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Description
Pneumatic vehicle tire
The invention relates to a pneumatic vehicle tire having a profiled tread with
a
circumferential channel which separates mutually adjacently arranged, radially
elevated
profile elements from one another, wherein the circumferential channel is
delimited inward
in a radial direction R by a channel base and axially to both sides of the
channel base in
each case by a channel wall, wherein the profile elements separated by the
circumferential
channel are delimited outward in the radial direction R of the tire by a
radially outer
surface and toward the circumferential channel in an axial direction A in each
case by a
flank, which flanks extend in the radial direction R from the channel base to
the radially
outer surface and form in each case one of the two channel walls, wherein
projections
toward the circumferential channel are formed on both flanks, which
projections widen in
continuous fashion toward the channel base and, in a circumferential direction
U of the
tire, run in sawtooth-shaped stepped fashion with alternately arranged first
extent sections,
which have a length U measured in the circumferential direction U and the
greatest extent
direction component of which is oriented in the circumferential direction U,
and with
second extent sections, which have a length b measured in the circumferential
direction U
and the greatest extent direction component of which is oriented in an axial
direction A,
where L > b.
Pneumatic vehicle tires of said type are known for example from DE4138687AL By
means of such an embodiment, it is possible, owing to the sawtooth structure,
for
additional grip edges to be realized which can improve grip on snow. In the
case of the
pneumatic vehicle tire known from DE4138687A1, the sawtooth structures of the
two
opposite flanks in the circumferential channel are in this case formed such
that the
relatively long extent sections extend substantially in a circumferential
direction and run in
inclined fashion so as to enclose an angle with the circumferential direction.
Here, along
the circumferential extent direction, in each case the first extent sections
of one flank are,
in terms of their profile, oriented so as to be inclined toward one axial
side, and the first
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extent sections of the other flank are oriented so as to be inclined toward
the other axial
side. Owing to the opposing inclination orientation of the first extent
sections, it is duly the
case that additional edges are realized by means of the sawtooth
configuration. However,
this is associated with a reduction of the open throughflow duct, in
particular in the region
of the channel base. In this way, the water flow through the circumferential
channel, and
thus the aquaplaning suitability, are adversely affected. Specifically in the
case of
relatively narrow circumferential channels, it is thus possible for the
aquaplaning
characteristics to be impaired to an undesirably great extent.
The invention is based on the object, in the case of pneumatic vehicle tires
of said type, of
further reducing both undesired rolling-in effects and non-uniform wear.
The object is achieved according to the invention by means of the embodiment
of a
pneumatic vehicle tire having a profiled tread with a circumferential channel
which
separates mutually adjacently arranged, radially elevated profile elements
from one
another, wherein the circumferential channel is delimited inward in a radial
direction R by
a channel base and axially to both sides of the channel base in each case by a
channel wall,
wherein the profile elements separated by the circumferential channel are
delimited
outward in the radial direction R of the tire by a radially outer surface and
toward the
circumferential channel in an axial direction A in each case by a flank, which
flanks extend
in the radial direction R from the channel base to the radially outer surface
and form in
each case one of the two channel walls, wherein projections toward the
circumferential
channel are formed on both flanks, which projections widen in continuous
fashion toward
the channel base and, in a circumferential direction U of the tire, run in
sawtooth-shaped
stepped fashion with alternately arranged first extent sections, which have a
length L
measured in the circumferential direction U and the greatest extent direction
component of
which is oriented in the circumferential direction U, and with second extent
sections,
which have a length b measured in the circumferential direction U and the
greatest extent
direction component of which is oriented in an axial direction A, where L > b,
as per the
features of claim 1, in which the first extent sections of the sawtooth-shaped
profile on the
two flanks are oriented with the same inclination direction along the extent
in the
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circumferential direction in each case so as to enclose an inclination angle a
with the main
extent direction of the circumferential channel ¨ in particular with the
circumferential
direction U.
By means of this embodiment, a situation is made possible in which, by means
of the
sawtooth-like structure on both flanks sides of the channel, effective
additional grip edges
are created, which specifically remain effective with progressive service life
and
progressive wear of the tire, and here, owing to the selected uniform
orientation direction
of the first, relatively long extent sections of the two flanks, a uniformly
wide open duct for
the throughflovv of water remains effective, even in the case of relatively
narrow channels,
as far as the channel base. It is thus possible to easily realize both good
grip on snow and
improved aquaplaning characteristics.
The embodiment of a vehicle tire as per the features of claim 2 is
particularly
advantageous, in which in each case one first extent section of one flank, in
terms of its
circumferential positioning, overlaps, with at least 50% of its extent length
L, a first extent
section of the other flank. In this way, the open throughflow duct can be
easily and reliably
realized with a uniform width even in the region of the channel base, and a
substantially
interference-free, fast discharge of the water in the circumferential channel
can be further
promoted.
The embodiment of a vehicle tire as per the features of claim 3 is
particularly
advantageous, wherein the inclination angle a is configured such that a <5g.
In this way,
despite additional effective grip edges, it is possible for the water
expulsion to be easily
ensured in optimized fashion over the service life, while maintaining the
effective profile
pattern of the tire in the region of the circumferential channel.
The embodiment of a vehicle tire as per the features of claim 4 is
particularly
advantageous, wherein, outward along the extent of the flank in the radial
direction
proceeding from the channel base, the sawtooth-shaped profile is, proceeding
from a
maximum inclination angle an., formed with a continuously decreasing
inclination angle
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a of the first extent sections as far as a minimum inclination angle rtmn, in
particular where
an*, = 00. In this way, a large effective volume for accommodating water can
be provided
in the radially outer extent region, which volume decreases uniformly with
wear.
The embodiment of a vehicle tire as per the features of claim 5 is
particularly
advantageous, wherein, outward along the extent of the flank in the radial
direction
proceeding from the channel base, the savvtooth-shaped profile is, proceeding
from a
maximum inclination angle aõ,a,õ formed as far as the radially outer surface
with a
continuously decreasing inclination angle a of the first extent sections. In
this way, it is
easily possible for grip edges which have an increasing effect over the entire
service life to
be provided, and at the same time for a large effective volume for
accommodating water to
be provided in the radially outer extent region, which volume decreases
uniformly with
wear.
I 5 The embodiment of a vehicle tire as per the features of claim 6 is
particularly
advantageous, wherein the extent lengths L of the first extent sections are
configured such
that 5 mm <L < 10 mm. In this way, it is possible to easily realize the
targeted guidance of
the water through the circumferential channel while ensuring sufficiently
effective grip
edges.
The embodiment of a vehicle tire as per the features of claim 7 is
particularly
advantageous, wherein the extent lengths L of the first extent sections,
arranged in series in
the circumferential direction, of a flank are of different magnitudes.
The embodiment of a vehicle tire as per the features of claim 8 is
particularly
advantageous, wherein the second extent sections are formed in each case with
an extent
length a measured in the axial direction, where 1 mm < a <2 mm. In this way,
it is possible
to easily realize a substantially interference-free throughflow while
providing effective grip
edges. Furthermore, in the event of closing of the channel during the rolling
movement on
the road owing to acting lateral forces (for example during handling),
reliable interlocking
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between the two flanks which delimit the circumferential channel, and thus an
effective
positive locking action, can be made possible.
The embodiment of a vehicle tire as per the features of claim 9 is
particularly
advantageous, wherein one profile element is a profile block element of a
first profile
block row and the other profile element is a profile block element of a second
profile block
row, wherein the profile block elements, arranged in series in the
circumferential direction
U, of the first profile block row are separated from one another in each case
by an oblique
channel which opens into the circumferential channel and which with its main
extent
to direction, at the opening-in point, encloses an obtuse angle with the
circumferential
channel across one profile block element situated adjacent in the
circumferential direction
and encloses an acute angle with the circumferential channel across the other
profile block
element situated adjacent in the circumferential direction, wherein the
profile block
elements, arranged in series in the circumferential direction U, of the second
profile block
row are separated from one another in each case by a transverse channel which
extends, as
an elongation of an oblique channel of the first profile block row, from the
circumferential
channel through the second profile block row. In this way, the introduction
and conducting
of the water onward into the transverse channel can be facilitated.
The embodiment of a vehicle tire as per the features of claim 10 is
particularly
advantageous, in which the inclination direction of the angle a of the first
extent sections is
defined proceeding from the oblique channel in that circumferential
orientation direction
which points toward the profile block element delimited by oblique channel and
circumferential channel with an obtuse angle, wherein the inclination
direction toward that
.. profile block element of the first profile block row which is delimited by
oblique channel
and circumferential channel with an obtuse angle is selected. In this way, a
situation can be
easily made possible in which the water flowing into the circumferential
channel from the
oblique channel flows into the circumferential channel in directed,
interference-free,
optimized fashion.
Date Recue/Date Received 2022-04-05
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In one aspect of this invention, there is provided a pneumatic vehicle tire
having a profiled
tread with a circumferential channel which separates mutually adjacently
arranged, radially
elevated profile elements from one another, wherein the circumferential
channel is
delimited inward in a radial direction R by a channel base and axially to both
sides of the
channel base in each case by a channel wall, wherein the profile elements
separated by the
circumferential channel are delimited outward in the radial direction R of the
tire by a
radially outer surface and toward the circumferential channel in an axial
direction A in
each case by a flank, which flanks extend in the radial direction R from the
channel base to
the radially outer surface and form in each case one of the two channel walls,
wherein
to .. projections toward the circumferential channel are formed on both
flanks, which
projections widen in continuous fashion toward the channel base and, in a
circumferential
direction U of the tire, run in sawtooth-shaped stepped fashion with
alternately arranged
first extent sections, which have a length L measured in the circumferential
direction U and
the greatest extent direction component of which is oriented in the
circumferential
direction U, and with second extent sections, which have a length b measured
in the
circumferential direction U and the greatest extent direction component of
which is
oriented in the axial direction A, where L > b, wherein the first extent
sections of the
sawtooth-shaped profile on the two flanks are oriented with the same
inclination direction
along the extent in the circumferential direction U in each case so as to
enclose an
.. inclination angle a with a main extent direction of the circumferential
channel, wherein,
outward along the extent of the flank in the radial direction R proceeding
from the channel
base, the sawtooth-shaped profile is, proceeding from a maximum inclination
angle amax,
formed with a continuously decreasing inclination angle a of the first extent
sections as far
as a minimum inclination angle amin.
Date Recue/Date Received 2022-04-05
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The invention will be discussed in more detail below on the basis of the
exemplary
embodiments illustrated in figures I to 6. In the figures:
figure 1 shows a plan view of a section of a tread profile of a
pneumatic vehicle tire,
figure 2 shows a detail of the pneumatic vehicle tire illustrated in figure
1 in an
enlarged illustration in plan view,
figure 3 shows a profile block element of the tread profile of figures 1
and 2 in a
perspective illustration for the purposes of explaining the flank design,
figure 4 shows a detail of the tread profile from figure tin an enlarged
illustration in
plan view,
figures 5a to 5d illustrate the section, illustrated in figure 2, of the
tread profile from figure 1 in various section planes indicated in figure 3,
wherein
figure 5a illustrates the section in the section plane Va-Va, which
corresponds to the
illustration of figure 2,
figure 5b illustrates the section in the section plane Vb-Vb of figure 3,
figure 5c illustrates the section in the section plane Vc-Vc of figure 3,
and
figure 5d illustrates the section in the section plane Vd-Vd of figure 3.
The figures show a tread profile of a pneumatic vehicle tire for passenger
motor vehicles of
known type, in the case of which ¨ as illustrated in figure 1 ¨ a profile
block row 1
extending over the circumference of the pneumatic vehicle tire and a profile
block row 2
extending over the circumference of the pneumatic vehicle tire are arranged
adjacent to
one another in an axial direction A and are separated from one another by a
circumferential
channel 3 which extends over the circumference of the pneumatic vehicle tire
and which is
oriented substantially in a circumferential direction U. The profile block row
I is, in a
known manner, formed from profile block elements 5 which are distributed over
the
circumference of the pneumatic vehicle tire, which are arranged in series in
the
circumferential direction U of the pneumatic vehicle tire, and which are
separated from one
another in each case by oblique channels 4. The profile block row 2 is, in a
known manner,
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formed from profile block elements 7 which are distributed over the
circumference of the
pneumatic vehicle tire, which are arranged in series in the circumferential
direction U, and
which are separated from one another in each case by transverse channels 6.
The oblique channels 4 extend over the entire width of the profile block row
1, are oriented
with their main extent direction at an inclination angle 6 with respect to the
axial direction
A of the pneumatic vehicle tire, and open into the circumferential channel 3.
The
transverse channels 6 are formed so as to extend through the entire profile
block row 2 and
likewise open into the circumferential channel 3. The transverse channels 6
are in each
case oriented such that their main extent direction encloses an inclination
angle a with the
axial direction A, where ö> a. The angle 6 is configured such that 200 < 6 <
40 . For
example, 6 = 33 is selected. The angle a is selected such that 0 < E < 150.
For example,
= 110 is selected.
is The transverse channel 6 forms an elongation of the oblique channel 4
across the
circumferential channel 3. The oblique channel 4 thus transitions, in its
elongation through
the circumferential channel 3, into the transverse channel 6.
In the exemplary embodiment illustrated in the figures, the orientation of the
inclination
direction of the oblique channels 4 and of the transverse channels 6 is
selected such that,
along their extent direction in the axial direction A from the oblique channel
4 toward the
transverse channel 6, both the oblique channel 4 and the transverse channel 6
assigned
thereto slope upward in the circumferential direction U illustrated as
pointing upward in
figure 1.
The oblique channel 4 and the transverse channel 6 are delimited inward in a
radial
direction R in each case by a channel base. On both sides of the channel base,
the oblique
channel 4 is delimited in each case by a channel wall. Likewise, the
transverse channel 6 is
delimited on both sides of its channel base in each case by a channel wall.
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The circumferential channel 3 is delimited inward in the radial direction R by
a channel
base 16. On both sides of the channel base 16, the circumferential channel 3
is delimited in
each case by a channel wall.
The profile block elements 5 of the profile block row 1 and the profile block
elements 7 of
the profile block row 2 are delimited outward in the radial direction R in
each case by a
radially outer surface 17, which forms the road contact surface.
Each profile block element 5 is delimited in the circumferential direction U
of the
pneumatic vehicle tire, in each case in both orientation directions, by a
flank 20 and 21
respectively, which forms in each case the channel wall, directed toward the
profile block
element 5, of the oblique channel 4 which delimits the profile block element 5
toward said
side. Here, the flank 20 or 21 respectively and thus the channel wall extends
outward in the
radial direction R from the channel base of the oblique channel 4 to the
radially outer
surface 17, and intersects the latter in each case at an intersection line 24
or 25
respectively. The profile block elements 5 are delimited toward the
circumferential channel
3 in the axial direction A in each case by a flank 8, which flank forms that
channel wall of
the circumferential channel 3 which points toward the profile block element 5,
and which
flank extends outward in the radial direction R from the channel base 16 of
the
.. circumferential channel 3 to the radially outer surface 17 of the profile
block element 5 and
intersects the latter at an intersection edge 18, as illustrated for example
in figures 1, 2 and
3.
Analogously, the profile block element 7 of the profile block row 2 is in each
case
.. delimited toward the circumferential channel 3 in the axial direction A of
the pneumatic
vehicle tire by a flank 9, which flank forms that channel wall of the
circumferential
channel 3 which is directed toward the profile block element 7. and which
flank extends
outward in the radial direction R from the channel base 16 of the
circumferential channel 3
to the radially outer surface 17 of the profile block element 7 and intersects
the latter at an
intersection edge 19.
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Each profile block element 7 is delimited in the circumferential direction U
of the
pneumatic vehicle tire, in each case in both orientation directions, by a
flank 22 and 23
respectively, which forms in each case the channel wall, directed toward the
profile block
element 7, of the transverse channel 6 which delimits the profile block
element 7 toward
said side. Here, the flank 22 or 23 respectively and thus the channel wall
extends outward
in the radial direction R from the channel base of the oblique channel 6 to
the radially outer
surface 17, and intersects the latter in each case at an intersection line 26
or 27
respectively.
1lere, the circumferential channel 3 and the oblique channel 4 enclose, in
each case with
their extent direction along their extent to the opening-in point of the
oblique channel 4
into the circumferential channel 3, an obtuse angle y extending across one of
the two
profile block elements 5 delimited by the oblique channel 4 and the
circumferential
channel 3. That flank 20 of the profile block element 5 which delimits the
oblique channel
4 from the direction of said profile block element 5 intersects the radially
outer surface at
an intersection line 24, which intersects the intersection line 18 at an
intersection point S2.
The extent direction of the oblique channel 4 and the extent direction of the
circumferential
channel 3 enclose an acute angle (180 - y) extending across the other profile
block
element 5 that delimits the oblique channel 4. The flank 21 that delimits said
profile block
element 5 toward the oblique channel 4 intersects the radially outer surface
17 of said
profile block element 5 at an intersection edge 25 which intersects the
intersection edge 18
of said profile block element 5 at an intersection point Si.
Viewed in the circumferential direction U toward that side of the oblique
channel 4 at
which the latter encloses an obtuse angle y with the extent direction of the
circumferential
channel 3 across an adjacent profile block element 5 ¨ that is to say upward
in the
illustration of figure I ¨ the flank 22, which delimits the adjacent
transverse channel 6, of
the profile block element 7 which is adjacent on said side is also formed with
its
intersection edge 26, which intersects the intersection edge 19 of said
profile block element
7 at an intersection point S3.
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The flank 23, which delimits the transverse channel 6 in the opposite
circumferential
direction U, of the other profile block element 7 which delimits the
transverse channel 6
intersects the radially outer surface of said profile block element 7 at an
intersection edge
27 which intersects the intersection edge 19 of said profile block clement 7
at an
intersection point S4.
Thus, in the region of the junction of circumferential channel 3, on the one
hand, and
oblique channel 4 with its elongation in the form of transverse channel 6 ¨as
shown in
to figure 4 ¨, the four intersection points St, Sz ,S3, Si are arranged in
the radially outer
surface, wherein, viewed in the axial direction A of the tire, the
intersection point Si is
arranged between the intersection points S2 and S3 and the intersection point
S3 is arranged
between the intersection points Si and S4. Viewed in the circumferential
direction U of the
pneumatic vehicle tire, the intersection point 54 is arranged between the
intersection points
S1 and S2 and the intersection point S2 is arranged between the intersection
points S4 and
S3.
Thus, it is also the case that each profile block element 5 is formed with an
intersection
point Sz at its interface between circumferential channel 3 and one delimiting
oblique
channel 4 and with an intersection point Si at its interface with the other
oblique channel 4.
Likewise, each profile block element 7 is correspondingly formed with an
intersection
point S3 and an intersection point S4. This is also illustrated for example in
figure 2.
That flank 8 which delimits the profile block element 5 toward the
circumferential channel
3 is, as viewed in the circumferential direction U of the pneumatic vehicle
tire, formed
with multiple projections 10 arranged in series and extending into the
circumferential
channel 2, which projections protrude into the channel and, here, widen in V-
shaped
fashion from the outside inward in the radial direction R from the
intersection edge 18 to
the channel base 16. The projections 10 are formed, in terms of their extent
in the
circumferential direction U, with a zigzag-shaped profile composed of first
extent sections
11 and second extent sections 12, wherein each protruding projection 10 has in
each case
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one first extent section 11 and one second extent section 12. The first extent
section 11 is
configured in each case with an extent length L measured in the
circumferential direction
U, and the second extent section 12 with an extent length b measured in the
circumferential
direction U, wherein L is considerably greater than b. The short second extent
sections 12
are formed with an extent length a measured in the axial direction A of the
pneumatic
vehicle tire. Here, the projections 10 are arranged in series such that the
first extent
sections 11 and the second extent sections 12 of the flank 8 are positioned in
series in an
alternating sequence and thus form the zigzag-shaped profile.
Here, the first extent sections ll are, along their extent in the extent
direction proceeding
from the intersection point S2, which is enclosed in the obtuse angle, in the
direction of the
intersection point Si, which is enclosed in the acute angle, of the profile
block element 5,
inclined in the axial direction A of the pneumatic vehicle tire toward the
side pointing
away from the circumferential channel 3, in each case so as to enclose an
inclination angle
a with the circumferential direction U. The short second extent sections 12
are, along their
extent in the extent direction proceeding from the intersection point S2,
which is enclosed
in the obtuse angle, in the direction of the intersection point Si, which is
enclosed in the
acute angle, of the profile block element 5, inclined in the axial direction A
of the
pneumatic vehicle tire toward the side pointing toward the circumferential
channel 3, in
each case so as to enclose an inclination angle a with the circumferential
direction U.
Analogously, the flank 9 of the profile block element 7 which delimits the
circumferential
channel 3 opposite the profile block element 5 is formed with projections 13
arranged in
series along the circumferential extent from the intersection point S3 to the
intersection
point S4 of the profile block element 7, which projections protrude into the
channel and,
here, widen in V-shaped fashion from the outside inward in the radial
direction R from the
intersection edge 19 to the channel base 16. The projections 13 are formed, in
terms of
their extent in the circumferential direction U, with a zigzag-shaped profile
composed of
first extent sections 14 and second extent sections 15, wherein each
protruding projection
13 has in each case one first extent section 14 and one second extent section
15. The first
extent section 14 is configured in each case with an extent length L measured
in the
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circumferential direction U, and the second extent section 15 with an extent
length b
measured in the circumferential direction U, wherein L is considerably greater
than b. The
short second extent sections 15 are formed with an extent length a measured in
the axial
direction A of the pneumatic vehicle tire. here, the projections 13 arc
arranged in series
such that the first extent sections 14 and the second extent sections 15 of
the flank 9 are
positioned in series in an alternating sequence and thus form the zigzag-
shaped profile.
Ilere, the first extent sections 14 are, along their extent in the extent
direction proceeding
from the intersection point S3 in the direction of the intersection point S4
of the profile
to block element 7, inclined in the axial direction A of the pneumatic
vehicle tire toward the
side pointing toward the circumferential channel 3 and thus towards the
adjacent profile
block element 5, in each case so as to enclose an inclination angle a with the
circumferential direction U. The short second extent sections 15 are, along
their extent in
the extent direction proceeding from the intersection point S3 in the
direction of the
intersection point S4 of the profile block element 7, inclined in the axial
direction A of the
pneumatic vehicle tire toward the side pointing away from the circumferential
channel 3
and thus away from the adjacent profile block element 5, in each case so as to
enclose an
inclination angle a with the circumferential direction U.
The relatively long first extent sections 14 are, along their extent in the
circumferential
direction proceeding from the intersection point S3 in the direction of the
intersection point
S4 of the profile block element 7, formed with the same inclination
orientation as the first
extent sections 11 of the adjacent profile block element 5.
Likewise, the relatively short second extent sections 15 are, along their
extent in the
circumferential direction proceeding from the intersection point S3 in the
direction of the
intersection point S4 of the profile block element 7, formed with the same
inclination
orientation as the second extent sections 12 of the adjacent profile block
element 5.
The individual first extent sections 11, arranged in series, of the flank 8 of
the profile block
element 5, and the individual first extent sections 14, arranged in series, of
the flank 9 of
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the adjacent profile block element 7 are in this case each positioned such
that each first
extent section 14, along its extent in the circumferential direction, overlaps
a first extent
section 11 with an overlap length of at least 50% of the extent length L of
the extent
section 14, and, in its extent in the extent direction as viewed proceeding
from the
intersection point S2 in the direction of the intersection point Si of the
profile block
element 5, ends with a spacing k, measured in the circumferential direction U
of the
pneumatic vehicle tire, behind the extent end of the extent section 14. This
is illustrated for
example in figure 4. Here, the spacing k is selected such that k > a.
In this way, a minimum spacing k measured in the circumferential direction U
is formed in
each case between each short second extent section 15 and the closest short
second extent
section 12 formed correspondingly thereto.
The extent lengths I. are selected in each case such that 5 mm < L < 10 mm.
The extent
is lengths a are selected in each case such that 1 mm <a < 2 mm. The angle
a is selected in
each case such that a < 5 .
As can be seen in figures 3, 5a, 5b, Sc and 5d, the inclination angle a is, at
the channel base
16, formed with its maximum value ama, for example with amm, = 5 . Along the
extent of
the flank 8 radially outward from the radial inside to the radially outer
surface 17, the
inclination angle a decreases continuously, and reaches its minimum at the
intersection line
18. Analogously, the inclination angle a of the flanks 9 decreases
continuously, from its
maximum value am,õ at the channel base 16 of the circumferential channel 3,
radially
outward in the radial direction along the extent of the flank 9 to the
radially outer surface
17, and reaches its minimum at the intersection line 19.
Figure 5a shows the illustration corresponding to the illustration of figure
2. It can be seen
in figure 5d that the intersection edge profile, formed at that radial
position, of the zigzag-
shaped contours forms first extent sections 11 and 14 and second extent
sections 12 and 15,
wherein the inclination angle a of the first extent sections 11 and 14 at said
radial position
is smaller than the inclination angle a at the channel base 16. Figure Sc
shows the
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intersection position at a position radially above the intersection position
shown in figure
5d. The inclination angle a, formed by the zigzag-shaped intersection
contours, of the first
extent sections 11 and 14 at said intersection position is smaller than at the
radial position
illustrated in figure 5d. In the intersection position formed even further
above as shown in
figure 5b, the remaining inclination angle a is even smaller than the
inclination angle a in
the section plane illustrated in figure 5c. In the radially outermost position
likewise
illustrated in figure 5a, in which the intersection contour corresponds to the
intersection
edges 18 and 19, the inclination angle a is at its smallest.
to It can be seen in figure 2 that water that enters the circumferential
channel 3 from the
oblique channel 4 around the intersection point S2 issues at an obtuse angle
into the wide
duct formed between the adjacent zigzag-shaped lines, and is conducted along
the first
extent sections 11 and 14. The positioning of the points Si and S3 promotes
the
introduction of the water from the oblique channel into the circumferential
channel and at
the same time the discharge of water flowing out of the preceding
circumferential section
of the circumferential channel 3 into the section of the transverse channel 6.
In one embodiment, the intersection edges 18 and 19 arc oriented parallel to
one another.
Likewise, the first extent sections 11 and 12 between the adjacent profile
block elements 5
and 7 are oriented in each case parallel to one another.
In another embodiment illustrated in figure 2, the intersection lines 18 and
19 are of
slightly divergent form along their extent in the circumferential direction
from the
intersection points Sz or S3 respectively to the intersection points Si or St
respectively,
with this also applying analogously to the first extent sections 11 and 14.
In the example embodiments described above and illustrated in the figures, the
obtuse
angle y is selected such that 1200 <7 < 1400. For example, the angle 7 is
configured such
that y=1280.
CA 02971918 2017-06-22
WO 2016/113017 - 15 - PCT/EP2015/076416
List of designations
(Part of the description)
1 Profile block row
2 Profile block row
3 Circumferential channel
4 Oblique channel
Profile block clement
6 Transverse channel
7 Profile block element
8 Flank
9 Flank
Projection
11 First extent section
12 Second extent section
13 Projection
14 First extent section
Second extent section
16 Channel base
17 Radially outer surface
18 Intersection line
19 Intersection line
Flank
21 Flank
22 Flank
23 Flank
24 Intersection line
Intersection line
26 Intersection line
27 Intersection line
