JPH03204311A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH03204311A JPH03204311A JP1341261A JP34126189A JPH03204311A JP H03204311 A JPH03204311 A JP H03204311A JP 1341261 A JP1341261 A JP 1341261A JP 34126189 A JP34126189 A JP 34126189A JP H03204311 A JPH03204311 A JP H03204311A
- Authority
- JP
- Japan
- Prior art keywords
- block
- groove
- tire
- siping
- circumferential direction
- 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.)
- Pending
Links
- 239000008186 active pharmaceutical agent Substances 0.000 claims abstract description 7
- 239000002245 particle Substances 0.000 claims 1
- 230000002093 peripheral effect Effects 0.000 abstract 2
- 230000007423 decrease Effects 0.000 description 4
- 239000004677 Nylon Substances 0.000 description 2
- 229920000297 Rayon Polymers 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 2
- 239000004760 aramid Substances 0.000 description 2
- 229920003235 aromatic polyamide Polymers 0.000 description 2
- 239000011324 bead Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000835 fiber Substances 0.000 description 2
- 229920001778 nylon Polymers 0.000 description 2
- 229920000728 polyester Polymers 0.000 description 2
- 239000002964 rayon Substances 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000000593 degrading effect Effects 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1259—Depth of the sipe
- B60C11/1263—Depth of the sipe different within the same sipe
-
- 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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1259—Depth of the sipe
- B60C2011/1268—Depth of the sipe being different from sipe to sipe
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明はトレッド面が摩耗限界に近い状態に摩耗した場
合であっても、氷雪路における索引性、制動性などの氷
上性能を保持し、しかも耐偏摩耗性を高めうる空気入り
タイヤに関する。[Detailed Description of the Invention] [Field of Industrial Application] The present invention maintains on-ice performance such as traction and braking performance on icy and snowy roads even when the tread surface is worn close to the wear limit. Moreover, the present invention relates to a pneumatic tire that can improve uneven wear resistance.
乗用車、トラック、バス等車両にあっては、−船路上を
走行する他、冬季、降雪時において氷雪路面を走行する
場合が多々ある。Vehicles such as passenger cars, trucks, and buses often travel on icy and snowy roads in winter and during snowfall, in addition to traveling on ships.
このような氷雪路面の走行に賑しては、従来タイヤにチ
ェーンを装着し、又はスパイクを打ち込んだスパイクタ
イヤが用いられてきた。しかし近年、チェーン及びスパ
イクによる路面損傷と粉塵公害が生じることにより、こ
のようなスパイクタイヤ及び硬いスパイクを用いたチェ
ーンの装着は自粛の方向にあり、スパイクのないいわゆ
るスパイクレスタイヤが利用されつつある。For driving on such icy and snowy roads, spiked tires, in which chains are attached to tires or spikes are driven into the tires, have conventionally been used. However, in recent years, due to road surface damage and dust pollution caused by chains and spikes, people are refraining from installing spiked tires and chains with hard spikes, and so-called spikeless tires without spikes are being used. .
このようなスパイクレスタイヤにあっては、従来、トレ
ッド面にブロックによるブロックパターンを形成すると
ともに、そのブロックに複数のサイピングをタイヤ軸方
向に配設するなど氷上性能の向上がなされて来た。又前
記サイピングの溝深さは、トレッド面の摩耗代を考慮し
深いのが望ましい。Conventionally, in the case of such spikeless tires, performance on ice has been improved by forming a block pattern of blocks on the tread surface and arranging a plurality of sipings on the blocks in the axial direction of the tire. Further, it is desirable that the groove depth of the siping is deep in consideration of the amount of wear on the tread surface.
しかしサイピングの溝深さをブロックの全面に亘って深
（形成した場合には、該ブロックの両側端部は、中央部
に比べて剛性が低下し、この端部領域において偏摩耗が
生じ易い。However, when the groove depth of the siping is formed to be deep over the entire surface of the block, the rigidity of both ends of the block is lower than that of the center, and uneven wear is likely to occur in these end regions.
本発明はサイピングの溝底をブロックのタイヤ軸方向両
面間の中間位置近傍に設けた最深部から両側面上縁にの
びる斜めの溝底面を有する７字状に形成することを基本
として、氷雪路における索引性、制動性などの氷上性能
を、トレッド面がその摩耗限界近く摩耗した場合であっ
ても保持でき、しかも一般道路走行時における偏摩耗を
減じ、耐久性を向上しうる空気入りタイヤの提供を目的
としている。The present invention is based on the fact that the groove bottom of the siping is formed in a figure 7 shape with an oblique groove bottom extending from the deepest part near the middle position between both surfaces of the block in the axial direction of the tire to the upper edges of both sides. A pneumatic tire that can maintain on-ice performance such as indexability and braking performance even when the tread surface is worn close to its wear limit, and that can reduce uneven wear and improve durability when driving on general roads. intended to provide.
本発明は、タイヤのトレッド部に、周方向にのびる複数
の縦溝と、周方向に対して交差する向きにのびる複数の
横溝とによって仕切られたブロックからなるブロックパ
ターンを形成するとともに、少なくともトレッド縁部に
沿うブロック列の各ブロックに、周方向に対して２０度
以上かつ９０度以下の角度で傾きかつブロックのタイヤ
軸方向の両側面間でのびるサイピングをタイヤ周方向に
隔設するとともに、前記サイピングは溝巾（Ｗｓ）を０
．８ｆｉ以下とし、しかも該サイピングは、前記両側面
間の中間位置を中心として該サイピング長さＣＩ）の０
．２５倍を隔てる隔て点間の中央領域（ｆｆｌ）に設け
た最深部から前記両側面上縁にのびる斜めの溝底面を有
する７字状をなすとともに、最深部におけるブロック上
面からのサイピング溝深さ（ＤＳ）と前記縦溝の溝深さ
（ＤＧ）との比ＤＳ／ＤＣを１．０以上かつ１．２以下
としてなる空気入りタイヤである。The present invention forms a block pattern consisting of blocks partitioned by a plurality of vertical grooves extending in the circumferential direction and a plurality of lateral grooves extending in a direction crossing the circumferential direction in the tread portion of a tire, and at least In each block of the block row along the edge, siping is provided at intervals in the tire circumferential direction at an angle of 20 degrees or more and 90 degrees or less with respect to the circumferential direction and extends between both sides of the block in the tire axial direction, The groove width (Ws) of the siping is 0.
．． 8fi or less, and the siping is 0 of the siping length CI) centered at the intermediate position between the two side surfaces.
．． The siping groove has a figure 7 shape with an oblique groove bottom extending from the deepest part to the upper edges of both side surfaces provided in the central region (ffl) between the separation points separating 25 times, and the depth of the siping groove from the top surface of the block at the deepest part. (DS) and the groove depth (DG) of the vertical groove, the ratio DS/DC is 1.0 or more and 1.2 or less.
トレンド縁部に沿うブロックに、該ブロックのタイヤ軸
方向両側間でのびるサイピングを設けたため、氷雪上の
走行を可能とする。The block along the trend edge is provided with sipes that extend between both sides of the block in the axial direction of the tire, making it possible to drive on ice and snow.
又サイピングは周方向に対して２０度以上かつ９０度以
下としたためトレッド面の路面に対する追従性を向上し
、トラックジョン、耐摩耗性、ウェット性能を高めうる
。Further, since the siping is set at an angle of 20 degrees or more and 90 degrees or less with respect to the circumferential direction, it is possible to improve the followability of the tread surface to the road surface, and improve the track length, wear resistance, and wet performance.
さらにサイピングの溝底面を７字状にかつ最深部におけ
る溝深さＤＳを縦溝の溝深さＤＣと同等以上かつ１．２
倍以下としたため、ブロックのサイピング両側部におけ
る剛性低下を防ぎトレッド面がその摩耗限界近くまで摩
耗した場合であっても、サイピングはその両側領域が一
閉鎖されることにより、ブロックの剛性が高まり、氷雪
路における牽引性、制動性などの氷上性能を低下させる
ことなく、偏摩耗の進行を抑制し、耐久性を向上しうる
。Furthermore, the groove bottom of the siping is shaped like a 7-shape, and the groove depth DS at the deepest part is equal to or greater than the groove depth DC of the vertical groove and is 1.2.
This prevents a decrease in rigidity on both sides of the block's siping, and even if the tread surface wears close to its wear limit, the siping is closed on both sides, increasing the rigidity of the block. It is possible to suppress the progression of uneven wear and improve durability without degrading on-ice performance such as traction and braking performance on icy roads.
以下本発明の一実施例を図面に基づき説明する。 An embodiment of the present invention will be described below based on the drawings.
図において本発明の空気入りタイヤ１は、トレッド部２
に周方向にのびる複数の縦溝ＧＲ・−・−と周方向に対
して交差する向きにのびる複数の横溝ＧＬ・−・とによ
って仕切られたブロックからなるブロックパターンを形
成しており、その側部のブロック３に溝底面４が７字状
をなすサイピング５をタイヤ周方向に隔設している。な
お、本実施例では、横溝ＧＬは縦溝ＧＲに比べてやや浅
く形成している。In the figure, the pneumatic tire 1 of the present invention has a tread portion 2
A block pattern consisting of blocks partitioned by a plurality of vertical grooves GR...- extending in the circumferential direction and a plurality of lateral grooves GL...- extending in a direction intersecting the circumferential direction is formed. Sipings 5, each having a groove bottom 4 shaped like a 7-shape, are spaced apart in the tire circumferential direction on the block 3 of the tire. In this embodiment, the horizontal grooves GL are formed to be slightly shallower than the vertical grooves GR.
又空気入りタイヤ１は、前記トレッド部２の両端からタ
イヤ半径方向内方へのびるサイドウオール部１３．１３
と、該サイドウオール部１３の半径方向内端に位置する
ビード部１５．１５を有し、ビードコア１６．１６間に
は前記サイドウオール部１３．１３、トレッド部２を通
るトロイダル状のカーカス１７が架は渡されるとともに
、その半径方向外側かつトレッド部２内にベルト層１９
が配される。The pneumatic tire 1 also includes sidewall portions 13.13 extending inward in the tire radial direction from both ends of the tread portion 2.
and a bead portion 15.15 located at the inner end in the radial direction of the sidewall portion 13, and a toroidal carcass 17 passing through the sidewall portion 13.13 and the tread portion 2 between the bead cores 16.16. The frame is passed over and a belt layer 19 is provided on the radially outer side and within the tread portion 2.
will be arranged.
前記カーカス１７は、カーカスコードをタイヤの赤道Ｃ
に対して本実施例では３０度〜９０度の角度で配列した
いわゆるラジアル又はセミラジアル方向配列体であり、
又カーカスコードとしてスチールコードの他、ナイロン
、ポリエステル、レーヨン、芳香族ポリアミド等の繊維
コードが採用される。The carcass 17 has a carcass cord connected to the equator C of the tire.
On the other hand, in this embodiment, it is a so-called radial or semi-radial direction arrangement body arranged at an angle of 30 degrees to 90 degrees,
In addition to steel cords, fiber cords such as nylon, polyester, rayon, and aromatic polyamide are used as carcass cords.
前記ベルト層１９は、本実施例では、カーカス１７側か
らタイヤの半径方向外側に向かって２枚のベルトプライ
が配される。In this embodiment, the belt layer 19 has two belt plies arranged from the carcass 17 side toward the outside in the radial direction of the tire.
又ベルト層１９は、夫々のベルトブライに傾斜して配さ
れかつ互いに交叉するベルトコードを具え、該ベルトコ
ードはカーカス１７と同様にスチールコード及びナイロ
ン、ポリエステル、レーヨン、芳香族ポリアミド等の繊
維コードが用いられる。Further, the belt layer 19 includes belt cords arranged at an angle on each belt braai and crossing each other, and the belt cords are made of steel cords and fiber cords such as nylon, polyester, rayon, aromatic polyamide, etc., similarly to the carcass 17. is used.
本実施例では、前記縦溝ＧＲはタイヤの赤道Ｃ上に配さ
れる中央の縦溝ＧＲＩと、該中央の縦溝ＧＲ１の両側に
かつ該縦溝ＧＲＩと間隔を有して平行に配される１対の
側の縦溝ＧＲ２、ＧＲ２とを含み、中央の縦溝ＧＲ１、
側の縦溝ＧＲ２間に中央のブロック列２１．２１が、又
側の縦溝ＧＲ２とトレッド部２の縁部Ｅとの間にそれぞ
れ側の即ちトレッド２の縁部Ｅに沿うブロック列２２．
２２が形成される。In this embodiment, the longitudinal grooves GR are arranged in parallel with a central longitudinal groove GRI arranged on the equator C of the tire, and on both sides of the central longitudinal groove GR1 with a space therebetween. including a pair of side longitudinal grooves GR2, GR2, and a central longitudinal groove GR1;
Between the side longitudinal grooves GR2 there is a central block row 21.21, and between the side longitudinal grooves GR2 and the edge E of the tread portion 2 there is a block row 22.
22 is formed.
側のブロック列２２は、タイヤ午子線方向にのびる複数
の側の縦溝Ｇ Ｌ １−によって仕切ることにより矩形
状の側のブロック３が形成される。The side block rows 22 are partitioned by a plurality of side longitudinal grooves GL1- extending in the tire meridian direction, thereby forming rectangular side blocks 3.
サイピング５は、前記ブロック３の側の縦溝ＧＲ２とト
レッド部２の縁部Ｅとの間、即ち側のブロック３のタイ
ヤ軸方向両側面に１、Ｋ２間で直線にのびるとともに１
つのブロック３について間隔を隔てて複数条設けられる
。The siping 5 extends in a straight line between the vertical groove GR2 on the side of the block 3 and the edge E of the tread portion 2, that is, between 1 and K2 on both sides of the side block 3 in the tire axial direction.
A plurality of strips are provided at intervals for each block 3.
前記サイピング５は、周方向に対して２０度以上かつ９
０度以下の角度で傾斜する。前記傾きが２０度未満では
トレッド面の路面に対する追従性が低下し、トランクシ
ヨン、耐摩耗性、ウェット性能に劣る。The siping 5 is formed at an angle of 20 degrees or more and 9 degrees with respect to the circumferential direction.
Tilt at an angle of 0 degrees or less. When the inclination is less than 20 degrees, the ability of the tread surface to follow the road surface decreases, resulting in poor truncation, wear resistance, and wet performance.
又サイピング５は、その溝巾Ｗｓを０．８１以下として
いる。前記溝巾Ｗｓが０．８鶴をこえるとトレンド部２
が接地した際に、サイピングの両端部が互いに圧接され
るその圧接力が低くなるため、側部のブロック３の剛性
が下ることによって耐摩耗性が低下する。Further, the siping 5 has a groove width Ws of 0.81 or less. When the groove width Ws exceeds 0.8, the trend part 2
When the sipes touch the ground, the pressure force with which both ends of the sipes are pressed against each other is reduced, and the rigidity of the side blocks 3 is reduced, resulting in a reduction in wear resistance.
又前記サイピング５は、第３図に示す如く前記両側［Ｋ
１、Ｋ２間の中間位置Ｐ１を中心としてサイピング５の
長さβの０．２５倍を両側に隔てる隔て点Ｐ２．２２間
の中央領域ｍに設けた最深部Ｆから前記両側面に１、Ｋ
２の上縁Ｊ１、Ｊ２にのびる斜め溝底面４．４を有する
ｖ字状をなす。Further, the sipes 5 are arranged on both sides [K] as shown in FIG.
1, K on both sides from the deepest part F provided in the central region m between 22.
It has a v-shape with a diagonal groove bottom 4.4 extending to the upper edges J1 and J2 of 2.
このようにサイピング５の溝底の形状をｖ字状にするこ
とによって、ブロック３のサイピング両側部における剛
性の低下を防ぎトレッド面がその摩耗限界近くまで摩耗
した場合であっても、サイピングはその両側領域が閉鎖
されることによりブロックの剛性が高まる。By making the shape of the groove bottom of the sipe 5 V-shaped in this way, it is possible to prevent a decrease in rigidity on both sides of the sipe of the block 3, and even when the tread surface is worn close to its wear limit, the sipe remains intact. The closure of both sides increases the rigidity of the block.
又前記溝深さ比ＤＳ／ＤＣが１．０未満では、氷雪路に
おける制動性、牽引性能、ウェットグリップ性が劣る一
方、１．２をこえるとブロックの全体剛性が低下し、タ
イヤ進行方向前後に全体に亘って偏摩耗が生じる。If the groove depth ratio DS/DC is less than 1.0, the braking performance, traction performance, and wet grip performance on icy and snowy roads will be poor, while if it exceeds 1.2, the overall rigidity of the block will decrease, and the Uneven wear occurs over the entire surface.
なおサイピング５は第３図に一点鎖線で示す如く、最深
部Ｆを中間位置に位置させ溝底面４ａ、４ａを等長に形
成でき、又同図に二点鎖線で示す如く最深部Ｆを中央領
域ｍの範囲で一方に片寄らせて位置させることによって
不等長の２つの溝底面４ｂ、４Ｃによって形成すること
も出来、本発明は種々な態様のものに変形できる。The siping 5 can have the deepest part F located at an intermediate position to form the groove bottom surfaces 4a, 4a of equal length, as shown by the dashed-dotted line in FIG. It is also possible to form two groove bottom surfaces 4b and 4C of unequal length by positioning the groove to one side within the region m, and the present invention can be modified into various embodiments.
畝上の如く本発明の空気入りタイヤは、側のブロックに
サイピングを設け、そのサイピングの溝底を、該ブロッ
クのタイヤ軸方向両面間の中間位置近傍に設けた最深部
から両側面上面にのびる斜めの溝底面を有する７字状に
形成しているため、氷雪路における牽引性、制動性など
の氷上性能をトレッド面が摩耗限界近く摩耗した場合で
あっても保持でき、しかも一般道路走行時における耐摩
耗を減じタイヤの耐久性を向上しつる。Like a ridge, the pneumatic tire of the present invention is provided with siping on the side blocks, and the groove bottom of the siping extends from the deepest part provided near the intermediate position between both surfaces of the block in the axial direction of the tire to the upper surface of both side surfaces. Because it is formed in a figure 7 shape with a diagonal groove bottom, it can maintain ice performance such as traction and braking performance on icy roads even when the tread surface is worn close to the wear limit, and when driving on general roads. Reduces wear resistance and improves tire durability.
第１図は本発明の一実施例を示す断面図、第２図はその
トレッドパターンを示す展開平面図、第３図はそのＡ−
Ａ線断面図である。
０
２−・−トレッド部、 ３−ブロック４．４ ａ 、
４ ｂ−＝溝底面、 ５−・サイピング、６・・・
上面、 Ｅ−・縁部、 Ｆ・・・最深部、ＧＲ・・・・
縦溝、 ＧＬ・・・−横溝、Ｋ１、Ｋ２−・−側面、
Ｊｌ、Ｊ２−・・上縁、Ｐｌ・−中間位置、 Ｐ２・
−・・隔て点、！−・−サイピング長さ、 ｍ・・・中
央領域。FIG. 1 is a sectional view showing one embodiment of the present invention, FIG. 2 is a developed plan view showing its tread pattern, and FIG. 3 is an A-
It is an A-line sectional view. 0 2--Tread section, 3- Block 4.4 a,
4 b-=groove bottom surface, 5-・siping, 6...
Top surface, E-・Edge, F...Deepest part, GR...
Vertical groove, GL...-Horizontal groove, K1, K2--Side surface,
Jl, J2--upper edge, Pl--middle position, P2-
-...The dividing point! -・-Siping length, m...Central area.
Claims (1)
と、周方向に対して交差する向きにのびる複数の横溝と
によって仕切られたブロックからなるブロックパターン
を形成するとともに、少なくともトレッド縁部に沿うブ
ロック列の各ブロックに、周方向に対して２０度以上か
つ９０度以下の角度で傾きかつブロックのタイヤ軸方向
の両側面間でのびるサイピングをタイヤ周方向に隔設す
るとともに、前記サイピングは溝巾（Ｗｓ）を０．８１
以下とし、しかも該サイピングは、前記両側面間の中間
位置を中心として該サイピング長さ（ｌ）の０．２５倍
を隔てる隔て点間の中央領域（ｍ）に設けた最深部から
前記両側面上縁にのびる斜めの溝底面を有するＶ字状を
なすとともに、最深部におけるブロック上面からのサイ
ピング溝深さ（ＤＳ）と前記縦溝の溝深さ（ＤＧ）との
比ＤＳ／ＤＧを１．０以上かつ１．２以下としてなる空
気入りタイヤ。1 A block pattern consisting of blocks partitioned by a plurality of longitudinal grooves extending in the circumferential direction and a plurality of lateral grooves extending in a direction crossing the circumferential direction is formed on the tread portion of the tire, and at least at the tread edge. Sipings are provided in each block of the block row along the tire circumferential direction, and are inclined at an angle of 20 degrees or more and 90 degrees or less with respect to the circumferential direction and extend between both sides of the block in the tire axial direction, and the sipes are spaced apart in the tire circumferential direction. Groove width (Ws) is 0.81
The sipes shall be as follows, and the sipes shall extend from the deepest part provided in the central region (m) between the separating points separated by 0.25 times the sipe length (l) centered on the intermediate position between the sipes. It has a V-shape with an oblique groove bottom extending to the upper edge, and the ratio DS/DG of the siping groove depth (DS) from the top surface of the block at the deepest part to the groove depth (DG) of the longitudinal groove is 1. A pneumatic tire with a particle diameter of .0 or more and 1.2 or less.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1341261A JPH03204311A (en) | 1989-12-29 | 1989-12-29 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1341261A JPH03204311A (en) | 1989-12-29 | 1989-12-29 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03204311A true JPH03204311A (en) | 1991-09-05 |
Family
ID=18344671
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1341261A Pending JPH03204311A (en) | 1989-12-29 | 1989-12-29 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03204311A (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6343803A (en) * | 1986-08-08 | 1988-02-24 | Yokohama Rubber Co Ltd:The | Tire for snow ice road |
| JPS63195006A (en) * | 1987-02-09 | 1988-08-12 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPH01254407A (en) * | 1988-04-01 | 1989-10-11 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
-
1989
- 1989-12-29 JP JP1341261A patent/JPH03204311A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6343803A (en) * | 1986-08-08 | 1988-02-24 | Yokohama Rubber Co Ltd:The | Tire for snow ice road |
| JPS63195006A (en) * | 1987-02-09 | 1988-08-12 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPH01254407A (en) * | 1988-04-01 | 1989-10-11 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
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