JP3193452B2 - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP3193452B2 JP3193452B2 JP13255392A JP13255392A JP3193452B2 JP 3193452 B2 JP3193452 B2 JP 3193452B2 JP 13255392 A JP13255392 A JP 13255392A JP 13255392 A JP13255392 A JP 13255392A JP 3193452 B2 JP3193452 B2 JP 3193452B2
- Authority
- JP
- Japan
- Prior art keywords
- groove
- tread
- tire
- inclined groove
- land
- 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 - Lifetime
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
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
- B60C11/1384—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block corners
-
- 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
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0374—Slant grooves, i.e. having an angle of about 5 to 35 degrees to the equatorial plane
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】この発明は、ドライ性能およびウ
ェット性能を両立させた高性能の空気入りタイヤに関
し、特にトレッドの偏磨耗を回避しようとするものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high-performance pneumatic tire having both dry performance and wet performance, and more particularly, to avoid uneven wear of a tread.
【０００２】[0002]
【従来の技術】タイヤのウェット性能、特に耐ハイドロ
プレーニング性を向上し、また騒音の低下をはかるに
は、トレッドに、その円周に沿って延びる幅の広い周溝
と、タイヤの赤道に対して強い傾斜で延びて周溝と交わ
る横溝とを配置することが有利である。2. Description of the Related Art In order to improve the wet performance of a tire, particularly the hydroplaning resistance, and to reduce noise, a tread has a wide circumferential groove extending along the circumference thereof and a tire having an equatorial line. It is advantageous to arrange lateral grooves which extend at a strong inclination and intersect the circumferential grooves.
【０００３】しかし、周溝と横溝とが交わる場合に横溝
の傾斜を強くすると、その交差域にある陸部の隅が鋭角
になって、この部分の剛性は低下するため、該隅部の磨
耗が他の区域と比較して遅れて進行し、これが偏磨耗の
原因となる。従って、横溝の傾斜角を小さくするには限
界があり、特にウェット性能を向上する上での障害とな
っている。なお、周溝に横溝を開口させずその終端を陸
部内に止めると、均一に磨耗を進行させることができる
が、排水性能は大きく低下することになる。[0003] However, if the inclination of the lateral groove is increased when the peripheral groove and the lateral groove intersect, the corner of the land portion in the intersection area becomes acute and the rigidity of this portion decreases, so that the corner portion is worn. Progresses later than other areas, which causes uneven wear. Therefore, there is a limit in reducing the inclination angle of the lateral groove, which is an obstacle particularly in improving the wet performance. Note that if the lateral groove is not opened in the circumferential groove and the end thereof is stopped in the land portion, the wear can proceed uniformly, but the drainage performance is greatly reduced.
【０００４】一方、周溝および横溝の配置はそのまま
に、両者の交差域に形成される鋭角隅部での磨耗遅れに
よる偏磨耗を回避する手法として、該隅部を予め削減し
ておく、いわゆる面取りが有効である。On the other hand, as a method of avoiding uneven wear due to wear delay at an acute corner formed at the intersection of the peripheral groove and the lateral groove while keeping the arrangement of the circumferential groove and the lateral groove, the corner is reduced in advance, so-called Chamfering is effective.
【０００５】[0005]
【発明が解決しようとする課題】この面取りは、陸部表
面から隅部の角に面する溝の底へ向けて、斜めに切断除
去して、傾斜平面を残すのが、通例である。しかしなが
ら、タイヤの使用開始から初期磨耗までの段階で、陸部
における接地域が少なくなりすぎて、接地性が劣る点で
不利であり、また隅部およびその周辺に空間が拡がるた
め、トレッドの意匠上の欠点となり得る。In the chamfering, it is customary to diagonally cut away from the land surface to the bottom of the groove facing the corner of the corner to leave an inclined plane. However, in the stage from the start of use of the tire to the initial wear, the contact area on the land is too small, which is disadvantageous in that the contact property is inferior, and the space is expanded in the corners and the surrounding area, so the tread design This can be a drawback.
【０００６】そこで、この発明は、優れたウェット性能
や低騒音特性を犠牲にすることなしに、耐偏磨耗性を向
上した、空気入りタイヤを提供しようとするものであ
る。Accordingly, an object of the present invention is to provide a pneumatic tire with improved uneven wear resistance without sacrificing excellent wet performance and low noise characteristics.
【０００７】[0007]
【課題を解決するための手段】この発明は、１対のサイ
ドウォール間にまたがってトロイダル状に連なるトレッ
ドに、このトレッド円周に沿って延びる少なくとも１本
の周溝およびトレッド端側からトレッド中央部へ、タイ
ヤの赤道に対して傾斜する向きで延びる傾斜溝にて陸部
を区画した、空気入りタイヤであって、上記陸部におい
て、周溝とこの周溝に対して10〜40°の傾斜で合流する
傾斜溝との間、および傾斜溝とこの傾斜溝に対して10〜
40°の傾斜で合流する別の傾斜溝との間、の陸部の踏み
込み側に形成される鋭角隅部に、傾斜溝の合流点からそ
の本流となる溝に沿った５〜30mmの範囲にわたり、タイ
ヤ径方向外側に凸となる面が残る、面取りを施してな
る、空気入りタイヤである。SUMMARY OF THE INVENTION According to the present invention, at least one circumferential groove extending along the circumference of a tread and a tread center from a tread end side are provided on a tread continuous in a toroidal manner between a pair of sidewalls. To the part, the land portion is partitioned by an inclined groove extending in a direction inclined to the equator of the tire, a pneumatic tire, in the land portion, the circumferential groove and 10 ~ 40 ° to this circumferential groove Between the inclined grooves that merge at an inclination, and 10 to the inclined groove and this inclined groove
Between another inclined groove that merges at an inclination of 40 °, at the sharp corner formed on the stepping side of the land part, from the junction of the inclined groove to a range of 5 to 30 mm along the main flow groove The pneumatic tire is chamfered, leaving a convex surface outward in the tire radial direction.
【０００８】さて図１にこの発明に従う空気入りタイヤ
のトレッドの要部を示し、このトレッドを、タイヤの赤
道（トレッドの幅中央における円周）Ｏ上で延びる中央
周溝１、この中央周溝１に沿ってこの溝の両側で対をな
す周溝２、トレッド端Ｔからタイヤの赤道Ｏに対して傾
斜する向きで延びて中央周溝１に対して10〜40°の傾斜
で合流する主傾斜溝３およびこの主傾斜溝３に対して10
〜40°の傾斜で合流する副傾斜溝４によって、トレッド
端Ｔ寄りにブロック５、中央周溝１の両側のブロック６
および７を、それぞれ多数区画してなる。なお、図示の
トレッドパターンにおいては、主傾斜溝３にさらに副傾
斜溝４が合流する配置としたが、副傾斜溝４を除くパタ
ーンとすることも可能である。すなわち、この発明は、
陸部において、溝が他の溝に対して10〜40°の傾斜で合
流することによって陸部の踏み込み側に形成される鋭角
隅部を有する、排水性能に優れる、いわゆる方向性トレ
ッドパターンであれば、全てに適合する。FIG. 1 shows a main portion of a tread of a pneumatic tire according to the present invention. The tread is formed by a central circumferential groove 1 extending on an equator (circumference at the center of the width of the tread) O of the tire. A pair of circumferential grooves 2 on both sides of this groove along 1, a main groove extending from the tread end T in a direction inclined with respect to the equator O of the tire and merging with the central circumferential groove 1 at an inclination of 10 to 40 °. The inclined groove 3 and 10 for the main inclined groove 3
Block 5 near the tread end T and blocks 6 on both sides of the central circumferential groove 1 by the sub-slanting grooves 4 which merge at an inclination of ~ 40 °.
And 7 are each divided into a large number. In the illustrated tread pattern, the sub-inclined grooves 4 are arranged so that the sub-inclined grooves 4 further merge with the main inclined grooves 3. However, a pattern excluding the sub-inclined grooves 4 may be used. That is, the present invention
In the land portion, the groove has a sharp corner formed on the stepping side of the land by merging with the other groove at an inclination of 10 to 40 °, so-called directional tread pattern excellent in drainage performance. If all fits.
【０００９】主傾斜溝３は、トレッド両端Ｔから中央周
溝１に向けて緩い傾斜で延び、周溝２を横切ったのち傾
斜を強めて点Ｐにて中央周溝１に対して10〜40°の傾斜
角度αで合流し、この合流点近傍に鋭角をなす隅部８
が、中央周溝１および主傾斜溝３にて区画される。一
方、副傾斜溝４は、トレッド側部域において、主傾斜溝
３の緩傾斜部と平行に延び、トレッド中央とトレッド端
のほぼ中間域で主傾斜溝３の急傾斜部に対して10〜40°
の傾斜角度βで点Ｑにて合流し、この合流点Ｑ近傍に隅
部９が、主傾斜溝３および副傾斜溝４にて区画される。The main inclined groove 3 extends from both ends T of the tread to the central peripheral groove 1 at a gentle inclination, crosses the peripheral groove 2 and then increases the inclination to increase the inclination at the point P by 10 to 40 relative to the central peripheral groove 1. At an inclination angle α of 0 °, and a sharp corner 8 near the junction.
Are defined by the central peripheral groove 1 and the main inclined groove 3. On the other hand, the sub inclined groove 4 extends parallel to the gentle inclined portion of the main inclined groove 3 in the tread side region, and is 10 to 10 in the middle region between the tread center and the tread end with respect to the steep inclined portion of the main inclined groove 3. 40 °
At the point Q at the inclination angle β of the above, and the corner 9 is divided by the main inclined groove 3 and the sub inclined groove 4 in the vicinity of the junction Q.
【００１０】ここに、隅部８および９は、図２に断面を
示すように、タイヤ径方向外側に凸となる面が残る、面
取りを施すことが肝要である。この面取りは、本流とな
る溝、すなわち隅部８では中央周溝１、また隅部９では
主傾斜溝３、にそれぞれ沿う、その合流点ＰまたはＱか
らの距離ｌが５〜30mmの範囲にわたって施し、トレッド
の偏磨耗を回避する。なお、面取りは、タイヤの赤道Ｏ
の両側の、それぞれトレッド幅の1/4 にわたる区域内に
おける隅部に施すことが、とりわけ有効である。Here, it is important that the corners 8 and 9 be chamfered, as shown in a cross section in FIG. This chamfering is performed along the main groove, that is, the central peripheral groove 1 at the corner 8 and the main inclined groove 3 at the corner 9, and the distance 1 from the junction P or Q is 5 to 30 mm. Application to avoid uneven wear of the tread. In addition, the chamfer is the equator O of the tire.
It is particularly advantageous to apply the corners on both sides of the tread, each within an area that spans 1/4 of the tread width.
【００１１】[0011]
【００１２】[0012]
【作用】トレッドにおいて、周溝と交わる向きに延びる
溝を、周溝に対する傾斜を強く、具体的には周溝に対す
る傾斜角を10〜40°の範囲とした傾斜溝とし、走行中に
トレッド端側へ水を流れ易すくするとともに、踏み込み
時の水圧抵抗が減少すること、およびこの傾斜溝を周溝
に開口させて周溝内を流れる水を傾斜溝からトレッド端
側へ導くこと、によって、排水性を向上することが可能
である。In the tread, a groove extending in a direction intersecting with the circumferential groove has a strong inclination with respect to the circumferential groove, specifically, a slant groove having an inclination angle with respect to the circumferential groove in a range of 10 to 40 °. By making it easier for water to flow to the side, the water pressure resistance at the time of stepping is reduced, and by opening this inclined groove to the peripheral groove and guiding the water flowing in the peripheral groove from the inclined groove to the tread end side, It is possible to improve drainage.
【００１３】しかしながら、上記の傾斜角が10〜40°の
傾斜溝を周溝、さらには別の傾斜溝とつなぐことによっ
て、各溝で区画される陸部の隅が鋭角化し、ここが偏磨
耗の核となる不利が生じる。この偏磨耗の核を解消する
には、鋭角化した隅部に面取りを施すことが極めて有効
であるが、図３に示すような傾斜平面を残す、従来の面
取りでは、削減量が多すぎるため、この空所がパターン
ノイズの新たな原因となり易く、また陸部の剛性が不足
する、おそれもある。However, by connecting the above-described inclined groove having an inclination angle of 10 to 40 ° to the peripheral groove and further to another inclined groove, the corners of the land portions defined by each groove become acute, and this causes uneven wear. A core disadvantage arises. In order to eliminate this uneven wear nucleus, it is extremely effective to chamfer the sharpened corners. However, in the conventional chamfer that leaves an inclined plane as shown in FIG. 3, the amount of reduction is too large. This void tends to be a new cause of pattern noise, and the rigidity of the land may be insufficient.
【００１４】そこで、この発明においては、隅部の面取
りに当たり、図２に示した、タイヤ径方向外側に凸とな
る面を残すことによって、偏磨耗の核となり得る部分の
削除を、陸部の剛性を低下することなく達成する。とく
に陸部の面取り始端近傍では、図３に示した面取りと比
較して、より高い接地圧が得られるため、接地時の陸部
の動きを抑制でき、耐偏磨耗性や操縦安定性の向上に有
効である。Therefore, in the present invention, when chamfering the corners, the surface which is convex outward in the tire radial direction shown in FIG. Achieved without reducing rigidity. Particularly near the start of chamfering on the land, a higher contact pressure can be obtained compared to the chamfer shown in Fig. 3, so the movement of the land at the time of contact with the ground can be suppressed, and uneven wear resistance and improved handling stability can be improved. It is effective for
【００１５】ここで、隅部の面取りは、本流となる溝に
沿って合流点ＰまたはＱからの距離ｌが５mm以上の範囲
にわたらないと、偏磨耗を回避することが難しく、一方
距離ｌが30mmをこえる範囲にわたって施すと、トレッド
踏面に占める陸部の比率が減少して、接地面不足による
グリップ力の低下だけでなく、溝体積の増加もまねき、
そのためパターンノイズが悪化するので、５〜30mmの範
囲とする必要がある。そして、面取りの範囲は、隅部の
角度（すなわち傾斜溝の角度αおよびβ）が小さいほど
拡げることが好ましい。また、面取りの深さは、陸部表
面から隅部を区画する溝の底部に向けて、その溝深さの
1/2 以上の位置まで施すことが好ましい。Here, it is difficult to avoid uneven wear unless the distance l from the confluence point P or Q along the main stream groove does not extend over 5 mm or more. When applied over a range of more than 30 mm, the proportion of the land portion occupying the tread tread decreases, leading to not only a decrease in grip force due to insufficient tread surface, but also an increase in groove volume,
For this reason, pattern noise is deteriorated. Then, it is preferable that the range of the chamfer is expanded as the angles of the corners (that is, the angles α and β of the inclined grooves) are smaller. In addition, the depth of the chamfer shall be determined from the land surface to the bottom of the groove that defines the corner.
It is preferable to apply to a position of 1/2 or more.
【００１６】[0016]
【実施例】図１および図４に示したトレッドパターンに
従って、タイヤサイズ225/50 R16の空気入りラジアルタ
イヤを２種類（供試タイヤＡおよび比較タイヤＢ）試作
した。EXAMPLE Two types of pneumatic radial tires having a tire size of 225/50 R16 (test tire A and comparative tire B) were prototyped in accordance with the tread patterns shown in FIGS.
【００１７】供試タイヤＡにおいて、中央周溝１は幅：
11mmおよび深さ：８mm、周溝２は幅：８mmおよび深さ：
８mm、主傾斜溝３は幅：６〜７mmおよび深さ：８mmで中
央周溝１に16°（緩傾斜部は60°）の角度で合流し、副
傾斜溝４は幅：６mmおよび深さ：6.5mm でタイヤの赤道
に対して50〜70°の傾斜角で延びて主傾斜溝３に35゜の
角度で合流し、さらに、それぞれの合流部の隅部８
（ｌ：18mm）および隅部９（ｌ：９mm）に、図２に示し
たところに従う、凸状の面取りを施した。In the test tire A, the central circumferential groove 1 has a width:
11 mm and depth: 8 mm, circumferential groove 2 width: 8 mm and depth:
8 mm, the main inclined groove 3 has a width of 6 to 7 mm and a depth of 8 mm, and merges with the central circumferential groove 1 at an angle of 16 ° (a gentle inclined portion is 60 °), and the sub inclined groove 4 has a width of 6 mm and a depth of 8 mm. : 6.5 mm, extending at an inclination angle of 50 to 70 ° with respect to the equator of the tire, merging with the main inclined groove 3 at an angle of 35 °, and a corner 8 of each merging portion.
(L: 18 mm) and the corner 9 (l: 9 mm) were subjected to convex chamfering as shown in FIG.
【００１８】一方、比較タイヤＢは、幅：９mmおよび深
さ：８mmの周溝10を間隔を置いて４本配置し、これら周
溝間を、横溝11（傾斜角度70°）、横溝12（傾斜角度50
°）および横溝13（傾斜角度80°）でつなげて成り、こ
れらの溝で区画された陸部の隅には、面取りを施さなか
った。On the other hand, in the comparative tire B, four circumferential grooves 10 each having a width of 9 mm and a depth of 8 mm are arranged at intervals, and a lateral groove 11 (inclination angle 70 °) and a lateral groove 12 ( Tilt angle 50
°) and lateral grooves 13 (tilt angle 80 °), and the corners of the land defined by these grooves were not chamfered.
【００１９】これらの試作タイヤを、それぞれハイドロ
プレーニング試験、操縦安定性試験、パターンノイズ試
験および偏磨耗試験にて評価した結果を、表１に示す。
なお、各試験の評価は比較タイヤの各試験結果を100 と
したときの指数であらわした。Table 1 shows the results of evaluation of these prototype tires by a hydroplaning test, a steering stability test, a pattern noise test, and an uneven wear test.
The evaluation of each test was represented by an index when each test result of the comparative tire was set to 100.
【００２０】ここで、ハイドロプレーニング試験は、内
圧2.2kgf/cm2としたタイヤを、負荷荷重600kgf/cm2で水
深５mmの水路を80〜90km/hで走行させたときの、トレッ
ド接地面積を測定して評価し、操縦安定性試験は、普通
乗用車を用いてタイヤ内圧2.2 kg/cm2でドライバーが１
名搭乗状態で、150 〜200km/h で走行したときの直進性
およびレーンチェンジ性をドライバーがフィーリング評
価し、パターンノイズ試験は、操縦安定性試験と同様の
条件で、100km/h から40km/hの惰性走行時の車室内音を
フィーリング評価し、そして偏磨耗試験は、内圧 2.2kg
f/cm2 、一名乗車荷重条件にてＲ50ｍのサーキット路を
60km/hにて10周定常円旋回したときのトレッド起伏状態
を目視で評価した。In the hydroplaning test, the tread contact area when a tire with an internal pressure of 2.2 kgf / cm 2 was run at a load of 600 kgf / cm 2 and a water channel having a depth of 5 mm at a speed of 80 to 90 km / h. The driving stability test was carried out by a driver using a standard passenger car at a tire pressure of 2.2 kg / cm 2.
The driver evaluates the feeling of straightness and lane changeability when driving at 150 to 200 km / h with a passenger on board, and the pattern noise test is performed from 100 km / h to 40 km / h under the same conditions as the steering stability test. The vehicle interior sound during the coasting of h is evaluated by feeling, and the uneven wear test is conducted with an internal pressure of 2.2 kg.
f / cm 2 , R50m circuit road under single passenger load condition
The tread undulation state when turning around 10 times at a constant circle at 60 km / h was visually evaluated.
【００２１】[0021]
【表１】 [Table 1]
【００２２】[0022]
【発明の効果】この発明によれば、操縦安定性に代表さ
れるドライ性能および耐ハイドロプレーニング性に代表
されるウェット性能、さらには低騒音特性を劣化するこ
となしに、偏磨耗を回避することができ、長寿命の高性
能タイヤの提供が可能となる。According to the present invention, uneven wear is avoided without deteriorating dry performance represented by steering stability and wet performance represented by hydroplaning resistance, and low noise characteristics. And a long-life high-performance tire can be provided.
【図１】この発明に従うトレッドパターンの展開図であ
る。FIG. 1 is a development view of a tread pattern according to the present invention.
【図２】隅部の断面図である。FIG. 2 is a sectional view of a corner.
【図３】隅部の断面図である。FIG. 3 is a sectional view of a corner.
【図４】従来のトレッドパターンの展開図である。 １ 中央周溝 ２ 周溝 ３ 主傾斜溝 ４ 副傾斜溝 ５ 陸部 ６ 陸部 ７ 陸部 ８ 隅部 ９ 隅部 10 周溝 11 横溝 12 横溝 13 横溝FIG. 4 is a development view of a conventional tread pattern. DESCRIPTION OF SYMBOLS 1 Central peripheral groove 2 Peripheral groove 3 Main inclined groove 4 Secondary inclined groove 5 Land part 6 Land part 7 Land part 8 Corner part 9 Corner part 10 Peripheral groove 11 Side groove 12 Side groove 13 Side groove
Claims (1)
ロイダル状に連なるトレッドに、このトレッド円周に沿
って延びる少なくとも１本の周溝およびトレッド端側か
らトレッド中央部へ、タイヤの赤道に対して傾斜する向
きで延びる傾斜溝にて陸部を区画した、空気入りタイヤ
であって、上記陸部において、周溝とこの周溝に対して
10〜40°の傾斜で合流する傾斜溝との間、および傾斜溝
とこの傾斜溝に対して10〜40°の傾斜で合流する別の傾
斜溝との間、の陸部の踏み込み側に形成される鋭角隅部
に、傾斜溝の合流点からその本流となる溝に沿った５〜
30mmの範囲にわたり、タイヤ径方向外側に凸となる面が
残る、面取りを施してなる、空気入りタイヤ。1. A tread continuous in a toroidal shape extending between a pair of sidewalls, at least one circumferential groove extending along the circumference of the tread and a tread end side to a tread center portion with respect to an equator of the tire. The pneumatic tire is a pneumatic tire in which a land portion is defined by an inclined groove extending in an inclined direction, wherein the land portion has a circumferential groove and a circumferential groove.
Formed on the stepping side of the land between the inclined groove that merges at an inclination of 10-40 ° and between the inclined groove and another inclined groove that merges at an inclination of 10-40 ° to this inclined groove Along the acute angle corner, from the junction of the inclined groove to the main flow groove
A pneumatic tire that is chamfered, leaving a convex surface on the outside in the tire radial direction over a range of 30 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13255392A JP3193452B2 (en) | 1992-05-25 | 1992-05-25 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13255392A JP3193452B2 (en) | 1992-05-25 | 1992-05-25 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH05319025A JPH05319025A (en) | 1993-12-03 |
| JP3193452B2 true JP3193452B2 (en) | 2001-07-30 |
Family
ID=15083983
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13255392A Expired - Lifetime JP3193452B2 (en) | 1992-05-25 | 1992-05-25 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3193452B2 (en) |
Families Citing this family (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3388902B2 (en) * | 1994-09-20 | 2003-03-24 | 株式会社ブリヂストン | Pneumatic radial tire |
| JPH08104109A (en) * | 1994-10-06 | 1996-04-23 | Bridgestone Corp | Pneumatic tire |
| JP3555777B2 (en) * | 1994-11-22 | 2004-08-18 | 株式会社ブリヂストン | High performance pneumatic tire with directional sloping grooves |
| JP3158061B2 (en) * | 1996-12-19 | 2001-04-23 | 住友ゴム工業株式会社 | Radial tires for heavy loads |
| JP3718021B2 (en) * | 1997-02-21 | 2005-11-16 | 株式会社ブリヂストン | Pneumatic radial tire for all season passenger cars |
| US6213180B1 (en) | 1997-03-26 | 2001-04-10 | Bridgestone Corporation | Pneumatic radial tire including beveled acute angle corner portions |
| JPH1148719A (en) * | 1997-08-07 | 1999-02-23 | Bridgestone Corp | Pneumatic tire for heavy load |
| EP0916524A3 (en) * | 1997-11-12 | 2000-11-08 | Bridgestone Corporation | Pneumatic radial tires |
| JP3958426B2 (en) * | 1998-01-14 | 2007-08-15 | 株式会社ブリヂストン | Pneumatic radial tire for passenger cars with directional inclined grooves |
| JP4201868B2 (en) * | 1998-02-18 | 2008-12-24 | 株式会社ブリヂストン | Pneumatic radial tire |
| EP1075971B1 (en) * | 1999-02-26 | 2007-08-29 | Bridgestone Corporation | Pneumatic tire |
| JP4275283B2 (en) * | 2000-02-16 | 2009-06-10 | 株式会社ブリヂストン | Pneumatic tire |
| US6520230B1 (en) * | 2000-09-06 | 2003-02-18 | The Goodyear Tire & Rubber Company | Tire with an open tread |
| US6983777B2 (en) | 2002-10-15 | 2006-01-10 | The Goodyear Tire & Rubber Company | Tire tread with multi-planar chamfers |
| JP2007331412A (en) * | 2006-06-12 | 2007-12-27 | Bridgestone Corp | Pneumatic tire |
| JP5496562B2 (en) * | 2009-07-23 | 2014-05-21 | 株式会社ブリヂストン | Pneumatic tire |
| CN103201123B (en) * | 2010-09-09 | 2015-07-01 | 株式会社普利司通 | Tire |
-
1992
- 1992-05-25 JP JP13255392A patent/JP3193452B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH05319025A (en) | 1993-12-03 |
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