JPH11139115A - Pneumatic radial tire - Google Patents
Pneumatic radial tireInfo
- Publication number
- JPH11139115A JPH11139115A JP9312953A JP31295397A JPH11139115A JP H11139115 A JPH11139115 A JP H11139115A JP 9312953 A JP9312953 A JP 9312953A JP 31295397 A JP31295397 A JP 31295397A JP H11139115 A JPH11139115 A JP H11139115A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- pneumatic radial
- radial tire
- carcass layer
- buttress
- 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
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
-
- 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
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
- B60C2011/013—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered provided with a recessed portion
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、走行時の振動特性
を改善した空気入りラジアルタイヤに関し、さらに詳し
くは、タイヤを軽量化しつつ、また製造工程の増加を伴
わずに約２５０〜４００Ｈｚ帯域のロードノイズを低減
することを可能にした空気入りラジアルタイヤに関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic radial tire having improved vibration characteristics during running. More specifically, the present invention relates to a pneumatic radial tire having a weight of about 250 to 400 Hz without increasing the number of manufacturing steps while reducing the weight of the tire. The present invention relates to a pneumatic radial tire capable of reducing road noise.
【０００２】[0002]
【従来の技術】近年の自動車の高級化に伴い、走行中の
振動が車室内に伝達されることによって起こるロードノ
イズの低減が要求されている。このロードノイズの大き
さは周波数によって異なり、約１００〜２００Ｈｚにピ
ークを有する低周波数域のロードノイズと、約２５０〜
４００Ｈｚにピークを有する高周波数域のロードノイズ
とがある。2. Description of the Related Art With the recent upscaling of automobiles, there is a demand for reduction of road noise caused by transmission of vibration during traveling into a vehicle interior. The magnitude of this road noise varies depending on the frequency, and is a low-frequency road noise having a peak at about 100 to 200 Hz and about 250 to 200 Hz.
There is a high frequency band road noise having a peak at 400 Hz.
【０００３】従来、約２５０〜４００Ｈｚ帯域のロード
ノイズを低減する手法として、バットレス部に補強層を
配置し、この部分の剛性を高めることにより高周波数域
のタイヤ固有振動数を上昇させたり、或いはサイド上部
又はサイド下部に凸部を形成することにより高周波数域
のタイヤ固有振動数を下げることが知られている。しか
しながら、上記手法では、補強層の追加によって成形工
程が増加したり、或いは凸部の形成によってタイヤの質
量が増加するという問題があった。Conventionally, as a method of reducing road noise in a band of about 250 to 400 Hz, a reinforcing layer is disposed in a buttress portion and the rigidity of this portion is increased to increase the natural frequency of a tire in a high frequency range, or It is known that a natural frequency of a tire in a high frequency range is reduced by forming a convex portion on an upper side or a lower side. However, in the above method, there is a problem that a molding step is increased by adding a reinforcing layer, or a mass of a tire is increased by forming a convex portion.
【０００４】[0004]
【発明が解決しようとする課題】本発明の目的は、タイ
ヤを軽量化しつつ、また製造工程の増加を伴わずに約２
５０〜４００Ｈｚ帯域のロードノイズを低減することを
可能にした空気入りラジアルタイヤを提供することにあ
る。SUMMARY OF THE INVENTION An object of the present invention is to reduce the weight of a tire and reduce the number of tires by about 2 without increasing the number of manufacturing steps.
An object of the present invention is to provide a pneumatic radial tire capable of reducing road noise in a band of 50 to 400 Hz.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
の本発明の空気入りラジアルタイヤは、左右一対のビー
ド部間にカーカス層を装架すると共に、トレッド部にお
ける前記カーカス層の外周側に少なくとも２層のベルト
層を配置した空気入りラジアルタイヤにおいて、断面２
次振動モードの腹となるバットレス部及びサイド下部に
それぞれ凹部を形成したことを特徴とするものである。In order to achieve the above object, a pneumatic radial tire according to the present invention has a carcass layer mounted between a pair of left and right bead portions, and a carcass layer is provided on a tread portion on an outer peripheral side of the carcass layer. In a pneumatic radial tire having at least two belt layers, a cross-section 2
A concave portion is formed in each of the buttress portion and the lower portion of the side which are antinodes of the next vibration mode.
【０００６】このように断面２次振動モードの腹となる
バットレスとサイド下部の２ヵ所に凹部を形成し、これ
ら部位の質量を低下させることにより、高周波数域のタ
イヤ固有振動数を上昇させて約２５０〜４００Ｈｚ帯域
のロードノイズを低減することができる。また、本発明
では、バットレス部とサイド下部に凹部を設けるだけで
あるので、タイヤを軽量化しつつ、また製造工程の増加
を伴わずに振動特性の改善を行うことができる。As described above, the recesses are formed at two places, that is, the buttress and the lower part of the side, which are the antinodes of the secondary vibration mode, and by reducing the mass of these parts, the natural frequency of the tire in the high frequency range is increased. Road noise in a band of about 250 to 400 Hz can be reduced. Further, in the present invention, since only the concave portion is provided in the buttress portion and the lower portion of the side, the vibration characteristics can be improved while reducing the weight of the tire and without increasing the number of manufacturing steps.
【０００７】[0007]
【発明の実施の形態】以下、本発明の構成について添付
の図面を参照して詳細に説明する。図１は本発明の実施
形態からなる空気入りラジアルタイヤを例示するもので
ある。図において、１はビード部、２はカーカス層、３
はトレッド部、４はベルト層である。左右一対のビード
部１，１間にはカーカス層２が装架されている。このカ
ーカス層２はタイヤ周方向に対して実質的に９０°のコ
ード角度で配置され、そのタイヤ幅方向両端部がビード
コア５の廻りにタイヤ内側から外側に折り返されてお
り、その端末がビードフィラー６の外側上方まで巻き上
げられている。トレッド部３におけるカーカス層２の外
周側には、タイヤ周方向に対して５〜４０°のコード角
度で互いに交差する２層のベルト層４がタイヤ１周にわ
たって配置されている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 illustrates a pneumatic radial tire according to an embodiment of the present invention. In the figure, 1 is a bead portion, 2 is a carcass layer, 3
Denotes a tread portion, and 4 denotes a belt layer. A carcass layer 2 is mounted between a pair of right and left bead portions 1 and 1. The carcass layer 2 is disposed at a cord angle of substantially 90 ° with respect to the tire circumferential direction, and both end portions in the tire width direction are folded around the bead core 5 from the inside to the outside of the tire. 6 is wound up to the upper side. On the outer peripheral side of the carcass layer 2 in the tread portion 3, two belt layers 4 intersecting each other at a cord angle of 5 to 40 ° with respect to the tire circumferential direction are arranged over one circumference of the tire.
【０００８】上記空気入りラジアルタイヤにおいて、断
面２次振動モードの腹となるバットレス部及びサイド下
部にはそれぞれ凹部Ｕ1 ，Ｕ2 が形成されている。一般
に、空気入りラジアルタイヤは走行時に路面の凹凸に応
じて振動し、これが車室内に伝達されることによってロ
ードノイズを発生するが、約２５０〜４００Ｈｚ帯域に
ついてのタイヤ振動は左右のビード部１，１を固定端と
してその間に定常波を作り、ラジアル方向に振動モード
を形成していることが知られている。即ち、走行中の空
気入りラジアルタイヤは、図４に示すように、点Ｐ1 を
節とし、点Ｐ2を腹とし、これら点Ｐ1 ，Ｐ2 をラジア
ル方向に交互に配置した断面２次振動モードを形成して
いる。In the pneumatic radial tire, concave portions U 1 and U 2 are respectively formed in the buttress portion and the lower portion of the side which are antinodes of the secondary vibration mode in section. Generally, a pneumatic radial tire vibrates according to road surface unevenness during traveling, and this is transmitted into a vehicle cabin to generate road noise. However, tire vibration in a band of about 250 to 400 Hz is caused by left and right bead portions 1 and 2. It is known that a stationary wave is generated between the fixed ends 1 and a vibration mode is formed in the radial direction. That is, as shown in FIG. 4, the running pneumatic radial tire has a point P 1 as a node, a point P 2 as an antinode, and these points P 1 and P 2 are alternately arranged in the radial direction. A vibration mode is formed.
【０００９】そこで、本発明では、図１のように断面２
次振動モードの腹となるバットレス部及びサイド下部に
それぞれ凹部Ｕ1 ，Ｕ2 を形成し、これら部位の質量を
低下させることにより、高周波数域のタイヤ固有振動数
を更に高い方へ移行させるのである。このように高周波
数域のタイヤ固有振動数を上昇させ、タイヤの固有振動
と車両の固有振動とを共振させないようにすることによ
り、その振動が車室内に伝播され難くなるので、約２５
０〜４００Ｈｚ帯域のロードノイズを低減することがで
きる。Therefore, in the present invention, as shown in FIG.
Concave portions U 1 and U 2 are formed in the buttress portion and the lower portion of the side, which are antinodes of the next vibration mode, and by reducing the mass of these portions, the natural frequency of the tire in the high frequency range is shifted to a higher frequency. is there. By increasing the natural frequency of the tire in the high frequency range and preventing the natural vibration of the tire and the natural vibration of the vehicle from resonating, the vibration becomes difficult to be propagated into the vehicle interior.
Road noise in the 0 to 400 Hz band can be reduced.
【００１０】本発明において、バットレス部とサイド下
部のいずれか一方に凹部を配置した場合は高周波数域の
ロードノイズ低減効果が小さく、その両方に凹部を配置
することにより大きな効果が得られる。このように凹部
を２ヵ所に分けて配置することは凹部形成による剛性低
下を抑制する働きがある。即ち、振動特性を変えるには
所定量の減量が必要であるが、これを１ヵ所に集中する
と剛性が局部的に低下してしまうのである。また、凹部
をバットレス部とサイド下部のいずれか一方に設けた場
合、質量バランスが過度に変化して振動モードの腹の位
置も変化してしまうため固有振動数を上昇させる効果が
少なくなるが、凹部を両方に配置した場合は振動モード
の腹の位置の変化を小さくできるので大きな効果が得ら
れる。In the present invention, when a concave portion is provided in one of the buttress portion and the lower portion of the side, the effect of reducing road noise in a high frequency range is small, and by providing the concave portion in both of them, a great effect can be obtained. Arranging the concave portion in two places in this manner has a function of suppressing a decrease in rigidity due to the formation of the concave portion. In other words, a certain amount of reduction is required to change the vibration characteristics, but if this is concentrated in one place, the rigidity is locally reduced. In addition, when the concave portion is provided in any one of the buttress portion and the lower side, the effect of increasing the natural frequency is reduced because the mass balance is excessively changed and the position of the antinode of the vibration mode is also changed, When the concave portions are arranged on both sides, a change in the position of the antinode of the vibration mode can be reduced, so that a great effect can be obtained.
【００１１】バットレス部及びサイド下部における凹部
Ｕ1 ，Ｕ2 の位置は、下記の関係に基づいて設定するこ
とが好ましい。即ち、ベルト層４が少なくとも２層以上
となっているベルト最外部からＷ＝１０ｍｍ内側の位置
Ａを基準として、該位置Ａからカーカス層２に沿って長
さを計測したとき、ビードトウ部Ｂまでの長さＬ0 に対
するバットレス部における凹部Ｕ1 の中心までの長さＬ
1 とサイド下部における凹部Ｕ2 の中心までの長さＬ2
の比をそれぞれ、Ｌ1 ／Ｌ0 ＝０．１〜０．３，Ｌ2 ／
Ｌ0 ＝０．５〜０．８の関係にすることが好ましい。上
記関係を満足する凹部Ｕ1 ，Ｕ2 の位置が断面２次振動
モードの腹の位置に相当する。ここで、凹部Ｕ1 ，Ｕ2
の中心は断面凹部の図心を通ってカーカス層２に法線を
立てた点を代用する。The positions of the concave portions U 1 and U 2 in the buttress portion and the lower portion of the side are preferably set based on the following relationship. That is, when the length is measured from the position A along the carcass layer 2 from the position A inside W = 10 mm from the outermost belt where the belt layer 4 has at least two layers, the bead toe portion B the length L to the center of the concave U 1 in the buttress portion of the relative length L 0
1 and the length L 2 to the center of the recess U 2 in the lower part of the side
Each ratio, L 1 / L 0 = 0.1~0.3 , L 2 /
It is preferable that L 0 = 0.5 to 0.8. The positions of the concave portions U 1 and U 2 satisfying the above relationship correspond to the positions of the antinodes of the secondary vibration mode. Here, the concave portions U 1 and U 2
Is a point where a normal line is drawn to the carcass layer 2 through the center of the concave section.
【００１２】また、バットレス部及びサイド下部におけ
る凹部Ｕ1 ，Ｕ2 の最大深さｄ1 ，ｄ2 は、下記の関係
に基づいて設定することが好ましい。即ち、バットレス
部及びサイド下部の凹部Ｕ1 ，Ｕ2 をそれぞれ覆うよう
に引いた接線から測定した凹部Ｕ1 ，Ｕ2 の最大深さｄ
1 ，ｄ2 と、接線に対して垂直に測定したバットレス部
及びサイド下部における凹部両側の平均厚さｔ10＝０．
５×（ｔ11＋ｔ12），ｔ20＝０．５×（ｔ21＋ｔ22）と
の比をそれぞれ、ｄ1 ／ｔ10＝０．２〜０．５，ｄ2 ／
ｔ20＝０．２〜０．５の関係にすることが好ましい。上
記関係を満足することにより、質量減による固有振動数
の上昇効果と、質量減による剛性低下及び振動モードの
腹の位置変化との兼ね合いを良好にし、高周波数域のロ
ードノイズを効果的に低減することが可能になる。The maximum depths d 1 and d 2 of the recesses U 1 and U 2 in the buttress portion and the lower portion of the side are preferably set based on the following relationship. That is, the maximum depth d of the recesses U 1 , U 2 measured from the tangents drawn so as to cover the buttress portion and the recesses U 1 , U 2 at the lower side, respectively.
1 , d 2, and the average thickness t 10 = 0.
The ratios of 5 × (t 11 + t 12 ) and t 20 = 0.5 × (t 21 + t 22 ) are respectively expressed as d 1 / t 10 = 0.2 to 0.5, d 2 /
It is preferable that t 20 = 0.2 to 0.5. By satisfying the above relationship, the balance between the effect of increasing the natural frequency due to mass reduction and the decrease in rigidity due to mass reduction and the position change of the antinode of the vibration mode is improved, and the road noise in the high frequency range is effectively reduced. It becomes possible to do.
【００１３】本発明において、凹部Ｕ1 ，Ｕ2 は、タイ
ヤ周上のトータルでの質量変化に寄与するので、その断
面形状はタイヤ周方向に一様でなくても良く、またタイ
ヤ周方向に連続していなくても良い。しかしながら、凹
部Ｕ1 ，Ｕ2 は質量バランスがとれるようにタイヤ周方
向に均一に分布させることが望ましい。In the present invention, since the concave portions U 1 and U 2 contribute to the total mass change on the tire circumference, the cross-sectional shape may not be uniform in the tire circumferential direction. It does not need to be continuous. However, it is desirable that the concave portions U 1 and U 2 are uniformly distributed in the tire circumferential direction so as to balance the mass.
【００１４】[0014]
【実施例】タイヤサイズを１８５／６５Ｒ１４とし、図
１のようにバットレス部及びサイド下部にそれぞれ凹部
を形成した本発明タイヤと、バットレス部にのみ凹部を
形成した比較タイヤ１と、サイド下部にのみ凹部を設け
た比較タイヤ２と、バットレス部及びサイド下部のいず
れにも凹部を設けていない従来タイヤとを製作した。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The tire of the present invention having a tire size of 185 / 65R14 and recesses formed in the buttress portion and the lower portion of the side as shown in FIG. 1, a comparative tire 1 having a recess only in the buttress portion, and only the lower portion of the side portion A comparative tire 2 having a concave portion and a conventional tire having no concave portion in both the buttress portion and the lower portion of the side were manufactured.
【００１５】これら４種類の試験タイヤについて、下記
の測定条件によりロードノイズのピークレベルを測定
し、その結果を表１に示した。 ロードノイズ：各試験タイヤをリムサイズ１４×５・１
／２Ｊのホイールに組付けて空気圧２００ｋＰａとして
排気量１８００ｃｃの乗用車に装着し、車室内の運転席
窓側の耳の位置にマイクロフォンを設置し、粗い路面を
速度５０ｋｍ／ｈで走行したときの高周波数域のロード
ノイズの音圧レベル（ｄＢ）を測定した。そして、１／
３オクターブバンド幅で周波数分析の上、２５０〜４０
０Ｈｚにおける最大値をピークレベルとした。For these four types of test tires, the peak levels of road noise were measured under the following measurement conditions, and the results are shown in Table 1. Road noise: Each test tire has a rim size of 14 x 5.1
/ 2J mounted on a 1800cc passenger car with an air pressure of 200kPa and an air pressure of 200kPa. A microphone is installed at the ear position of the driver's seat window side in the cabin, and the vehicle runs on a rough road surface at a speed of 50km / h. The sound pressure level (dB) of the road noise in the region was measured. And 1 /
250-40 after frequency analysis with 3 octave bandwidth
The maximum value at 0 Hz was taken as the peak level.
【００１６】 [0016]
【００１７】この表１から明らかなように、本発明タイ
ヤは従来タイヤや比較タイヤ１，２に比べて２５０〜４
００Ｈｚ帯域のロードノイズを低減することができた。
また、本発明タイヤはバットレス部に補強層を追加した
り、サイド部に凸部を設ける手法とは異なって、バット
レス部とサイド下部の２ヵ所に凹部を設けているので、
タイヤを軽量化しつつ、また製造工程の増加を伴わずに
ロードノイズを低減することが可能であった。As is clear from Table 1, the tire according to the present invention has a 250 to 4 compared to the conventional tire and the comparative tires 1 and 2.
Road noise in the 00 Hz band could be reduced.
Also, the tire of the present invention is different from the method of adding a reinforcing layer to the buttress portion or providing a convex portion on the side portion, since the concave portion is provided in two places on the buttress portion and the lower portion of the side,
It was possible to reduce the road noise while reducing the weight of the tire and without increasing the number of manufacturing steps.
【００１８】[0018]
【発明の効果】以上説明したように本発明によれば、左
右一対のビード部間にカーカス層を装架すると共に、ト
レッド部における前記カーカス層の外周側に少なくとも
２層のベルト層を配置した空気入りラジアルタイヤにお
いて、断面２次振動モードの腹となるバットレス部及び
サイド下部にそれぞれ凹部を形成し、これら部位の質量
を低下させることにより、タイヤを軽量化しつつ、また
製造工程の増加を伴わずに高周波数域のタイヤ固有振動
数を上昇させて約２５０〜４００Ｈｚ帯域のロードノイ
ズを低減することができる。As described above, according to the present invention, a carcass layer is mounted between a pair of left and right bead portions, and at least two belt layers are arranged on the outer peripheral side of the carcass layer in the tread portion. In a pneumatic radial tire, a concave portion is formed in each of a buttress portion and a lower portion of a side, which are antinodes of a secondary vibration mode, and the weight of these portions is reduced, thereby reducing the weight of the tire and increasing the number of manufacturing processes. Without increasing the natural frequency of the tire in the high frequency range, road noise in the range of about 250 to 400 Hz can be reduced.
【図１】本発明の実施形態からなる空気入りラジアルタ
イヤを例示する子午線半断面図である。FIG. 1 is a meridian half cross-sectional view illustrating a pneumatic radial tire according to an embodiment of the present invention.
【図２】図１のバットレス部を示す部分拡大断面図であ
る。FIG. 2 is a partially enlarged sectional view showing a buttress portion of FIG. 1;
【図３】図１のサイド下部を示す部分拡大断面図であ
る。FIG. 3 is a partially enlarged sectional view showing a lower side of FIG. 1;
【図４】空気入りラジアルタイヤにおける断面２次振動
モードを示すタイヤ断面図である。FIG. 4 is a tire sectional view showing a secondary vibration mode in section of a pneumatic radial tire.
１ ビード部 ２ カーカス層 ３ トレッド部 ４ ベルト層 Ｕ1 ，Ｕ2 凹部1 bead portion 2 a carcass layer 3 tread portion 4 a belt layer U 1, U 2 recesses
Claims (3)
架すると共に、トレッド部における前記カーカス層の外
周側に少なくとも２層のベルト層を配置した空気入りラ
ジアルタイヤにおいて、断面２次振動モードの腹となる
バットレス部及びサイド下部にそれぞれ凹部を形成した
空気入りラジアルタイヤ。1. A pneumatic radial tire in which a carcass layer is mounted between a pair of left and right bead portions and at least two belt layers are arranged on an outer peripheral side of the carcass layer in a tread portion. A pneumatic radial tire having recesses formed in a buttress portion and a lower portion of a side that is an antinode.
っているベルト最外部から１０ｍｍ内側の位置Ａを基準
として、該位置Ａから前記カーカス層に沿って長さを計
測したとき、ビードトウ部Ｂまでの長さＬ0 に対する前
記バットレス部における凹部中心までの長さＬ1 と前記
サイド下部における凹部中心までの長さＬ2 の比をそれ
ぞれ、Ｌ1 ／Ｌ0 ＝０．１〜０．３，Ｌ2 ／Ｌ0 ＝０．
５〜０．８とした請求項１に記載の空気入りラジアルタ
イヤ。2. When a length is measured from the position A along the carcass layer with reference to a position A inside 10 mm from the outermost belt where the belt layer has at least two layers, the bead toe portion B each until the length L to the recess center of the buttress portion to 0 length L 1 and the up concave center in the side lower the ratio of the length L 2, L 1 / L 0 = 0.1 to 0.3 , L 2 / L 0 = 0.
The pneumatic radial tire according to claim 1, wherein the ratio is 5 to 0.8.
をそれぞれ覆うように引いた接線から測定した該凹部の
最大深さｄ1 ，ｄ2 と、前記接線に対して垂直に測定し
た前記バットレス部及びサイド下部における凹部両側の
平均厚さｔ10＝０．５×（ｔ11＋ｔ12），ｔ20＝０．５
×（ｔ21＋ｔ22）との比をそれぞれ、ｄ1 ／ｔ10＝０．
２〜０．５，ｄ2 ／ｔ20＝０．２〜０．５とした請求項
２に記載の空気入りラジアルタイヤ。3. The maximum depths d 1 and d 2 of the recess measured from tangents drawn so as to cover the buttress portion and the recess at the lower portion of the side, respectively, and the buttress portion measured perpendicular to the tangent and Average thickness t 10 = 0.5 × (t 11 + t 12 ), t 20 = 0.5
× (t 21 + t 22 ) and d 1 / t 10 = 0.
2 to 0.5, the pneumatic radial tire according to claim 2 in which the d 2 / t 20 = 0.2~0.5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31295397A JP3912875B2 (en) | 1997-11-14 | 1997-11-14 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31295397A JP3912875B2 (en) | 1997-11-14 | 1997-11-14 | Pneumatic radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11139115A true JPH11139115A (en) | 1999-05-25 |
| JP3912875B2 JP3912875B2 (en) | 2007-05-09 |
Family
ID=18035473
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP31295397A Expired - Fee Related JP3912875B2 (en) | 1997-11-14 | 1997-11-14 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3912875B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7073382B2 (en) * | 2000-09-19 | 2006-07-11 | Michelin Recherehe Et Technique, S.A. | Method for designing a tire with reduced cavity noise |
| JP2011031677A (en) * | 2009-07-30 | 2011-02-17 | Bridgestone Corp | Pneumatic tire for passenger car |
| JP2013091340A (en) * | 2011-10-24 | 2013-05-16 | Bridgestone Corp | Radial tire |
| DE102017219519A1 (en) * | 2017-11-02 | 2019-05-02 | Ford Global Technologies, Llc | Pneumatic tire for a vehicle and method for its manufacture |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04218413A (en) * | 1990-12-19 | 1992-08-10 | Bridgestone Corp | Pneumatic tire |
| JPH0624214A (en) * | 1992-07-08 | 1994-02-01 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
| JPH06320919A (en) * | 1993-05-18 | 1994-11-22 | Bridgestone Corp | Pneumatic radial tire |
| JPH08175121A (en) * | 1994-12-26 | 1996-07-09 | Bridgestone Corp | Pneumatic radial tire |
| JPH08216631A (en) * | 1995-02-17 | 1996-08-27 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JPH09109621A (en) * | 1995-10-24 | 1997-04-28 | Bridgestone Corp | Radial tire |
| JPH10166809A (en) * | 1996-12-06 | 1998-06-23 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire for heavy load |
-
1997
- 1997-11-14 JP JP31295397A patent/JP3912875B2/en not_active Expired - Fee Related
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04218413A (en) * | 1990-12-19 | 1992-08-10 | Bridgestone Corp | Pneumatic tire |
| JPH0624214A (en) * | 1992-07-08 | 1994-02-01 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
| JPH06320919A (en) * | 1993-05-18 | 1994-11-22 | Bridgestone Corp | Pneumatic radial tire |
| JPH08175121A (en) * | 1994-12-26 | 1996-07-09 | Bridgestone Corp | Pneumatic radial tire |
| JPH08216631A (en) * | 1995-02-17 | 1996-08-27 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JPH09109621A (en) * | 1995-10-24 | 1997-04-28 | Bridgestone Corp | Radial tire |
| JPH10166809A (en) * | 1996-12-06 | 1998-06-23 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire for heavy load |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7073382B2 (en) * | 2000-09-19 | 2006-07-11 | Michelin Recherehe Et Technique, S.A. | Method for designing a tire with reduced cavity noise |
| JP2011031677A (en) * | 2009-07-30 | 2011-02-17 | Bridgestone Corp | Pneumatic tire for passenger car |
| JP2013091340A (en) * | 2011-10-24 | 2013-05-16 | Bridgestone Corp | Radial tire |
| DE102017219519A1 (en) * | 2017-11-02 | 2019-05-02 | Ford Global Technologies, Llc | Pneumatic tire for a vehicle and method for its manufacture |
| DE102017219519B4 (en) | 2017-11-02 | 2019-06-27 | Ford Global Technologies, Llc | Pneumatic tire for a vehicle and method for its manufacture |
| US11148486B2 (en) | 2017-11-02 | 2021-10-19 | Ford Global Technologies, Llc | Method of improving pneumatic tire vibration characteristics |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3912875B2 (en) | 2007-05-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4417507B2 (en) | Pneumatic radial tire | |
| JP4275812B2 (en) | Pneumatic tire | |
| JP3717617B2 (en) | Pneumatic radial tire | |
| EP0686514B1 (en) | Pneumatic radial tyre and method of making the same | |
| JPH07179103A (en) | Pneumatic tire | |
| JP3242700B2 (en) | Pneumatic radial tires for passenger cars | |
| JP4052368B2 (en) | Pneumatic radial tire | |
| JP3912875B2 (en) | Pneumatic radial tire | |
| JP4274312B2 (en) | Pneumatic tire manufacturing method | |
| JP2007168541A (en) | Pneumatic tire | |
| EP0760298B1 (en) | Heavy duty tire with improved tire noise | |
| JP2574971B2 (en) | Pneumatic tire | |
| JP3667221B2 (en) | Pneumatic tire | |
| JP4969714B2 (en) | Pneumatic radial tire | |
| JP4367907B2 (en) | Pneumatic tire and manufacturing method thereof | |
| JPH1134610A (en) | Pneumatic radial tire | |
| JP3426287B2 (en) | Pneumatic tires with low tire noise | |
| JP2008049923A (en) | Pneumatic tire | |
| JP2968672B2 (en) | Pneumatic tire | |
| JP3364251B2 (en) | Pneumatic radial tire | |
| JPH09109621A (en) | Radial tire | |
| JP2001287511A (en) | Pneumatic tire | |
| JP2001047819A (en) | Pneumatic tire | |
| JPH09118111A (en) | Pneumatic tire making low noise | |
| JPH10166815A (en) | Pneumatic tire for passenger car |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20040706 |
|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20060501 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20060516 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20060628 |
|
| A02 | Decision of refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 20060725 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20060914 |
|
| A911 | Transfer of reconsideration by examiner before appeal (zenchi) |
Free format text: JAPANESE INTERMEDIATE CODE: A911 Effective date: 20061005 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20070123 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20070130 |
|
| R150 | Certificate of patent or registration of utility model |
Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100209 Year of fee payment: 3 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110209 Year of fee payment: 4 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110209 Year of fee payment: 4 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110209 Year of fee payment: 4 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120209 Year of fee payment: 5 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120209 Year of fee payment: 5 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130209 Year of fee payment: 6 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130209 Year of fee payment: 6 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130209 Year of fee payment: 6 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |