JPH0478481B2 - - Google Patents
Info
- Publication number
- JPH0478481B2 JPH0478481B2 JP60219737A JP21973785A JPH0478481B2 JP H0478481 B2 JPH0478481 B2 JP H0478481B2 JP 60219737 A JP60219737 A JP 60219737A JP 21973785 A JP21973785 A JP 21973785A JP H0478481 B2 JPH0478481 B2 JP H0478481B2
- Authority
- JP
- Japan
- Prior art keywords
- groove
- lug
- grooves
- narrow
- rib
- 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
- 230000007423 decrease Effects 0.000 description 5
- 230000002159 abnormal effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000005856 abnormality Effects 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
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
- B60C2011/0383—Blind or isolated grooves at the centre of the tread
Landscapes
- Tires In General (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は、トレツド模様に特徴を有していて
耐磨耗性に優れた自動車用リブラグタイヤに関
し、特にトレツドの変形が激しい前輪用空気入り
タイヤとして好適なものである。Detailed Description of the Invention (Industrial Application Field) The present invention relates to a rib-lug tire for automobiles that has a characteristic tread pattern and is excellent in wear resistance, particularly a pneumatic tire for front wheels whose tread is severely deformed. It is suitable as
（従来の技術）
重荷重用の前輪に使用される空気入りタイヤと
して、特公昭52−11803号公報の記載のように、
トレツド中央部に周方向にジグザグ状に延びる複
数本のリブ溝を設けると共に、上記トレツド中央
部の外側の両シヨルダ側部分に上記リブ溝と交差
する方向の多数本のラグ溝を所定の間隔で、かつ
リブ溝と交差しないように配置した自動車用リブ
ラグタイヤが知られている。(Prior art) As a pneumatic tire used for front wheels for heavy loads, as described in Japanese Patent Publication No. 52-11803,
A plurality of rib grooves extending in a zigzag shape in the circumferential direction are provided in the center of the tread, and a large number of lug grooves in a direction intersecting the rib grooves are provided at predetermined intervals on both shoulder side portions outside the center of the tread. An automotive rib-lug tire is known in which the rib-lugs are arranged so as not to intersect with the rib grooves.
（発明が解決しようとする問題点）
上記のリブラグタイヤは、リブ溝を備えている
ので、前輪として使用した場合に、リブタイヤと
同様にシヨルダ部に肩落ち磨耗が生じる。また、
ラグ溝を備えているので、ラグタイヤ独特のトウ
アンドヒール磨耗が生じる。このトウアンドヒー
ル磨耗は、蹴り出し側のシヨルダ端で発生し、次
第に中央部寄りに発達していく。そして、リブラ
グタイヤにおいては、このトウアンドヒール磨耗
に上記の肩落ち磨耗が重なつて波状磨耗が生じ、
これがいつたん生じると加速度的に磨耗が進んで
タイヤ寿命を短くしていた。(Problems to be Solved by the Invention) Since the above-mentioned rib lug tire is provided with rib grooves, when used as a front wheel, shoulder drop wear occurs in the shoulder portion like a rib tire. Also,
Since it has lug grooves, toe and heel wear unique to lug tires occurs. This toe-and-heel wear occurs at the shoulder end on the kicking side and gradually develops toward the center. In rib-lug tires, this toe-and-heel wear is combined with the above-mentioned shoulder drop wear, resulting in wave-like wear.
Once this happens, wear accelerates and shortens the life of the tire.
この発明は、上記のトウアンドヒールと肩落ち
磨耗との重なりによる異常な波状磨耗を軽減しよ
うとするものである。 This invention attempts to reduce abnormal wavy wear due to the overlap of the above-mentioned toe-and-heel and shoulder drop wear.
（問題点を解決するための手段）
第１図に示すように、トレツド中央部で周方向
にジグザグ状に延びる少なくとも２本のリブ溝１
と、トレツド中央部の外側左右のシヨルダ１側部
分に所定の間隔で配された多数本のラグ溝３とを
備えた自動車用リブラグタイヤにおいて、上記の
シヨルダ１側部分に上記のラグ溝３と交差して周
方向に延びる直線状の細溝４を設ける。ただし、
左右の細溝４の中心間隔Ｄは、トレツド幅Ｗの70
〜90％、好ましくは80〜85％に設定され、また細
溝４の溝壁の傾斜角度α（第２図参照）は、トレ
ツド面に立てた法線Ｎに対して幅方向内方へ０〜
５度に設定される。(Means for solving the problem) As shown in FIG.
and a large number of lug grooves 3 arranged at predetermined intervals on the left and right shoulder 1 side portions outside the center of the tread. A linear narrow groove 4 extending in the circumferential direction is provided. however,
The center distance D between the left and right narrow grooves 4 is 70% of the tread width W.
~90%, preferably 80~85%, and the inclination angle α (see Figure 2) of the groove wall of the narrow groove 4 is set to 0 inward in the width direction with respect to the normal N to the tread surface. ~
It is set to 5 degrees.
なお、上記細溝４の幅ｔは、上記トレツド幅Ｗ
の１〜３％が好ましい。また、上記細溝４の深さ
ｈは、リブ溝１の深さＨの20〜80％、特に30〜50
％が好ましい。なおまた、リブ溝１およびラグ溝
３は、従来と同様に配置される。すなわち、ラグ
溝３のトレツド幅方向に測つた長さは、トレツド
幅Ｗの1/4以下に設定され、その内側にリブ溝１
が配される。 Note that the width t of the narrow groove 4 is equal to the tread width W.
is preferably 1 to 3%. Further, the depth h of the narrow groove 4 is 20 to 80% of the depth H of the rib groove 1, particularly 30 to 50%.
% is preferred. Furthermore, the rib grooves 1 and the lug grooves 3 are arranged in the same manner as in the prior art. That is, the length of the lug groove 3 measured in the tread width direction is set to 1/4 or less of the tread width W, and the rib groove 1 is placed inside the lug groove 3.
will be arranged.
（作用）
ラグ部の横剛性が高い場合は、ラグ部が接地し
た際、ラグ部は横方向に変形することなく周方向
のみに変形するため、周方向の応力が大きくなつ
てトウアンドヒール磨耗を促進するが、この発明
では周方向の細溝の存在によりラグ部の横剛性が
低下しているため、ラグ部が接地した際にラグ部
が横方向に変形し、その変形分に応じて周方向の
変形が減少し、周方向の応力が緩和されてトウア
ンドヒール磨耗が軽減され、かつ蹴り出し側のシ
ヨルダ端で発生したトウアンドヒール磨耗が上記
の細溝４によつて発達を止められる。しかも、細
溝４が直線状に設けられるため、細溝の対向する
溝壁が周方向力の作用で変形して接触することは
なく、そのため細溝がジグザグ状の場合に比べ、
溝壁が接触して横剛性が増大する危険が少なくな
り、かつ細溝の両側の接地圧が均一になり、レー
ルウエイ磨耗が軽減される。(Function) If the lateral rigidity of the lug part is high, when the lug part touches the ground, the lug part deforms only in the circumferential direction without deforming in the lateral direction, which increases stress in the circumferential direction and causes toe and heel wear. However, in this invention, the lateral rigidity of the lug part is reduced due to the presence of the narrow circumferential groove, so when the lug part touches the ground, the lug part deforms in the lateral direction, and Deformation in the circumferential direction is reduced, stress in the circumferential direction is relaxed, toe and heel wear is reduced, and toe and heel wear that occurs at the shoulder end on the kicking side is stopped from developing by the above-mentioned narrow grooves 4. It will be done. Moreover, since the narrow grooves 4 are provided in a straight line, the opposing groove walls of the narrow grooves do not deform and come into contact with each other due to the action of circumferential force, and therefore, compared to the case where the narrow grooves have a zigzag shape,
There is less risk of groove walls contacting and increasing lateral stiffness, and the ground pressure on both sides of the groove is uniform, reducing railway wear.
ただし、左右の細溝４の中心間隔Ｄがトレツド
幅Ｗの70％未満の場合は、細溝４の位置がタイヤ
中心に近いため、細溝４を設けた意味が失われ、
ラグ部に生じる応力がほとんど緩和されず、反対
に90％を超えた場合は、細溝４の外側のラグ部が
ちぎれ易くなると共に、外側のラグ部の剛性低下
が過度になり、細溝４の溝縁が互いに接触して細
溝４の意味が失われる。また、細溝４の溝壁の傾
斜角度αが０度未満の場合は、細溝４の外側ラグ
部の剛性が低下し、動きが激しくなつて細溝４の
内側と外側間に段差磨耗が発生し、反対に５度を
超えた場合は、細溝４の内側の剛性が低下し、０
度未満の場合と同様に段差磨耗が生じる。 However, if the center distance D between the left and right narrow grooves 4 is less than 70% of the tread width W, the position of the narrow grooves 4 is close to the center of the tire, so the purpose of providing the narrow grooves 4 is lost.
If the stress generated in the lug portion is hardly alleviated and exceeds 90%, the outer lug portion of the narrow groove 4 is likely to tear, and the rigidity of the outer lug portion is excessively reduced. The groove edges of the grooves 4 come into contact with each other, and the meaning of the narrow grooves 4 is lost. In addition, if the inclination angle α of the groove wall of the narrow groove 4 is less than 0 degrees, the rigidity of the outer lug portion of the narrow groove 4 decreases, and the movement becomes violent, causing step wear between the inner and outer sides of the narrow groove 4. If the angle exceeds 5 degrees, the rigidity of the inside of the narrow groove 4 decreases, and the
Step wear occurs as in the case where the
しかして、細溝４の幅ｔをトレツド幅Ｗの１〜
３％に設定することにより、細溝４の両側の溝縁
における接地圧がほぼ均一になつて異常磨耗が減
少するが、１％未満の場合は、溝縁が互いに接触
するので、細溝４の意味がなく、反対に３％を超
えるとシヨルダ２の肩落ち磨耗が増大する。ま
た、細溝４の深さｈをリブ溝１の深さＨの20〜80
％に設定することにより、特に走行初期から中期
までのトウアンドヒール磨耗が軽減されるが、20
％未満の場合は、浅すぎてほとんど効果がなく、
反対に80％を超えた場合は細溝４の外側のラグ部
の剛性が低下し、細溝４の溝縁が互いに接触し易
くなつて細溝４の働きが失われる。 Therefore, the width t of the narrow groove 4 is set to 1 to 1 of the tread width W.
By setting it to 3%, the ground pressure on the groove edges on both sides of the narrow groove 4 becomes almost uniform and abnormal wear is reduced. However, if it is less than 1%, the groove edges come into contact with each other and the narrow groove 4 This is meaningless; on the other hand, if it exceeds 3%, shoulder drop wear of the shoulder 2 will increase. Also, the depth h of the narrow groove 4 is set to 20 to 80 times the depth H of the rib groove 1.
By setting it to %, toe and heel wear is reduced, especially from the beginning to the middle of driving, but
If it is less than %, it is too shallow and has little effect.
On the other hand, if it exceeds 80%, the rigidity of the outer lug portion of the narrow groove 4 decreases, the groove edges of the narrow groove 4 tend to come into contact with each other, and the function of the narrow groove 4 is lost.
（実施例）
第１図のトレツドパターンを有するサイズ
10.00R20−14PRの自動車用タイヤ（トレツド幅
Ｗ：205mm、リブ溝１の深さＨ：16.5mm、リブ溝
１の幅：12mm、左右のリブ溝１の中心線間隔：
180mm、リブ溝１の振幅：９mm、サイプの長さ：
15mm、サイプの深さ：13mm、ラグ溝３のトレツド
幅方向に測定した長さ：35mm、ラグ溝３の幅：10
mm、ラグ溝３の溝壁の傾斜角度：３度、ラグ溝ピ
ツチ：60個／１周長）について、細溝４の間隔Ｄ
（mm）、深さ（ｈmm）および幅ｔ（mm）を種々に変
えて走行試験を行い、２万Km走行後における最大
磨耗部分の磨耗量を調べたところ、第３図ないし
第５図のグラフが得られた。(Example) Size having the tread pattern shown in Figure 1
10.00R20-14PR automobile tire (tread width W: 205mm, depth of rib groove 1 H: 16.5mm, width of rib groove 1: 12mm, center line spacing between left and right rib grooves 1:
180mm, amplitude of rib groove 1: 9mm, length of sipe:
15mm, Sipe depth: 13mm, Length measured in the tread width direction of lug groove 3: 35mm, Width of lug groove 3: 10
mm, inclination angle of groove wall of lug groove 3: 3 degrees, lug groove pitch: 60 pieces/1 circumference), interval D of narrow groove 4
(mm), depth (hmm), and width t (mm) were variously changed, and the amount of wear at the maximum wear part after traveling 20,000 km was investigated. A graph was obtained.
ただし、これらのグラフは、細溝４を有しない
従来の自動車用タイヤの磨耗量を100とする指数
で表した。また、細溝４の間隔Ｄを変数とする第
３図においては、細溝４の深さｈをラグ溝の深さ
Ｈの50％に、幅ｔをトレツド幅Ｗの２％にそれぞ
れ設定し、細溝４の深さｈを変数とする第４図に
おいては、細溝４の間隔Ｄをトレツド幅Ｗの90％
に、幅ｔをトレツド幅Ｗの２％にそれぞれ設定
し、細溝４の幅ｔを変数とする第５図において
は、細溝４の間隔Ｄをトレツド幅Ｗの90％に、深
さｈをリブ溝の深さＨの50％にそれぞれ設定し
た。 However, these graphs are expressed as an index where the amount of wear of a conventional automobile tire without the narrow grooves 4 is set as 100. In addition, in FIG. 3 where the interval D between the narrow grooves 4 is a variable, the depth h of the narrow grooves 4 is set to 50% of the depth H of the lug groove, and the width t is set to 2% of the tread width W. In FIG. 4, where the depth h of the narrow grooves 4 is a variable, the interval D between the narrow grooves 4 is set to 90% of the tread width W.
In FIG. 5, where the width t is set to 2% of the tread width W, and the width t of the narrow grooves 4 is a variable, the interval D of the narrow grooves 4 is set to 90% of the tread width W, and the depth h were each set to 50% of the depth H of the rib groove.
第３図から明らかなように、細溝４の中心間隔
Ｄがトレツド幅Ｗの50％のとき、つまり細溝４が
ラグ溝３からトレツド中央側に外れると、磨耗指
数が細溝４を設けない場合と等しい100％になり、
中心間隔Ｄが増加すると磨耗指数が低下する。そ
して、中心間隔Ｄが約70％になり、かつ細溝４が
ラグ溝３と交差すると、磨耗指数が一層低下し、
中心間隔Ｄが80％になつたとき、磨耗指数が最小
の約88になる。しかして、中心間隔Ｄが更に増大
すると、磨耗指数が再び増大するが、細溝４がシ
ヨルダ４の角（シヨルダポイント）に設けられ、
中心間隔Ｄが100％になつたときは、トレツドの
側面（ラグ部の側面）がトレツド面に対して垂直
でなく、トレツド面に立てた法線に対して外向き
に15度以上傾斜しているため（第２図参照）、細
溝４の外側に僅かのラグ部が残り、そのため磨耗
指数が細溝４の無い場合に比べて若干低くなつ
た。 As is clear from FIG. 3, when the center spacing D of the narrow grooves 4 is 50% of the tread width W, that is, when the narrow grooves 4 deviate from the lug grooves 3 toward the center of the tread, the wear index increases. equals 100%,
As the center spacing D increases, the wear index decreases. Then, when the center distance D becomes about 70% and the narrow grooves 4 intersect with the lug grooves 3, the wear index further decreases,
When the center distance D becomes 80%, the wear index becomes the minimum of about 88. However, if the center distance D increases further, the wear index increases again, but narrow grooves 4 are provided at the corners of the shoulder 4 (shoulder points),
When the center distance D becomes 100%, the side of the tread (the side of the lug) is not perpendicular to the tread surface, but is inclined outward at an angle of 15 degrees or more with respect to the normal to the tread surface. Because of this (see Fig. 2), a slight lug remained on the outside of the narrow groove 4, and as a result, the wear index was slightly lower than in the case without the narrow groove 4.
なお、第４図に示すように、細溝４の深さｈが
リブ溝１の深さＨの30〜60％のとき、磨耗指数が
最小の約94になつた。また、細溝４の幅ｔがトレ
ツド幅Ｗの３％のとき、摩耗指数が最小の約94と
なつた。 As shown in FIG. 4, when the depth h of the narrow groove 4 was 30 to 60% of the depth H of the rib groove 1, the wear index reached the minimum value of about 94. Further, when the width t of the narrow groove 4 was 3% of the tread width W, the wear index was the minimum, about 94.
（発明の効果）
この発明は、ラグ溝と交差する直線状の細溝を
周方向に設け、左右の細溝の中心間隔をトレツド
幅の70〜90％に、また細溝の溝壁の傾斜角度をト
レツド面に立てた法線に対して幅方向内方に０〜
５度にそれぞれ設定したので、ラグ部の横方向の
剛性が低下し、上記ラグ部が接地した際の横方向
変形が容易になり、ラグ部の応力が緩和されてト
ウアンドヒール磨耗が軽減され、かつ蹴り出し側
のシヨルダ端で発生したトウアンドヒール磨耗が
その発達を上記の細溝によつて止められ、そのた
め従来トウアンドヒール磨耗と肩落ち磨耗との重
なりによつて生じていた異常な波状磨耗が著しく
減少してタイヤ寿命が延長される。しかも、細溝
が直線状であるため、対向する溝壁がジグザグ状
のものに比べて接触し難くなつて横剛性の低下に
有効に作用し、かつ細溝をジグザグ状に設けた場
合に発生し勝ちな段差磨耗やレールウエイ磨耗が
防止される。(Effects of the Invention) This invention provides linear narrow grooves that intersect with the lug grooves in the circumferential direction, and sets the center distance between the left and right narrow grooves to 70% to 90% of the tread width, and the slope of the groove walls of the narrow grooves. The angle is 0 to inward in the width direction with respect to the normal line on the tread surface.
5 degrees, the lateral rigidity of the lug is reduced, making it easier to deform in the lateral direction when the lug touches the ground, alleviating stress on the lug and reducing toe-and-heel wear. , and the development of toe-and-heel wear that occurred at the shoulder end on the kicking side is stopped by the above-mentioned narrow grooves, and as a result, the abnormality that conventionally occurred due to the overlap of toe-and-heel wear and shoulder drop wear is prevented. Wave wear is significantly reduced and tire life is extended. Moreover, since the narrow grooves are straight, it is difficult for the opposing groove walls to come into contact with each other compared to those with a zigzag shape, which effectively reduces the lateral rigidity. This prevents common step wear and railway wear.
第１図はこの発明の実施例のトレツド面の平面
図、第２図は第１図の−線断面図、第３図な
いし第５図は実験結果を示すグラフである。
１……リブ溝、２……シヨルダ、３……ラグ
溝、４……細溝、Ｗ……トレツド幅、Ｄ……細溝
の間隔、ｔ……細溝の幅、Ｈ……リブ溝の深さ、
ｈ……細溝の深さ、α……細溝の傾斜角度。
FIG. 1 is a plan view of the tread surface of an embodiment of the present invention, FIG. 2 is a sectional view taken along the line -- in FIG. 1, and FIGS. 3 to 5 are graphs showing experimental results. 1... Rib groove, 2... Shoulder, 3... Lug groove, 4... Thin groove, W... Tread width, D... Thin groove spacing, t... Thin groove width, H... Rib groove depth,
h...depth of the narrow groove, α...angle of inclination of the narrow groove.
Claims (1)
る少なくとも２本のリブ溝と、トレツド中央部の
外側の両シヨルダ側部分に所定の間隔で配された
多数本のラグ溝とを備えた自動車用リブラグタイ
ヤにおいて、上記の両シヨルダ側部分に上記のラ
グ溝と交差して周方向に延びる直線状の細溝を、
両側の細溝の中心間隔がトレツド幅の70〜90％に
なり、かつ細溝の溝壁がトレツド面に立てた法線
に対して幅方向内方に０〜５度傾斜するように設
けたことを特徴とする自動車用リブラグタイヤ。 ２ 細溝の幅がトレツド幅の１〜３％である特許
請求の範囲第１項記載の自動車用リブラグタイ
ヤ。 ３ 細溝の深さがリブ溝の深さの20〜80％である
特許請求の範囲第１項または第２項記載の自動車
用リブラグタイヤ。[Scope of Claims] 1. At least two rib grooves extending in a zigzag shape in the circumferential direction at the center of the tread, and a large number of lug grooves arranged at predetermined intervals on both shoulder side portions outside the center of the tread. In the automotive rib-lug tire, linear thin grooves extending in the circumferential direction intersect with the lug grooves in both shoulder side portions,
The spacing between the centers of the narrow grooves on both sides is 70% to 90% of the tread width, and the groove walls of the narrow grooves are inclined inward in the width direction by 0 to 5 degrees with respect to the normal to the tread surface. An automobile re-lug tire characterized by: 2. The rib-lug tire for an automobile according to claim 1, wherein the width of the narrow groove is 1 to 3% of the tread width. 3. The rib-lug tire for an automobile according to claim 1 or 2, wherein the depth of the narrow groove is 20 to 80% of the depth of the rib groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60219737A JPS6280102A (en) | 1985-10-01 | 1985-10-01 | Rib lug tire for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60219737A JPS6280102A (en) | 1985-10-01 | 1985-10-01 | Rib lug tire for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6280102A JPS6280102A (en) | 1987-04-13 |
| JPH0478481B2 true JPH0478481B2 (en) | 1992-12-11 |
Family
ID=16740193
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60219737A Granted JPS6280102A (en) | 1985-10-01 | 1985-10-01 | Rib lug tire for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6280102A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63265705A (en) * | 1987-04-23 | 1988-11-02 | Yokohama Rubber Co Ltd:The | Flat radial tire for small truck |
| JPS63265706A (en) * | 1987-04-23 | 1988-11-02 | Yokohama Rubber Co Ltd:The | Flat radial tire for small truck |
| JPH0226904U (en) * | 1988-08-09 | 1990-02-21 | ||
| FR2669274A1 (en) * | 1990-11-15 | 1992-05-22 | Michelin & Cie | RADIAL CARCASS TIRE ENCLOSURE TIRE FOR HEAVY-DUTY VEHICLES. |
| JP6699193B2 (en) * | 2016-01-21 | 2020-05-27 | 住友ゴム工業株式会社 | Pneumatic tire |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5237844A (en) * | 1975-09-17 | 1977-03-24 | Palitex Project Co Gmbh | Bobbin supporting device for upptwister type throwing machine |
| JPS53133802A (en) * | 1977-04-26 | 1978-11-22 | Bridgestone Corp | Wear resistant radial pneumatic type for heavy load |
| JPS5918002A (en) * | 1982-07-21 | 1984-01-30 | Bridgestone Corp | Pneumatic tyre for heavy load |
-
1985
- 1985-10-01 JP JP60219737A patent/JPS6280102A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5237844A (en) * | 1975-09-17 | 1977-03-24 | Palitex Project Co Gmbh | Bobbin supporting device for upptwister type throwing machine |
| JPS53133802A (en) * | 1977-04-26 | 1978-11-22 | Bridgestone Corp | Wear resistant radial pneumatic type for heavy load |
| JPS5918002A (en) * | 1982-07-21 | 1984-01-30 | Bridgestone Corp | Pneumatic tyre for heavy load |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6280102A (en) | 1987-04-13 |
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