Pneumatic vehicle tyre
Patent Information
- Application Number
- PCT/EP2026/054620
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-03-21
- Filing Date
- 2026-02-19
- Publication Date
- 2026-09-24
Smart Images
Figure EP2026054620_24092026_PF_FP_ABST
Abstract
Description
[0001] 202407437
[0002] 1
[0003] Description
[0004] Vehicle pneumatic tires
[0005] The invention relates to a vehicle tire, in particular an all-season tire, with a tread comprising a shoulder-side tread area which includes a shoulder-side row of tread blocks and a further row of tread blocks, which are separated from each other by a first circumferential groove. The shoulder-side row of tread blocks, together with the further row of tread blocks, is composed of successive macroblocks arranged around the circumference of the tire.
[0006] The tread pattern of all-season tires is subject to a conflict of objectives between snow traction and dry handling. Good snow traction requires numerous sipes, whereas optimal handling on dry roads necessitates stable and large tread blocks. However, these requirements are contradictory, as a high sipe density reduces block stability, and conversely, stable blocks reduce the number of sipes.
[0007] WO 98 / 29268 A1 discloses a tread pattern for a vehicle tire with at least one circumferential longitudinal groove and transverse grooves extending from the longitudinal groove to delineate tread blocks and with sipes arranged in the tread which extend in depth from the tread surface towards the tread base, characterized in that at least one of the sipes, which is arranged in at least one of the tread blocks, is V-shaped.
[0008] The object of the present invention is to provide a vehicle tire that ensures an improved balance between snow traction and dry handling. This object is achieved by the subject matter of claim 1. Preferred embodiments are the subject matter of the dependent claims. 202407437
[0009] 2
[0010] A vehicle tire according to the invention, in particular an all-season tire, has a tread with a shoulder-side tread area, wherein the tread area comprises a shoulder-side tread block row and a further tread block row, wherein the shoulder-side tread block row and the further tread block row are separated from each other by a first circumferential groove, wherein the shoulder-side tread block row together with the further tread block row is composed of successive macroblocks over the circumference of the tire, wherein each macroblock consists of three or four tread blocks of the shoulder-side tread block row and the same number of tread blocks of the further tread block row, wherein each tread block of the macroblock has at least one transverse or inclined sipe, wherein the transverse or inclined sipes are each bounded by a sipe base and two sipe flanks.wherein the transverse or inclined sipes of the first and last tread blocks of the respective macroblock in the direction of the tire circumference each have angled sipe ends on one side facing away from the first circumferential groove, and wherein the sipe base of each transverse or inclined sipe is divided into at least two longitudinal sections, wherein the at least two longitudinal sections extend at different depth levels with respect to a radially outer surface of the tread area.
[0011] The shoulder-side tread area features a macroblock structure composed of three or four profile blocks from the respective profile block row. In other words, a macroblock of the shoulder-side tread area typically comprises six or eight profile blocks. Accordingly, each macroblock has at least six or eight transverse or diagonal slats, with at least one transverse or diagonal slat per profile block.
[0012] Tread blocks are the radially outward-facing, raised sections on the tread of the vehicle tire that are in direct contact with the road surface and are responsible for the traction as well as the dry and wet handling of the vehicle.
[0013] The shoulder-side tread block row is the row of tread blocks located at the outer edge of the tread, towards the outer shoulder of the tire. The next tread block row, also called the intermediate tread block row, is located 202407437
[0014] 3
[0015] The macroblocks are located on the inner side of the tread next to the shoulder-side row of tread blocks and are separated from it by the first circumferential groove. Each macroblock is separated axially from adjacent macroblocks by a further circumferential groove. In the tire's circumferential direction, the macroblocks are separated from each other by main helical and / or main transverse grooves.
[0016] The macroblocks exhibit a triple or quadruple lamella structure, with each transverse or oblique lamella having partial depressions. The respective lamella flank extends radially from the associated lamella base to the radially outer surface of the profile block it defines.
[0017] A transverse sipe is a sipe that extends within a tread block in a direction perpendicular to the tire's circumference, i.e., in the axial direction of the vehicle tire. An inclined sipe runs at an angle to the tire's circumference or diagonally to the axial direction of the vehicle tire.
[0018] The angled arrangement of the sipe allows it to better absorb both lateral and longitudinal forces, thus optimizing the tire's handling characteristics. The lateral or angled sipe improves traction and the flexibility of the tire tread. The "axial direction" runs parallel to the vehicle tire's axis of rotation, or in the transverse direction of the tread. The "circumferential direction" refers to the tread or the circumference of the vehicle tire.
[0019] The transverse or diagonal sipes of the first and last tread blocks of a macroblock (in the direction of the tire's circumference) are angled at their ends so that the sipe ends point towards each other. "Angled" means that the sipe end is positioned at an angle to the main direction of the transverse or diagonal sipe. The main direction of the transverse or diagonal sipe refers to the predominant orientation of the sipe within the corresponding tread block.
[0020] Different depth levels describe variations in the cutting depth within a transverse or inclined lamella. This means that certain areas of the lamella extend deeper into the profile block than others, thus enabling targeted 202407437
[0021] 4
[0022] Stability and flexibility effects are achieved. A longitudinal section is a sub-area of the lamella base that extends longitudinally along the transverse or
[0023] The slant extends. In a stepped lamella structure, several longitudinal sections with different depth levels can be present.
[0024] The expression "first and last tread blocks of the respective macroblock in the direction of tire circumference" refers to the two outermost tread blocks of a macroblock in the tire's circumferential direction. The first tread block is the one that first contacts the road surface in the direction of the tire's travel, while the last tread block is located at the rear end of the macroblock. The deliberate angulation of the lateral or...
[0025] The angled sipe at the beginning and end of the macroblock improves the stability and traction of the vehicle tire.
[0026] The combination of a triple or quadruple macroblock structure enables an improved balance between traction and block stability. The inclusion of at least one transverse or diagonal sipe per tread block achieves a high sipe density without significantly compromising macroblock stability. The partially angled sipe ends allow for precise control of block deformation, further enhancing block stability. The varying depths of the sipes create a variable stiffness distribution within the tread blocks. This combination results in improved traction on snow and wet roads, while simultaneously ensuring stable handling in dry conditions.
[0027] Dry handling refers to a vehicle's driving behavior and handling characteristics under dry road conditions. It concerns how well the tire can process the forces that occur while driving on dry pavement and translate them into driving stability, steering precision, and safety. During cornering, braking, and evasive maneuvers, lateral forces are exerted, which the tire absorbs and converts into traction to prevent skidding or loss of control.
[0028] Snow traction refers to the ability of a vehicle tire to efficiently transmit driving forces on a snow-covered surface. It is largely determined by the 202407437
[0029] 5
[0030] The tread pattern, particularly the arrangement and structure of the sipes, tread blocks, and grooves, is influenced by the tire's performance. High snow traction improves acceleration, braking, and steering on snow and contributes to driving safety in winter road conditions.
[0031] According to one embodiment, the lamella base comprises a first and second longitudinal section and a third longitudinal section arranged between them, wherein the third longitudinal section is spaced further apart from the radially outer surface of the tread area than the first and second longitudinal sections. The third longitudinal section of the respective transverse or inclined lamella is arranged axially between the first and second longitudinal sections.
[0032] Preferably, the longitudinal sections of the lamella base arranged one behind the other along the respective transverse or inclined lamella are connected to each other by transition sections.
[0033] The transition sections are preferably designed as steps, ramps, and / or curves. The terms "steps," "ramps," and "curves" describe different types of transition sections between different depth levels in a lamella. Steps mean that there are abrupt differences in height, ramps characterize a smooth, sloping transition, and curves describe a continuous, arc-like connection between the adjacent longitudinal sections.
[0034] Preferably, the transverse or inclined lamellae of each additional profile block arranged between the first and last profile blocks of the respective macroblock are designed to run essentially in a straight line. In a macroblock with three profile blocks per row, one additional profile block is provided per row. In a macroblock with four profile blocks per row, two additional profile blocks are arranged one behind the other per row.
[0035] Preferably, the sipe ends of the transverse or diagonal sipes of the first and last tread blocks of the respective macroblock in the tire's circumferential direction are angled towards each other. 202407437
[0036] 6
[0037] Furthermore, preferably the sipe ends of the transverse or inclined sipes of the first and last tread blocks of the respective macroblock in the tire circumferential direction are arranged at different angles to the main direction of the associated transverse or inclined sipe. In other words, the angles of the angled sipe ends can differ in magnitude.
[0038] In one embodiment, the respective transverse or diagonal lamella of the shoulder-side profile block row extends from the first circumferential groove into the respective profile block, ending in a sack-like groove. A lamella ending in a sack-like groove runs within a profile block and terminates without penetrating or being connected to an adjacent groove or edge. This maintains block stability and improves traction.
[0039] Preferably, the further row of profile blocks is limited on the inside of the tread by a further circumferential groove, wherein the respective transverse or inclined lamella of the further row of profile blocks extends between the first circumferential groove and the further circumferential groove.
[0040] Preferably, the base of the sipes of the transverse or diagonal sipes is not lower than the base of the groove of the first circumferential groove with respect to the radially outer surface of the tread area. "Inside of the tread" refers to the area of the tread that is closer to the center of the tire and further away from the tire shoulder. Alternatively or additionally, the base of the sipes of the transverse or diagonal sipes is located...
[0041] The angled sipes, relative to the radially outer surface of the tread area, are no deeper than the groove base of a main angled and / or main transverse groove that divides two macroblocks in the tire's circumferential direction. Additionally or alternatively, the sipe base of the transverse or angled sipes, relative to the radially outer surface of the tread area, is no deeper than the groove base of a secondary angled and / or secondary transverse groove that divides two tread blocks of the tread block rows of the corresponding macroblock in the tire's circumferential direction. The fact that the transverse or angled sipes are no deeper than the surrounding transverse or angled grooves has the advantage that the tread blocks remain structurally stable and are not weakened by excessively deep cuts. This improves block stiffness.
[0042] 7
[0043] This optimizes dry handling and distributes wear more evenly. At the same time, the sipe function for increased traction is retained without negatively affecting the overall stability of the tread.
[0044] A main slant groove or main transverse groove is a prominent, larger groove in the tire tread that extends across several tread blocks and significantly contributes to water drainage, traction, and stability. It subdivides larger macrostructures, such as macroblocks, in the tire's circumferential direction and substantially influences the tire's overall performance. A secondary slant groove or secondary transverse groove is a smaller groove, usually located within individual tread blocks or between a few blocks. It serves to fine-tune traction and flexibility without significantly affecting block stability. Compared to main grooves, it can be shallower and narrower.
[0045] In one embodiment, the transverse or diagonal sipe runs essentially parallel to a block edge of the associated tread block located in the tire's circumferential direction, either in front of or behind this transverse or diagonal sipe. This means that the transverse or diagonal sipe largely follows the orientation of an adjacent block edge located in front of or behind this sipe in the tire's circumferential direction. This achieves a uniform load distribution within the tread block, which improves the block's stability and reduces undesirable deformation.
[0046] Preferably, the shoulder-side tread area has a plurality of macroblocks arranged one behind the other in the tire circumference direction, each with at least three different lengths in the tire circumference direction.
[0047] Preferably, the distance between two immediately adjacent inclined or transverse grooves is a decisive criterion for the number of transverse or inclined lamellae provided within a profile block. If the distance between two immediately adjacent inclined or transverse grooves is below a limit value, the respective profile block of the macroblock has exactly one transverse or inclined lamella. The term "inclined or transverse groove" used here includes both main inclined grooves and secondary inclined grooves as well as main transverse grooves.
[0048] 8
[0049] Secondary transverse grooves. If the distance between adjacent diagonal or transverse grooves exceeds the limit value, at least two transverse or diagonal lamellae are provided within the respective profile block. The limit value defines the maximum distance between two adjacent diagonal or transverse grooves at which exactly one transverse or diagonal lamella is provided within a profile block. If this limit value is exceeded, the number of lamellae increases. The limit value is therefore a defined numerical threshold that serves as a criterion for a specific embodiment.
[0050] Two diagonal or transverse grooves are considered "immediately adjacent" if no other diagonal or transverse groove lies between them in the tire's circumferential direction. Secondary diagonal or transverse grooves can be consecutive, i.e., "immediately adjacent," in the tire's circumferential direction because they subdivide the macroblocks into individual tread blocks of the respective tread block row. Since the macroblocks are subdivided by primary diagonal or transverse grooves, which in turn are subdivided by secondary diagonal or transverse grooves, the tread pattern can be further subdivided by secondary diagonal or transverse grooves.
[0051] The secondary transverse grooves are subdivided, but there are no main oblique or slant grooves at any point.
[0052] Main transverse grooves arranged immediately adjacent to each other in the direction of the tire's circumference.
[0053] Varying the macroblock lengths around the tire's circumference, along with the sipe arrangement linked to the spacing between the diagonal or transverse grooves, improves the balance between traction and stability. Different macroblock lengths around the tire's circumference result in a more even pressure distribution across the tread, thus improving both ride comfort and the tread's wear resistance. Furthermore, the flexible adjustment of the sipe count, depending on the spacing between adjacent diagonal or transverse grooves, helps to increase block stability in larger tread segments while simultaneously ensuring sufficient siping for good traction in smaller tread segments. This optimizes handling on various surfaces.
[0054] In one embodiment, the base of the transverse or inclined lamellae is spaced at least 0.3 mm, preferably at least 0.5 mm, away from the radially outer surface of the tread area. 202407437
[0055] 9
[0056] Alternatively or additionally, the base of the lamellae of the transverse or inclined lamellae is at least 1 mm, preferably at least 1.5 mm, higher than the base of the groove of the first circumferential groove, the main inclined and / or main transverse groove and the secondary inclined and / or secondary transverse groove with respect to the radially outer surface of the tread area.
[0057] In one embodiment, the shoulder-side tread area is located on the side facing the outside of the vehicle when the tire is mounted. Preferably, the tire has an asymmetrical tread pattern.
[0058] Preferably, a macroblock has a length of at least 75 mm and at most 129 mm in the circumferential direction of the tire. Correspondingly, the tread blocks each have a length of at least 25 mm and at most 43 mm in the circumferential direction of the tire. The limit for distinguishing between one and at least two transverse or diagonal sipes of the respective tread block is therefore greater than 25 mm and less than 43 mm, preferably greater than 30 mm and less than 40 mm, and more preferably greater than 32 mm and less than 35 mm.
[0059] Further features, advantages, and details of the invention will now be described in more detail with reference to the drawings, which show an embodiment of the invention, wherein identical or similar components are provided with the same reference numeral.
[0060] Fig. 1 shows a schematic top view of a section of a tread of a vehicle tire according to the invention in a preferred embodiment,
[0061] Fig. 2 shows a schematic cross-sectional view of the tread section of the tread of the vehicle tire according to the invention as shown in Figure 1, to illustrate an exemplary inclined sipe on a shoulder-side profile block, and 202407437
[0062] 10
[0063] Fig. 3 shows a schematic cross-sectional representation of the tread section of the tread strip according to Figure 1 to illustrate an exemplary inclined lamella on an intermediate profile block.
[0064] The vehicle tires 1 designed according to the invention are tires for motor vehicles, in particular for multi-track motor vehicles, preferably passenger car tires for road applications. The vehicle tire 1 is in particular an all-season tire.
[0065] According to Figure 1, a shoulder-side tread area 3 of a tread 2 of the vehicle tire 1 comprises a shoulder-side row of tread blocks 4 and a further row of tread blocks 5 on the inner side of the tread (intermediate row of tread blocks), which are separated from each other in the axial direction A of the vehicle tire 1 by a first circumferential groove 6. The rows of tread blocks 4, 5 of the shoulder-side tread area 3 consist of several macroblocks 7 that extend around the circumference of the tire, i.e., in the circumferential direction U. Figure 1 shows three of these macroblocks 7, 7a, 7b, 7c, arranged one behind the other in the circumferential direction U, each of which is delimited by a dashed line.
[0066] In the circumferential direction U of the tire, the macroblocks 7, 7a, 7b, 7c are separated from one another by main helical grooves 16, which extend from the first circumferential groove 6 to the tire shoulder. In the axial direction A, the macroblocks 7, 7a, 7b, 7c of the shoulder-side tread area 3 are bounded by a second circumferential groove 11, which extends on the inner side of the tread parallel to the first circumferential groove 6 in the circumferential direction U of the tire. Furthermore, the tread blocks 8, 9 are further subdivided in the circumferential direction U by secondary helical grooves 17, the secondary helical grooves 17 being shorter in the axial direction A than the main helical grooves 16, extending from the first circumferential groove 6.
[0067] Each macroblock 7, 7a, 7b, 7c is composed of several profile blocks, wherein in this embodiment the macroblocks 7, 7a, 7b, 7c each comprise three profile blocks 8 of the shoulder-side profile block row 4 and three profile blocks 9 of the further profile block row 5. 202407437
[0068] 11
[0069] The macroblocks 7, 7a, 7b, 7c also have different lengths. In this example, the macroblocks 7, 7a, 7b, 7c have three different lengths in the tire circumference direction U. Here, two adjacent inclined grooves 16, 17 in the tire circumference direction U are arranged with a distance DR between them, whereby the distance DR can vary depending on the size or length of the respective macroblock 7, 7a, 7b, 7c in the tire circumference direction U.
[0070] If the distance DR between two immediately adjacent diagonal or transverse grooves 16, 17 in the tire circumference U is below a limit value, the tread block 8, 9 bounded by these two diagonal or transverse grooves 16, 17 in the tire circumference U has exactly one transverse or diagonal sipe 10, as can be seen exemplified by the first macroblock 7a and partially by the second macroblock 7b on the lower tread block pair 8, 9. If the distance DR between two immediately adjacent diagonal or transverse grooves 16, 17 in the tire circumference U is above this limit value, the tread block 8, 9 bounded by these two diagonal or transverse grooves 16, 17 in the tire circumference U has exactly two transverse or diagonal sipes 10, as can be seen exemplified by the third macroblock 7b and partially by the second macroblock 7b on the two upper tread block pairs 8, 9.
[0071] The first and last tread blocks 8, 9 of the respective macroblock 7 in the circumferential direction U of the tire have inclined sipes 10 with sipe ends 14 angled towards a main direction. The sipe ends 14 of the inclined sipes 10 are oriented towards each other. The sipe ends 14 of the upper tread blocks 8, 9 in Figure 1 are angled downwards, while the lower tread blocks 8, 9 are angled upwards. The inclined sipes 10 of the tread blocks 8, 9 arranged between them in the circumferential direction U of the tire are essentially straight. The respective angled sipe end 14 of the corresponding tread blocks 8 of the shoulder-side tread block row 4 faces the tire shoulder or away from the first circumferential groove 6. The respective angled lamella ends 14 of the corresponding profile blocks 9 of the further profile block row 5 are oriented towards the second circumferential groove 11 or away from the first circumferential groove 6. 202407437
[0072] 12
[0073] The oblique lamellae 10 of the shoulder-side profile block row 4 extend from the first circumferential groove 6 into the associated profile block 8, ending in a sack-like groove.
[0074] Figures 2 and 3 illustrate the geometric design of the inclined lamellae 10 as a projection. Each inclined lamella 10 has three different depth levels along its longitudinal extent with respect to the radially outer surface 15 of the shoulder-side tread area.
[0075] Each inclined lamella 10 is formed within the associated profile block 8, 9 and has several longitudinal sections 10a, 10b, 10c along its length, which are located at different depth levels. A third longitudinal section 10c is arranged between a first and second longitudinal section 10a, 10b. The immediately adjacent longitudinal sections 10a, 10c and 10b, 10c are connected to each other by transition sections 12a, 12b, which can be stepped, ramped and / or curved and form the transition between the different depth levels of the lamella base 13.
[0076] The respective inclined sipe 10 runs essentially parallel to a block edge 22 of the associated tread block 8, 9 arranged in the circumferential direction U in front of or behind this inclined sipe 10. For each tread block row 4, 5, one block edge 22 is provided with a reference numeral as an example.
[0077] Figure 2 shows an exemplary inclined lamella 10 of a shoulder-side profile block 8. Each inclined lamella 10 is bounded by a lamella base 13 and - not shown in detail here - lamella flanks, the lamella flanks extending between the lamella base 13 and the radially outer surface 15 and thus forming the side walls of the inclined lamella 10.
[0078] The lamella base 13 of the respective longitudinal section 10a, 10b, 10c runs between the radially outer surface 15 and a groove base 18 of the first circumferential groove 6 as well as a groove base 21 of the main and secondary inclined grooves 16, 17. In other words, the lamella depth of the inclined lamella 10 is less than a maximum profile depth 20 of the profile grooves 6, 16, 17. Accordingly, the lamella base 13202407437
[0079] 13
[0080] the inclined lamella 10 is at no point deeper than the groove base 18 of the first circumferential groove 6.
[0081] The base of the lamella 13 of the respective inclined lamella 10 runs between the radially outer surface 15 and the groove base 18 of the first circumferential groove 6 as well as the groove base 21 of the main and secondary inclined grooves 16, 17. It is not deeper at any point than the groove base 18 of the first circumferential groove 6.
[0082] Figure 3 shows an exemplary inclined lamella 10 of a profile block 9 of the further profile block row 5 or the intermediate profile block row. The inclined lamella 10 shown here also exhibits different depth levels along its longitudinal extent. The base 13 of the inclined lamella 10 is also no deeper than the groove base 18 of the first circumferential groove 6, a groove base 19 of the second circumferential groove 11, and a groove base 21 of the main and secondary inclined grooves 16, 17.
[0083] The macroblocks 7 with their combined inclined sipes 10 ensure an improved balance between snow traction and block stability. The angled sipe ends 14 and the varying depths of the longitudinal sections 10a, 10b, 10c of the sipe base 13 enable targeted control of profile deformation and optimized adaptation to different road conditions.
[0084] For inclined lamellae 10, the lamella base 13 is spaced at least 0.3 mm from the radially outer surface 15 of the tread area 3. In Figure 2, a first depth T1 of the inclined lamella 10 in the area of the first longitudinal section 10a, measured from the radially outer surface 15, is, for example, approximately 0.5 mm. A second depth T2 of the inclined lamella 10 in the area of the second longitudinal section 10b, measured from the radially outer surface 15, is, for example, approximately 2 mm.
[0085] Furthermore, the base of the lamella 13 of the inclined lamella 10 extends at least 1 mm above the respective groove base 18, 19, 21 with respect to the radially outer surface 15 of the tread area 3. A distance D1 between the 202407437
[0086] 14
[0087] The lamella base 13 of the inclined lamella 10 and the groove base 18, 19, 21 is, for example, 1.5 mm in Figure 2 in the area of the third longitudinal section 10c.
[0088] The angles W1, W2 of the transition sections 12a, 12b are preferably between 50° and 80° and between 5° and 25° respectively with respect to a radially extending plane. In Figure 2, for example, the first angle W1 is 55° and the second angle W2 is 10°.
[0089] According to Figure 2, the first transition section 12a between the first and third longitudinal sections 10a, 10c is ramp-shaped with a first angle W1 of, for example, 55° to a vertical. The first angle W1 is preferably between 50° and 80°. Furthermore, the second transition section 12b between the second and third longitudinal sections 10b, 10c is also ramp-shaped with a second angle W2 of, for example, 10° to a vertical. The second angle W2 is preferably between 5° and 25°.
[0090] In this case, the first longitudinal section 10a has an axial length L1 of approximately 5 mm, while the second longitudinal section 10b has an axial length L2 of approximately 6 mm. The first and second axial lengths L1 and L2 are shorter than the axial length of the third longitudinal section 10c.
[0091] In Figure 3, the depths T1 and T2 of the inclined lamella 10 in the region of the first and second longitudinal sections 10a, 10b, respectively, starting from the radially outer surface 15, are, for example, approximately 2 mm. The distance D1 between the lamella base 13 of the inclined lamella 10 and the groove base 18, 19, 21 is, for example, 1.5 mm in the region of the third longitudinal section 10c in Figure 2.
[0092] Furthermore, the first and second transition sections 12a, 12b are also ramp-shaped, with the respective angle to a radially extending plane being between 5° and 25°, analogous to the second angle W2 in Figure 2. In Figure 3, the angle of each transition section 12a, 12b with respect to a corresponding radially extending plane is approximately 10°.
[0093] 15
[0094] In Figure 3, the first longitudinal section 10a has an axial length L1 of approximately 4 mm, while the second longitudinal section 10b has an axial length L2 of approximately 6 mm. The first and second axial lengths L1 and L2 are shorter than the axial length of the third longitudinal section 10c.
[0095] It should be noted that each inclined lamella 10 has no sharp edges along its length, but rather rounded edges at each transition. A detailed illustration of these corners and edges is omitted here. 202407437
[0096] 16 List of reference symbols
[0097] 1 vehicle pneumatic tire
[0098] 2 treads
[0099] 3 shoulder-side running strip area
[0100] 4 shoulder-side profile block row
[0101] 5 more profile block rows
[0102] 6 first circumferential groove
[0103] 7 Macroblock
[0104] 8 Profile block of the shoulder-side profile block row 8a Profile block of the shoulder-side profile block row 9 Profile block of the further profile block row 9a Profile block of the further profile block row 10 Transverse or diagonal lamella
[0105] 10a Longitudinal section of the transverse or inclined lamella 10b Longitudinal section of the transverse or inclined lamella 10c Longitudinal section of the transverse or inclined lamella 11 Further or second circumferential groove
[0106] 12a Transition section
[0107] 12b Transition section
[0108] 13 Lamellar base
[0109] 14 slat ends
[0110] 15 radial outer surface
[0111] 16 Main transverse or main swashplate groove
[0112] 17 Secondary transverse or secondary swashplate groove
[0113] 18 Groove base of the first circumferential groove
[0114] 19 Groove base of the further circumferential groove
[0115] 20 tread depth
[0116] 21 Grooved base
[0117] A axial direction of the vehicle tire
[0118] D1 first distance
[0119] DR Distance between two oblique or transverse grooves L1 Axial length of the first longitudinal section 202407437
[0120] 17
[0121] L2 Axial length of the second longitudinal section T1 first depth
[0122] T2 second depth
[0123] U Tire circumference direction
[0124] W1 first angle
[0125] W2 second angle
Claims
202407437 18 Patent claims 1. Vehicle tire (1), in particular all-season tire, with a tread (2) having a shoulder-side tread area (3) comprising a shoulder-side row of tread blocks (4) and a further row of tread blocks (5) separated from each other by a first circumferential groove (6), wherein the shoulder-side row of tread blocks (4) together with the further row of tread blocks (5) is composed of successive macroblocks (7, 7a, 7b, 7c) over the circumference of the tire, wherein each macroblock (7, 7a, 7b, 7c) consists of three or four tread blocks (8) of the shoulder-side row of tread blocks (4) and the same number of tread blocks (9) of the further row of tread blocks (5), wherein each tread block (8, 9) of the macroblock (7, 7a, 7b, 7c) has at least one transverse or diagonal sipe (10), wherein the transverse or diagonal sipes (10) are each formed by a sipe base (13) and two The lamellar flanks are limited,wherein the transverse or inclined sipes (10) of the first and last tread blocks (8, 9) of the respective macroblock (7, 7a, 7b, 7c) in the circumferential direction (U) each have angled sipe ends (14) on one side facing away from the first circumferential groove (6), and wherein the sipe base (13) of each transverse or inclined sipe (10) is divided into at least two longitudinal sections (10a, 10b, 10c), wherein the at least two longitudinal sections (10a, 10b, 10c) extend at different depth levels with respect to a radially outer surface (15) of the tread area (3).
2. Vehicle tire (1) according to claim 1, characterized in that the sipe base (13) has a first and second longitudinal section (10a, 10b) and a third longitudinal section (10c) arranged between them, wherein the third longitudinal section (10c) is spaced further apart from the radially outer surface (15) of the tread area (3) than the first and second longitudinal sections (10a, 10b).
3. Vehicle tire (1) according to claim 2, characterized in that the longitudinal sections (10a, 10b, 10c) of the sipe base (13) arranged one behind the other along the respective transverse or inclined sipe (10) are connected to one another by transition sections (12a, 12b). 202407437 19 4. Vehicle tire (1) according to claim 3, characterized in that the transition sections (12a, 12b) are designed in a step-like, ramp-like and / or curved shape.
5. Vehicle tire (1) according to one of the preceding claims, characterized in that the transverse or inclined sipes (10) of the respective further tread block (8a, 9a) arranged between the first and last tread blocks (8, 9) of the respective macroblock (7, 7a, 7b, 7c) are designed to be essentially straight.
6. Vehicle tire (1) according to one of the preceding claims, characterized in that the sipe ends (14) of the transverse or inclined sipes (10) of the first and last tread blocks (8, 9) of the respective macroblock (7, 7a, 7b, 7c) in the tire circumferential direction (U) are oriented towards each other at an angle.
7. Vehicle tire (1) according to one of the preceding claims, characterized in that the sipe ends (14) of the transverse or inclined sipes (10) of the first and last tread blocks (8, 9) of the respective macroblock (7, 7a, 7b, 7c) in the tire circumferential direction (U) are arranged at different angles to the main direction of the associated transverse or inclined sipe (10).
8. Vehicle tire (1) according to one of the preceding claims, characterized in that the respective transverse or inclined lamella (10) of the shoulder-side profile block row (4) extends from the first circumferential groove (6) into the associated profile block (8) in a sack-like manner.
9. Vehicle tire (1) according to one of the preceding claims, characterized in that the further row of tread blocks (5) is bounded on the inside of the tread by a further circumferential groove (11), wherein the respective transverse or diagonal sipe (10) of the further row of tread blocks (5) extends between the first circumferential groove (6) and the further circumferential groove (11). 202407437 20 10. Vehicle tire (1) according to one of the preceding claims, characterized in that the sipe base (13) of the transverse or inclined sipes (10) is not deeper than a groove base (18) of the first circumferential groove (6) with respect to the radially outer surface (15) of the tread area (3).
11. Vehicle tire (1 ) according to one of the preceding claims, characterized in that the sipe base (13) of the transverse or inclined sipes (10) is not deeper than a groove base (21) of a main inclined groove and / or main transverse groove (16) dividing two macroblocks (7, 7a, 7b, 7c) in the circumferential direction (U) of the tire in relation to the radially outer surface (15) of the tread area (3).
12. Vehicle tire (1) according to one of the preceding claims, characterized in that the sipe base (13) of the transverse or inclined sipes (10) is not deeper than a groove base (21) of a secondary inclined and / or secondary transverse groove (17) dividing two profile blocks (8, 9) of the profile block rows (4, 5) in the circumferential direction (U) of the tire.
13. Vehicle tire (1) according to one of the preceding claims, characterized in that the transverse or inclined sipe (10) runs substantially parallel to a block edge (22) of the associated tread block (8, 9) arranged in the circumferential direction (U) of the tire in front of or behind this transverse or inclined sipe (10).
14. Vehicle tire (1) according to one of the preceding claims, characterized in that the shoulder-side tread area (3) has a plurality of macroblocks (7, 7a, 7b, 7c) arranged one behind the other in the tire circumferential direction (U) with at least three different lengths in the tire circumferential direction (U).
15. Vehicle tire (1) according to claim 14, characterized in that the respective tread block (8, 9) of the macroblock (7, 7a, 7b, 7c), when a distance (DR) between two immediately adjacent inclined or transverse grooves (16, 17) in 202407437 21 The tire circumferential direction (U) is below a limit value, has exactly one transverse or inclined sipe (10), and, if the distance (DR) between two immediately adjacent inclined or transverse grooves (16, 17) in the tire circumferential direction (U) exceeds the limit value, has at least two transverse or inclined sipes (10).