Pneumatic vehicle tyre

Abstract

The invention relates to a pneumatic vehicle tyre comprising a tread having profile positives (1, 2, 3) in which, in top view, sipes (9, 9', 9'') are formed at an angle (α) of 0° to 50° with respect to the axial direction, which sipes have a width (bE) of 0.4 mm to 2.0 mm and a maximum depth (tE) of 70% to 100% of the profile depth (TP), and which have, at least in a sipe portion (9c) visible in top view, a radially inner portion (9I) extending up to the maximum depth (tE), and a radially outer portion (9II) which adjoins the radially inner portion, includes an obtuse angle therewith, and extends straight and at an angle (β) of up to 45° with respect to the radial direction. The radially outer portions (9II) change their angle (β) with respect to the radial direction a) within sipes (9, 9', 9'') and / or b) in sipes (9, 9', 9'') which are formed in profile positives (1, 2, 3) which are positioned differently with respect to the equatorial tyre plane (line A-A).

Description

[0001] Pneumatic vehicle tires

[0002] The invention relates to a pneumatic vehicle tire with a tread with profile positives, such as profile blocks or profile ribs, in which incisions are formed which run at an angle of 0° to 50° to the axial direction in plan view, which incisions have a width of 0.4 mm to 2.0 mm, a maximum depth of 70% to 100% of the profile depth and at least in one incision section present in plan view, a radially inner section reaching to the maximum depth and a radially outer section adjoining this and enclosing an obtuse angle with this, which is straight and runs at an angle of up to 45° to the radial direction.

[0003] Such a pneumatic vehicle tire is known, for example, from WO 2017 / 213230 A1. The tread of this tire has profile blocks with cuts extending in the axial direction in a plan view and having a width of 0.1 mm to 0.8 mm. Viewed in cross-section, the cuts are composed of a radially inner section and a straight, radially outer section forming an obtuse angle with the cut. The radially outer section runs at a constant angle of 0° to 30°, in particular 5° to 20°, to the radial direction and extends in the radial direction to a depth of approximately 35% of the maximum depth of the cut. The radially inner section runs at an angle of 30° to 60°, in particular 38° to 53°, to the radial direction, and, viewed in cross-section, is inclined in the opposite direction to the radially outer section with respect to the radial direction.

[0004] Further pneumatic vehicle tires with treads with profile blocks with cuts, which have two sections in the radial direction which enclose an obtuse angle with one another and of which one is a radially inner section extending from the cut base and running in the radial direction and the second is a radially outer section adjoining this, which runs inclined towards the tread periphery at an acute angle to the radial direction, are known from DE 10 2019 206 591 A1 and DE 10 2019 206 592 A1.

[0005] Sipes with radially outer sections running at an acute angle to the radial direction in the tread periphery improve snow grip and braking performance on dry roads due to the pressure angle present at the tread periphery and reduce curling effects at the corresponding sipe edge on the tread surface. In addition, wear is reduced due to a reduced snap-out effect under traction.

[0006] Pneumatic vehicle tires of the type mentioned above are therefore advantageous in terms of snow grip and braking performance on dry roads. Depending on the local stiffness of the individual block segments formed by the cuts, such cuts vary in effectiveness. Particularly in pneumatic vehicle tires with directional tread patterns, varying degrees of wear of the block segments can occur, causing undesirable noise phenomena, for example, due to sawtooth formation.

[0007] The invention is therefore based on the object of continuing to ensure the above-mentioned positive effects of the cuts in a pneumatic vehicle tire of the type mentioned at the outset, wherein locally varying abrasion of block or rib segments is to be prevented, in particular also to avoid undesirable noise phenomena, such as the occurrence of clearly audible frequencies in the rolling noise.

[0008] The object is achieved according to the invention in that the radially outer sections a) within cuts and / or b) in cuts which are formed in profile positives positioned differently to the tire equatorial plane, change their angles to the radial direction.

[0009] By varying the inclination of the radially outer sections, the wear of block segments formed by incisions, or of segments in the tread ribs, or of tread positives positioned differently relative to the tire's equatorial plane, can be evened out. The evening out of wear is therefore achieved in a manner that is specifically tailored to the position and external shape of the tread block or tread rib. This prevents the occurrence of undesirable noise phenomena in rolling noise.

[0010] According to a preferred embodiment, the radially inner section extends at an angle of 0° to 5° to the radial direction.

[0011] According to a first preferred embodiment, the radially outer section ends in the radial direction at a depth of 1.5 mm to 3.5 mm, in particular of at least 2.0 mm, preferably of at least 2.5 mm, determined relative to the tread periphery.

[0012] According to a further preferred embodiment, the angle of the radially outer sections has a maximum value of 5° to 35°, preferably 10° to 20°. This measure is particularly advantageous for the tire's snow grip.

[0013] A further preferred embodiment is characterized in that the angle of the radially outer sections has a minimum value of up to 20°, preferably up to 10°. This measure is particularly advantageous for achieving a uniform wear pattern.

[0014] Furthermore, in variant a), it is advantageous if the angles of the radially outer sections increase continuously. In the latter embodiment, it is additionally advantageous if the angles of the radially outer sections increase by at least 5° in total, preferably by at least 10° in total. This design ensures a particularly favorable balance between good snow performance and a uniform wear pattern.

[0015] A further preferred embodiment consists in that in variant a) each incision, viewed in plan view, is composed of the incision section and two incision edge sections, each shallower than the incision section, of which one is a deeper incision edge section and the other is a shallower incision edge section than the deeper incision edge section, wherein, viewed in cross section, at least a radially outer part of the radially outer section is continued over the incision edge sections, wherein the greatest value of the angle at which the radially outer section runs to the radial direction is at the free end of the deeper incision edge section and the smallest value of the angle at which the radially outer section runs to the radial direction is at the free end of the shallower incision edge section.In the deeper cut edge section, the cut exhibits a pronounced opening capability, with the larger angle of the radially outer section contributing to improved snow grip and evened abrasion behavior, as the tread pattern in the deeper cut edge section would otherwise be susceptible to abrasion. In the shallower cut edge section, the smaller angle of the radially outer section is therefore advantageous.

[0016] In the last-mentioned preferred embodiment, it is advantageous if, viewed in cross-section, the entire radially outer section, preferably this section and an adjoining radially outer part of the radially inner section, is / are continued in the deeper incision edge section. Furthermore, in the last-mentioned preferred embodiment, it is advantageous if, viewed in cross-section, the radially outer part of the radially outer section or the entire radially outer section is continued in the shallower incision edge section.

[0017] Furthermore, in the last-mentioned preferred embodiment, it is advantageous if the incision section, viewed in plan view, extends over at least 50% of the length of the incision determined along the incision center line.

[0018] A further preferred embodiment is characterized in that, in variant a), tread blocks are provided, each provided with two incisions, wherein the angle of the radially outer portion of one incision changes in the opposite direction to the angle of the radially outer portion of the other incision. Such tread blocks are characterized by particularly uniform wear behavior.

[0019] According to a further preferred embodiment, in variant a), central or semi-central profile blocks are provided in the tread, which have block edges formed on transverse grooves, each running at an angle to the axial direction, two mutually opposite obtuse-angled block corner regions and two mutually opposite acute-angled block corner regions, wherein the (semi-)central profile blocks are each provided with two cuts, which, viewed in plan view, run parallel to each other and to the axial direction at an angle which is 3° to 10°, in particular up to 7°, greater than the angle at which the respective nearest block edge runs to the axial direction, wherein the angle at which the radially outer section runs to the radial direction increases towards the respective acute-angled block corner region and wherein the inclination of the radially outer sections is preferably such thatthat they are inclined from their radially inner ends to the incoming block edge. Such tread blocks are also characterized by particularly uniform wear behavior. A further preferred embodiment is characterized by the fact that, in variant b), the angles of the radially outer sections are smaller the closer the respective tread positive is to the tire equatorial plane.

[0020] According to a further preferred embodiment, in variant b), the positive profile elements positioned differently relative to the tire's equatorial plane include at least two from the group of shoulder-side profile blocks, semi-center profile blocks, and center profile blocks, with at least one of the incisions being formed in each of the profile blocks. Preferably, the angle at which the radially outer portion extends relative to the radial direction decreases for each incision from the outer tread end to the inner tread end. This achieves particularly uniform wear across the tread width.

[0021] Further features, advantages and details of the invention will now be described in more detail with reference to the drawing, which schematically illustrates exemplary embodiments of the invention.

[0022] Fig. 1 is a simplified plan view of a profile section of a tread of a pneumatic vehicle tire, unfolded into the plane,

[0023] Fig. 2 is a plan view of a shoulder-side profile block of the tread with a first embodiment of the invention,

[0024] Fig. 2a a front view of a visualization of an incision (drawing body of the incision),

[0025] Fig. 2b a section along the line llb-llb of Fig. 2a,

[0026] Fig. 2c a section along the line llc-llc of Fig. 2a,

[0027] Fig. 2d is a section along the line 11d-11d of Fig. 2a, Fig. 3 is a plan view of a shoulder-side profile block of the tread with a second embodiment of the invention,

[0028] Fig. 4 is a plan view of a semi-central profile block of the tread with a third embodiment of the invention,

[0029] Fig. 5 is a plan view of a semi-central profile block of the tread with a fourth embodiment of the invention and

[0030] Fig. 6 is a plan view of a profile section of a tread developed in the plane with a fourth embodiment of the invention.

[0031] Pneumatic vehicle tires designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, preferably for passenger cars (PCs), vans (transporters) or SUVs, and preferably tires of radial design for rims with an integer rim diameter of 13 inches to 24 inches, in particular of 18 inches to 23 inches.

[0032] Fig. 1 schematically shows a plan view of an arcuate positive profile section of a tread of a pneumatic vehicle tire. The positive profile section comprises a shoulder-side profile block 1, a semi-central profile block 2, and a central profile block 3, wherein the profile blocks 1, 2, 3 are jointly bounded in the circumferential direction by two transverse grooves 4. The tread has a plurality of such positive profile sections in the tread half shown, wherein successive positive profile sections in the circumferential direction are each separated from one another by a transverse groove 4.The tire's equatorial plane is marked by a line AA, and one lateral edge of the tread's ground contact patch is marked by a line L. The ground contact patch corresponds to the statically determined footprint (determined with a tire mounted on a standard rim, loaded at 70% of the maximum load capacity, internal pressure at 85% of the standard pressure, according to ETRTO standards). The tread is designed to be directional, with the pneumatic vehicle tire being mounted on a vehicle, such as a car, in such a way that it has the rolling direction symbolized by the arrow R when driving forward.Preferably, a plurality of positive profile sections are also formed in the second tread half, wherein the positive profile sections extend overall in a V-shape across the tread width and the positive profile sections located in one tread half are offset in the circumferential direction from the positive profile sections located in the other tread half.

[0033] The transverse grooves 4 each have a groove center line moR which, in plan view, follows the groove course, are designed in the radial direction to the respectively intended tread depth of usually 6.5 mm to 12.0 mm, furthermore have at their narrowest point a width of at least 3.0 mm determined in plan view perpendicular to the groove center line moR and run - viewed in plan view and related to a straight auxiliary line hi connecting the ends of the respective groove center line moR - to the circumferential direction at an angle a of 50° to 70°.

[0034] Between circumferentially adjacent transverse grooves 4 there run a groove 5a which is further formed on the inside of the tread and separates the central tread block 3 from the semi-central tread block 2, and a groove 5b which is further formed on the outside of the tread and separates the semi-central tread block 2 from the shoulder-side tread block 1. The grooves 5a, 5b each have a groove center line mR, a constant width bR of 2.0 mm to 4.0 mm, determined in plan view perpendicular to the groove center line mR, and a constant depth of 30% to 80% of the tread depth in the radial direction, wherein the grooves 5a, 5b run inclined in the opposite direction to the transverse grooves 4 with respect to the circumferential direction.

[0035] The profile blocks 1, 2, 3 each have an outer block surface 6 located in the tread periphery, an incoming block edge 7 formed on one transverse groove 4, which also delimits the outer block surface 6 and which first enters the ground when the tire rolls during forward travel (arrow R), and an outgoing block edge 8 located on the other transverse groove 4, which also delimits the outer block surface 6.

[0036] Possible designs of the profile blocks 1, 2, 3 are explained below with reference to Fig. 2 to Fig. 6.

[0037] According to Fig. 2, the shoulder-side tread block 1 is provided with an incision 9. The incision 9, viewed in plan view, runs straight and, with respect to the circumferential direction, is inclined in the same direction as the block edges 7, 8, traverses the shoulder-side tread block 1 within the ground contact area, opens into the groove 5b, has an incision center line rriE which, in plan view, follows the course of the incision, and on the block outer surface 6, two incision edges 10 which, in plan view, are straight and parallel to one another. The incision 9 is delimited by two incision walls 11 (Fig. 2b) extending from the incision edges 10 and by an incision base 12 (Fig. 2b). According to Figs. 2b to 2d, the incision 9 has an incision center surface ME extending from the incision center line NIE and at a corresponding distance from the incision walls 11 (Fig. 2b).The incision 9 has a constant width bE of 0.4 mm to 2.0 mm, in particular of up to 1.6 mm, preferably of up to 1.0 mm, determined perpendicular to the incision center line rriE and perpendicular to the incision center surface ME, and in the radial direction a maximum depth tE (depth at the deepest point, Fig. 2a) of 70% to 100% of the profile depth, in particular of at most the profile depth reduced by 0.5 mm.

[0038] As shown in Fig. 2 in combination with Fig. 2a, the incision 9 - viewed along its longitudinal extent in plan view - is composed of a central incision section 9c (Fig. 2a) designed to the maximum depth tE (Fig. 2a) and two incision edge sections 9a, 9b (Fig. 2a). The central incision section 9c (Fig. 2a), viewed in plan view, preferably extends over at least 50% of the length of the incision 9 determined along the incision center line rriE (Fig. 2). As shown in Figs. 2b to 2d, the incision 9 in the central incision section 9c, viewed in the cross-section running perpendicular to the incision center line rriE in plan view (cf. position of lines 11b-11b, 11c-11c, 11d-11d in Fig. 2a), is composed of a radially inner section 9 1and a radially outer section 9". The radially outer section 9", viewed in the cross-section mentioned, runs straight and at an angle ß of 0° to 45° to the radial direction and extends in the radial direction into a constant depth ti (cf. Fig. 2), determined relative to the tread periphery and related to the sipe center area ME, of 1.5 mm to 3.5 mm, in particular of at least 2.0 mm, preferably of at least 2.5 mm. As Fig. 2 in combination with Fig. 2a to Fig. 2d shows, the angle ß (Fig. 2b, Fig. 2c, Fig. 2d) changes its size continuously, in particular continuously (i.e. evenly), over the extent of the sipe 9 in plan view, wherein the angle ß has its greatest value at the sipe end located at the groove 5b (Fig. 2). The largest value of the angle ß is in particular 5° to 35°, preferably 10° to 20°. The smallest value of the angle ß is in particular up to 20°, preferably up to 10°.Furthermore, it is preferred if the size of the angle ß changes by a total of at least 5°, preferably by at least 10°. As shown in Fig. 2 in conjunction with Fig. 2b to Fig. 2d, the inclination of the radially outer section 9" is such that, starting from its radially inner end, it is inclined toward the incoming block edge 7 (Fig. 2). The radially outer section 9" therefore moves away from the incoming block edge 7 with increasing depth.

[0039] According to Fig. 2a, the incision edge sections 9a, 9b are shallower than the central incision section 9c. The incision edge section 9a adjoins that side of the central incision section 9c at which the greatest value of the angle ß of the radially outer section 9" in the central incision section 9c is present, and has a depth t in the radial direction. awhich is at least 0.5 mm, preferably at least 1.0 mm, greater than the aforementioned depth ti. Furthermore, it is particularly preferred if the depth ta additionally amounts to at most the maximum depth tE of the incision 9 reduced by 1.0 mm. In the incision edge section 9a, the incision 9, viewed in cross section, has the radially outer section 9" and a radially outer part 9'a of the radially inner section 9 1 so that sections 9 1, 9" are continued accordingly from the central incision section 9c into the incision edge section 9a. The increase in the angle ß of the radially outer section 9" therefore continues in the incision edge section 9a. The incision edge section 9b adjoins that side of the central incision section 9c on which the smallest value of the angle ß of the radially outer section 9" is present in the central incision section 9c, and has a depth tb in the radial direction which is at least 0.5 mm and is at least 0.5 mm, preferably at least 1.0 mm, smaller than the aforementioned depth ti. In the incision edge section 9b, the incision 9, viewed in cross section, has only a radially outer part 9"a of the radially outer section 9", so that the section 9" is continued accordingly from the central incision section 9c into the incision edge section 9b.The decrease in the angle ß of the radially outer section 9" therefore continues in the incision edge section 9b.

[0040] Fig. 3 shows a further variant of a shoulder-side tread block 1. The shoulder-side tread block 1 is provided with two cuts 9 which, viewed in plan view, run in the same direction of inclination to the block edges 7, 8 with respect to the circumferential direction, traverse the shoulder-side tread block 1 within the ground contact area and open into the groove 5b. The inclination of the radially outer section 9" (indicated) for each cut 9 is such that, starting from its radially inner end, it is inclined towards the incoming block edge 7, wherein the angle ß of the radially outer section 9" of one cut 9 changes in the opposite direction to the angle ß of the radially outer section 9" of the other cut 9.

[0041] Fig. 4 shows a semi-central profile block 2. The semi-central profile block 2 is provided with two incisions 9 which, viewed in plan view, run in the same direction of inclination to the block edges 7, 8 with respect to the circumferential direction, traverse the semi-central profile block 2 and open into the grooves 5a, 5b. In the incision 9 located closer to the incoming block edge 7, the radially outer section 9" is inclined from its radially inner end towards the incoming block edge 7, and in the incision 9 located closer to the outgoing block edge 8, the radially outer section 9" is inclined from its radially inner end towards the outgoing block edge 8.

[0042] Fig. 5 shows a further variant of a semi-central tread block 2. The block edges 7, 8 of the semi-central tread block 2 run, viewed in plan view and relative to a straight auxiliary line h2 connecting the ends of the respective block edges 7, 8, at an angle y to the axial direction. The semi-central tread block 2 has two opposing obtuse-angled block corner regions 2a and two opposing acute-angled block corner regions - namely an incoming, acute-angled block corner region 2b which first enters the ground when the tire rolls during forward travel, and a tapering, acute-angled block corner region 2b'.The semi-central profile block 2 is provided with two incisions 9 which, viewed in plan view, run parallel to one another and, with respect to the incision centre lines m, each at an angle y' to the axial direction, wherein the angle y' is 3° to 10°, in particular up to 7°, greater than the angle y of the nearest block edge 7, 8. The inclination of the radially outer sections 9" is such that, starting from their radially inner ends, they are inclined towards the incoming block edge 7, wherein the angle ß of the radially outer section 9" of one incision 9 changes in the opposite direction to the angle ß of the radially outer section 9" of the other incision 9. For the incision 9 located closer to the incoming block edge 7, the angle ß increases towards the incoming, acute-angled block corner region 2b. For the incision 9 located closer to the outgoing block edge 8, the angle ß increases towards the outgoing, acute-angled Block corner area 2b'.

[0043] Fig. 6 shows a schematic plan view of a further, arcuate profile section with a shoulder-side profile block 1, a semi-central profile block 2 and a central profile block 3. In the central profile block 3 there is an incision 9, in the semi-central profile block 2 there is an incision 9' and in the shoulder-side profile block 1 there is an incision 9", wherein the incisions 9, 9', 9", viewed in plan view, run in the same direction inclined to the block edges 7, 8 with respect to the circumferential direction and open into the groove(s) 5a, 5b. The incision base 12 is schematically indicated for each incision 9, 9', 9". The incision 9', 9" differs from the incision 9 with regard to its radially outer section 9". In all incisions 9, 9', 9", the radially outer section 9" (not indicated in Fig. 6, cf. Fig. 2b to Fig. 2c) is inclined from its radially inner end to the incoming block edge 7.The angle ß of the radially outer section 9" decreases continuously within the radially outer sections 9" of the incisions 9, 9', 9" from the incision end on the outside of the tread to the incision end on the inside of the tread. In addition, the angle ß of the radially outer section 9" decreases from the incision 9" to the incision 9' and from the incision 9' to the incision 9. The smallest value of the angle ß of the radially outer section 9" of the incision 9' is therefore at most equal to the largest value of the angle ß of the radially outer section 9" of the incision 9, and the largest value of the angle ß of the radially outer section 9" of the incision 9' is therefore at most equal to the smallest value of the angle ß of the radially outer section 9" of the incision 9".The angle ß is basically 0° to 45°, whereby the largest value of the angle ß of the section 9" of the notch 9 is preferably at most 15° and the largest value of the angle ß of the section 9" of the notch 9' is preferably at most 30°.

[0044] In a further embodiment, not shown, tread blocks 1, 2, 3 (cf. Fig. 1) are provided, each of which is provided with at least one cut. The cuts have radially outer sections 9" (cf. Fig. 2b to Fig. 2d), wherein the angle ß (cf. Fig. 2b to Fig. 2d) at which the radially outer section 9" runs to the radial direction is constant within each cut and is smaller the closer the respective profile positive is to the tire equatorial plane (line AA). Therefore, the angle ß of the radially outer section 9" of the cut in the central tread block 3 is the smallest and the angle ß of the radially outer section 9" of the cut in the shoulder-side tread block 1 is the largest. The invention is not limited to the described embodiments.

[0045] The incisions may each have a transition section adjoining the radially outer section and extending toward the tread periphery and in the radial direction, with a length of up to 1.0 mm, in particular up to 0.5 mm, relative to the incision center area ME. Viewed in plan view, the incisions extend at an angle of 0° to 50° to the axial direction.

[0046] The incisions each have the radially adjoining sections at least in one incision section that extends over a portion of the incision in plan view, which in plan view preferably extends over at least 50% of the length of the incision determined along the incision centerline. The radially inner section runs at an angle of up to 5° to the radial direction. The edge sections of the incisions are optional.

[0047] Viewed from above, the cuts are preferably straight or continuously curved (arched). For curved cuts, the angle shown in plan view refers to a straight auxiliary line connecting the ends of the cut center line.

[0048] The cuts can also be provided in circumferential profile ribs.

[0049] The tread need not be directional.

[0050] 1 shoulder-side profile block

[0051] 2 semi-central profile block

[0052] 2a obtuse-angled block corner area

[0053] 2b, 2b' acute-angled block corner area 3 central profile block

[0054] 4 transverse grooves

[0055] 5a, 5b groove

[0056] 6 Block outer surface

[0057] 7 incoming block edge 8 outgoing block edge

[0058] 9, 9', 9" notch

[0059] 9a Incision edge section

[0060] 9b Incision edge section

[0061] 9c middle incision section 9 1 radial inner section

[0062] 9'a radial outer part

[0063] 9" radial outer section

[0064] 9"a radial outer part

[0065] 10 Cutting edge 11 Cutting wall

[0066] 12 Incision base

[0067] AA Line (tyre equatorial plane) bE, bp Width hi, h2 Auxiliary line L Line (lateral edge of the ground contact patch) rriE Cut center line

[0068] ME Cutting center area mR, rriQR Groove center line R Arrow (rolling direction) ti, ta, tb > . Depth tE Maximum depth a, ß, Y, Y' Angle

Claims

Patent claims 1. Pneumatic vehicle tire with a tread with profile positives (1, 2, 3), such as profile blocks (1, 2, 3) or profile ribs, in which cuts (9, 9', 9") are formed which, in plan view, run at an angle (a) of 0° to 50° to the axial direction, which cuts have a width (b) of 0.4 mm to 2.0 mm, a maximum depth (te) of 70% to 100% of the profile depth (Tp) and, at least in one cut section (9c) present in plan view, a radially inner section (9 1 ) and a radially outer section (9) adjoining the latter and forming an obtuse angle with the latter, which is straight and runs at an angle (ß) of up to 45° to the radial direction 11 ), characterized in that the radially outer sections (9 11) a) within cuts (9, 9', 9") and / or b) in cuts (9, 9', 9") which are formed in profile positives (1, 2, 3) positioned differently to the tire equatorial plane (line AA), change their angles (ß) to the radial direction.

2. Pneumatic vehicle tire according to claim 1, characterized in that the radially inner portion (9 1 ) to the radial direction at an angle of 0° to 5°.

3. Pneumatic vehicle tire according to claim 1 or 2, characterized in that the radially outer portion (9") ends in the radial direction at a depth (ti) determined relative to the tread periphery of 1.5 mm to 3.5 mm, in particular of at least 2.0 mm, preferably of at least 2.5 mm.

4. Pneumatic vehicle tire according to one of claims 1 to 3, characterized in that the angle (ß) of the radially outer sections (9") has a maximum value of 5° to 35°, preferably of 10° to 20°.

5. Pneumatic vehicle tire according to one of claims 1 to 4, characterized in that the angle of the radially outer sections (9") has a smallest value of up to 20°, preferably up to 10°.

6. Pneumatic vehicle tire according to one of claims 1 to 5, characterized in that in variant a) the angles (ß) of the radially outer sections (9") each increase continuously.

7. Pneumatic vehicle tire according to claim 6, characterized in that the angles (ß) of the radially outer sections (9") each increase by a total of at least 5°, preferably by a total of at least 10°.

8. Pneumatic vehicle tire according to one of claims 1 to 7, characterized in that in variant a), each cut (9, 9', 9"), viewed in plan view, is composed of the cut section (9c) and two cut edge sections (9a, 9b) each shallower than the cut section (9c), one of which is a deeper cut edge section (9a) and the other a shallower cut edge section (9b) than the deeper cut edge section (9a), wherein, viewed in cross section, at least a radially outer part (9"a) of the radially outer section (9") is continued over the cut edge sections (9a, 9b), wherein the greatest value of the angle (ß) at which the radially outer section (9") extends to the radial direction is at the free end of the deeper cut edge section (9a), and the smallest value of the angle (ß) at which the radially outer section (9") extends to the radial direction is at the free end of the deeper cut edge section (9a),at the free end of the shallower incision edge section (9a).

9. Pneumatic vehicle tire according to claim 8, characterized in that in the deeper cut edge section (9a), viewed in cross section, the entire radially outer section (9 11 ), preferably this and a radially outer part (9'a) of the radially inner section (9 1 ), is or are continued.

10. Pneumatic vehicle tire according to claim 8 or 9, characterized in that in the shallower cut edge section (9b), viewed in cross section, the radially outer part (9"a) of the radially outer section (9") or the complete radially outer section (9") is continued.

11. Pneumatic vehicle tire according to one of claims 8 to 10, characterized in that the cut section (9c), viewed in plan view, extends over at least 50% of the length of the cut (9, 9', 9") determined along the cut center line (HIE).

12. Pneumatic vehicle tire according to one of claims 1 to 11, characterized in that in variant a) profile blocks (2) are provided which are each provided with two cuts (9), wherein the angle (ß) of the radially outer section (9") of one cut (9) changes in the opposite direction to the angle (ß) of the radially outer section (9") of the other cut (9).

13. Pneumatic vehicle tire according to one of claims 1 to 12, characterized in that in variant a) central or semi-central profile blocks (2) are provided, which have block edges (7, 8) formed on transverse grooves (4) each running at an angle (y) to the axial direction, two mutually opposite obtuse-angled block corner regions (2a) and two mutually opposite acute-angled block corner regions (2b, 2b), wherein the (semi-)central profile blocks (2) are each provided with two cuts (9) which, viewed in plan view, run parallel to each other and to the axial direction at an angle (y') which is 3° to 10°, in particular up to 7°, greater than the angle (y) at which the respectively nearest block edge (7, 8) runs to the axial direction, wherein the angle (ß) at which the radial outer section (9 11) to the radial direction, increases towards the respective acute-angled block corner area (2b, 2b') and wherein the inclination of the radially outer sections (9 11 ) is preferably such that they are inclined from their radially inner ends towards the incoming block edge (7).

14. Pneumatic vehicle tire according to one of claims 1 to 5, characterized in that in variant b) the angles (ß) of the radially outer sections (9") are smaller, the closer the respective profile positive (1, 2, 3) is to the tire equatorial plane (line AA).

15. Pneumatic vehicle tire according to one of claims 1 to 5 or 14, characterized in that in variant b) at least two of the shoulder-side profile blocks (1), semi-central profile blocks (2) and central profile blocks (3) belong to the profile positives (1, 2, 3) positioned differently to the tire equatorial plane (line AA), wherein at least one of the cuts (9, 9', 9") is formed in each of the profile blocks (1, 2, 3), wherein preferably the angle (ß) at which the radially outer section (9") extends to the radial direction decreases for each cut (9, 9', 9") from the cut end on the outside of the tread to the cut end on the inside of the tread.

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