JP2007112242A - Bias tire for construction vehicle - Google Patents

Bias tire for construction vehicle Download PDF

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JP2007112242A
JP2007112242A JP2005304414A JP2005304414A JP2007112242A JP 2007112242 A JP2007112242 A JP 2007112242A JP 2005304414 A JP2005304414 A JP 2005304414A JP 2005304414 A JP2005304414 A JP 2005304414A JP 2007112242 A JP2007112242 A JP 2007112242A
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tire
thickness
inner liner
liner layer
range
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JP4797562B2 (en
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Norio Omoto
規夫 大本
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a bias tire for a construction vehicle having improved durability, capable of preventing defect by suppressing creases from being generated in the range from a side part to a rim cushion part of the tire when an excessive load in the longitudinal direction is applied on the tire. <P>SOLUTION: Rigidity for the load in the vertical direction of the range from a side part 4 to a rim cushion part 8 of the tire 1 is enhanced and reinforced by making the thickness of an inner liner layer 10 disposed on the inside of a carcass layer 9 between 5 mm and 12 mm, and the deformation of deflection of this range is absorbed by the thicken inner liner layer 10. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、建設車両用バイアスタイヤに関し、さらに詳しくは、縦方向の過大負荷荷重に対する耐久性を向上した建設車両用バイアスタイヤに関するものである。   The present invention relates to a bias tire for a construction vehicle, and more particularly to a bias tire for a construction vehicle having improved durability against an excessively heavy load in the vertical direction.

ホイールローダ、ホイール式油圧ショベル等の建設車両に装着されるタイヤは、過酷な条件で使用される。例えば、ホイールローダでは、土砂等をバケットですくった際には、荷重負担がフロントタイヤに偏る。すくう土砂等が多量になるとリアタイヤが浮いて、フロントタイヤがすべての荷重を負担する状態となる。この際に、フロントタイヤにはタイヤの規格最大荷重の１５０％以上の過大荷重がかかることがある。   Tires mounted on construction vehicles such as wheel loaders and wheeled hydraulic excavators are used under severe conditions. For example, in a wheel loader, when soil or sand is scooped with a bucket, the load burden is biased toward the front tire. When the amount of scooping earth and sand becomes large, the rear tire floats and the front tire bears all the loads. At this time, an excessive load of 150% or more of the standard maximum load of the tire may be applied to the front tire.

図２に示すように、過大荷重Ｆによって、フロントタイヤ１には接地部周辺のサイド部４からリムクッション部８にかけて座屈するような折り皺Ｗが発生する。この折り皺Ｗは特に、タイヤ周方向の接地端部近傍のリムクッション部８から発生し始めることが多い。土砂等をすくう作業を繰り返すことで、過大荷重Ｆが繰り返しフロントタイヤ１に負荷されて、この折り皺Ｗがクラックやカーカス層のコード切れ等の故障に発展する。   As shown in FIG. 2, due to the excessive load F, a crease W that buckles from the side portion 4 around the grounding portion to the rim cushion portion 8 is generated in the front tire 1. In particular, the fold W often starts to occur from the rim cushion portion 8 in the vicinity of the ground contact end portion in the tire circumferential direction. By repeating the operation of scrubbing earth and sand, an excessive load F is repeatedly applied to the front tire 1, and this fold W develops into a failure such as a crack or a cord breakage of the carcass layer.

従来、このような故障を防止するために、カーカス層の枚数を増やしたり、サイド部外側（サイドウォール部）のゴム厚を厚くする等して、サイド部の剛性を上げるようにしていた。カーカス層の枚数を増やした場合、サイド部の剛性は上がるが、カーカス層の巻上げ端部の上下で剛性差が大きくなり、折り皺の起点となり易いので十分な効果を得ることができなかった。サイドウォール部のゴム厚を厚くした場合、カーカスラインの曲率半径が大きくなり、ショルダー部からリムクッション部に至るペリフェリ長さが小さくなるので、縦方向荷重を受けた際の変形吸収性能が悪化して、折り皺の発生を防ぐには不十分であった。   Conventionally, in order to prevent such a failure, the rigidity of the side portion has been increased by increasing the number of carcass layers or increasing the rubber thickness on the outside of the side portion (sidewall portion). When the number of carcass layers is increased, the rigidity of the side portion increases, but the difference in rigidity increases between the upper and lower ends of the carcass layer and tends to be a starting point of folding, so that a sufficient effect cannot be obtained. When the rubber thickness of the sidewall is increased, the radius of curvature of the carcass line is increased and the peripheral length from the shoulder to the rim cushion is reduced, so that the deformation absorption performance when subjected to a longitudinal load is deteriorated. Therefore, it was insufficient to prevent the occurrence of creases.

また、走行等に対するタイヤの一般的な耐久性を向上させるために、ショルダー部からバットレス部に至る部分やカーカス端部近傍部分で、インナーライナー層の厚さを他の部分よりも厚くする提案がされている（特許文献１参照）。この構造では、サイド部のインナーライナー層の厚さは、従来のままで剛性が向上していない。そのため、タイヤの規格最大荷重を超えるような縦方向の過大荷重が負荷された場合には、サイド部からリムクッション部に至る範囲に発生する折り皺を防ぐことができない。したがって、過大荷重が繰り返し負荷されると、クラック等によりサイド部が破損し、十分な耐久性を有するものではなかった。
特開２００３−１６５３０３号公報 In addition, in order to improve the general durability of tires against running etc., there is a proposal to make the inner liner layer thicker than other parts in the part from the shoulder part to the buttress part or in the vicinity of the carcass end part (See Patent Document 1). In this structure, the thickness of the inner liner layer at the side portion remains the same as before, and the rigidity is not improved. Therefore, when a longitudinal excessive load exceeding the standard maximum load of the tire is applied, it is not possible to prevent creases that occur in the range from the side portion to the rim cushion portion. Therefore, when an excessive load is repeatedly applied, the side portion is damaged due to cracks or the like, and the durability is not sufficient.
JP 2003-165303 A

本発明の目的は、タイヤに縦方向の過大荷重が負荷された場合に、タイヤのサイド部からリムクッション部に至る範囲における折り皺の発生を抑制して、不具合を防ぐことができる耐久性を向上した建設車両用バイアスタイヤを提供することにある。   An object of the present invention is to provide durability that prevents occurrence of defects by suppressing the occurrence of creases in the range from the side portion of the tire to the rim cushion portion when an excessive longitudinal load is applied to the tire. An object is to provide an improved bias tire for a construction vehicle.

上記目的を達成するため本発明の建設車両用バイアスタイヤは、左右一対のビード部間に複数のカーカス層を架装し、該複数のカーカス層の内側にインナーライナー層を配置した建設車両用バイアスタイヤにおいて、前記インナーライナー層の厚さが５ｍｍ以上１２ｍｍ以下であることを特徴とするものである。   In order to achieve the above object, a bias tire for a construction vehicle according to the present invention comprises a bias for a construction vehicle in which a plurality of carcass layers are mounted between a pair of left and right bead portions, and an inner liner layer is disposed inside the plurality of carcass layers. In the tire, the inner liner layer has a thickness of 5 mm to 12 mm.

本発明によれば、カーカス層の内側に配置したインナーライナー層の厚さを、従来に比べて厚くして５ｍｍ以上にしたので、タイヤのサイド部からリムクッション部に至る範囲の縦方向荷重に対する剛性を大幅に高めることができる。また、厚くしたインナーライナー層によって、タイヤの縦方向荷重で生じるサイド部からリムクッション部に至る範囲のたわみ変形を吸収することができる。インナーライナー層の厚さを１２ｍｍ超にしても、得られる上記の効果はあまり変わらなくなる。   According to the present invention, since the thickness of the inner liner layer disposed inside the carcass layer is increased to 5 mm or more as compared with the conventional case, it can be applied to the longitudinal load in the range from the side portion of the tire to the rim cushion portion. The rigidity can be greatly increased. Further, the thicker inner liner layer can absorb the bending deformation in the range from the side portion to the rim cushion portion caused by the longitudinal load of the tire. Even if the thickness of the inner liner layer is more than 12 mm, the obtained effect is not so changed.

したがって、インナーライナー層の厚さを上記の範囲にすることにより、タイヤの規格最大荷重を超える縦方向の過大荷重がタイヤに負荷された際に、サイド部からリムクッション部に至る範囲での折り皺の発生を抑制することができる。これにより、過大荷重が繰返し負荷されて、折り皺が発展して生じるクラック等の不具合を防止して、耐久性を向上させることが可能となる。   Therefore, by setting the thickness of the inner liner layer within the above range, when the tire is subjected to an excessive longitudinal load exceeding the standard maximum load of the tire, the folding in the range from the side portion to the rim cushion portion is performed. Occurrence of wrinkles can be suppressed. As a result, it is possible to improve durability by preventing problems such as cracks caused by repeated overloading and development of creases.

以下、本発明の建設車両用バイアスタイヤを図に示した実施形態に基づいて説明する。図１の実施形態において本発明のタイヤ１はタイヤ赤道ＣＬを中心にしてタイヤ幅方向に対称な内部構造となっている。このタイヤ１は、リム１２に装着され、そのビード部５がリムフランジ部１３に当接している。左右一対のビード部５、５間にはナイロンコード等からなる複数のカーカス層９が、層間で互いにコード角度を交差させるように架装されている。この複数のカーカス層９は、２組のビードコア６に対応させて、両層端部がビードコア６の周りをタイヤ内側から外側に巻き上げられている。ビードコア６は、２組に限らず１組、３組等としてもよい。   Hereinafter, the bias tire for construction vehicles of the present invention will be described based on the embodiments shown in the drawings. In the embodiment of FIG. 1, the tire 1 of the present invention has an internal structure that is symmetrical in the tire width direction about the tire equator CL. The tire 1 is mounted on a rim 12, and the bead portion 5 is in contact with the rim flange portion 13. A plurality of carcass layers 9 made of nylon cord or the like are mounted between the pair of left and right bead portions 5 and 5 so that the cord angles cross each other. The plurality of carcass layers 9 are wound around the bead core 6 from the tire inner side to the outer side so as to correspond to the two sets of bead cores 6. The bead core 6 is not limited to two sets, and may be one set, three sets, or the like.

トレッド部３の内側にはブレーカ層１１がカーカス層９の外周を巻回するように設けられている。カーカス層９のタイヤ外側には、サイド部４とリムフランジ部１３に当接する部分にリムクッション部８が設けられている。カーカス層９のタイヤ内側には、ブチルゴムからなる空気の透過を防ぐインナーライナー層１０が、クラウン部２からビードトウ部７に至る範囲、即ち、タイヤ内側全面に設けられている。   A breaker layer 11 is provided inside the tread portion 3 so as to wind the outer periphery of the carcass layer 9. On the outer side of the tire of the carcass layer 9, a rim cushion portion 8 is provided at a portion that contacts the side portion 4 and the rim flange portion 13. On the inner side of the tire of the carcass layer 9, an inner liner layer 10 made of butyl rubber that prevents permeation of air is provided in a range from the crown portion 2 to the bead toe portion 7, that is, on the entire inner surface of the tire.

従来の建設車両用バイアスタイヤのインナーライナー層の厚さは、２〜３ｍｍ程度であるが、実施形態ではクラウン部２からサイド部４に至る範囲Ａのインナーライナー層１０の厚さが５ｍｍとなっている。この範囲Ａに続くサイド部４からビードトウ部７に至る範囲Ｂのインナーライナー層１０の厚さは、範囲Ａとの境界部を除いて８ｍｍとなっている。境界部は５ｍｍから８ｍｍに滑らかに厚さが変化している。図中の線分ＳＬは、カーカスラインに直交し、範囲Ａと範囲Ｂとを区画する仮想線であり、タイヤ１の表面でいえばおおよそショルダー部とサイド部４との境界部を示す。   The thickness of the inner liner layer of the conventional bias tire for construction vehicles is about 2 to 3 mm, but in the embodiment, the thickness of the inner liner layer 10 in the range A from the crown portion 2 to the side portion 4 is 5 mm. ing. The thickness of the inner liner layer 10 in the range B from the side portion 4 following the range A to the bead toe portion 7 is 8 mm excluding the boundary portion with the range A. The boundary portion smoothly changes in thickness from 5 mm to 8 mm. A line segment SL in the figure is an imaginary line that is orthogonal to the carcass line and divides the range A and the range B, and indicates a boundary portion between the shoulder portion and the side portion 4 on the surface of the tire 1.

タイヤ内側の全範囲においてインナーライナー層１０の厚さを５ｍｍ以上にすることで、従来のタイヤに比較して、サイド部４からリムクッション部８に至る範囲の縦方向の荷重に対する剛性を大幅に高め、この範囲を効果的に補強できる。また、十分厚さのあるインナーライナー層１０によって、縦方向荷重で生じるサイド部およびリムクッション８部のたわみ変形を吸収することができ、カーカス層９の変形が緩和される。   By increasing the thickness of the inner liner layer 10 to 5 mm or more in the entire area inside the tire, the rigidity with respect to the longitudinal load in the range from the side portion 4 to the rim cushion portion 8 is greatly increased as compared with the conventional tire. Can effectively reinforce this range. In addition, the inner liner layer 10 having a sufficient thickness can absorb the bending deformation of the side portion and the rim cushion 8 portion caused by the longitudinal load, and the deformation of the carcass layer 9 is alleviated.

これにより、図２に示すような、タイヤ１の規格最大荷重を超える縦方向の過大荷重Ｆが、タイヤ１に負荷された際には、サイド部４からリムクッション部８に至る範囲に折り皺Ｗが発生することを抑制できる。したがって、過大荷重Ｆが繰返しタイヤ１に負荷されても、折り皺Ｗが発展して生じるクラックやカーカス層９のコード切れ等の不具合を防止でき、耐久性が向上する。   Accordingly, when an excessive longitudinal load F exceeding the standard maximum load of the tire 1 as shown in FIG. 2 is applied to the tire 1, it is folded in a range from the side portion 4 to the rim cushion portion 8. Generation | occurrence | production of W can be suppressed. Therefore, even when an excessive load F is repeatedly applied to the tire 1, it is possible to prevent problems such as cracks caused by the development of the fold W and cord breakage of the carcass layer 9, and durability is improved.

インナーライナー層１０の厚さの上限値は、コスト上の制約や得られる効果の向上率の鈍化等により、１２ｍｍ以下、好ましくは１０ｍｍ以下となる。   The upper limit value of the thickness of the inner liner layer 10 is 12 mm or less, preferably 10 mm or less, due to cost restrictions and a slowdown in the improvement rate of the obtained effect.

インナーライナー層１０の厚さは、タイヤ内面全範囲で５ｍｍ以上にすればよいが、厚さのバランスとしては、特に、サイド部３からビードトウ部６に至る範囲Ｂでのインナーライナー層１０の厚さｂをクラウンセンタ部２ａでの厚さａの１５０％以上１８０％以下にすることが好ましい。   The thickness of the inner liner layer 10 may be 5 mm or more over the entire inner surface of the tire. However, as the balance of thickness, the thickness of the inner liner layer 10 in the range B from the side portion 3 to the bead toe portion 6 is particularly preferable. The thickness b is preferably 150% or more and 180% or less of the thickness a at the crown center portion 2a.

インナーライナー層１０の厚さｂを厚さａの１５０％以上にすることで、この範囲Ｂのタイヤ表面側となるサイド部４からリムクッション部８に至る範囲をより効果的に補強することができ、折り皺Ｗが発生する縦荷重をさらに高めることができる。即ち、折り皺Ｗの発生防止に対して、より優れた効果を得ることができる。一方、インナーライナー層１０の厚さｂを厚さａの１８０％超にしても、得られる折り皺Ｗの発生防止の効果は、ほとんど変わらない。   By setting the thickness b of the inner liner layer 10 to 150% or more of the thickness a, the range from the side portion 4 on the tire surface side to the rim cushion portion 8 in this range B can be more effectively reinforced. It is possible to further increase the longitudinal load at which the crease W is generated. That is, a more excellent effect can be obtained for preventing the occurrence of the crease W. On the other hand, even if the thickness b of the inner liner layer 10 exceeds 180% of the thickness a, the resulting effect of preventing the occurrence of the crease W is hardly changed.

また、過大荷重Ｗがタイヤ１に負荷された際、リムフランジ部１３と当接する部分は拘束されるので、この当接する部分に隣接するリムクッション部８が、そのしわ寄せを受ける。したがって、インナーライナー層１０の厚さをサイド部４からビードトウ部７に向かって漸増させることが好ましい。これにより、折り皺Ｗの起点となるリムクッション部８を補強でき、より耐久性が向上する。   Further, when an excessive load W is applied to the tire 1, the portion that contacts the rim flange portion 13 is restrained, so that the rim cushion portion 8 adjacent to the contact portion receives the wrinkle. Therefore, it is preferable to gradually increase the thickness of the inner liner layer 10 from the side portion 4 toward the bead toe portion 7. Thereby, the rim cushion part 8 used as the starting point of the crease W can be reinforced, and durability is improved more.

タイヤサイズを２０．５−２５ １２ＰＲとした従来品と、従来品を基にして仕様を変えた５種類のタイヤ（実施例１、２、比較例１〜３）の合計６種類のタイヤを用意した。従来品のインナーライナー層は、ブチルゴムからなり、厚さは３ｍｍである。   A total of six types of tires are prepared: a conventional product with a tire size of 20.5-25 12PR and five types of tires (Examples 1, 2 and Comparative Examples 1-3) with different specifications based on the conventional product. did. The conventional inner liner layer is made of butyl rubber and has a thickness of 3 mm.

各タイヤの仕様は、従来品に対して以下の点のみを変更したものである。比較例１のタイヤは、カーカス層の枚数を４枚増加した。比較例２のタイヤは、サイドウォール部のゴム厚を２倍にして１０ｍｍにした。比較例３のタイヤはインナーライナー層の厚さをサイド部からリムクッション部に至る範囲で厚くして５ｍｍにした。実施例１のタイヤは、インナーライナー層の厚さをタイヤ内面全範囲で５ｍｍにし、実施例２のタイヤは、実施例１のタイヤのインナーライナー層の厚さをサイド部からビードトウ部に向けて５ｍｍから８ｍｍに漸増させた。   The specifications of each tire are the same as the conventional product, but only the following points are changed. In the tire of Comparative Example 1, the number of carcass layers was increased by four. In the tire of Comparative Example 2, the rubber thickness of the sidewall portion was doubled to 10 mm. In the tire of Comparative Example 3, the thickness of the inner liner layer was increased to 5 mm in the range from the side portion to the rim cushion portion. In the tire of Example 1, the thickness of the inner liner layer is 5 mm over the entire inner surface of the tire, and in the tire of Example 2, the thickness of the inner liner layer of the tire of Example 1 is directed from the side part to the bead toe part. It was gradually increased from 5 mm to 8 mm.

それぞれのタイヤを規格の標準リムに組み、標準の空気圧に充填して、荷重試験機に取り付け、徐々に縦方向荷重を負荷してサイド部からリムクッション部に至る範囲における折り皺の発生の有無を確認した。負荷荷重は、表１に示すようにタイヤの規格最大荷重の１００％、１５０％、２００％、２２５％、２５０％の５条件とした。その結果は表１のとおりで、折り皺が発生した場合をバツ印、発生しない場合を丸印で示した。   Each tire is assembled on a standard rim, filled with standard air pressure, attached to a load testing machine, and the presence or absence of creases in the range from the side part to the rim cushion part by gradually applying a longitudinal load It was confirmed. As shown in Table 1, the load load was set to five conditions of 100%, 150%, 200%, 225%, and 250% of the standard maximum load of the tire. The results are shown in Table 1. The case where creases occurred was indicated by a cross, and the case where no crease occurred was indicated by a circle.

Figure 2007112242
Figure 2007112242

この結果から実施例１、２のタイヤは、インナーライナー層の厚さを本発明で特定した範囲にしたことにより、従来品および比較例１〜３のタイヤに比べて、折り皺が発生しにくいことが確認できた。特に、実施例２のタイヤでは、折り皺の発生する範囲を効果的に補強でき、より優れた結果が得られた。   From these results, the tires of Examples 1 and 2 were less likely to cause creases than the conventional products and the tires of Comparative Examples 1 to 3 by setting the thickness of the inner liner layer in the range specified by the present invention. I was able to confirm. In particular, in the tire of Example 2, it was possible to effectively reinforce the range where creases occur, and more excellent results were obtained.

本発明の建設車両用バイアスタイヤの一例を示す子午線方向半断面図である。It is a meridian direction half sectional view showing an example of a bias tire for construction vehicles of the present invention. 縦方向の過大荷重が負荷された際にタイヤに生じる折り皺を模式的に示す説明図である。It is explanatory drawing which shows typically the crease | fold which arises in a tire when the excessive load of a vertical direction is loaded.

符号の説明Explanation of symbols

１ タイヤ
２ クラウン部 ２ａ クラウンセンタ部
３ トレッド部
４ サイド部
５ ビード部
６ ビードコア
７ ビードトウ部
８ リムクッション部
９ カーカス層
１０ インナーライナー層
１１ ブレーカ層
１２ リム
１３ リムフランジ部 DESCRIPTION OF SYMBOLS 1 Tire 2 Crown part 2a Crown center part 3 Tread part 4 Side part 5 Bead part 6 Bead core 7 Bead toe part 8 Rim cushion part 9 Carcass layer 10 Inner liner layer 11 Breaker layer 12 Rim
13 Rim flange

Claims (3)

左右一対のビード部間に複数のカーカス層を架装し、該複数のカーカス層の内側にインナーライナー層を配置した建設車両用バイアスタイヤにおいて、前記インナーライナー層の厚さが５ｍｍ以上１２ｍｍ以下であることを特徴とする建設車両用バイアスタイヤ。     In a bias tire for a construction vehicle in which a plurality of carcass layers are mounted between a pair of left and right bead portions, and an inner liner layer is disposed inside the plurality of carcass layers, the inner liner layer has a thickness of 5 mm to 12 mm. A bias tire for construction vehicles, characterized in that there is. 前記インナーライナー層のサイド部からビードトウ部に至る範囲の厚さが、クラウンセンタ部における厚さの１５０％以上１８０％以下である請求項１に記載の建設車両用バイアスタイヤ。 2. The bias tire for a construction vehicle according to claim 1, wherein a thickness ranging from a side portion of the inner liner layer to a bead toe portion is 150% or more and 180% or less of a thickness of the crown center portion. 前記インナーライナー層の厚さが、サイド部からビードトウ部に向かって漸増する請求項１または２に記載の建設車両用バイアスタイヤ。















The bias tire for a construction vehicle according to claim 1 or 2, wherein the thickness of the inner liner layer gradually increases from the side portion toward the bead toe portion.















JP2005304414A 2005-10-19 2005-10-19 Bias tire for construction vehicles Expired - Fee Related JP4797562B2 (en)

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JP2007112242A true JP2007112242A (en) 2007-05-10
JP4797562B2 JP4797562B2 (en) 2011-10-19

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110167766A (en) * 2017-01-06 2019-08-23 株式会社普利司通 Pneumatic tire for two-wheeled vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000168320A (en) * 1998-12-04 2000-06-20 Bridgestone Corp Method and device for mounting monitoring device in tire interior
JP2001113908A (en) * 1999-09-22 2001-04-24 Goodyear Tire & Rubber Co:The Tire having air permeation preventing layer
JP2003055471A (en) * 2001-08-13 2003-02-26 Bridgestone Corp Rubber-chemical materbatch, rubber composition and pneumatic tire using the same
JP2005178767A (en) * 2003-12-17 2005-07-07 Goodyear Tire & Rubber Co:The Tire with innerliner for prevention of vapor permeation

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000168320A (en) * 1998-12-04 2000-06-20 Bridgestone Corp Method and device for mounting monitoring device in tire interior
JP2001113908A (en) * 1999-09-22 2001-04-24 Goodyear Tire & Rubber Co:The Tire having air permeation preventing layer
JP2003055471A (en) * 2001-08-13 2003-02-26 Bridgestone Corp Rubber-chemical materbatch, rubber composition and pneumatic tire using the same
JP2005178767A (en) * 2003-12-17 2005-07-07 Goodyear Tire & Rubber Co:The Tire with innerliner for prevention of vapor permeation

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110167766A (en) * 2017-01-06 2019-08-23 株式会社普利司通 Pneumatic tire for two-wheeled vehicle

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