CA1130709A - Pneumatic tire having modified tread - Google Patents
Pneumatic tire having modified treadInfo
- Publication number
- CA1130709A CA1130709A CA355,373A CA355373A CA1130709A CA 1130709 A CA1130709 A CA 1130709A CA 355373 A CA355373 A CA 355373A CA 1130709 A CA1130709 A CA 1130709A
- Authority
- CA
- Canada
- Prior art keywords
- rubber
- tread
- cap
- carbon black
- tire
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
- B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
- B60C11/18—Anti-skid inserts, e.g. vulcanised into the tread band of strip form, e.g. metallic combs, rubber strips of different wear resistance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Compositions Of Macromolecular Compounds (AREA)
- Tires In General (AREA)
Abstract
PNEUMATIC TIRE HAVING MODIFIED TREAD
Abstract A pneumatic tire with radial ply carcass charac-terized by having an outer tread across its crown com-posed of (1) an outer rubber cap composition of rubber and a high reinforcing carbon black with a hot rebound value in the range of about 55 to about 70 and (2) a base composition composed of rubber and a semi-reinforcing carbon black characterized by having a hot rebound value in the range of about 75 to about 90.
Abstract A pneumatic tire with radial ply carcass charac-terized by having an outer tread across its crown com-posed of (1) an outer rubber cap composition of rubber and a high reinforcing carbon black with a hot rebound value in the range of about 55 to about 70 and (2) a base composition composed of rubber and a semi-reinforcing carbon black characterized by having a hot rebound value in the range of about 75 to about 90.
Description
~13~9 Field of Invention This invention relates to pneumatic tires and parti-cularly relates to pneumatic tires having a tread of a cap-base construction.
Back~round of the Invention Pneumatic tires are ge~erally constructed with the application of outer, extruded, homogeneous tread stock over a supporting carcass of a plurality of rubberized fabric plies. The tread extrusion is generally of a compounder rubber, sometimes referred to as a rubber compound, that, when cured, provides the tread of the tire with a high degree of resistance to tread wear during its use on a vehicle, preferably without promoting an excessive heat build-up in the tire itself. The excessive heat build-up would be detrimental to the durability of the tire, particularly its supporting carcass.
~lternately a rubber tread of a cap-base construction has been proposed (U S Patent 3,157,218). There the outer, ground contacting portion of the tread, or cap, was composed of a rubber designed to provide conventional resistance to tread wear, good traction ability. The outer cap portion of the tread was adhered to an inner tread portion, or base, disposed between the cap and the supporting carcass. The base rubber composition was compounded with the intention of diminishing heat build up in the overall tread. The patent disclosure achieved its cap-base construction purpose by utilizing a substan-tial amount of polybutadiene rubber in both the cap and the base. It should be pointed out that its disclosure primarily related to the reduction of tire failures such as rib tear and groove cracking, in truck tires of the bias ply type construction, particularly since radial construction tires were not widely used at that time.
~13~7~9 However, methods of reducing rolling resistance of a tire to effect an energy savings while maintaining adequate traction yet keeping heat build-up to acceptable limits are still sought after.
Disclosure and Practice of the Invention In accordance with this invention, a pneumatic rubber tire is provided with a radial ply carcass having a tread across its crown composed of (A) an outer rubber cap composition of, based on 100 parts by weight rubber, (1) about 85 to about 100 weight percent butadiene/styrene rubber and, correspondingly, about zero to 15 weight percent polybutadiene, (2) about 50 to about 100 weight percent butadiene/styrene rubber and, correspondingly, about 0 to about 50 weight percent cis 1,4-polyisoprene or (3) about 50 to 80 weight percent butadiene/styrene rubber, about 10 to 40 weight percent polybutadiene and about 10 to 40 weight percent cis 1,4-polyisoprene; said rubber reinforced by containing about 50 to 100 phr of a high reinforcing carbon black and characterized by having a hot rebound value in the range of about 55 to about 70, according to ASTM 1054-66 and (~) a base com-position disposed between said outer cap and said carcass of the tire as an adherent interlayer comprised o~ a rubber composition of. based on 100 parts by weight rubber. (1) about zero to 30 weight percent butadiene/
styrene rubber, (2) about 20 to about 50 weight percent natural rubber, and (3) about 40 to about 70 weight percent polybutadiene; said rubber mixture reinforced by containing about 30 to 70 phr semi-reinforcing carbon black characterized by having a hot rebound value in the range of about 75 to about 90 according to ASTM 1054-66.
The cap-base design was used to decrease heat genera-tion or heat build-up in a tread which had been compounded for improved, or reduced, rolling resistance. It is ~13`07t~9 generally understood that changing a tread compound to reduce its rolling resistance will also generally result in a loss of traction and a decrease in heat build-up.
The cap-base concept of this invention is designed to allow a reduction in rolling resistance without an appreciable or substantial loss in traction nor increase in heat build-up.
Reference to the drawing shows a radial tire 1 with a tread 2 adhered to a supporting carcass 3 composed of a plurality of rubberized fabric plies 4. The tread 2 is composed of an outer cap 5 which contains the lugs and groove matrix 6 adhered to the inner base 7.
The thickness of the cap 5 and the base 7 portions of the tread 2 construction can vary over a reasonably considerable range. However, in general, for the green and uncured tire the base portion should be at least about 40 mils in thickness, and preferably in the range of about 40 to about 120 mils. Upon shaping and curing the tire in the mold, the previously extruded rubber tread flows into the face of the tread contour of the mold and the interface between the base and the tread assumes a somewhat undulating shape 8. In this manner, the base tends to be thicker in the lug configuration of the tread 9 and thinner in the groove configuration of the tread 10. In this final condition the cap portion of the tread should be sufficiently thick to provide at least about 20 mils of rubber thickness below the bottom of the groove portion of the tread and preferably a thickness in the range of about 20 to about 100, more preferably about 50 to about 100 mils in this area.
Clearly it is desired that the base does not extend to the outer wearing surface of the tread lug because it would be considerably faster wearing than the cap composi-tion. However, if the tire is of a very good wearing quality or,in other words, exhibits good tread wear characteristics, then in some cases the base could strike through a portion of the wearing surface and still provide a tire with overall good wearing characteristics.
113~7~9 In the description of this invention, it has been pointed out that different types of carbon black are to be used for the cap as compared to the base portions of the tread.
Representative of the high reinforcing blacks utilized for the outer cap portion of the tread are those having various ASTM designations such as NllO, otherwise sometimes known as Super Abrasion Furnace Black (SAF), N220, some-times otherwise known as Intermediate Super Abrasion Furnace Black tISAF), and N330, sometimes otherwise known as High Abrasion Furnace Black (HAF).
The semi-reinforcing carbon blacks utilized for the base portion of the tread have ASTM designations such as N660, sometimes otherwise known as General Purpose Furnace Black (GPF), N762, sometimes otherwise known as Semi-Reinforcing Furnace Blacks (SRF) and N550, sometimes otherwise known as Fine Extrusion Furnace Black (FEF).
The practice of this invention is further illustrated by reference to the following examples which are intended to be representative rather than restrictive of the scope of the invention. Unless otherwise indicated, all parts and percentages are by weight.
Example 1 Rubber compositions were formulated to prepare the cap and base portions of an extruded tread stock, according to the following general recipe shown in Table 1.
~13~7~9 Table 1 -Components Tread Cap Formulation Tread Base Formulation Polybutadiene (oil extended) 12.50 Natural Rubber 40.00 Butadiene/styrene rubber (oil Polybutadiene extended) 123.75 60.00 Carbon black (ISAF) 80 (FEF) 50 Waxes 4.00 Waxes 1.00 P,rocessing oil 12.00 Processing oil 15.00 Antioxidant 2.00 Antioxidant 3.00 Accelerator 1.00 Accelerator 0.50 Zinc oxide 3.00 Zinc oxide 3.00 Sulfur 1.50 Sulfur 2.25 The formulations cf Table 1 were mixed separately, extruded together, co-extruded in one piece, and applied to a radial ply rubber tire carcass as a cap-base tread and accompanying sidewalls having the same formulation as the base. The tire was then molded through shaping and curing under pressure to form the resulting pneumatic vehi-cular tire (size GR 78-15).
Samples of the cured cap composition of the tread were analyzed and found to have a hot rebound value of about 62 according to ASTM 105~-66.
Portions o~ the cured base compound were tested and found to have a hot rebound value of about 78 according to ASTM 1054-66.
The pneumatic tire was mounted on a rim, inflated and driven by 67.2 inch (271 cm) diameter fly wheel for the purpose of evaluating its rolling resistance. The rolling resistance factor was tested by adjusting fly wheel torque and measuring the torque by transducer in the drive line or fly wheel. The test tire's rolling resistance was 6 ~13~97~9 compared to that of a control tire u-tilizing a tread compound increasing to the experimental tire's cap formula-tion. In this test, the experimental tire had about 5% less rolling resistance than the control tire.
In Table 2 the results of various test values are shown, particularly the hot rebound values, rolling resis-tance and wet and dry traction. It is important to appreciate that Table 2 shows that the enhanced rolling resistance of the cap/base tire was achieved without sacrificing the wet and dry traction factors.
Table 2 Ph,ysical Test Value Cap Base Tire Control Tire 1. Hot Rebound Value Tread 62 Base 78 Tread 62
Back~round of the Invention Pneumatic tires are ge~erally constructed with the application of outer, extruded, homogeneous tread stock over a supporting carcass of a plurality of rubberized fabric plies. The tread extrusion is generally of a compounder rubber, sometimes referred to as a rubber compound, that, when cured, provides the tread of the tire with a high degree of resistance to tread wear during its use on a vehicle, preferably without promoting an excessive heat build-up in the tire itself. The excessive heat build-up would be detrimental to the durability of the tire, particularly its supporting carcass.
~lternately a rubber tread of a cap-base construction has been proposed (U S Patent 3,157,218). There the outer, ground contacting portion of the tread, or cap, was composed of a rubber designed to provide conventional resistance to tread wear, good traction ability. The outer cap portion of the tread was adhered to an inner tread portion, or base, disposed between the cap and the supporting carcass. The base rubber composition was compounded with the intention of diminishing heat build up in the overall tread. The patent disclosure achieved its cap-base construction purpose by utilizing a substan-tial amount of polybutadiene rubber in both the cap and the base. It should be pointed out that its disclosure primarily related to the reduction of tire failures such as rib tear and groove cracking, in truck tires of the bias ply type construction, particularly since radial construction tires were not widely used at that time.
~13~7~9 However, methods of reducing rolling resistance of a tire to effect an energy savings while maintaining adequate traction yet keeping heat build-up to acceptable limits are still sought after.
Disclosure and Practice of the Invention In accordance with this invention, a pneumatic rubber tire is provided with a radial ply carcass having a tread across its crown composed of (A) an outer rubber cap composition of, based on 100 parts by weight rubber, (1) about 85 to about 100 weight percent butadiene/styrene rubber and, correspondingly, about zero to 15 weight percent polybutadiene, (2) about 50 to about 100 weight percent butadiene/styrene rubber and, correspondingly, about 0 to about 50 weight percent cis 1,4-polyisoprene or (3) about 50 to 80 weight percent butadiene/styrene rubber, about 10 to 40 weight percent polybutadiene and about 10 to 40 weight percent cis 1,4-polyisoprene; said rubber reinforced by containing about 50 to 100 phr of a high reinforcing carbon black and characterized by having a hot rebound value in the range of about 55 to about 70, according to ASTM 1054-66 and (~) a base com-position disposed between said outer cap and said carcass of the tire as an adherent interlayer comprised o~ a rubber composition of. based on 100 parts by weight rubber. (1) about zero to 30 weight percent butadiene/
styrene rubber, (2) about 20 to about 50 weight percent natural rubber, and (3) about 40 to about 70 weight percent polybutadiene; said rubber mixture reinforced by containing about 30 to 70 phr semi-reinforcing carbon black characterized by having a hot rebound value in the range of about 75 to about 90 according to ASTM 1054-66.
The cap-base design was used to decrease heat genera-tion or heat build-up in a tread which had been compounded for improved, or reduced, rolling resistance. It is ~13`07t~9 generally understood that changing a tread compound to reduce its rolling resistance will also generally result in a loss of traction and a decrease in heat build-up.
The cap-base concept of this invention is designed to allow a reduction in rolling resistance without an appreciable or substantial loss in traction nor increase in heat build-up.
Reference to the drawing shows a radial tire 1 with a tread 2 adhered to a supporting carcass 3 composed of a plurality of rubberized fabric plies 4. The tread 2 is composed of an outer cap 5 which contains the lugs and groove matrix 6 adhered to the inner base 7.
The thickness of the cap 5 and the base 7 portions of the tread 2 construction can vary over a reasonably considerable range. However, in general, for the green and uncured tire the base portion should be at least about 40 mils in thickness, and preferably in the range of about 40 to about 120 mils. Upon shaping and curing the tire in the mold, the previously extruded rubber tread flows into the face of the tread contour of the mold and the interface between the base and the tread assumes a somewhat undulating shape 8. In this manner, the base tends to be thicker in the lug configuration of the tread 9 and thinner in the groove configuration of the tread 10. In this final condition the cap portion of the tread should be sufficiently thick to provide at least about 20 mils of rubber thickness below the bottom of the groove portion of the tread and preferably a thickness in the range of about 20 to about 100, more preferably about 50 to about 100 mils in this area.
Clearly it is desired that the base does not extend to the outer wearing surface of the tread lug because it would be considerably faster wearing than the cap composi-tion. However, if the tire is of a very good wearing quality or,in other words, exhibits good tread wear characteristics, then in some cases the base could strike through a portion of the wearing surface and still provide a tire with overall good wearing characteristics.
113~7~9 In the description of this invention, it has been pointed out that different types of carbon black are to be used for the cap as compared to the base portions of the tread.
Representative of the high reinforcing blacks utilized for the outer cap portion of the tread are those having various ASTM designations such as NllO, otherwise sometimes known as Super Abrasion Furnace Black (SAF), N220, some-times otherwise known as Intermediate Super Abrasion Furnace Black tISAF), and N330, sometimes otherwise known as High Abrasion Furnace Black (HAF).
The semi-reinforcing carbon blacks utilized for the base portion of the tread have ASTM designations such as N660, sometimes otherwise known as General Purpose Furnace Black (GPF), N762, sometimes otherwise known as Semi-Reinforcing Furnace Blacks (SRF) and N550, sometimes otherwise known as Fine Extrusion Furnace Black (FEF).
The practice of this invention is further illustrated by reference to the following examples which are intended to be representative rather than restrictive of the scope of the invention. Unless otherwise indicated, all parts and percentages are by weight.
Example 1 Rubber compositions were formulated to prepare the cap and base portions of an extruded tread stock, according to the following general recipe shown in Table 1.
~13~7~9 Table 1 -Components Tread Cap Formulation Tread Base Formulation Polybutadiene (oil extended) 12.50 Natural Rubber 40.00 Butadiene/styrene rubber (oil Polybutadiene extended) 123.75 60.00 Carbon black (ISAF) 80 (FEF) 50 Waxes 4.00 Waxes 1.00 P,rocessing oil 12.00 Processing oil 15.00 Antioxidant 2.00 Antioxidant 3.00 Accelerator 1.00 Accelerator 0.50 Zinc oxide 3.00 Zinc oxide 3.00 Sulfur 1.50 Sulfur 2.25 The formulations cf Table 1 were mixed separately, extruded together, co-extruded in one piece, and applied to a radial ply rubber tire carcass as a cap-base tread and accompanying sidewalls having the same formulation as the base. The tire was then molded through shaping and curing under pressure to form the resulting pneumatic vehi-cular tire (size GR 78-15).
Samples of the cured cap composition of the tread were analyzed and found to have a hot rebound value of about 62 according to ASTM 105~-66.
Portions o~ the cured base compound were tested and found to have a hot rebound value of about 78 according to ASTM 1054-66.
The pneumatic tire was mounted on a rim, inflated and driven by 67.2 inch (271 cm) diameter fly wheel for the purpose of evaluating its rolling resistance. The rolling resistance factor was tested by adjusting fly wheel torque and measuring the torque by transducer in the drive line or fly wheel. The test tire's rolling resistance was 6 ~13~97~9 compared to that of a control tire u-tilizing a tread compound increasing to the experimental tire's cap formula-tion. In this test, the experimental tire had about 5% less rolling resistance than the control tire.
In Table 2 the results of various test values are shown, particularly the hot rebound values, rolling resis-tance and wet and dry traction. It is important to appreciate that Table 2 shows that the enhanced rolling resistance of the cap/base tire was achieved without sacrificing the wet and dry traction factors.
Table 2 Ph,ysical Test Value Cap Base Tire Control Tire 1. Hot Rebound Value Tread 62 Base 78 Tread 62
2. Rolling Resistance (pounds)l~ 105(5% more efficient) 100
3. Wet tractionl 100 100
4. Dry tractionl 100 100 lUsing a value determined for the control tire to be 100 2As determined by testing the pneumatic tire in its inflated state as mounted on a rigid, centered, rim under about a 80% of rated load against a 67.23 inch diameter fly wheel as measured in pounds.
While certain representative embodiments and details have been shown for the purpose of illustrating the invention, it will be apparent to those skilled in this art that various changes and modifications may be made there~ without departing from the spirit or scope of the invention.
While certain representative embodiments and details have been shown for the purpose of illustrating the invention, it will be apparent to those skilled in this art that various changes and modifications may be made there~ without departing from the spirit or scope of the invention.
Claims
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A pneumatic rubber tire with a radial ply carcass characterized by having across its crown, a cured rubber tread composed of (A) an outer rubber cap composition of, based on 100 parts by weight rubber, 10 to 40 weight percent polybutadiene and 10 to 40 weight percent cis-1, 4-polyisoprene; said rubber reinforced by containing about 50 to 100 phr of a high reinforcing carbon black and characterized by having a hot rebound value in the range of about 55 to 70, according to ASTM 1054-66 and (B) a base composition disposed between said outer cap and said carcass of the tire as an adherent interlayer comprised of a rubber composition of, based on 100 parts by weight rubber, (1) zero to 30 weight percent butadiene/styrene rubber, (2) 20 to 50 weight percent natural rubber and (3) 40 to 70 weight percent polybutadiene; said rubber mixture reinforced by containing about 30 to 70 phr semi-reinforcing carbon black characterized by having a hot rebound value in the range of about 75 to about 90 according to ASTM 1054-66; where, in the green and uncured tire, the base portion of said tread has a thickness in the range of about 40 to about 120 mils and, in the shaped and cured tires, the cap portion of said tread has a thickness of about 20 to about 100 mils of rubber below the bottom of the groove portion of the tread; and where the high reinforcing carbon black for the outer rubber cap composi-tion is selected from at least one of SAF, ISAF, or HAR
carbon black and the semi-reinforcing carbon blacks for said base composition are selected from at least one of GPF, SRF or FEF carbon black.
carbon black and the semi-reinforcing carbon blacks for said base composition are selected from at least one of GPF, SRF or FEF carbon black.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US8075679A | 1979-10-01 | 1979-10-01 | |
| US80,756 | 1979-10-01 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1130709A true CA1130709A (en) | 1982-08-31 |
Family
ID=22159407
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA355,373A Expired CA1130709A (en) | 1979-10-01 | 1980-07-03 | Pneumatic tire having modified tread |
Country Status (11)
| Country | Link |
|---|---|
| JP (1) | JPS5657505A (en) |
| AU (1) | AU533208B2 (en) |
| BR (1) | BR8006174A (en) |
| CA (1) | CA1130709A (en) |
| DE (1) | DE3037122A1 (en) |
| FR (1) | FR2466355A1 (en) |
| GB (1) | GB2058687B (en) |
| IT (1) | IT1128687B (en) |
| LU (1) | LU82808A1 (en) |
| MX (1) | MX151142A (en) |
| ZA (1) | ZA805407B (en) |
Families Citing this family (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4381810A (en) * | 1981-05-22 | 1983-05-03 | The Goodyear Tire & Rubber Company | Tire with dual tread compound |
| JPS58402A (en) * | 1981-06-24 | 1983-01-05 | Toyo Tire & Rubber Co Ltd | Tire tread constitution with low rollability |
| JPS58164403A (en) * | 1982-03-25 | 1983-09-29 | Bridgestone Corp | Pneumatic tyre |
| US4478266A (en) * | 1982-09-17 | 1984-10-23 | The Goodyear Tire & Rubber Company | Composite tread having good traction and reduced rolling resistance upon wear |
| CA1208529A (en) * | 1983-03-15 | 1986-07-29 | The Goodyear Tire & Rubber Company | Fuel efficient tire |
| JPS6015203A (en) * | 1983-07-06 | 1985-01-25 | Bridgestone Corp | Radial tire |
| JPS60110509A (en) * | 1983-11-21 | 1985-06-17 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPS6218304A (en) * | 1985-07-17 | 1987-01-27 | Bridgestone Corp | Pneumatic tire |
| EP0341187A3 (en) * | 1988-05-02 | 1991-03-13 | The Goodyear Tire & Rubber Company | A tire and tread |
| DE69704813T2 (en) * | 1996-07-11 | 2001-10-04 | Bridgestone Corp | tire |
| US6746227B2 (en) | 2001-06-19 | 2004-06-08 | The Goodyear Tire & Rubber Company | Tire tread die |
| KR100451862B1 (en) * | 2002-06-29 | 2004-10-08 | 금호타이어 주식회사 | Improved in aging properties apex compound of bias tire for turck - bus |
| EP1618009B1 (en) * | 2003-04-28 | 2008-06-11 | Pirelli Tyre S.p.A. | Pneumatic tire provided with a multi-layered tread and process for its manufacture |
| US7028734B2 (en) | 2003-06-24 | 2006-04-18 | The Goodyear Tire & Rubber Company | Truck tire with cap/base construction tread |
| US8453693B2 (en) * | 2009-11-18 | 2013-06-04 | The Goodyear Tire & Rubber Company | Pneumatic tire |
| JP5836055B2 (en) * | 2011-10-25 | 2015-12-24 | 株式会社ブリヂストン | Heavy duty pneumatic radial tire |
| JP5939701B2 (en) * | 2011-11-02 | 2016-06-22 | 東洋ゴム工業株式会社 | Pneumatic tire |
| US9050860B2 (en) * | 2012-08-07 | 2015-06-09 | The Goodyear Tire & Rubber Company | Tread made from multi cap compounds |
| US9050859B2 (en) | 2012-08-07 | 2015-06-09 | The Goodyear Tire & Rubber Company | Tread made from multi cap compounds |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE636614A (en) * | 1962-08-30 | |||
| GB1255952A (en) * | 1968-01-12 | 1971-12-08 | Dunlop Holdings Ltd | Improvements in or relating to pneumatic tyres |
-
1980
- 1980-07-03 CA CA355,373A patent/CA1130709A/en not_active Expired
- 1980-09-02 ZA ZA00805407A patent/ZA805407B/en unknown
- 1980-09-05 AU AU62072/80A patent/AU533208B2/en not_active Ceased
- 1980-09-08 MX MX183847A patent/MX151142A/en unknown
- 1980-09-10 FR FR8019502A patent/FR2466355A1/en active Granted
- 1980-09-26 BR BR8006174A patent/BR8006174A/en unknown
- 1980-09-26 LU LU82808A patent/LU82808A1/en unknown
- 1980-09-29 GB GB8031322A patent/GB2058687B/en not_active Expired
- 1980-09-30 IT IT49775/80A patent/IT1128687B/en active
- 1980-10-01 DE DE19803037122 patent/DE3037122A1/en not_active Withdrawn
- 1980-10-01 JP JP13752880A patent/JPS5657505A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| GB2058687A (en) | 1981-04-15 |
| GB2058687B (en) | 1983-07-20 |
| BR8006174A (en) | 1981-04-07 |
| IT1128687B (en) | 1986-06-04 |
| AU6207280A (en) | 1981-04-09 |
| JPS5657505A (en) | 1981-05-20 |
| FR2466355A1 (en) | 1981-04-10 |
| ZA805407B (en) | 1981-08-26 |
| DE3037122A1 (en) | 1981-04-16 |
| FR2466355B1 (en) | 1983-06-10 |
| AU533208B2 (en) | 1983-11-10 |
| LU82808A1 (en) | 1980-12-15 |
| MX151142A (en) | 1984-10-04 |
| IT8049775A0 (en) | 1980-09-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |