequence of inclined grooves 7 leading into the other circumferential groove 4, with the inclined grooves 7 of one sequence being offset circumferentially from the inclined grooves 7 of the other sequence.The number of oblique grooves 7 is such that each short groove section 4c, into which a shoulder-side transverse groove 6 also opens, contains one oblique groove 7, so that the number of oblique grooves 7 corresponds to the number of transverse grooves 6. The oblique grooves 7 each have a groove centerline m SR that follows the groove profile when viewed from above and, when viewed from above, each run in an arc (continuously curved), wherein the oblique grooves 7 of each sequence are parallel to each other with respect to their groove centerlines m SR and run at an angle α of 30° to 70°, in particular 35° to 60°, preferably 40° to 50°, to the circumferential direction with respect to a straight auxiliary line h 1 connecting the ends of the respective groove centerline m SR.The arc shape of the inclined grooves 7 is such that an acute angle α', determined on the outer side of the arc relative to the circumferential direction and referenced to the groove centerline mSR, increases continuously from the end of the inclined groove 7 on the inside of the tread to the end of the inclined groove 7 on the outside of the tread. The inclined grooves 7 end on the inside of the tread at a distance a 1 of 10.0 mm to 25.0 mm before the respective inclined groove 7 of the other sequence, determined at the tread periphery in a tangential extension of their groove centerline mSR. "In a tangential extension" means that the distance a 1 is measured along a tangent to the groove centerline mSR, passing through the end of the groove centerline mSR on the inside of the tread.

[0030] The inclined grooves 7 each have, at the periphery of the tread, an outer groove edge 7a, an inner groove edge 7b, and an arc-shaped end edge 7g on the inner side of the tread, formed between these. The inner groove edge 7b is the one where, viewed from above, a straight auxiliary line h2 connecting the ends of the groove edge 7b lies completely outside the inclined groove 7. Each inclined groove 7 is bounded by a groove base 7c, a groove flank 7d extending from the outer groove edge 7a, a groove flank 7e extending from the inner groove edge 7b, and an end flank 7f extending from the end edge 7g, between the two groove flanks 7d and 7e, and to the groove base 7c, and which, viewed from above, is particularly arc-shaped.

[0031] The diagonal grooves 7 each have a maximum radial depth (depth at the deepest point) of 60% to 100%, in particular 75% to 95%, of the profile depth; a width b SR measured in plan view perpendicular to the groove centerline m SR and between the groove edges 7a, 7b of 5.0 mm to 35.0 mm, in particular 10.0 mm to 25.0 mm; and a length c SR projected axially from the groove centerline m SR of 40% to 60%, in particular 45% to 55%, of the width bb of the central tread area 3. "Perpendicular to the groove centerline m SR" means that the width b SR is measured perpendicular to a tangent applied to the groove centerline m SR.

[0032] The central tread area 3 is provided with dividing cuts 8, wherein for each inclined groove 7 a dividing cut 8 is provided opening via the end flank 7f of this inclined groove 7, which opens into the inclined groove 7 of the respective other sequence lying in extension of this inclined groove 7, the dividing cut 8 opening into the latter inclined groove 7 via the groove flank 7d extending from the outer edge 7a of the curve. The dividing cuts 8 therefore originate from the end flank 7f, i.e. the end of the respective inclined groove 7. The dividing notches 8 have a constant width of 0.4 mm to 1.6 mm, in particular of 0.6 mm to 1.2 mm, and in the radial direction a maximum depth of 60% to 100%, in particular of 85% to 95%, of the profile depth, preferably over their entire extent.Viewed from above, the division cuts 8 run over most of their extent in the form of a harmonic zigzag wave and - with respect to their cut baselines b 8 aligned in the direction of extension - at an angle β of 0° to the axial direction (cf. . Fig. 3 ) and consist of straight incision sections 8a, each enclosing an angle of 120° to 150°, in particular 130° to 140°. How Fig. 3 As shown, each division cut 8 – viewed in plan view and with respect to a cut centerline ms following the cut path – opens into the inclined grooves 7 at two supplementary angles θ determined relative to the outer edge of the groove 7a on the arc or to the end edge 7g, respectively. These supplementary angles θ deviate from 90° by up to 30°, and in particular by up to 25°. The two supplementary angles θ are known to add up to 180° and are each determined relative to a tangent t that passes through the corresponding end of the cut centerline ms and is applied to the groove edge 7a or the end edge 7g. With respect to the tangents t, the outer edge of the groove 7a on the arc or the end edge 7g is considered to be continued beyond the respective opening of the division cut 8.

[0033] How Fig. 1 Furthermore, the dividing cuts 8 and the inclined grooves 7 give the central tread area 3 block-like profile structures 3a, which, in plan view, are elongated parallelogram-shaped along two successive inclined grooves 7 belonging to the same sequence in the circumferential direction. Each block-like profile structure 3a therefore has an obtuse-angled corner region 3a' and an acute-angled corner region 3a" at the respective circumferential groove 4.

[0034] Each block-like profile structure 3a is provided at its acute-angled corner region 3a" with a micro-cut 9 on the edge and in the area between the micro-cut 9 on the edge and the dividing cut 8, which limits the respective block-like profile structure 3a at the edge region which first enters the ground when the tire rolls during forward travel (arrow R), with a group of seven circumferentially successive cuts 10.

[0035] Viewed from above, the incisions 10 are inclined in the opposite direction to the two oblique grooves 7 belonging to the same sequence, which border the respective block-like profile structure 3a and are therefore adjacent to it circumferentially. The incisions 10 traverse the block-like profile structure 3a and each has two incision walls, a constant width of 0.4 mm to 1.6 mm (in particular 0.6 mm to 1.2 mm) between the incision walls, and a maximum radial depth of 60% to 100% (in particular 85% to 95%) of the profile depth. The maximum depth of the incisions 10 is preferably at most the maximum depth of the dividing incisions 8 and is particularly preferably less than the maximum depth of the dividing incisions 8. Furthermore, it is preferred that the maximum depth of all incisions 10 is the same.Viewed from above, the incisions 10 each run in the form of a harmonious zigzag wave, are composed of straight incision sections 10a, with adjoining incision sections 10a enclosing an angle of 120° to 150°, in particular 130° to 140°, and, viewed from above, have incision baselines b 10 aligned in the direction of extension. Viewed from above, the incisions 10 extend at an angle ε of 2° to 70°, particularly up to 60°, and more preferably up to 50°, with respect to the incision baselines b 10 to the axial direction, wherein the angle ε within each profile structure 3a increases stepwise from incision 10 to incision 10 by 2° to 10°, particularly by 3° to 7°, and more preferably by 4° to 6°, starting from the edge-side incision 10 which follows the corresponding partial incision 8 against the rolling direction. Fig. 3 As shown, each cut 10 – viewed from above and with respect to a cut centerline m 10 following the cut path – opens into the inclined grooves 7 at two supplement angles η determined relative to the respective groove edge 7a, 7b, whereby the supplement angles η deviate from 90° by up to 30°, in particular by up to 25°. The supplement angles η are each determined relative to a tangent t, which runs through the corresponding end of the cut centerline m 10 and is applied to the respective groove edge 7a, 7b. With regard to the tangents t, the groove edge 7a, 7b is considered to be continued beyond the respective opening of the dividing cut 8.

[0036] Fig. 2 shows an exemplary execution of a cut 10. According to Fig. 2 Each incision 10, viewed in cross-section, has a channel-shaped, rounded base 10b. Furthermore, the incision 10 exhibits a radially extending wave pattern, which is superimposed on the wave pattern seen in plan view, at least over a large portion of its radial extent. The incision 10 also has a first edge section 10c with a radial depth of 65% to 95% of the maximum depth of the incision 10, and a second edge section 10d at its other end, which is shallower than the first edge section 10c and has a radial depth of 1.0 mm to 3.0 mm.Within a profile structure 3a, successive cuts 10 are preferably designed such that each cut 10 with a first edge section 10c extending towards the outer end of the cut is alternately followed by a cut 10 with a second edge section 10d extending towards the outer end of the cut (see . Fig. 1 ).

[0037] The dividing cuts 8 are preferably designed analogously to the preferred embodiment of the cuts 10, wherein no edge sections are present.

[0038] According to Fig. 1The micro-cut 9, viewed from above, is inclined in the same direction as the cuts 10 located in the same block-like profile structure 3a with respect to the direction of travel, traverses the block-like profile structure 3a, has a width of 0.4 mm to 1.6 mm, in particular 0.6 mm to 1.2 mm, a depth of 1.0 mm to 3.0 mm, in particular up to 2.0 mm, in the radial direction over its entire extent, and has a cut baseline b 9 aligned in the direction of extension and, viewed from above, runs in an elongated Z-shape and, with respect to the cut baseline b 9, at an angle δ to the axial direction which is larger than the angle ε of the respective adjacent cut 10.

[0039] Particularly preferably, the angle δ of the micro-cut 9 and the angles ε of the cuts 10, which differ as described, are coordinated such that the micro-cut 9 is oriented with respect to the inclined groove 7 into which it opens, relative to the cut baseline b 9 and the groove centerline m SR, at two supplementary angles γ that deviate from 90° by up to 15°, in particular by up to 10°, preferably by up to 5°. The two supplementary angles γ add up to 180° as is known. Since the groove centerline m SR is arc-shaped, the supplementary angles γ are determined relative to a tangent (not shown) drawn to the groove centerline m SR and passing through the mutual intersection of the cut baseline b 9 with the groove centerline m SR.

[0040] The invention is not limited to the described embodiment. In particular, the incisions 10 can have a cross-section that differs from the described cross-section. Viewed from above, the incisions 10 can be straight or at least partially wavy. The micro-incisions 9 are optional. Incisions 10 can be provided instead of the micro-incisions 9. Viewed from above, the circumferential grooves 4 can, for example, be straight or wavy. Viewed from above, the oblique grooves 7 can be straight, such that their angle α is related to the groove centerline mSR. Reference symbol list

[0041] 1 Tread 1a Edge 2 Shoulder-side profile rib 3 Central tread area 3a Block-like profile structure 3a' Obtuse-angled corner area 3a" Acute-angled corner area 4 Circumferential groove 4a Tread outer groove edge 4b ​​Tread inner groove edge 4c, 4d Groove section 5 Shoulder-side profile block 6 Shoulder-side transverse groove 7 Slanted groove 7abo outer groove edge 7b inner groove edge 7c Groove base 7d, 7e Groove flank 7f End flank 7g End edge 8 Split cut 8a Cut section 9 Micro cut 10 Cut 10a Cut section 10b Cut base 10c Edge section 10d Edge section A-A line (tire equatorial plane) a 1 Spacing B 1 , B UR , U SR Width bb Maximum width b 8 , b 9 , b 10 Cut baseline c SR Length h 1 , h 2 Auxiliary line m 8 , m 10 Cut centerline m SR , m UR Groove centerline RP Arrow (rolling direction) t Tangent α, α', β, δ, ε Angle γ, θ, η Supplement angle

Claims

1. Utility-vehicle tyre having a tread (1) of directional design with a central tread region (3) and with shoulder-side profile ribs (2) which are separated from said central tread region by shoulder-side circumferential grooves (4), wherein the central tread region (3) has block-like profile structures (3a) which are adjacent to the shoulder-side circumferential grooves (4) and which are partly delimited by dividing sipes (8) and which are in each case provided with further sipes (10), wherein the dividing sipes (8) and the further sipes (10) in each have a width of 0.4 mm to 1.6 mm and a maximum depth of 60% to 100% of the profile depth, characterized in that the central tread region (3) is provided with oblique grooves (7) which extend in a V-shaped manner in relation to one another over its maximum width (bb) and which end within the central tread region (3) and which - as a result of extending in a V-shaped manner - are oblique grooves (7) opening out into the one shoulder-side circumferential groove (4) and oblique grooves (7) opening out into the other shoulder-side circumferential groove (4), wherein the oblique grooves (7) opening out into the one shoulder-side circumferential groove (4) are offset in the circumferential direction from the oblique grooves (7) opening out into the other shoulder-side circumferential groove (4), wherein the dividing sipes (8) extend between oblique grooves (7) that extend in a V-shaped manner in relation to one another and in each case one dividing sipe (8) proceeds from the end of each oblique groove (7), so that, together with the oblique grooves (7), the dividing sipes (8) divide the central tread region (3) into the block-like profile structures (3a), wherein the further sipes (10) traverse the respective block-like profile structure (3a) and, with respect to the circumferential direction, are inclined in an opposite direction to the oblique grooves (7) adjacent to the block-like profile structure (3a) and, in each case within the same block-like profile structure (3a), extend at angles (ε) to the axial direction which, proceeding from that further sipe (10) which follows the corresponding dividing sipe (8) counter to the rolling direction (R), increase in steps from sipe (10) to sipe (10).

2. Utility-vehicle tyre according to Claim 1, characterized in that, when seen in plan view, the dividing sipes (8) extend in the axial direction.

3. Utility-vehicle tyre according to Claim 1 or 2, characterized in that the angles (ε) at which the further sipes (10) extend to the axial direction are 2° to 70°, in particular up to 60°, preferably up to 50°, wherein, in each case within the same block-like profile structure (3a), the angle (ε) increases in steps, in particular by 2° to 10°, preferably by 3° to 7°, particularly preferably by 4° to 6°, from sipe (10) to sipe (10).

4. Utility-vehicle tyre according to one of Claims 1 to 3, characterized in that the oblique grooves (7) have a maximum depth of 60% to 100%, in particular of 75% to 95%, of the profile depth, a width (bSR) of 5.0 mm to 35.0 mm, in particular of 10.0 mm to 25.0 mm, and a length (cSR), projected into the axial direction, of 40% to 60%, in particular of 45% to 55%, of the width (bb) of the central tread region (3).

5. Utility-vehicle tyre according to one of Claims 1 to 4, characterized in that each block-like profile structure (3a) is provided with in each case one traversing, edge-side micro-sipe (9) having a width of 0.4 mm to 1.6 mm, in particular of 0.6 mm to 1.2 mm, and a depth of 1.0 mm to 3.0 mm, in particular of up to 2.0 mm, wherein, within each block-like profile structure (3a), all the further sipes (10) are situated between the edge-side micro-sipe (9) and the dividing sipe (8).

6. Utility-vehicle tyre according to one of Claims 1 to 5, characterized in that, in each block-like profile structure (3a), provision is made of four to ten, in particular eight or nine, of the further sipes (10).

7. Utility-vehicle tyre according to one of Claims 1 to 6, characterized in that, when seen in plan view, the oblique grooves (7) extend at an angle (α) of 30° to 70°, in particular of 35° to 60°, preferably of 40° to 50°, to the circumferential direction.

8. Utility-vehicle tyre according to one of Claims 1 to 7, characterized in that, when seen in plan view, the oblique grooves (7) extend arcuately in such a way that an acute angle (α'), determined relative to the circumferential direction at the outer side of the arc and based on the groove midline (mSR), increases continuously from the tread-inner-side end of the oblique groove (7) to the tread-outer-side end of the oblique groove (7).

9. Utility-vehicle tyre according to one of Claims 1 to 8, characterized in that the dividing sipes (8) have the maximum depth over their entire extent.

10. Utility-vehicle tyre according to one of Claims 1 to 9, characterized in that provision is made of further sipes (10) and / or dividing sipes (8) which, when seen in cross-section, have a sipe base (10b) with a duct-like rounding.

11. Utility-vehicle tyre according to one of Claims 1 to 10, characterized in that provision is made of further sipes (10) and / or dividing sipes (8) which, at least over a large part of their radial extent, have a waveform extending in the radial direction.

12. Utility-vehicle tyre according to one of Claims 1 to 11, characterized in that provision is made of further sipes (10) and / or dividing sipes (8) which, when seen in plan view, at least over a large part of their extent, extend with a waveform, in particular with the form of a zigzagging wave.

13. Utility-vehicle tyre according to one of Claims 1 to 12, characterized in that each further sipe (10) has a first edge portion (10c) with a depth, determined in the radial direction, of 65% to 95% of the maximum depth of the sipe (10) and has a second edge portion (10d) with a depth, determined in the radial direction, of 1.0 mm to 3.0 mm.

14. Utility-vehicle tyre according to Claim 13, characterized in that, within each block-like profile structure (3a), successive further sipes (10) are formed in such a way that in each case a sipe (10) which has a first edge portion (10b) extending to the tread-outer-side sipe end follows a sipe (10) which has a second edge portion (10c) extending to the tread-outer-side sipe end in an alternating manner.

15. Utility-vehicle tyre according to one of Claims 1 to 14, characterized in that the sipes (10) and / or the dividing sipes (8) - when seen in plan view and in each case based on a sipe midline (m8, m10) following the sipe profile - open out into the oblique groove (7) at supplementary angles (θ, η) determined relative to the respective edge (7a, 7b, 7g) of the oblique groove (7) that is situated at the tread periphery, wherein the supplementary angles (θ, η) differ from 90° by up to 30°, in particular by up to 25°.