CA3222690A1

CA3222690A1 - Pneumatic vehicle tyre

Info

Publication number: CA3222690A1
Application number: CA3222690A
Authority: CA
Inventors: Claudia Bauer; Torsten Heinhaupt; Edwin Pang-Jian-Xiang
Original assignee: Individual
Current assignee: Continental Reifen Deutschland GmbH
Priority date: 2021-07-01
Filing date: 2022-06-23
Publication date: 2023-01-05
Also published as: DE102021206933A1; EP4363244A1; WO2023274469A1; CN117580719A

Abstract

The invention relates to a pneumatic vehicle tire having a tread with profile blocks (1, 1'), with in each case a block outer surface (4) and at least one sipe (7), which in top view extends at an angle of 0° to 50° to the axial direction, crosses the respective profile block (1, 1'), is divided into block segments (1a) and has a width (bE1) of 0.4 mm to 1.2 mm, a maximum depth (tE1) of 70% to 100% of the profile depth, two sipe walls (9) and a sipe center area (F1) spaced in accordance with the sipe walls (9), wherein the crossing sipe (7), at least in a sipe region extending in top view over a part of the sipe (7), is made to the maximum depth (tE1) and has a protuberance (7b), which is at a distance from the block outer surface (4) and, as seen in the corresponding cross section perpendicularly to the sipe center area (F1), is formed between a radially outer delimiting line (La), which runs with respect to the sipe center area (F1) at a constant first depth determined in the radial direction through the radially outermost point of the protuberance (7b), and a radially inner delimiting line (Li), which runs with respect to the sipe center area (F1) at a constant second depth determined in the radial direction through the radially innermost point of the protuberance (7b).In each case at least one additional sipe (8, 8?) which is elongate in top view and has a width (bE2) of 0.3 mm to 1.0 mm and a maximum depth (tE2) is formed in block segments (1a) of the profile blocks (1, 1?), said additional sipe (8, 8?) enclosing supplementary angles (?) with the crossing sipe (7) deviating from 90° by up to 60° and, in the region radially outside the protuberance (7b) of the crossing sipe (7), has a sipe end portion (8a, 8?a), wherein the point of the maximum depth (tE2) of the additional sipe (8, 8?) lies radially inside the level of the radially outer delimiting line (La) of the protuberance (7b).

Description

Pneumatic vehicle tyre Description [0001] The invention relates to a pneumatic vehicle tire having a tread with profile blocks, with in each case a block outer surface and at least one sipe, which in top view extends at an angle of 0 to 50 to the axial direction, crosses the respective profile block, is divided into block segments and has a width of 0.4 mm to 1.2 mm, a maximum depth of 70% to 100% of the profile depth, two sipe walls and a sipe center area spaced in accordance with the sipe walls, wherein the crossing sipe, at least in a sipe region extending in top view over a part of the sipe, is made to the maximum depth and has a protuberance, which is at a distance from the block outer surface and, as seen in the corresponding cross section perpendicularly to the sipe center area, is formed between a radially outer delimiting line, which runs with respect to the sipe center area at a constant first depth determined in the radial direction through the radially outermost point of the protuberance, and a radially inner delimiting line, which runs with respect to the sipe center area at a constant second depth determined in the radial direction through the radially innermost point of the protuberance.
[ 00 0 2 ] A pneumatic vehicle tire of this type is known, for example, from 048 092 Al. The pneumatic vehicle tire has a directional tread with profile blocks, each of which is provided with at least two sipes, which run at an angle of 0 to 45 to the axial direction in top view, have a width of 0.4 mm to 1.0 mm and a maximum depth of 70% to 100% of the profile depth. The sipes, as viewed in cross section, each have a central sipe portion, which forms a protuberance, runs arcuately and faces away from the leading block edge region, wherein the protuberances of the two sipes have a different maximum deflection, and wherein the maximum deflection of the protuberance of the sipe located closest to the leading block edge region is greater than the maximum deflection of the protuberance of the sipe located closest to the trailing block edge region. These sipes result in an advantageous tilting behavior of the profile blocks, which maintains a high net contact surface, which is favorable for the grip characteristics and allows uniform abrasion of the profile blocks.

[0003] Sipes formed in profile blocks of treads are of fundamental importance for grip characteristics, especially under wintry driving conditions and on a wet road.
The improvement in the grip characteristics is achieved in particular by longer grip edges, which provide the sipes. For good grip characteristics, it is therefore desirable to form a large number of sipes in the profile blocks. However, it has to be ensured that the profile blocks do not become "too soft", as otherwise the respective grip edges "roll in" under braking load due to the pronounced tilting movement of the profile blocks, which reduces the effectiveness of the grip edges.
[0004] In order to counteract this effect, it is known to provide sipes with protuberances inside the sipe. The protuberances restrict the freedom of movement of the profile block segments formed by the sipes, which is particularly favorable for profile blocks with a multiplicity of sipes, as are usually to be found in tread of winter tires. The limited freedom of movement has the result that the profile block segments deform less strongly under load, which allows the sipe and block edges to deploy their effect as grip edges better and thus, in particular, the snow grip characteristics are improved.
[0005] The invention is based on the object of further improving the grip characteristics in a pneumatic vehicle tire of the type mentioned in the introduction while maintaining good driving characteristics on a dry road.
[0006] According to the invention, the object set is achieved in that in each case at least one additional sipe which is elongate in top view and has a width of 0.3 mm to 1.0 mm and a maximum depth is formed in block segments of the profile blocks, said additional sipe enclosing supplementary angles with the crossing sipe deviating from 90 by up to 60 and, in the region radially outside the protuberance of the crossing sipe, has a sipe end portion, wherein the point of the maximum depth of the additional sipe lies radially inside the level of the radially outer delimiting line of the protuberance.
[0007] The additional sipes provide additional grip edges, which improves the grip characteristics on a wet and snowy road. Their special orientation toward the crossing sipe results in a plurality of beneficial effects. The grip edges provided by the additional sipes have a significantly different orientation than the sipe edges of

2 the crossing sipes, as a result of which a multidirectional grip structure is created on the block outer surface, which significantly improves the grip characteristics. In addition, the additional sipes "divide" the block segments into small "segment regions", as a result of which the block segments adhere particularly well to ice-covered roads, which leads to an advantageously large net contact surface on ice and thus to good ice grip characteristics. In addition, the additional sipes take up melt water formed when driving on ice. Since the additional sipes have an overall scarcely noticeable and uniform effect on the block stiffness ¨ firstly because of their orientation and secondly because of the protuberances which are present in the crossing sipes ¨ a particularly advantageous tilting behavior of the profile blocks is maintained, which is especially advantageous for the force transmission, especially on a dry road. The measures taken thus enable improved grip characteristics on an icy and snow-covered road and on a wet road while simultaneously maintaining good driving characteristics on a dry road.
[0008] According to a preferred embodiment, the point of the maximum depth of the additional sipe lies radially outside the radially outer delimiting line of the protuberance. Such additional sipes hardly affect the block stiffness, which contributes to maintaining good driving characteristics on a dry road.
[0009] Preferably, the maximum depth of the additional sipe is 1.5 mm to 3.0 mm. Such additional sipes enable an advantageous take up of melt water, particularly while maintaining a high block stiffness, thus providing a favorable compromise in this regard.
[0010] Another preferred embodiment is characterized in that the radially outer delimiting line is at a distance of 1.0 mm to 2.9 mm, in particular of at least 1.2 mm, from the block outer surface in the radial direction. A protuberance formed at such a defined distance from the block outer surface is advantageous for the effect of the protuberance and thus for the effect of the sipe and block edges as grip edges.
[0011] According to a further preferred embodiment, the protuberance has a plane of symmetry extending at a constant depth determined in a radial direction, wherein the point of the maximum depth of the additional sipe lies radially outside the plane of symmetry, and wherein the constant depth, in which the plane of

3 symmetry extends, is preferably 0.5 mm to 1.5 mm larger than the maximum depth of the additional sipe. The additional sipe thus ends in the radially outer half of the protuberance. This also contributes to maintaining a high block stiffness and is particularly beneficial for treads made of a soft rubber material. Such treads have proved to be entirely advantageous namely in winter tires.
[0012] According to another preferred embodiment, the additional sipe runs rectilinearly in top view. This permits an especially uniform influence on the stiffness of the profile block segments.
[0013] Another preferred embodiment provides that the additional sipe opens into the crossing sipe or ends in front of it at a distance of 0.1 mm to 0.3 mm determined in top view in an extension of the sipe centerline. Additional sipes opening therein are advantageous for the drainage of the profile block, because melt water which forms is passed from the additional sipes into the corresponding crossing sipe. Ending additional sipes reduce the stiffness to a small extent and are particularly favorable for treads made of a soft rubber material.
[0014] Preferably, the sipe has a radially outer sipe portion which extends in the radial direction between the protuberance and the block outer surface and has a length of 1.0 mm to 2.0 mm determined in the radial direction with respect to the sipe center area.
[0015] A further advantageous embodiment is characterized in that profile blocks are provided, which in each profile block segment have at least one additional sipe which is elongate in top view, wherein in particular at least 30% of all of the profile blocks of the tread are designed in this way. Such profile blocks are particularly uniformly drained and uniformly "softened". The larger number of additional sipes means that a large number of additional grip edges are provided.
[0016] The softening and the drainage behavior of the profile blocks is also particularly uniform if profile blocks are provided which are adjoined by channels which run at an angle of 00 to 60 to the axial direction, wherein the additional sipes run parallel in top view and in particular at corresponding distances from said channels.

4 [0017] According to a further preferred embodiment, additional sipes are provided in which the supplementary angles deviate from 90 by up to 45 , preferably by up to 30 , particularly preferably by up to 100 .
[0018] Preferably, additional sipes are provided in which the supplementary angles are 90 .
[0019] Preferably, profile blocks with in each case at least two block segments each having an additional sipe are provided, wherein the additional sipes run aligned with one another within the respective profile block in top view.
[0020] Another preferred embodiment consists in that additional sipes are provided in edge-side profile block segments, which each have a sipe end portion which faces the block edge of the profile block and is shallower than the other additional sipe, wherein the additional sipes preferably end at a distance before the block edge.
[0021] Another preferred embodiment is characterized in that the protuberance is formed from at least one projection located on the one sipe wall of the crossing sipe, in particular a dome-shaped projection, and at least one depression which is located on the other sipe wall of the crossing sipe and corresponds to the projection, wherein the protuberance is formed in particular by at least one central sipe portion which runs arcuately in the cross section of the crossing sipe.
[0022] Further features, advantages and details of the invention will now be described in more detail on the basis of the drawing, which schematically shows exemplary embodiments of the invention. In the drawing:
fig. 1 shows a view of a profile block of a tread of a pneumatic vehicle tire with a first embodiment valiant of the invention, fig. la shows a top view of the profile block from fig. 1, fig. lb shows a portion along the line lb-lb of fig. 1 a, fig. 2 shows a view of a profile block of a tread of a pneumatic vehicle tire with a second embodiment variant of the invention, fig. 2a shows a top view of the profile block from fig. 2, fig. 2b shows a portion along the line Ilb-Ilb from fig. 2a, and fig. 3 shows an enlarged view of the detail Z3 of fig. lb.
[0023] Pneumatic vehicle tires which are designed according to the invention are tyres for motor vehicles, in particular for multitrack motor vehicles, and preferably tyres of radial type of construction for passenger motor vehicles, vans or light trucks (permitted total weight 5 7.5 t), wherein the tyres are provided for use under wintry driving conditions or for year-round use.
[0024]
Fig. 1 and fig. 2 show a profile block 1 (fig. 1), 1' (fig. 2), which belongs in each case to a tread of a pneumatic vehicle tire. The circumferential direction of the tyre is indicated in each case by a double arrow U. The profile block 1, 1' is laterally delimited by circumferential channels 2, merely indicated in fig. 1 and fig. 2, and by transverse channels 3 extending between the circumferential channels 2, which are likewise merely indicated. The tread has a multiplicity of profile blocks 1 and/or 1'.
[0025] The circumferential channels 2 and preferably also the transverse channels 3 are each made in the radial direction to the profile depth TP
provided for the respective pneumatic vehicle tire (fig. 1 b, fig. 2b: indicated for each transverse channel 3), which is usually 6.5 mm to 12.0 mm, in particular 7.0 mm to 9.5 mm.
[0026] The profile block 1, 1' has, in the tread periphery, a block outer surface 4, which is delimited at the circumferential channels 2 by a block edge 5 and at the transverse channels 3 by a block edge 6, and is provided with four correspondingly designed deeper sipes 7 starting from the block outer surface 4 and with additional sipes 8 (profile block 1), 8' (profile block 1') starting from the block outer surface 4 and made shallower in the radial direction than the deeper sipes 7.
[0027] The deeper sipes 7 cross the profile block 1, 1', run, as viewed in top view (see fig. la, fig. 2a), rectilinearly and in axial direction and thus parallel to the block edges 6, wherein the deeper sipes 7 within the profile block 1, 1' are uniformly distributed and provide the latter with profile block segments la. As shown in fig. la and fig. 2a, each sipe 7 has a sipe centerline ME1 which runs rectilinearly in top view, is aligned in its direction of extent, and with respect to which the sipe 7 ¨

corresponding to the aforementioned profile ¨ runs at an angle of 00 to the axial direction in the exemplary embodiments.
[0028] The further configuration of the deeper sipes 7 is explained below with reference to an individual deeper sipe 7 formed in a profile block 1.
[0029] According to fig. 3, the sipe 7 is delimited by two mutually opposite sipe walls 9 and a sipe base 10, has a constant width bEi determined between the sipe walls 9 of 0.4 mm to 1.2 mm, in particular of up to 0.8 mm, a maximum depth tEl in the radial direction (depth at the deepest point of the sipe 7) of 70% to 100%, in particular of a maximum of 95%, of the profile depth TP and a sipe center area Fi (indicated by dashed lines) extending from the sipe centerline ME1 centrally through the sipe 7. The sipe center area Fi is therefore at corresponding distances from the sipe walls 9. The sipe 7 has, as viewed in the cross section running in top view perpendicularly to the sipe centerline mEi (cf. position of the intersecting line lb-lb in fig. la), a radially outer sipe portion 7a running in the radial direction, a central sipe portion 7b running arcuately, and a radially inner sipe portion 7c running in the radial direction. In the exemplary embodiment shown, a rounded transition portion 7d is in each case formed between the central sipe portion 7b and the radially outer sipe portion 7a and between the central sipe portion 7b and the radially inner sipe portion 7c, which transition portion 7d, when viewed in the aforementioned cross section, ensures a continuous (kink-free) transition between the sipe portions 7a, 7b, 7c.
[0030] The radially outer sipe portion 7a has, as viewed in the cross section oriented in top view perpendicularly to the sipe centerline ME1, a length la of preferably 1.0 mm to 2.0 mm determined in the radial direction with respect to the sipe center area Fi. The transition portions 7d each have a length Id of preferably 0.2 mm to 0.9 mm determined analogously to the length la. The radially inner sipe portion 7c, as viewed in the cross section oriented in top view perpendicularly to the sipe centerline ME1, continues to the radially outer sipe portion 7a.
[0031] The central sipe portion 7b running arcuately forms a protuberance and extends, as viewed in the cross section oriented in top view perpendicularly to the sipe centerline ME1, between a radially outer delimiting line La which runs with respect to the sipe center area Fi at a constant depth determined in the radial direction, and a radially inner delimiting line Li which runs with respect to the sipe center area Fi at a constant depth determined in the radial direction. The central sipe portion 7b has a length lb determined between the delimiting lines La, Li in the radial direction of in particular 1.0 mm to 3.5 mm, preferably of 1.5 mm to 3.0 mm, and furthermore a plane of symmetry Ei extending at a constant depth ti determined in the radial direction. With respect to the plane of symmetry El, the tire curvature, i.e. the curvature of the tire contour, is not taken into account. The aforementioned lengths la and Id are selected in such a way that the delimiting line La is at a distance ai of 1.0 mm to 2.9 mm, in particular of at least 1.2 mm, from the block outer surface 4 in the radial direction. The constant depth ti will be discussed in more detail later, its preferred size depends on a depth tE2, which will likewise also be mentioned.
[ 00 3 2 ] Fig. 3 furthermore shows a rectilinear reference line Ii connecting the sipe center area Fi between the radially outer sipe portion 7a and the radially inner sipe portion 7b. The central sipe portion 7b has, as viewed in the aforementioned cross section, in the plane of symmetry El, a maximum deflection a of 0.5 mm to 1.5 mm determined between the reference line 11 and the sipe center area Fi. The central sipe portion 7b running arcuately consequently has a projection 12 which is formed on the one sipe wall 9 and is in the shape of a circular segment in cross section, and a depression 13 which is formed on the other sipe wall 9 and corresponds to the projection 12. The depression 13 protrudes in relation to the level of the associated sipe wall 9 present in the region outside the central sipe portion 7b into this sipe wall 9, and the projection 12 protrudes from this sipe wall 9 in relation to the level of the associated sipe wall 9 present in the region outside the central sipe portion 7b.
[0033] According to fig. 1 and fig. 2, one of the already mentioned additional sipes 8 (profile block 1), 8' (profile block 1') is formed in each profile block segment la of the profile block 1, 1', wherein the additional sipes 8, 8', as viewed in top view, run rectilinearly, parallel to the block edges 3 and aligned with one another (fig. la, fig. 2a) and protrude in the radial direction into the respective profile block segment 1a. In the exemplary embodiment which is shown, the additional sipes 8, 8' ¨
based on their rectilinear sipe centerlines ME2 aligned in top view in the direction of extent (fig. 1a, fig. 2a) ¨ are at distances corresponding to the block edge 5 lying on circumferential channels 2.

[0034] As shown in fig. la and fig. 2a, the sipe centerlines ME2 of the additional sipes 8, 8', as viewed in top view, enclose two supplementary angles a with the sipe centerline(s) mEi of the crossing sipes(s) 7 adjacent to the respective profile block segment la. The two supplementary angles a complement each other in a known manner to 180 , wherein each supplementary angle a deviates from 90 by up to 60 , in particular by up to 45 , preferably by up to 30 , especially preferably by up to . In the exemplary embodiments which are shown, the supplementary angles a are each 90 .
[0035] Each additional sipe 8,8' has a constant width bE2 of 0.3 mm to 1.0 mm, in particular of 0.4 mm to 0.6 mm, and in the radial direction a maximum depth tE2 (fig. lb, fig. 2b), which ¨ as fig. 3 shows for an additional sipe 8 in a profile block 1 ¨ is designed in such a way that the additional sipe 8, 8' ends in the radial direction between the radially outer delimiting line La and the radially inner delimiting line L.
The maximum depth tE2 is 1.5 mm to 3.0 mm, with the aforementioned lengths la, lb, Id and the length lb and the distance ai being correspondingly matched to the respective depth tE2.
[0036] The already mentioned constant depth ti, in which the plane of symmetry Ei extends, is preferably 0.5 mm to 1.5 mm larger than the maximum depth tE2 of the additional sipes 8, 8'.
[0037] According to fig. 1 b, the additional sipes 8 in the central profile block segments la of the profile block 1 open into the two adjacent crossing sipes 7. The additional sipes 8 in the edge-side profile block segments la open at their one end into the adjacent crossing sipe 7 and emerge at their other end from the profile block 1. Each additional sipe 8 has, at its end facing the outer edge of the arc of the central sipe portion 7b running arcuately, a sipe end portion 8a which is shallower than the other additional sipe 8, adjoins the radially outer sipe portion 7a and the central sipe portion 7b and is located in the exemplary embodiment exclusively in the region radially outside the central sipe portion 7b. In the region outside the sipe end portion 8a, the additional sipe 8 has the aforementioned maximum depth tE2.
[0038] According to fig. 2b, the additional sipes 8' running in central profile block segments la of the profile block 1' end within the central profile block segments la and each have a distance az (fig. 2a) of 0.1 mm to 0.3 mm, as measured in an extension of their sipe centerline ME2 to the crossing sipes 7 on the tread periphery.
Each additional sipe 8' has, at its end facing the outside of the arc of the central sipe portion 7b running arcuately, a sipe end portion 8'a which is shallower than the other additional sipe 8 and is located in the region radially outside the central sipe portion 7b. Between each additional sipe 8' and the crossing sipe(s) 7 adjacent to the respective profile block segment 1a, a thin rubber region 11 remains in each case, wherein the aforementioned sipe end portion 8'a is preferably designed such that the thin rubber region 11 has a constant thickness. In the region outside the sipe end portion 8`a , each additional sipe 8' has the aforementioned maximum depth tE2.
[0039] The invention is not limited to the exemplary embodiments described.
[0040] The additional sipes may also have two sipe end portions which are shallower in the radial direction than the other additional sipe and, in top view, for example, are wavy or zigzag-shaped or the like. Furthermore, additional sipes may be provided, which are provided with local projections and corresponding depressions on the sipe walls. The additional sipes are designed in such a way that the point of the maximum depth lies radially within the level of the radially outer delimiting line of the protuberance. The "point of maximum depth" is understood as meaning that region in which the maximum depth is present.
[0041] The sipes crossing the profile blocks run, as viewed in top view and with respect to their sipe centerlines, at an angle of 0 to 50 to the axial direction. The crossing sipes can run at least in portions in a wavy manner in top view, wherein the underlying wave is in particular a "rounded" wave, for example a sine wave, a rectangular wave, a trapezoidal wave or zigzag wave.
[0042] The additional sipes and the crossing sipes can be overall curved (arcuate) in top view such that they have sipe centerlines running arcuately (in the shape of a circular arc) in top view. Thus, for example, additional sipes running in a wavy manner and at the same time in an overall curved manner in top view and/or sipes running in a wavy manner and at the same time in an overall curved manner in top view may be provided. In the case of additional sipes and/or sipes running in an overall curved manner in top view, the specified angles and supplementary angles are determined with respect to a straight line connecting the ends of the continuously curved sipe centerline. If, for example, a combination of crossing sipes with sipe centerlines which are rectilinear in top view and additional sipes with sipe centerlines running in a curved manner in top view is provided, the supplementary angles between the rectilinear sipe centerline of the respective crossing sipe and the straight line connecting the ends of the continuously curved sipe centerline of the additional sipe are determined.
[0043] The central sipe portion mentioned in connection with the exemplary embodiments and running in an arcuate manner forms a protuberance spaced from the tread periphery. The protuberance is formed at least from a local projection formed on the one sipe wall and a local depression which is formed on the other sipe wall and is opposite the projection, wherein the projection and the depression in particular have mutually corresponding forms such that the width of the sipe in the region of the protuberance is constant. The protuberance does not have to extend over the entire sipe, but may be locally formed, for example as a dome-shaped curvature, such that it is located exclusively in a sipe region which runs in top view over a part of the sipe and is made to the maximum depth of the sipe.
The shape of the protuberance is variable. Furthermore, the sipes may each have a plurality of protuberances, which in particular follow one another in the radial direction and form an S-shaped central sipe portion.
[0044] Each protuberance runs between a radially outer delimiting line and a radially inner delimiting line. The radially outer delimiting line is based on the sipe center area and runs through the radially outermost point of the protuberance at a constant depth determined in the radial direction. The same applies to the radially inner delimiting line. In the case of correspondingly asymmetrical protuberances, the radially outermost point of the protuberance and the radially innermost point of the protuberance are not located in the same cross-sectional plane. In this case, the radially outermost point of the protuberance is offset from the radially innermost point of the protuberance in the direction of extent of the sipe.
[0045] The tread has profile blocks, which are each provided with at least one crossing sipe with a protuberance. Preferably, at least 30% of the respectively provided profile blocks are provided with crossing sipes and additional sipes having protuberances.

List of reference signs 1, 1' .................... profile block 1a ....................... profile block segment 2 ........................ circumferential channel 3 ........................ Transverse channel 4 ........................ block outer surface

5, 6 ..................... block edge 7 ........................ sipe 7a ....................... radially outer sipe portion 7b ....................... central sipe portion 7c ....................... radially inner sipe portion 7d ....................... transition portion 8, 8' ................... additional sipe 8'a ...................... sipe end portion 9 ........................ sipe wall ....................... sipe base 11 ...................... rubber region 12 ....................... projection 13 ....................... depression a ........................ deflection bEi, bE2 ................. width Ei ...................... plane of symmetry Fi ....................... sipe center area La ....................... radially outer delimiting line Li ....................... radially inner delimiting line la, lb, Id ............... length Ii ...................... reference line ME1, ME2 ................ sipe centerline ......................... double arrow (circumferential direction) tEl ...................... depth tE2 ...................... maximum depth TP ....................... profile depth Z3 ....................... detail a ........................ supplementary angle

Claims

1. A pneumatic vehicle tire having a tread with profile blocks (1, 1'), with in each case a block outer surface (4) and at least one sipe (7), which in top view extends at an angle of 0 to 50 to the axial direction, crosses the respective profile block (1, 1'), is divided into block segments (la) and has a width (bE1) of 0.4 mm to 1.2 mm, a maximum depth (tE1) of 70% to 100% of the profile depth, two sipe walls (9) and a sipe center area (F1) spaced in accordance with the sipe walls (9), wherein the crossing sipe (7), at least in a sipe region extending in top view over a part of the sipe (7), is made to the maximum depth (tE1) and has a protuberance (7b), which is at a distance from the block outer surface (4) and, as seen in the corresponding cross section perpendicularly to the sipe center area (Fi), is formed between a radially outer delimiting line (La), which runs with respect to the sipe center area (Fi) at a constant first depth determined in the radial direction through the radially outermost point of the protuberance (7b), and a radially inner delimiting line (Li), which runs with respect to the sipe center area (Fi) at a constant second depth determined in the radial direction through the radially innermost point of the protuberance (7b), characterized in that in each case at least one additional sipe (8, 8') which is elongate in top view and has a width (bE2) of 0.3 mm to 1.0 mm and a maximum depth (tE2) is formed in block segments (1a) of the profile blocks (1, 1'), said additional sipe (8, 8') enclosing supplementary angles (a) with the crossing sipe (7) deviating from 90 by up to 60 and, in the region radially outside the protuberance (7b) of the crossing sipe (7), has a sipe end portion (8a, 8'a), wherein the point of the maximum depth (tE2) of the additional sipe (8, 8') lies radially inside the level of the radially outer delimiting line (La) of the protuberance (7b).

2. The pneumatic vehicle tire as claimed in claim 1, characterized in that the point of the maximum depth (tE2) of the additional sipe (8) lies radially outside the radially outer delimiting line (La) of the protuberance (7b).

3. The pneumatic vehicle tire as claimed in claim 1 or 2, characterized in that the maximum depth (tE2) of the additional sipe (8) is 1.5 mm to 3.0 mm.

4. The pneumatic vehicle tire as claimed in any one of claims 1 to 3, characterized in that the radially outer delimiting line (La) is at a distance (al) of 1.0 mm to 2.9 mm, in particular of at least 1.2 mm, from the block outer surface (4) in the radial direction.

5. The pneumatic vehicle tire as claimed in any one of claims 1 to 4, characterized in that the protuberance (7b) has a plane of symmetry (Ei) extending at a constant depth (ti) determined in a radial direction, wherein the point of the maximum depth (tE2) of the additional sipe (8, 8') lies radially outside the plane of symmetry (E1), and wherein the constant depth (ti), in which the plane of symmetry (Ei) extends, is preferably 0.5 mm to 1.5 mm larger than the maximum depth (tE2) of the additional sipe (8, 8').

6. The pneumatic vehicle tire as claimed in any one of claims 1 to 5, characterized in that the additional sipe (8) runs rectilinearly in top view.

7. The pneumatic vehicle tire as claimed in any one of claims 1 to 6, characterized in that the additional sipe (8) opens into the crossing sipe (7) or ends in front of it at a distance (a2) of 0.1 mm to 0.3 mm determined in top view in an extension of the sipe centerline (mE2).

8. The pneumatic vehicle tire as claimed in any one of claims 1 to 7, characterized in that that the sipe (7) has a radially outer sipe portion (7a) which extends in the radial direction between the protuberance (7b) and the block outer surface (4) and has a length (la) of 1.0 mm to 2.0 mm determined in the radial direction with respect to the sipe center area (F1).

9. The pneumatic vehicle tire as claimed in any one of claims 1 to 8, characterized in that profile blocks (1, 1') are provided, which in each profile block segment (la) have at least one additional sipe (8, 8') which is elongate in top view, wherein in particular at least 30% of all of the profile blocks (1, 1') of the tread are designed in this way.

10. The pneumatic vehicle tire as claimed in any one of claims 1 to 9, characterized in that profile blocks (1, 1') are provided which are adjoined by channels which run at an angle of 0 to 60 to the axial direction, wherein the additional sipes (8, 8') run parallel in top view and in particular at corresponding distances from said channels.

11. The pneumatic vehicle tire as claimed in any one of claims 1 to 10, characterized in that additional sipes (8, 8') are provided in which the supplementary angles (a) deviate from 90 by up to 45 , preferably by up to 30 , particularly preferably by up to 10 .

12. The pneumatic vehicle tire as claimed in any one of claims 1 to 11, characterized in that additional sipes (8, 8') are provided in which the supplementary angles (a) are 90 .

13. The pneumatic vehicle tire as claimed in any one of claims 1 to 12, characterized in that profile blocks (1, 1') with in each case at least two block segments (1a) each having an additional sipe (8, 8') are provided, wherein the additional sipes (8, 8') run aligned with one another within the respective profile block (1, 1') in top view.

14. The pneumatic vehicle tire as claimed in any one of claims 1 to 13, characterized in that additional sipes (8, 8') are provided in edge-side profile block segments (1 a), which each have a sipe end portion which faces the block edge of the profile block (1, 1') and is shallower than the other additional sipe (8, 81, wherein the additional sipes (8, 8') preferably end at a distance before the block edge.

15. The pneumatic vehicle tire as claimed in any one of claims 1 to 14, characterized in that the protuberance (7b) is formed from at least one projection (12) located on the one sipe wall (9) of the crossing sipe (7), in particular a dome-shaped projection, and at least one depression (13) which is located on the other sipe wall (9) of the crossing sipe (7) and corresponds to the projection (12), wherein the protuberance (7b) is formed in particular by at least one central sipe portion (7b) which runs arcuately in the cross section of the crossing sipe (7).