Vehicle tire
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- CONTINENTAL REIFEN DEUTSCHLAND GMBH
- Filing Date
- 2025-12-15
- Publication Date
- 2026-06-25
Smart Images
Figure EP2025087061_25062026_PF_FP_ABST
Abstract
Description
[0001] 202405985
[0002] Description
[0003] Vehicle tires
[0004] The invention relates to a vehicle tire with a tread having a ground contact area bounded by edge planes running parallel to the tire equatorial plane, grooves having profile positives and groove bases, which include grooves extending to the tread depth as well as grooves with a groove end located outside the ground contact area on the outside of the tread,
[0005] - wherein the tread periphery is defined by a circumferential outer envelope with two boundary lines circumferentially through the outer groove ends of the tread,
[0006] - wherein the groove bases of the grooves extending to profile depth define a circumferential inner envelope running through the groove bases at the locally deepest points of these grooves, with two circumferential boundary lines,
[0007] - wherein the outer envelope in the tire cross-section corresponds to a tire contour and the inner envelope in the tire cross-section corresponds to a beam contour, wherein the tire contour has a reference intersection point with each edge plane and the tread includes tread shoulders which have a shoulder intersection point with the beam contour at a point perpendicular to the tire contour and through the reference intersection point.
[0008] Adjacent to the shoulder boundary line, the underline contour in each tread shoulder has an underline contour edge section extending from the shoulder intersection to the respective boundary line of the inner envelope, over the extent of which a contour distance determined perpendicular to the tire contour decreases continuously in the direction of the respective boundary line of the outer envelope, at least in some areas, and does not increase. 202405985
[0009] One such vehicle tire is known, for example, from DE 10 2015 202 614 A1. This vehicle tire has a tread with shoulder-side profile ribs featuring transverse grooves, each of which, viewed from above, is composed of three groove sections. The middle groove section has a depth that decreases towards the outer groove section and a chamfer adjoining one of the groove flanks. The outer groove section has a U-shaped cross-section and a depth of 1.0 mm to 1.5 mm. Such transverse grooves contribute to a favorable solution to the conflicting objectives between braking performance on dry and wet roads and water drainage to the outside of the tire.Corresponding to the groove sections, the underline contour correlating with the inner envelope curve has one underline contour edge section in each tread shoulder, over the extent of which a contour distance determined perpendicular to the tire contour decreases in the direction of the boundary line of the outer envelope curve.
[0010] In the case of vehicle tires of the type mentioned above, the area of the tread lying outside the contact patch, the outer shoulder area (so-called "off-shoulder area"), is subjected to various specific stresses during driving and is therefore of significant importance for tire performance. The design of the outer shoulder area is particularly crucial for handling performance, thus influencing the response to steering forces and being important during evasive maneuvers. In correspondingly "extreme" handling situations, such as when performing a sharp evasive maneuver, the tire's contact patch (footprint) is temporarily shifted significantly towards the corresponding outer shoulder area, causing this area to make contact with the road surface.The design of the transverse grooves intended for drainage in these areas directly influences the rubber material distribution and stiffness in the outer shoulder area. 202405985.
[0011] The invention is based on the objective of further improving the handling performance of a vehicle of the type mentioned above, particularly in connection with the response to steering forces.
[0012] The problem stated in the invention is solved by a) the beam contour edge section ending in front of the boundary line of the outer envelope at an axially determined distance of up to 4.0 mm and comprising a first contour area adjoining the shoulder intersection point, over the entire extent of which the contour distance continuously decreases, and a second contour area adjoining the first contour area tangentially, in which the contour distance is constant, or b) the beam contour edge section merging with the tire contour, wherein the contour distance continuously decreases over the entire extent of the beam contour edge section.
[0013] According to the invention, the tire and the underbody contour in the outer shoulder area are thus specifically matched to each other with respect to their mutual distance. Compared to known designs, the underbody contour edge section found in the tread shoulder is designed in such a way that the outer shoulder area is stiffened and therefore more rigid and stabilized than before. As a result, the handling performance, especially with regard to the response to forces suddenly acting during evasive maneuvers, is significantly improved.
[0014] According to a preferred embodiment, the contour spacing at the reference intersection has a value of 3.5 mm to 10.0 mm. This spacing value correlates particularly with the profile depth and is advantageous with regard to high profile stiffness. 202405985
[0015] The following section discusses combinable, advantageous further developments of the latter preferred embodiment, which further specify the underbody contour edge section and give the tread profile a stiffness across the tire cross-section that is particularly advantageous for handling performance.
[0016] According to a first advantageous embodiment in this regard, the contour distance at a reference point, which has an axially determined distance to the boundary plane of 50% of the width of the tread shoulder determined between the boundary plane and the boundary line of the outer envelope, has a distance value of 45% to 55% of the distance value of the contour distance at the reference intersection point.
[0017] According to a second advantageous embodiment in this regard, the contour distance at a reference point, which has an axially determined distance to the boundary plane of 75% of the width of the tread shoulder determined between the boundary plane and the boundary line of the outer envelope, has a distance value of 10% to 30%, in particular up to 20%, of the distance value of the contour distance at the reference intersection point.
[0018] According to a third advantageous embodiment in this regard, it is provided that in variant a) the first and second contour areas have a mutual connection point, wherein a reference point correlating with this, which results from a projection of the mutual connection point onto the tire contour perpendicular to the second contour area, has a distance to the edge plane determined in the axial direction of 85% to 90% of the width of the tread shoulder determined between the edge plane and the boundary line of the outer envelope.
[0019] In the third advantageous further development, it is particularly advantageous if the contour distance from the correlating reference point has a value in the second 202405985
[0020] The contour area has a constant distance value of 5% to 15% of the distance value of the contour distance at the reference intersection point.
[0021] According to a further preferred embodiment, in variant a), a run-out radius is formed tangentially adjoining the groove base on the outer side of the tread and curving inwards at least in sections, and in particular curving inwards continuously. This ensures high crack resistance at the groove base on the outer side of the tread.
[0022] Furthermore, it is advantageous if, in variant a), the distance at which the beam contour edge section ends in front of the boundary line of the outer envelope is up to 3.0 mm, preferably up to 2.0 mm, particularly preferably up to 1.5 mm.
[0023] 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. The drawing shows
[0024] Fig. 1 shows a top view of a simplified half of a circumferential section of a tread of a vehicle tire, unfolded into a plane.
[0025] Fig. 2 shows an axially oriented cross-section through three-dimensional envelopes according to a first and a second embodiment of the invention,
[0026] Fig. 3 shows an enlarged section of Fig. 2, showing only the first embodiment.
[0027] Fig. 3a shows a further enlarged section of Fig. 3, 202405985
[0028] Fig. 4 shows an enlarged section of Fig. 2, showing only the second embodiment and
[0029] Fig. 4a shows a further enlarged section of Fig. 4.
[0030] Vehicle tires designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, preferably for passenger cars, vans (transporters) or SUVs, and preferably pneumatic tires, especially radial pneumatic tires. Passenger car, van and SUV tires are intended in particular for rims with an integer rim diameter of 13 inches to 24 inches, preferably from 18 inches to 23 inches, and have a load index of in particular 71 to 126.
[0031] In Figures 1 and 2, the tire equatorial plane is indicated by a line AA, and one lateral edge of the contact patch of the tread is indicated by a dashed edge plane E running parallel to the tire equatorial plane. The contact patch corresponds to the statically determined footprint according to ETRTO standards (load at 70% of the maximum load capacity at an internal pressure of 85% according to the ETRTO standard). In Figure 2, the axial direction is indicated by a double arrow A, and the radial direction by a double arrow R. The axial direction is the direction parallel to the axis of rotation of the vehicle tire and therefore perpendicular to the tire equatorial plane, while the radial direction is the direction parallel to the tire equatorial plane (line AA) in the axially oriented cross-section (tire cross-section).The vehicle tire was vulcanized in a vulcanization mold which, in a manner known per se, has a segmented ring forming the tread and sidewall shells. Figure 2 shows the mold parting line F, which marks the transition from the tread to the sidewall according to the vulcanization mold, i.e., according to the "mold definition". The mold parting line F is thus the mold-inside joint line between the segmented ring and the sidewall shell. 202405985.
[0032] Fig. 1 shows a simplified top view of one half of a circumferential section of a vehicle tire tread, developed in a plane. The tread half not shown is mirrored with respect to the tire's equatorial plane (line AA) and shifted circumferentially relative to the tread half shown. The tread has a directional profile and is to be mounted on a vehicle such that it exhibits the rolling direction indicated by arrow AR when driving forward.
[0033] The tread is provided with a circumferential groove 1 (visible only in part) running in the area of the tire's equatorial plane (line AA) and further with transverse grooves 2, 3 extending in a V-shape across the tread width when viewed from above. When the tire is traveling forward (arrow AR), the rolling direction of the transverse grooves 2, 3 first enters the contact patch with the ground at their inner ends. In each half of the tread, a transverse groove 2 alternates with a transverse groove 3 in the circumferential direction, with the transverse grooves 2, 3 running towards one edge of the tread being offset in the circumferential direction from the transverse grooves 2, 3 running towards the other edge of the tread. The transverse grooves 2, 3 extend beyond the respective edge plane E and each have a groove end 2e (transverse groove 2), 3e (transverse groove 3) on the outside of the ground contact area.The transverse grooves 2 merge into the circumferential groove 1 and the transverse grooves 3 end closed on the inside of the tread at a distance in front of the tire equatorial plane (line AA).
[0034] The circumferential groove 1 and the transverse grooves 2, 3 extend radially at their deepest areas to a specified profile depth of typically 6.5 mm to 13.0 mm and each have a groove base 1a (circumferential groove 1), 2a (transverse groove 2), 3a (transverse groove 3) running through the groove cross-section at the locally deepest point, wherein the groove bases 2a, 3a of the transverse grooves 2a, 3a each have a groove base end 2a on the outside of the tread. e , 3a eThe tread features two grooves 4 in each half of the tread, located between circumferentially adjacent transverse grooves 2, 3. These grooves are preferably shallower than the tread depth 202405985. The transverse grooves 2, 3 become shallower towards their outer tread groove ends 2e (transverse groove 2), 3e (transverse groove 3), as will be explained in more detail below.
[0035] Due to the described profiling, the tread has shoulder-side profile blocks 5, semi-central profile blocks 6, and central profile blocks 7 in each half of the tread, with profile blocks 5, 6, and 7 each being bordered by an outer surface 8 located at the periphery of the tread. The periphery of the tread is therefore the level against which the tread depth is also determined. The outer surfaces 8 of the shoulder-side profile blocks 5 each comprise a shoulder flank 8a extending completely outside the ground contact area and therefore adjoining the edge plane E, wherein the shoulder flanks 8a of circumferentially successive shoulder-side profile blocks 5 are bordered on the side facing the side wall 9 (cf. Fig. 2, Fig. 3, Fig. 4) of the outer groove ends 2e (transverse groove 2), 3e (transverse groove 3) by narrow, circumferentially elongated edge surfaces 10 (cf. Fig. 3, Fig. 4).4) are connected to each other, with the boundary surfaces 10 forming a single surface with the shoulder flanks 8, such that there is a tangential (kink-free) transition between the boundary surfaces 10 and the shoulder flanks 8. The mutual connection points of the boundary surfaces 10 and shoulder flanks 8 are therefore edge-free (kink-free). According to Fig. 3 and Fig. 4, a narrow, circumferentially extending ring-shaped rib 11 adjoins the edge surfaces 10 and the shoulder flanks 8a (Fig. 1) on the side facing the side wall 9, which is bounded by an inwardly curved transition radius 11 a with a radius of up to 0.50 mm, which adjoins the edge surfaces 10 and the shoulder flanks 8a tangentially in cross-section, and which terminates at a rib edge 11 a' which was formed during vulcanization at the mold parting line F.Rib 11 is usually removed with a trimming knife after the vulcanization of the vehicle tire.
[0036] Fig. 2 shows an axially oriented cross-section through halves of three-dimensional, annular envelopes circumferential around the tire 202405985
[0037] K a , Ki, Ki', namely an outer envelope K a , an inner envelope Ki and an alternative inner envelope Ki'. Furthermore, the corresponding boundary plane E of the ground contact area is shown in Fig. 2. Fig. 3 shows the envelopes K a , K and Fig. 4 shows the envelopes K a , Ki'.
[0038] The outer surfaces 8 (Fig. 1 ) of the profile blocks 5, 6, 7, i.e. the level of the tread periphery, define the outer envelope K. a , so that the profile blocks 6, 7, 8 are separated from the outer envelope K over the tire circumference a are "limited".
[0039] The groove bases 1a, 2a, 3a (Fig. 1) of the grooves 1, 2, 3 (circumferential groove 1, transverse grooves 2, 3), which extend at least partially to the tread depth, define the inner envelope Ki or Ki', which runs through the groove bases 1a, 2a, 3a at the locally deepest points of the grooves 1, 2, 3. The grooves 1, 2, 3 are therefore "co-bounded" by the inner envelope Ki or Ki' over the tire circumference. The deepest points of the groove bases 2a, 3a of the transverse grooves 2, 3, viewed in the axially oriented cross-section, therefore lie on the inner envelope Ki or Ki'.
[0040] In the cross-section shown in Fig. 2, the envelope curves K correspond to a , K, Ki' each of a cutting contour, where the outer envelope K a the tire contour k a and the inner envelope Ki, Ki' corresponds to the so-called underline contour ki (inner envelope Ki), ki' (inner envelope Ki').
[0041] The tire contour k aIt ends towards the outer edges of the tread at two circumferential boundary lines L, which appear as points in the aforementioned cross-section. a (Fig. 3, Fig. 3a, Fig. 4, Fig. 4a), which run through the outer groove ends 2e, 3e (Fig. 3, Fig. 3a, Fig. 4, Fig. 4a, cf. Fig. 1). The underline contour ki, ki' terminates towards the outer edges of the tread at two circumferential boundary lines Li (Fig. 3, Fig. 3a, Fig. 4, Fig. 4a), which appear as points in the aforementioned cross-section and run through the outer groove bases 2a. e , 3a e (Fig. 3, Fig. 3a, Fig. 4, Fig. 4a, cf. Fig. 1) run. 202405985
[0042] The boundary plane E of the ground contact area intersects, in the aforementioned cross-section, the tire contour k. a at a reference intersection point Po. In Fig. 2, a line is drawn through the reference intersection point Po and perpendicular to the tire contour k. aThe shoulder boundary line Ls is drawn, which intersects the underline contour ki, ki' at a shoulder point Ss. "Perpendicular to the tire contour k" a “ means perpendicular to a point on the tire contour at the respective location k a constructed tangent ta.
[0043] The tread has a tread shoulder LS on the outer side of each tire shoulder, adjoining the respective shoulder boundary line Ls. Within this shoulder, the lower beam contour ki, ki', as explained below, has a specially designed lower beam contour edge section kir (Fig. 3: lower beam contour ki), kir' (Fig. 4: lower beam contour ki'). The tread shoulder LS has a width projected in the axial direction (double arrow A) up to (Fig. 3, Fig. 4), which lies between the edge plane E and the boundary line L. a has been determined.
[0044] Between the tire contour k aand the underline contour ki, ki' lies in the tread shoulder LS perpendicular to the tire contour k a The determined contour distance a decreases in the direction of the boundary line Li (Fig. 3, Fig. 4), as will be explained in more detail later. In Fig. 2, the corresponding tangent t is shown at the point where the contour distance a is indicated. a drawn, on which the perpendicular measurement to the tire contour k refers a refers to. At the reference intersection Po, the contour distance a is measured along the shoulder boundary line Ls.
[0045] Figures 3 and 3a show enlargements of the underline contour ki in the area of the tread shoulder LS. The outer groove bases 2a e , 3a e and thus the boundary line Li points to the groove ends 2e, 3e and thus to the boundary line L aa distance aR (Fig. 3a) projected in the axial direction of up to 4.0 mm, in particular up to 3.0 mm, preferably up to 2.0 mm, most preferably up to 1.5 mm, wherein between the 202405985 outer groove base end 2a e , 3a e and a run-out curve 12 (Fig. 3a) is formed tangentially adjoining the groove end 2e, 3e on the outer side of the tread, at least partially curved inwards, and in particular continuously curved inwards.
[0046] According to Fig. 3, the beam contour edge section kir consists of a contour area kiri adjacent to the shoulder boundary line Ls and a contour area kir2 adjacent to the boundary line Li, which adjoins the contour area kiri tangentially.
[0047] The contour distance a decreases continuously and steadily (not abruptly) over the extension of the contour area kiri starting from the shoulder boundary line Ls, i.e. starting from the shoulder intersection point Ss, to the contour area kir2 and is constant over the entire extension of the contour area kir2.
[0048] In Fig. 3, in addition to the already mentioned reference intersection point Po, there are three reference points Pi, P2, P3 on the tire contour k in the tread shoulder LS. aThe reference point Pi is drawn, with the reference point Pi to the edge plane E having an axially determined distance api of 50% of the width to the tread shoulder LS, and the reference point P2 to the edge plane E having an axially determined distance ap2 of 75% of the width to the tread shoulder LS. The reference point P3 correlates with the mutual connection point PA of the contour areas kiri and kir2 and results from a projection perpendicular to the contour area kir2 onto the tire contour k. a (cf. Fig. 3a), wherein the reference point P3 to the edge plane E has a distance aps determined in the axial direction of 85% to 90% of the width to the tread shoulder LS.
[0049] The contour distance a has - in each case in the contour area kiri - at the reference intersection Po a distance value ao dependent on the profile depth of 3.5 mm to 10.0 mm, at the reference point Pi a distance value ai of 45% to 55% 202405985 of the distance value ao and at the reference point P2 a distance value a2 of 10% to 30%, in particular of up to 20%, of the distance value ao as well as in the contour area kir2 starting from the reference point P3 a smaller, constant distance value as (Fig. 3a) of 5% to 15% of the distance value ao.
[0050] Figures 4 and 4a show enlargements of the beam contour ki' in the area of the tread shoulder LS. According to Figure 4, the beam contour edge section kir' runs such that the outer groove bases 2a e , 3a e and thus the boundary line Li with the groove ends 2e, 3e and therefore with the boundary line L acoincides or coincides. The contour distance a increases over the entire extent of the lower beam contour edge section kir' starting from the shoulder boundary line Ls, i.e., starting from the shoulder intersection point Ss, up to the boundary lines Li, L a continuously and steadily (not abruptly).
[0051] In Fig. 4, in addition to the already mentioned reference intersection point Po, two further reference points Pi (with distance api to the boundary plane E) and P2 (with distance ap2 to the boundary plane E) are noted in the tread shoulder LS - in accordance with Fig. 3.
[0052] For the beam contour ki', the contour distance a - analogous to the beam contour ki (see Fig. 3 and Fig. 3a) - has a distance value ao of 3.5 mm to 10.0 mm at the reference intersection Po, depending on the profile depth, a distance value ai of 45% to 55% of the distance value ao at the reference point Pi, and at the reference point P2 (associated tangent t) abarely perceptible) a distance value a2 of 10% to 30%, in particular of up to 20%, of the distance value ao.
[0053] The invention is not limited to the described embodiments. 202405985
[0054] In particular, the tread pattern may differ from the described profiling.
[0055] 202405985
[0056] Reference symbol list
[0057] 1 circumferential groove
[0058] 1a Grooved base
[0059] 2 transverse grooves
[0060] 2a Grooved base
[0061] 2a e outer groove base
[0062] 2e outer groove end
[0063] 3 transverse grooves
[0064] 3a Grooved base
[0065] 3a e outer groove base
[0066] 3e outer groove end
[0067] 4th groove
[0068] 5 shoulder-side profile block
[0069] 6 semi-central profile block
[0070] 7 center profile block
[0071] 8 outdoor area
[0072] 8a Shoulder flank
[0073] 9 side wall
[0074] 10 Edge area
[0075] 11 > . Rib
[0076] 11a Transitional rounding
[0077] 11 a' Rib edge
[0078] 12 Run-out rounding a contour distance ao, ai , a2, as distance value aR, api, ap2, aps ....distance
[0079] A double arrow (axial direction)
[0080] AA line (tire equatorial plane) 202405985
[0081] AR arrow (rolling direction) to width
[0082] E Edge plane (lateral edge of the ground contact area)
[0083] F Form separation line k a tire contour
[0084] K aouter envelope ki, ki' beam contour kir, kir' beam contour edge section kiri , kir2 contour area
[0085] Ki, K' inner envelope
[0086] La, Li boundary line
[0087] L's shoulder boundary line
[0088] LS tread pattern shoulder
[0089] Po reference intersection
[0090] Pi, P2, P3 reference point
[0091] PA connection point
[0092] R double arrow (radial direction)
[0093] Ss shoulder intersection t a tangent
Claims
202405985 Patent claims 1. Vehicle tire with a tread having a ground contact area bounded by edge planes (E) running parallel to the tire equatorial plane (line AA), grooves (1, 2, 3) having profile positives (5, 6, 7) and groove bases (1a, 2a, 3a), which include grooves (1, 2, 3) extending to the tread depth and grooves (2, 3) with a groove end (2e, 3e) located outside the ground contact area on the outside of the tread, wherein the tread periphery is a circumferential outer envelope (K). a ) with two circumferential boundary lines (L) extending through the outer groove ends (2e, 3e) of the tread. a) defined, wherein the groove bases (1a, 2a, 3a) of the grooves (1, 2, 3) extending to profile depth define a circumferential inner envelope (Ki, Ki') extending through the groove bases (1a, 2a, 3a) at the locally deepest points of these grooves (1, 2, 3) with two circumferential boundary lines (Li), wherein the outer envelope (K a ) in the tire cross-section of a tire contour (k a ) and the inner envelope (Ki, Ki') in the tire cross-section corresponds to a lower contour (ki, ki'), where the tire contour (k a ) has a reference intersection point (Po) with each boundary plane (E) and the tread includes a tread shoulder (LS) which is perpendicular to the tire contour (k a) and the shoulder boundary line (Ls) running through the reference intersection point (Po), which has a shoulder intersection point (Ss) with the underline contour (ki, ki'), wherein the underline contour (ki, ki') has an underline contour edge section (kir, kir') extending from the shoulder intersection point (Ss) to the respective boundary line (Li) of the inner envelope curve (Ki, K') in each tread shoulder (LS), over the extent of which a perpendicular to the tire contour (k) a ) determined contour distance (a) in the direction of the respective boundary line (L a ) of the outer envelope (K a ) at least in some areas it steadily decreases and does not increase, 202405985 characterized by a) that the beam contour edge section (kir) is in front of the boundary line (L a ) of the outer envelope (K a) ends at an axially determined distance (ap) of up to 4.0 mm and consists of a first contour area (kiri) adjoining the shoulder intersection point (Ss), over whose entire extent the contour distance (a) continuously decreases, and a second contour area (kir2) adjoining the first contour area (kiri) tangentially, in which the contour distance (a) is constant, or b) that the underbody contour edge section (kir') with the tire contour (k a ) converges, whereby the contour distance (a) continuously decreases over the entire extent of the beam contour edge section (kir').
2. Vehicle tire according to claim 1, characterized in that the contour distance (a) at the reference intersection point (Po) has a distance value (ao) of 3.5 mm to 10.0 mm.
3. Vehicle tire according to claim 2, characterized in that the contour distance (a) at a reference point (Pi) which is determined in the axial direction to the edge plane (E) is 50% of the distance (api) between the edge plane (E) and the boundary line (L). a ) of the outer envelope (K a ) determined width (to) of the tread shoulder (LS) has a distance value (ai) of 45% to 55% of the distance value (ao) of the contour distance (a) at the reference intersection point (Po).
4. Vehicle tire according to claim 2 or 3, characterized in that the contour distance (a) at a reference point (P2) which is determined in the axial direction to the edge plane (E) is 75% of the distance (ap2) between the edge plane (E) and the boundary line (L). a ) of the outer envelope (K a ) determined width (to) of the tread shoulder (LS) has a distance value 202405985 (a2) of 10% to 30%, in particular of up to 20%, of the distance value (ao) of the contour distance (a) at the reference intersection point (Po).
5. Vehicle tire according to one of claims 2 to 4, characterized in that in variant a) the first and second contour region (kiri , kir2) have a mutual connection point (PA), wherein a reference point (P3) correlating with this, which is defined by a projection of the mutual connection point (PA) onto the tire contour (k) perpendicular to the second contour region (kir2), a ) results in an axially determined distance (aps) to the boundary plane (E) of 85% to 90% of the distance between the boundary plane (E) and the boundary line (L). a ) of the outer envelope (K a ) determined width (up to) of the tread shoulder (LS).
6. Vehicle tire according to claim 5, characterized in that the contour distance (a) from the correlating reference point (P3) has a constant distance value (as) in the second contour area (kir2) of 5% to 15% of the distance value (ao) of the contour distance (a) at the reference intersection point (Po).
7. Vehicle tire according to one of claims 1 to 6, characterized in that in variant a) between the outer groove base end (2a) e , 3a e ) and the outer end of the groove (2e, 3e) of the tread strip, a run-out curve (12) is formed tangentially adjoining the base of the groove (2a, 3a), curving inwards at least in sections, and in particular curving inwards continuously.
8. Vehicle tire according to one of claims 1 to 7, characterized in that in variant a) the distance (ap) at which the lower contour edge section (kir) is in front of the boundary line (L) a ) of the outer envelope (Ka ) ends, up to 3.0 mm, preferably up to 2.0 mm, particularly preferably up to 1.5 mm.