JPH06183222A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH06183222A JPH06183222A JP4357034A JP35703492A JPH06183222A JP H06183222 A JPH06183222 A JP H06183222A JP 4357034 A JP4357034 A JP 4357034A JP 35703492 A JP35703492 A JP 35703492A JP H06183222 A JPH06183222 A JP H06183222A
- Authority
- JP
- Japan
- Prior art keywords
- carcass ply
- bead
- tire
- carcass
- bead core
- 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.)
- Granted
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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
- B60C15/0072—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with ply reverse folding, i.e. carcass layer folded around the bead core from the outside to the inside
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
- B60C15/0018—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion not folded around the bead core, e.g. floating or down ply
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、高速走行用タイヤにお
いて、操縦安定性を高めかつタイヤの軽量化を図り、し
かもその成形を容易とした空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire for a high-speed running tire, which has improved steering stability, reduced weight, and easy molding.
【０００２】[0002]
【従来の技術】近年、高速道路網が整備されるととも
に、乗用車にあっては高速化、又ライトバン、小型トラ
ックにあっても高速化及び、高荷重化が進められてお
り、これらの車両に用いるタイヤ、殊にスポーツカー用
のタイヤとして偏平率が６０％以下の偏平タイヤが広く
使用されるようになった。このような偏平タイヤは、車
両の運動性能確保のため、サイドウォール部、ビード部
の剛性を高める必要があり、操縦安定性と乗心地との両
立が難しいという問題がある。2. Description of the Related Art In recent years, with the development of highway networks, passenger cars are becoming faster, and even light vans and light trucks are becoming faster and heavier. A flat tire having a flatness rate of 60% or less has been widely used as a tire used for the above, particularly as a tire for sports cars. In such a flat tire, it is necessary to increase the rigidity of the sidewall portion and the bead portion in order to secure the movement performance of the vehicle, and it is difficult to achieve both steering stability and riding comfort.
【０００３】なお従来、高性能を目指したタイヤにあっ
ては、そのカーカスの構成が図２に示す如く、カーカス
ａを２枚のカーカスプライｂ、ｂを用いて形成するとと
もに、各カーカスプライをビード部ｃのビードコアｄの
周りを同じ方向に巻上げたいわゆる２−０構成が一般的
であった。Conventionally, in a tire aiming at high performance, a carcass a is formed by using two carcass plies b and b as shown in FIG. 2, and each carcass ply is formed. A so-called 2-0 structure in which the bead core c of the bead portion c is wound in the same direction is common.
【０００４】[0004]
【発明が解決しようとする課題】しかし、カーカスを前
記２−０構成とした場合、充分な横方向、前後方向及び
ねじり剛性を確保し、操縦安定性と乗心地の両立を図る
ことが難しくなる。又前記２−０のカーカス構成とする
ことによって、タイヤ重量が増すという問題がある。However, when the carcass has the 2-0 structure, it becomes difficult to secure sufficient lateral direction, front-rear direction and torsional rigidity, and to achieve both steering stability and riding comfort. . Further, the carcass structure of 2-0 causes a problem that the weight of the tire increases.
【０００５】発明者は前記問題点を解決すべく種々、試
作、実験を重ねた結果、 イ）カーカスを２枚のカーカスプライで構成し、そのう
ち１枚をビードコアで内から外に折返しかつ高い位置ま
で巻上げるとともに、他の１枚をビードエーペックスと
折返し部との間におろす１−１構成とすること、しかも
前記他の一枚は、その下端をビードコアの下面に沿って
折曲げることなく、ビードコアの外向き面下端で途切れ
させること。As a result of various trial manufactures and experiments conducted by the inventor to solve the above problems, a) a carcass is composed of two carcass plies, one of which is folded back from inside to outside with a bead core and is located at a high position. It has a 1-1 structure in which the other one is wound up between the bead apex and the folded portion while being wound up, and the other one does not have its lower end bent along the lower surface of the bead core. Break off at the bottom edge of the bead core's outward facing surface.
【０００６】ロ）さらにサイドウォール部及びビード部
を補強層を用いて補強する、ことにより、前記問題点を
解決しうることを見出し、本発明を完成させたのであ
る。(B) It was found that the above problems can be solved by further reinforcing the side wall portion and the bead portion with a reinforcing layer, and completed the present invention.
【０００７】本発明は、偏平タイヤであっても軽量かつ
操縦安定性を向上しかつ乗心地を保持しうる空気入りタ
イヤの提供を目的としている。It is an object of the present invention to provide a pneumatic tire that is lightweight, has improved steering stability, and can maintain riding comfort even with a flat tire.
【０００８】[0008]
【課題を解決するための手段】本発明は、トレッド部か
らサイドウォール部をへてビード部のビードコアで内側
から外側に折返しかつ前記ビードコアから上方にのびる
ビードエーペックスの外向き面に沿って折返すハイター
ンアップ構造の折返し部を有する第１のカーカスプラ
イ、トレッド部からサイドウォール部をへて前記折返し
部とビードエーペックスの外向き面との間を通り前記ビ
ードコアの外向き面の下方端近傍で下端が途切れる第２
のカーカスプライ、及び前記第２のカーカスプライと前
記第１のカーカスプライの折返し部との間に配され半径
方向上下にのびるスチールコードを用いた補強層を具え
てなる空気入りタイヤのビード部の構造である。SUMMARY OF THE INVENTION According to the present invention, a tread portion is passed through a sidewall portion to be folded back from an inner side to an outer side at a bead core of a bead portion, and is folded back along an outer surface of a bead apex extending upward from the bead core. A first carcass ply having a turn-up portion of a high turn-up structure, passing from a tread portion to a sidewall portion, between the turn-up portion and an outward surface of the bead apex, and near a lower end of the outward surface of the bead core. The second where the lower end is cut off
Of the carcass ply, and a bead portion of a pneumatic tire comprising a reinforcing layer using a steel cord arranged between the second carcass ply and the folded-back portion of the first carcass ply and extending vertically in the radial direction. It is a structure.
【０００９】[0009]
【作用】第１のカーカスはビードエーペックスの外向き
面に沿って折返すハイターンアップ構造の折返し部を具
えており、かつ第２のカーカスプライは、前記折返し部
とビードエーペックスの外向き面との間を通りビードコ
アの外向き面の下方端の近傍で下端が途切れている。こ
れにより、第１、第２のカーカスプライによって１−１
構成のカーカスを形成し、サイドウォール部、ビード部
をシエル構成とすることによって、第１、第２のカーカ
スプライの張力分布を適正化することができ、サイドウ
ォール部における充分な横方向、前後方向、さらには捩
れに対する剛性を高めつつ乗心地を確保することが出来
る。The first carcass has a turn-up portion having a high turn-up structure that is folded back along the outward surface of the bead apex, and the second carcass ply has the turn-up portion and the outward surface of the bead apex. The lower end of the bead core is interrupted near the lower end of the outward surface of the bead core. As a result, the first and second carcass plies cause 1-1
By forming the carcass of the constitution and forming the side wall portion and the bead portion into the shell constitution, the tension distribution of the first and second carcass plies can be optimized, and the side wall portion has sufficient lateral direction and front-back direction. It is possible to secure riding comfort while increasing the rigidity with respect to direction and further torsion.
【００１０】又図４に示すような２枚のカーカスプライ
を同じ向きに折返した従来の構成のものに比べてプライ
の総長さが短くてすみ、その分カーカスの軽量化を図り
うる。Further, the total length of the plies is shorter than that of a conventional construction in which two carcass plies as shown in FIG. 4 are folded back in the same direction, and the carcass can be lightened accordingly.
【００１１】さらに第２のカーカスプライを第１のカー
カスプライとビードエーペックスとの間を通ることによ
り第２のカーカスプライは、そのプライ端の剥離を防止
できビード部の耐久性を高め、しかも成形が容易とな
り、またその下端がビードコアの外向き面の下方端近傍
で途切れているため、フォースバリエーションの低下を
招くことがない。Further, by passing the second carcass ply between the first carcass ply and the bead apex, the second carcass ply can prevent the end of the ply from peeling off and enhance the durability of the bead portion. Since the lower end of the bead core is interrupted near the lower end of the outward surface of the bead core, the force variation does not decrease.
【００１２】このように本願発明は、前記した各構成が
有機的に総合しかつ一体化することによって、偏平タイ
ヤであっても、乗心地を保持しつつ操縦安定性を高め、
かつ軽量化を図ることが出来るとともに、成形を容易と
しかつフォースバリエーションの良好なタイヤを経済的
に生産しうる。As described above, according to the present invention, by organically integrating and integrating the above-mentioned components, even in a flat tire, the riding comfort is maintained while the steering stability is improved.
In addition, it is possible to reduce the weight, facilitate molding, and economically produce a tire having a good force variation.
【００１３】[0013]
【実施例】以下本発明の一実施例を図面に基づき説明す
る。図１において空気入りタイヤ１は、本例では偏平率
が６０％以下の偏平なタイヤ１であって、該タイヤ１は
トレッド面２Ａを形成するトレッド部２と、その両側か
らタイヤ半径方向内方にのびる一対のサイドウォール部
３、３と、該サイドウォール部３の内方にのびるビード
部４とを有する。DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. In FIG. 1, a pneumatic tire 1 is a flat tire 1 having an aspect ratio of 60% or less in this example, and the tire 1 includes a tread portion 2 forming a tread surface 2A and a tire radial direction inward from both sides thereof. It has a pair of sidewall portions 3 and 3 extending inward, and a bead portion 4 extending inward of the sidewall portion 3.
【００１４】又空気入りタイヤ１には、トレッド部２か
らサイドウォール部３をへてビード部４のビードコア５
で内側から外側にかつビードコア５から上方にのびるビ
ードエーペックス６の外向き面６ａに沿って折返す折返
し部７を有する第１のカーカスプライ９と、前記トレッ
ド部２からサイドウォール部３をへて前記折返し部７と
ビードエーペックス６の外向き面６ａとの間を通り下方
にのびる第２のカーカスプライ１０とからなるカーカス
８とを具える。Further, in the pneumatic tire 1, the bead core 5 of the bead portion 4 extends from the tread portion 2 to the sidewall portion 3.
And a first carcass ply 9 having a turn-back portion 7 that turns back along the outward surface 6a of the bead apex 6 that extends from the inside to the outside and upward from the bead core 5, and from the tread portion 2 to the sidewall portion 3 The carcass 8 includes a second carcass ply 10 that extends downward through the folded-back portion 7 and the outward surface 6a of the bead apex 6.
【００１５】なお本実施例では、前記トレッド部２の内
部かつカーカス８の外側にベルト層１５と、そのベルト
層１５の外側に、該ベルト層１５のリフテングを防止す
るバンド層１６が配設される。又前記ビードエーペック
ス６は、サイドウォール３の外壁を形成するサイドウォ
ールゴム１７よりも硬くかつＪＩＳＡ硬度が８０〜９０
度のゴムにより形成された細長三角形をなす。なお前記
サイドウォールゴム１７は、本実施例ではその硬度をＪ
ＩＳＡ硬度で５０〜６０度としている。In this embodiment, a belt layer 15 is provided inside the tread portion 2 and outside the carcass 8, and a band layer 16 is provided outside the belt layer 15 to prevent lifting of the belt layer 15. It The bead apex 6 is harder than the sidewall rubber 17 forming the outer wall of the sidewall 3 and has a JIS A hardness of 80 to 90.
It forms an elongated triangle made of rubber. The hardness of the sidewall rubber 17 is J in this embodiment.
The ISA hardness is 50 to 60 degrees.
【００１６】前記第１、第２のカーカスプライ９、１０
は、ナイロン、ポリエステル、レーヨン、芳香族ポリア
ミドなどの有機繊維をタイヤ赤道Ｃに対して８０〜９０
°の角度で傾けて、かつ互いに平行に並べて配したラジ
アル配列のカーカスコードを有し、前記第１のカーカス
プライ９は、その折返し部７の上端をタイヤ最大巾点Ｂ
よりも上方に位置させたいわゆるハイターンアップ構造
としている。又第２のカーカスプライ１０は、その下端
を前記ビードコア５の外向き面５ａの下方端近傍に位置
させ、これらの第１、第２のカーカス９、１０によっ
て、１−１ＨＴＵ構成のカーカス８を形成している。The first and second carcass plies 9, 10
Is an organic fiber such as nylon, polyester, rayon, or aromatic polyamide in the range of 80 to 90 with respect to the tire equator C.
The first carcass ply 9 has the carcass cords of a radial arrangement inclined at an angle of ° and arranged in parallel with each other. The first carcass ply 9 has the upper end of the folded portion 7 at the tire maximum width point B.
It has a so-called high turn-up structure that is located higher than. The second carcass ply 10 has its lower end located in the vicinity of the lower end of the outward surface 5a of the bead core 5, and the first and second carcasses 9 and 10 form the carcass 8 having a 1-1HTU configuration. Is forming.
【００１７】サイドウォール部３及びビード部４におい
て、第２のカーカスプライ１０と第１のカーカスプライ
９の折返し部７との間に補強層１１が上下に配される。
補強層１１は、その上端をビードエーペックス６の先端
Ｐの上方かつ折返し部上端よりも下方に位置させる一
方、その下端は、前記ビードコア５から上方に隔てる位
置に位置させている。又補強層１１は、スチールコード
をすだれ状に並べて配しかつトッピングゴムにより被覆
することにより形成されたシート体である。In the side wall portion 3 and the bead portion 4, a reinforcing layer 11 is vertically arranged between the second carcass ply 10 and the folded portion 7 of the first carcass ply 9.
The reinforcing layer 11 has its upper end located above the tip P of the bead apex 6 and below the upper end of the folded portion, while its lower end is located above the bead core 5. The reinforcing layer 11 is a sheet body formed by arranging steel cords in a comb shape and covering them with topping rubber.
【００１８】トレッド部２の内部には、カーカス８の外
側にベルト層１５が配される。ベルト層１５は、ナイロ
ン、レーヨン、芳香族ポリアミド繊維などの有機繊維又
は、スチールコードをタイヤ赤道Ｃに対して１５〜８５
°の角度で傾けて配したベルトプライ１５ａを複数枚本
例では２枚重ね合わせて形成され、トレッド部２の剛性
を高めている。Inside the tread portion 2, a belt layer 15 is arranged outside the carcass 8. The belt layer 15 is made of an organic fiber such as nylon, rayon, aromatic polyamide fiber, or a steel cord with respect to the tire equator C of 15 to 85.
In the present example, two belt plies 15a, which are arranged at an angle of °, are superposed on each other to increase the rigidity of the tread portion 2.
【００１９】又本実施例では、トレッド部２の前記ベル
ト層１５の外側にバンド層１６が配される。バンド層１
６は、前記ベルト層１５を全面に覆う内のバンドプライ
１６ａと、その外側に配されベルト層１５の両端部を補
強する小巾の外のバンドプライ１６ｂとからなる。Further, in this embodiment, the band layer 16 is arranged on the outer side of the belt layer 15 of the tread portion 2. Band layer 1
Reference numeral 6 includes an inner band ply 16a that covers the entire surface of the belt layer 15 and a small outer band ply 16b that is disposed outside the belt ply 16 and reinforces both end portions of the belt layer 15.
【００２０】内、外のバンドプライ１６ａ、１６ｂは単
数又は複数本のナイロン、芳香族ポリアミド繊維などの
有機繊維コードをトッピングゴムにより被覆した長尺、
小巾の帯状プライをタイヤ周方向に螺旋巻きすることに
より形成され、高速走行時におけるベルト層１５のリフ
ティングを防止し、高速性を高めかつベルト層１５端部
の剥離を防ぐことにより耐高荷重性及び耐久性を高め
る。The inner and outer band plies 16a and 16b are long lengths in which a single or a plurality of organic fiber cords such as nylon or aromatic polyamide fibers are covered with a topping rubber,
It is formed by spirally winding a narrow band-shaped ply in the tire circumferential direction, and prevents lifting of the belt layer 15 during high-speed running, which improves high speed and prevents peeling of the end portion of the belt layer 15 so as to withstand high loads. To improve durability and durability.
【００２１】なおバンド層１６は１枚のかつベルト層を
全面に覆う全巾バンドプライによって形成することも出
来、又この全巾のバンドプライを２枚重ね合わせて形成
してもよい。The band layer 16 may be formed of a single band width ply covering the entire surface of the belt layer, or two band plies of the same width may be laminated.
【００２２】トレッド部２には、バンド層１６の半径方
向外側にトレッドゴム層１９が配される。トレッドゴム
層１９は、前記バンド層１６の外側にかつバンド層１６
と隣接して配される内側層２１とこの内側層２１の外側
にかつトレッド面を形成する外側層２２とからなる。In the tread portion 2, a tread rubber layer 19 is arranged outside the band layer 16 in the radial direction. The tread rubber layer 19 is provided on the outer side of the band layer 16 and on the band layer 16
And an outer layer 22 that forms a tread surface outside of the inner layer 21.
【００２３】内側層２１は乗心地を高めるためＪＩＳＡ
硬度で５０〜６０度の硬質のゴムからなりクッション性
を有し、外側層２２は、ＪＩＳＡ硬度が６２〜７２度の
硬度からなる硬質のゴムを用いることによりトレッド面
の耐摩耗性を高めている。The inner layer 21 is provided by JISA in order to improve riding comfort.
The outer layer 22 is made of a hard rubber having a hardness of 50 to 60 degrees and has a cushioning property, and the outer layer 22 is made of a hard rubber having a JISA hardness of 62 to 72 degrees to enhance the wear resistance of the tread surface. There is.
【００２４】[0024]
【具体例】タイヤサイズが
でありかつ図１に示す構成を有するタイヤ（実施例）に
ついて、その性能をテストした。なお同サイズかつ図４
に示す構成からなる従来のタイヤ（比較例１）及び図３
に示す従来の１−１ＨＴＵの構成によるタイヤ（比較例
２）についても併せて走行テストを行ない性能を比較し
た。なお実施例、比較例１、２ともにスチールコードか
らなる１枚の補強層を設けている。[Specific example] Tire size
And the tire (Example) having the configuration shown in FIG. 1 was tested for its performance. The same size and Fig. 4
A conventional tire (Comparative Example 1) having the configuration shown in FIG.
A running test was also performed on the tire having the configuration of the conventional 1-1 HTU shown in (Comparative Example 2) to compare the performance. In each of the examples and the comparative examples 1 and 2, one reinforcing layer made of steel cord is provided.
【００２５】なおテストに際して試供タイヤを３０００
ｃｃ級のスポーツカーに装着して行った。テスト要領は
次の通り。During the test, 3000 test tires were used.
It was installed in a cc class sports car. The test procedure is as follows.
【００２６】操縦安定性及び乗心地 荒れたアスファルト路面及び目地、突起の多い路面等を
走行した際のドライバーの官能にて評価するとともに比
較例１を１００とする指数で示した。数値が大きい方が
良好であることを示す。テスト結果を表１に示す。Steering stability and riding comfort Evaluation was made by the driver's sensory sensation when traveling on rough asphalt roads and joints, roads with many protrusions, etc., and the index was set to 100 as Comparative Example 1. The larger the value, the better. The test results are shown in Table 1.
【００２７】[0027]
【表１】 [Table 1]
【００２８】テストの結果、実施例のものは比較例のも
のに比べて、操縦安定性が向上したこと、又同時に乗心
地も確保できたことを確認できた。As a result of the test, it was confirmed that the driving stability of the example was higher than that of the comparative example, and at the same time the riding comfort was secured.
【００２９】[0029]
【発明の効果】叙上の如く本発明の空気入りタイヤは、
前記構成を具えることにより、操縦安定性を高めつつ乗
心地性能を確保しかつタイヤの軽量化を図りうるととも
に、成形が容易でフォースバリエーションが良好なタイ
ヤの経済的な生産が可能となり、特に足まわりの非常に
かたいスポーツカーなどの高性能車にも好適に採用しう
る。As described above, the pneumatic tire of the present invention is
By including the above configuration, it is possible to secure riding comfort performance while improving steering stability and reduce the weight of the tire, and it is possible to economically produce a tire that is easy to mold and has good force variation. It can be suitably used for high-performance vehicles such as sports cars with very hard suspension.
【図１】本発明の一実施例を示すタイヤ右半分断面図で
ある。FIG. 1 is a right half sectional view of a tire showing an embodiment of the present invention.
【図２】従来技術を示す断面図である。FIG. 2 is a sectional view showing a conventional technique.
【図３】従来技術を示す断面図である。FIG. 3 is a cross-sectional view showing a conventional technique.
２ トレッド部 ３ サイドウォール部 ４ ビード部 ５ ビードコア ６ ビードエーペックス ６ａ 外向き面 ７ 折返し部 ８ カーカス ９ 第１のカーカスプライ １０ 第２のカーカスプライ １１ 補強層 Ｃ タイヤ赤道 2 tread part 3 sidewall part 4 bead part 5 bead core 6 bead apex 6a outward surface 7 folding part 8 carcass 9 first carcass ply 10 second carcass ply 11 reinforcement layer C tire equator
Claims (1)
ード部のビードコアで内側から外側に折返しかつ前記ビ
ードコアから上方にのびるビードエーペックスの外向き
面に沿って折返すハイターンアップ構造の折返し部を有
する第１のカーカスプライ、トレッド部からサイドウォ
ール部をへて前記折返し部とビードエーペックスの外向
き面との間を通り前記ビードコアの外向き面の下方端近
傍で下端が途切れる第２のカーカスプライ、及び前記第
２のカーカスプライと前記第１のカーカスプライの折返
し部との間に配され半径方向上下にのびるスチールコー
ドを用いた補強層を具えてなる空気入りタイヤ。1. A turn-up portion having a high turn-up structure which is folded back from the tread portion to the sidewall portion at the bead core of the bead portion from inside to outside and along the outward surface of the bead apex extending upward from the bead core. A first carcass ply having the first carcass ply, a second carcass ply having a lower end cut off near a lower end of the outward surface of the bead core, passing from the tread portion to the sidewall portion and passing between the folded portion and the outward surface of the bead apex. And a reinforcing layer using a steel cord which is arranged between the second carcass ply and the folded-back portion of the first carcass ply and extends vertically in the radial direction.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4357034A JP2648077B2 (en) | 1992-12-21 | 1992-12-21 | Pneumatic tire |
| US08/141,206 US5479977A (en) | 1992-10-30 | 1993-10-26 | Pneumatic tire with carcass structure for increased sidewall rigidity |
| CA002109264A CA2109264A1 (en) | 1992-10-30 | 1993-10-26 | Pneumatic tire |
| EP93308669A EP0595653B1 (en) | 1992-10-30 | 1993-10-29 | Pneumatic tyre |
| DE69301222T DE69301222T2 (en) | 1992-10-30 | 1993-10-29 | tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4357034A JP2648077B2 (en) | 1992-12-21 | 1992-12-21 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06183222A true JPH06183222A (en) | 1994-07-05 |
| JP2648077B2 JP2648077B2 (en) | 1997-08-27 |
Family
ID=18452046
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4357034A Expired - Fee Related JP2648077B2 (en) | 1992-10-30 | 1992-12-21 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2648077B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004501831A (en) * | 2000-06-29 | 2004-01-22 | ブリヂストン／フアイヤーストーン・ノース・アメリカン・タイヤ・エルエルシー | Run flat tire |
| JP2010069953A (en) * | 2008-09-16 | 2010-04-02 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
-
1992
- 1992-12-21 JP JP4357034A patent/JP2648077B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004501831A (en) * | 2000-06-29 | 2004-01-22 | ブリヂストン／フアイヤーストーン・ノース・アメリカン・タイヤ・エルエルシー | Run flat tire |
| JP4942277B2 (en) * | 2000-06-29 | 2012-05-30 | ブリヂストン アメリカズ タイヤ オペレイションズ エルエルシー | Run flat tire |
| JP2010069953A (en) * | 2008-09-16 | 2010-04-02 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2648077B2 (en) | 1997-08-27 |
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