Vehicle tires with profiled tread
Patent Information
- Application Number
- EP2023712798
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-04-29
- Filing Date
- 2023-03-10
- Publication Date
- 2025-03-05
AI Technical Summary
Pneumatic vehicle tires face a trade-off between wet properties, dry braking, and rolling noise due to the design of profiled treads with grooves, where drainage is necessary for wet conditions but can reduce dry grip and increase noise.
The tire features a groove with five sections: edge sections with a larger constant distance, an inner section with a smaller constant distance, transition sections with a limited axial extent, and a groove widening that prevents curling and enhances water drainage, optimizing for both wet and dry braking performance while minimizing noise.
This design effectively balances wet properties, dry braking, and rolling noise by ensuring sufficient water drainage and preventing groove edge curling, while maintaining good dry braking performance and reducing noise.
Smart Images
Figure 1.1
Abstract
Description
[0001] Description
[0002] Pneumatic vehicle tires with profiled tread
[0003] The invention relates to a pneumatic vehicle tire having a profiled tread with at least one profile band delimited by two circumferential grooves, in particular a circumferential rib or a profile block row, which has at least one groove opening into junctions with the two delimiting circumferential grooves and having a radial groove depth T of 70% to 100% of the profile depth T*, wherein the groove has two opposing groove walls, to which a groove widening which widens the groove towards a tread surface adjoins on the radial outward direction and which ends in groove edges on the tread surface, wherein a width A of the groove in a region of the groove walls is 0.4 mm to 1.2 mm.
[0004] It is common practice to provide tread profiles with such grooves to allow water to drain into the circumferential grooves, thus preventing floating in wet conditions. Ground contact between the tread surface and the road surface should be maintained as long as possible to ensure continued transmission of longitudinal and lateral forces.
[0005] At the same time, these grooves also reduce the tire's contact area with the road surface, which impairs dry grip. To balance this conflicting objective, the grooves can be designed with widening chamfers, which prevent the groove edges from rolling in during braking and thus improve dry braking performance.
[0006] Furthermore, the design of the grooves influences the stiffness of the tread and thus the handling of the tire.
[0007] EP 3842263 A1 discloses a tread according to the preamble, wherein the distance between the groove edges and the two circumferential grooves increases continuously to 3.8 mm to optimize handling and rolling resistance. However, it is known that such a significant widening of the groove can have a detrimental effect on the tire's rolling noise.
[0008] The primary objective of the present invention was to provide a tire that would improve the trade-off between wet performance, dry braking and rolling noise.
[0009] This is achieved by the fact that the groove is formed in its axial extent from the following five sections:
[0010] • an edge section adjacent to the respective limiting circumferential groove, which has a first length,
[0011] • an inner section arranged axially between the edge sections, which has a second length which is greater than the first length,
[0012] • and between the inner section and the two edge sections, a transition section which has a third length which is less than or equal to the first length.
[0013] Furthermore, the pneumatic vehicle tire according to the invention is characterized in that in each of the edge sections the groove edges run parallel to one another and have a constant first distance B1 of 2.2 mm to 3.2 mm, in that in the inner section the groove edges run parallel to one another and have a constant second distance B2 of 1.6 mm to 2.2 mm, in that the first distance B1 is in each case 0.5 mm to 1.5 mm greater than the second distance B2, and in that in each of the two transition sections a third distance B3 of the groove edges increases from the second distance B2 to the first distance B1.
[0014] Surprisingly, it has been shown that a tread band with such a groove with the five sections mentioned resolves the conflicting objectives between wet conditions, dry braking and rolling noise at a higher level. In the inner section of the groove, the comparatively high contact pressure prevailing there enables sufficient drainage of water from this area towards the circumferential grooves, despite the small, constant second distance B2 between the groove edges of 1.6 mm to 2.2 mm. At the same time, the small, constant second distance B2 between the groove edges reduces noise development caused by the high contact pressure and, in conjunction with the groove widening, still prevents the groove edges from curling in. A distance between the groove edges that is even smaller than 1.6 mm, in conjunction with the width A of the groove, leads to insufficient water drainage in the area of the groove walls.The inner section is therefore primarily optimized with regard to noise development, taking into account wet and dry braking characteristics.
[0015] In the two edge sections adjacent to the respective circumferential groove and encompassing the respective junction, the first distance B1 of the groove edges, which is 0.5 mm to 1.5 mm larger by 2.2 mm to 3.2 mm, in conjunction with the groove widening, ensures an advantageously larger groove volume for water drainage into the circumferential grooves. At the same time, the contact pressure is lower here, so that the influence of the increased, constant first distance B1 of the groove edges on noise development is less. It has been shown that limiting the first distance B1 of the groove edges to a maximum of 3.2 mm, even in the immediate vicinity of the circumferential groove, means that an excessively negative influence on pass-by noise can be avoided. The edge sections of the groove are therefore primarily optimized with regard to wet properties, taking noise development and dry braking properties into account.
[0016] In addition, the parallel course of the groove edges in the inner section and in the two edge sections is advantageous in order to prevent the groove edges from rolling in and thus to best support dry braking behavior.
[0017] The increase in the distance between the groove edges of the groove in the transition sections, each limited to the third length, which is smaller than the second length and the first length, by 0.5 mm to 1.5 mm from the small second distance B2 in the inner section to the respective larger first distance B1 in the respective edge section, ensures water turbulence in each of the transition sections, which are strongly limited in their axial extent, which generates a negative pressure that leads to an additional acceleration of the water outflow into the circumferential grooves (Venturi effect).
[0018] Thus, it has been shown that, surprisingly, the combination of sections with different constant distances between the groove edges, each of which is optimized for different aspects, with axially strongly limited transition sections between these sections, which have a large but limited widening of the distance between the groove edges in an axially strongly limited space, enables an advantageous solution to the conflict of objectives between wet properties, dry braking and rolling noise, in particular compared to groove edges whose distance continuously increases towards the limiting circumferential grooves.
[0019] The width A, the first distance B1, the second distance B2, and the third distance B3 are each measured parallel to a tread periphery perpendicular to a longitudinal extension of the groove. The width A of the groove walls is preferably constant.
[0020] The length of the groove and the lengths of the individual groove sections are measured along the tread periphery in the longitudinal extension of the groove, in particular along a center plane of the groove. The center plane runs through the center of the groove relative to the longitudinal extension of the groove.
[0021] It is expedient if the groove is aligned at an angle of 45° to 65°, preferably 55°, to the circumferential direction U.
[0022] An advantageous embodiment is provided by the groove widening in the inner section and / or in the edge sections being designed symmetrically to a center plane of the groove. The center plane runs through the center of the groove relative to the longitudinal extent of the groove. Particularly in the case of an asymmetrically profiled tread, which is non-directional, the groove widening is thus optimized for installation on both sides of the vehicle.
[0023] An advantageous embodiment is provided in that the groove widening extends to a radial depth of 0.8 mm to 1.5 mm, preferably of 0.8 mm to 1.2 mm, particularly preferably of 1.0 mm, which is in particular constant over the longitudinal extent of the groove.
[0024] It has been found that this radial depth of the groove extension represents the best compromise between the conflicting objectives of low rolling noise, dry braking, and good water drainage to prevent aquaplaning. It is particularly advantageous if the radial depth of the groove extension is largely constant across the entire groove extension.
[0025] An advantageous embodiment is provided in that the third distance B3 of the groove edges in the transition section from the inner section to the respective edge section increases completely or partially continuously, preferably linearly or S-shaped, and / or discontinuously, in particular in a single jump.
[0026] The water turbulence can be advantageously adjusted by designing the transition section.
[0027] A continuous increase of the third distance occurs over a finite length, which is why the third length of the transition section is greater than 0 in this case.
[0028] A discontinuous increase in the third distance in a single step can be achieved with a third length of 0 mm. An advantageous embodiment is provided in that the profile band encompasses an axial center of the tread, preferably in that the inner section encompasses the axial center of the tread.
[0029] In the axial center of the tread, it is particularly advantageous to drain the water into two axially spaced circumferential grooves.
[0030] An advantageous embodiment is provided in that the radial groove depth TT* is - 1.8 mm to T* - 0.8 mm, preferably that the radial groove depth T is constant or increases on both sides from a minimum value in the inner section to the circumferential grooves.
[0031] A radial groove depth T of T* - 1.8 mm to T* - 0.8 mm enables an advantageous compromise between groove depth and conductivity.
[0032] The groove is particularly easy to produce if the radial groove depth T is constant.
[0033] An increase in the groove depth T towards the junctions further improves the discharge capacity.
[0034] The increase in the radial groove depth may comprise a jump in the radial groove depth and / or at least one section with a continuous increase in the radial groove depth. The groove may comprise a region of constant radial groove depth in its inner section and / or in its edge sections.
[0035] An advantageous embodiment is provided in that the first distance B1 is 2.5 mm to 2.9 mm, preferably 2.7 mm, and / or that the second distance B2 is 1.8 mm to 2.0 mm, preferably 1.9 mm.
[0036] An advantageous embodiment is provided by the first distance B1 being 2.5 mm to 2.9 mm, preferably 2.7 mm. This optimizes the respective edge section of the groove particularly well with regard to wet properties, taking into account noise development and dry braking properties.
[0037] An advantageous embodiment is provided in that the second distance B2 is 1.8 mm to 2.0 mm, preferably 1.9 mm. This optimizes the inner section particularly well with regard to noise development, taking into account wet and dry braking characteristics.
[0038] An advantageous embodiment is provided in that the width A is 0.7 mm to 1.0 mm, preferably 0.8 mm.
[0039] Such a width A allows for sufficient water drainage while simultaneously minimizing negative impact on vehicle noise. Preferably, the width A is constant.
[0040] An advantageous embodiment is provided in that the first length is 10% to 30% of a length of the groove and that the second length is 40% to 80% of the length of the groove and that the third length is 0% to 10% of the length of the groove.
[0041] It has been found that such dimensions enable advantageous water drainage while simultaneously reducing noise.
[0042] An advantageous embodiment is provided in that the groove tapers radially inwardly to the groove walls, ending in a groove base.
[0043] This results in a particularly simple groove. The groove is particularly easy to manufacture with a constant radial groove depth T. However, the radial groove depth T can also increase toward the junctions. An advantageous embodiment is provided by the groove having a channel extending radially within the groove walls into both circumferential grooves, with the channel widening from the inner section to the junctions.
[0044] Such a channel widening in the direction of the circumferential grooves and opening into the circumferential grooves further improves the drainage of water into the circumferential grooves without the need to increase the width A of the groove in the area of the groove walls.
[0045] An advantageous embodiment is provided in that the groove in the inner section has a local thickening which extends from an opening of the tread surface radially inwards, in particular at least partially tapering, to the channel and opens into it.
[0046] This further improves water drainage toward the sewer while simultaneously reducing noise. The at least partial tapering of the local thickening toward the sewer prevents foreign objects such as stones from entering the sewer.
[0047] An advantageous embodiment is provided in that the profile strip has an incision which cuts the groove in its inner section, in particular in the aforementioned local thickening, runs largely in the circumferential direction U and ends in front of an adjacent depression, in particular a groove.
[0048] The cutout also serves to drain water in order to cover the largest possible surface area of the profile strip. The water collected via the cutout is drained into the circumferential grooves via the groove, in particular the local thickening and / or the channel. The elements running in the circumferential direction have only a very slight negative influence on the passing noise. The cutout can have a depth of 1 mm to 3 mm, preferably of 1.2 mm to 1.8 mm, particularly preferably of 1.5 mm. An advantageous embodiment is provided in that at least one of the circumferential grooves delimits a further profile strip with at least one notch opening into the circumferential groove, wherein the notch preferably opens into the circumferential groove in the circumferential direction U between the openings of two consecutive grooves.
[0049] This allows for a small difference in stiffness between the areas of the profile band directly adjacent to the circumferential groove and the rest of the profile band, which has a positive effect on abrasion and handling.
[0050] It is particularly advantageous if both circumferential grooves delimiting the profile band delimit a further profile band designed in this way.
[0051] The tire is a pneumatic vehicle tire, particularly of a radial design. Preferably, it is a passenger car, van, or light truck tire, or a two-wheeler tire. Such tires particularly benefit from their advantageous drainage properties. It is particularly preferred to be a pneumatic passenger car tire of a radial design.
[0052] The tire according to the invention having the advantageously profiled tread can be produced by means of shaping vulcanization using a lamella sheet which is fastened in a molded part or a mold segment of a tire vulcanization mold and has a sheet metal part forming a profile negative in the tread and a sheet metal part anchorable in the molded part or mold segment, wherein the sheet metal part forming the profile negative is designed as a negative contour of the groove according to the invention to be formed.
[0053] All embodiments of the pneumatic vehicle tires according to the invention presented in this description represent examples of the embodiment of the invention and are not to be considered restrictive. Accordingly, individual or multiple features of an embodiment alone, or the combination of features of various embodiments, provide further embodiments of the invention, which are the subject matter of the invention, unless explicitly stated otherwise in the description. Furthermore, combinations of preferred and particularly preferred embodiments can also be combined with one another.
[0054] Further features, advantages and details of the invention will now be explained in more detail with reference to the schematic drawings which illustrate exemplary embodiments.
[0055] Fig. 1 is a plan view of a section of a tread according to the invention; Fig. 1A is a detail of Fig. 1;
[0056] Fig. 2 is a cross-section along the line XX of Fig. 1;
[0057] Fig. 3 is a cross-section along the line YY of Fig. 1;
[0058] Fig. 4 is a view of a section of the tread along the line ZZ of Fig. 1.
[0059] Fig. 1 shows a plan view of a section of a pneumatic vehicle tire comprising a profiled tread with at least one profile band 2 delimited by two circumferential grooves 1, here a circumferential rib. Alternatively, the profile band can also be designed as a row of profile blocks. The profile band 2 has at least one groove 3 opening into junctions 16 in the two delimiting circumferential grooves 1, with a radial groove depth T of 70% to 100% of the profile depth T*. The groove 3 can be oriented at an angle 17 of 45° to 65°, preferably 55°, to the circumferential direction U. Fig. 1A shows the section 88 of Fig. 1.
[0060] The groove 3 has two opposing groove walls 4, which are adjoined radially outwardly by a groove widening 7 that widens the groove 3 toward a tread surface 5 and ends at the tread surface 5 in groove edges 6. A preferably constant width A of the groove 3 in a region of the groove walls 4 is 0.4 mm to 1.2 mm.
[0061] The groove 3 is formed in its axial extent from the following five sections 11, 12, 23:
[0062] • an edge section 12 adjacent to the respective limiting circumferential groove 1, which has a first length 13,
[0063] • an inner section 11 arranged axially between the edge sections 12, which has a second length 10 which is greater than the first length 13,
[0064] • and between the inner section 11 and the two edge sections 12 there is a transition section 23 which has a third length 24 which is less than or equal to the first length 13.
[0065] In each of the edge sections 12, the groove edges 6 run parallel to one another and have a constant first distance B1 of 2.2 mm to 3.2 mm. In the inner section 11, the groove edges 6 run parallel to one another and have a constant second distance B2 of 1.6 mm to 2.2 mm. The first distance B1 is 0.5 mm to 1.5 mm greater than the second distance B2. In each of the two transition sections 23, a third distance B3 of the groove edges 6 increases from the second distance B2 to the first distance B1.
[0066] The width A, the first distance B1, the second distance B2 and the third distance B3 are each measured parallel to a tread periphery perpendicular to a longitudinal extent of the groove.
[0067] The length 8 of the groove as well as the lengths 13, 10, 24 of the individual sections 11, 12, 23 of the groove, i.e., the first length 13, the second length 10, and the third length 24, are measured along the tread periphery in the longitudinal extension of the groove, in particular measured along a center plane of the groove. The center plane runs along the line ZZ and in the radial direction rR.
[0068] The profile strip 2 can have such grooves 3 spaced apart in the circumferential direction U and distributed over the circumference. The grooves 3 can all be designed identically. However, at least two grooves can be designed differently from one another. The section shown in Fig. 1 has two parallel grooves 3 spaced apart in the circumferential direction U. The illustrated grooves 3 have the same geometric properties.
[0069] Figures 1 to 4 and 1A show an advantageous embodiment of the invention. The invention is not limited to this embodiment.
[0070] Fig. 2 shows a cross-section of the groove 3 in the inner section 11 along the line XX of Fig. 1. Fig. 3 shows a cross-section of the groove 3 in one of the edge sections 12 along the line YY of Fig. 1.
[0071] Fig. 4 shows a view of a section of the tread along line ZZ of Fig. 1. Line ZZ of Fig. 1 runs through the center of groove 3, relative to a longitudinal extent of the groove. The section shown runs through the center plane of the groove, ie, along line ZZ of Fig. 1 and in the radial direction rR.
[0072] As shown in Fig. 2 and Fig. 3, the groove widening 7 can have two opposite chamfers, each adjoining the groove walls 6 radially on the outside.
[0073] As shown in Fig. 2, the groove widening 7 in the inner section 11 can be formed symmetrically to the longitudinal extent of the groove 3.
[0074] As shown in Fig. 3, the groove widening 7 in the edge sections 12 can each be formed symmetrically to the longitudinal extent of the groove 3.
[0075] As shown in Fig. 4, the groove widening 7 can extend to a radial depth 14 of 0.8 mm to 1.5 mm, preferably from 0.8 mm to 1.2 mm, particularly preferably 1.0 mm, which is in particular constant over the longitudinal extent of the groove. The third distance B3 of the groove edges 6 can increase in the transition section 23 from the inner section 11 to the respective edge section 12 completely or partially continuously, preferably linearly or S-shaped or, as shown in Fig. 1 and Fig. 1A, linearly, and / or discontinuously, preferably in a single jump.
[0076] The profile band 2 can be arranged on the tread so that it comprises an axial center of the tread, preferably that the inner section 11 comprises the axial center of the tread.
[0077] The radial groove depth T can be T* - 1.8 mm to T* - 0.8 mm. The radial groove depth T can be constant. However, it can also increase on both sides, as shown in Figure 4, from a minimum value in the inner section 11 to the circumferential grooves 1.
[0078] The first distance B1 can be 2.5 mm to 2.9 mm, preferably 2.7 mm. The second distance B2 can be 1.8 mm to 2.0 mm, preferably 1.9 mm. The width A of the groove 3 in the region of the groove walls 4 can be 0.7 mm to 1.0 mm, preferably 0.8 mm. The width A is preferably constant, as shown.
[0079] In an embodiment not shown, the groove can taper radially inwardly to the groove walls, ending in a groove base 19.
[0080] As shown in Figures 2 to 4, the groove 3 can also have a channel 18 radially inside the groove walls 4 which opens into both circumferential grooves 1, wherein the channel 18 widens from the inner section 11 to the openings 16.
[0081] 1, 1A and 4, the groove 3 in the inner section 11 can have a local thickening 20 which extends radially inwards from an opening 9 in the tread surface 5, in particular at least partially tapering, to the channel 18 and opens into the latter. For the sake of simplicity, only the opening 9 is shown in FIGS. 1 and 1A. The profile band 2 can have an incision 21 which intersects the groove 3 in its inner section 11, in particular in the local thickening 20, runs largely in the circumferential direction U and ends in front of an adjacent depression, in particular groove 3. The incision 21 can have a depth of 1 mm to 3 mm, preferably of 1.2 mm to 1.8 mm, particularly preferably of 1.5 mm.
[0082] As shown in Fig. 1, at least one of the circumferential grooves 1 can delimit a further profile band 22 with at least one notch 15 opening into the circumferential groove 1, wherein the notch 15 preferably opens into the circumferential groove 1 in the circumferential direction U between the openings 16 of two successive grooves 3.
[0083] The invention is not limited to the described embodiments.
[0084] The channel 18 can alternatively be designed in such a way that it does not form the groove base 19 of the groove 3, but has a distance of in particular at least 1.0 mm from it in the radial direction rR.
[0085] The groove 3 can be formed in any profile strips 2. It can be a central profile strip, as shown in Fig. 1. However, the profile strip can also be formed as a middle or shoulder-side profile strip.
[0086] The tire is a pneumatic vehicle tire, in particular of radial design. It is preferably a passenger car, van, or light truck tire, or a two-wheel tire. List of reference symbols
[0087] (part of the description)
[0088] 1 circumferential groove
[0089] 2 circumferential ribs
[0090] 3 grooves
[0091] 4 grooved wall
[0092] 5 Tread surface
[0093] 6 groove edge
[0094] 7 Groove widening
[0095] 8 Length of the groove
[0096] 9 Opening
[0097] 10 second length
[0098] 11 inner section
[0099] 12 edge section
[0100] 13 first length
[0101] 14 radial depth of the groove widening
[0102] 15 Notch
[0103] 16 Mouth of the groove
[0104] 17 angles
[0105] 18 channel
[0106] 19 Groove base
[0107] 20 Thickening
[0108] 21 incision
[0109] 22 additional profile band
[0110] 23 Transition section
[0111] 24 third length
[0112] 88 Details
[0113] A distance
[0114] B1 first distance
[0115] B2 second distance
[0116] B3 third distance T radial groove depth
[0117] T* Profile depth aR axial direction rR radial direction U circumferential direction
Claims
Patent claims 1. Vehicle pneumatic tire comprising a profiled tread with at least one profile band (2) bounded by two circumferential grooves (1), in particular a circumferential rib (2) or a profile block row, which has at least one groove (3) opening into the two bounding circumferential grooves (1) in inflections (16) with a radial groove depth T of 70% to 100% of the tread depth T*, • wherein the groove (3) has two opposing groove walls (4), to which a groove widening (7) extending radially outwards towards a tread surface (5) is attached, which terminates in groove edges (6) on the tread surface (5) and • wherein a width A of the groove (3) in a region of the groove walls (4) is 0.4 mm to 1.2 mm, characterized in that the groove (3) in its axial extent is formed from the following five sections (11, 12, 23): ■ each an edge section (12) adjacent to the respective limiting circumferential groove (1 ) which has a first length (13), ■ an inner section (11) arranged axially between the outer sections (12), which has a second length (10) that is greater than the first length (13), ■ and between the inner section (11) and the two outer sections (12) a transition section (23) which has a third length (24) that is less than or equal to the first length (13), such that in each of the outer sections (12) the groove edges (6) run parallel to each other and have a constant first distance B1 of 2.2 mm to 3.2 mm, that in the inner section (11) the groove edges (6) run parallel to each other and have a constant second distance B2 of 1.6 mm to 2.2 mm, that the first distance B1 is in each case 0.5 mm to 1.5 mm larger than the second distance B2, that in each of the two transition sections (23) a third distance B3 of the groove edges (6) increases from the second distance B2 to the first distance B1. Vehicle pneumatic tire according to claim 1, characterized in that the groove widening (7) in the inner section (11) and / or in the edge sections (12) is formed symmetrically with respect to a central plane of the groove (3). Vehicle pneumatic tire according to at least one of the preceding claims, characterized in that the groove widening (7) extends to a radial depth (14) of 0.8 mm to 1.5 mm, preferably of 0.8 mm to 1.2 mm, particularly preferably of 1.0 mm, which is constant over the longitudinal extent of the groove.Vehicle pneumatic tire according to at least one of the preceding claims, characterized in that the third distance B3 of the groove edges (6) in the transition section (23) from the inner section (11) to the respective edge section (12) increases completely or partially continuously, preferably linearly or in an S-shape, and / or discontinuously, in particular in a single jump. Vehicle pneumatic tire according to at least one of the preceding claims, characterized in that the tread band (2) comprises an axial center of the tread, preferably that the inner section (11) comprises the axial center of the tread. Vehicle pneumatic tire according to at least one of the preceding claims, characterized in that the radial groove depth TT* is 1.8 mm to T* is 0.8 mm, preferably that the radial groove depth T is constant or increases from a minimum value in the inner section (11) to the circumferential grooves (1) on both sides. Vehicle pneumatic tire according to at least one of the preceding claims, characterized in that the first spacing B1 is 2.5 mm to 2.9 mm, preferably 2.7 mm, and / or that the second spacing B2 is 1.8 mm to 2.0 mm, preferably 1.9 mm. Vehicle pneumatic tire according to at least one of the preceding claims, characterized in that the width A is 0.7 mm to 1.0 mm, preferably 0.8 mm.A pneumatic tire according to at least one of the preceding claims, characterized in that the first length (13) is 10% to 30% of the length (8) of the groove, the second length (10) is 40% to 80% of the length (8) of the groove, and the third length (24) is 0% to 10% of the length (8) of the groove. A pneumatic tire according to at least one of the preceding claims, characterized in that the groove (3) tapers radially within the groove walls (4) and terminates in a groove base (19). A pneumatic tire according to at least one of the preceding claims, characterized in that the groove (3) has a channel (18) extending radially within the groove walls (4) into both circumferential grooves (1), the channel (18) widening from the inner section (11) to the inlets (16). A vehicle pneumatic tire according to the preceding claim, characterized in that the groove (3) in the inner section (11) has a local thickening (20) which extends radially inwards from an opening (9) of the tread surface (5), in particular tapering at least partially, to the channel (18) and opens into it. A vehicle pneumatic tire according to at least one of the preceding claims, characterized in that the tread band (2) has a cut (21) which cuts the groove (3) in its inner section (11), in particular in the local thickening (20), extends largely in the circumferential direction U and terminates before an adjacent depression, in particular groove (3).Vehicle pneumatic tire according to at least one of the preceding claims, characterized in that at least one of the circumferential grooves (1 ) defines a further profile band (22) with at least one indentation (15) opening into the circumferential groove (1 ), wherein the indentation (15) preferably opens in the circumferential direction U between the inlets (16) of two successive grooves (3) into the circumferential groove (1 ).