JPH1159132A - Pneumatic tire for aircraft - Google Patents
Pneumatic tire for aircraftInfo
- Publication number
- JPH1159132A JPH1159132A JP9217676A JP21767697A JPH1159132A JP H1159132 A JPH1159132 A JP H1159132A JP 9217676 A JP9217676 A JP 9217676A JP 21767697 A JP21767697 A JP 21767697A JP H1159132 A JPH1159132 A JP H1159132A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- load
- tread
- pair
- circumferential
- 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
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
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
- B60C11/0332—Tread patterns characterised by special properties of the tread pattern by the footprint-ground contacting area of the tyre tread
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】本発明は航空機に用いられる
空気入りタイヤに関するもので、特に、左右一対のビー
ド部に設けられたビード・コアーと、一方のビード部か
ら他方のビード部に延び、該ビード・コアーに巻回され
てビード部に係留されたカーカスと、該カーカスのクラ
ウン部ラジアル方向外側に配置されたトレッドとを備
え、該トレッドに、周方向に平行に直線状または実質的
に直線状に連続して延びる、少なくとも２本の周方向溝
が設けられ、該周方向溝によって該周方向溝とトレッド
端との間に左右１対のショルダー・リブが形成された航
空機用空気入りタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire used for an aircraft, and more particularly to a bead core provided on a pair of right and left beads, extending from one bead to the other bead. A carcass wound around a bead core and moored to a bead portion, and a tread arranged radially outward of a crown portion of the carcass, wherein the tread is linearly or substantially linearly parallel to a circumferential direction. Pneumatic tire provided with at least two circumferential grooves extending continuously in a shape, and a pair of left and right shoulder ribs formed between the circumferential grooves and the tread end by the circumferential grooves. It is about.
【０００２】[0002]
【従来の技術】一般に、従来の航空機用空気入りタイヤ
は、タイヤの周方向または実質的に周方向に連続して延
びる少なくとも２本の周方向溝と、該周方向溝によって
タイヤの軸方向に間隔を置いて形成された、タイヤの周
方向に延びる複数の周方向リブとをトレッドに備え、ト
レッドのタイヤ軸方向断面外輪郭線が比較的大きな単一
または実質的に単一の曲率半径の円弧から形成されてい
る。従来の航空機用空気入りタイヤは、航空機のタクシ
ング走行または離着陸時の走行によって、タイヤの軸方
向外側のリブすなわちショルダー・リブが早期に摩耗す
る、いわゆる肩落ち摩耗と呼ばれる偏摩耗が発生する。2. Description of the Related Art Generally, a conventional pneumatic aircraft tire has at least two circumferential grooves extending continuously in the circumferential direction or substantially in the circumferential direction of the tire, and the circumferential grooves extend in the axial direction of the tire. A plurality of circumferential ribs extending in a circumferential direction of the tire formed on the tread, and a tread having a relatively large single or substantially single radius of curvature having a relatively large outer cross-section in a tire axial cross-section; It is formed from an arc. In a conventional aircraft pneumatic tire, uneven wear, called so-called shoulder drop wear, occurs in which an axially outer rib, that is, a shoulder rib, is worn early by taxiing or running of the aircraft during takeoff and landing.
【０００３】上記の肩落ち摩耗が発生する原因は、トレ
ッドのタイヤ軸方向断面外輪郭線を形成している曲率半
径が無限大ではなく、したがって、トレッドのセンター
部とショルダー部とで外径の差が存在することにある。
すなわち、踏み込み位置で路面に同時に接地したトレッ
ドのセンター部とショルダー部は、タイヤの転動にとも
なって蹴りだし位置に至るまで同じ距離移動するが、タ
イヤの回転する角速度はセンター部もショルダー部も同
じであるから、外径の小さいショルダー部は外径の大き
いセンター部と同じ移動距離を得るために路面との擦れ
を起こして、引きずり摩耗が発生する。The cause of the above-mentioned shoulder drop wear is that the radius of curvature forming the outer contour in the tire axial section of the tread is not infinite, and therefore, the outer diameter of the tread between the center portion and the shoulder portion of the tread is reduced. There is a difference.
In other words, the center part and the shoulder part of the tread, which touch the road surface at the stepping position at the same time, move the same distance up to the kicking position with the rolling of the tire, but the angular speed at which the tire rotates at both the center part and the shoulder part Since the shoulder portion is the same, the shoulder portion having a small outer diameter rubs against the road surface to obtain the same moving distance as the center portion having a large outer diameter, and drag wear occurs.
【０００４】一般車両用の空気入りタイヤと比べると航
空機用空気入りタイヤは非常に高速で回転するため、ス
タンディング・ウエーブ（定常波）が発生しやすい条件
で使用される。スタンディング・ウエーブが発生すると
造波のためのエネルギーでタイヤの転がり抵抗が急激に
増加し、温度も急上昇して直接タイヤの破壊に結び付
く。そこで、航空機用空気入りタイヤではトレッドのタ
イヤ軸方向断面外輪郭線を形成している曲率半径を小さ
くして、スタンディング・ウエーブの発生を防止してい
る。したがって、一般の空気入りタイヤと比べると航空
機用空気入りタイヤは、トレッドのセンター部とショル
ダー部とで外径の差が大きくなる傾向にあり、ショルダ
ー部で引きずり摩耗が発生し、いわゆる肩落ち摩耗と呼
ばれる偏摩耗が発生しやすい。[0004] Compared with pneumatic tires for general vehicles, pneumatic tires for aircraft rotate at a very high speed, and are used under conditions where standing waves (standing waves) are likely to occur. When a standing wave occurs, the rolling resistance of the tire rapidly increases due to the energy for wave generation, and the temperature also rises sharply, directly leading to the destruction of the tire. Therefore, in a pneumatic aircraft tire, the radius of curvature forming the outer contour of the tread in the tire axial direction is reduced to prevent the occurrence of a standing wave. Therefore, compared to general pneumatic tires, pneumatic tires for aircraft tend to have a large difference in outer diameter between the center part and the shoulder part of the tread, causing drag wear at the shoulder part, so-called shoulder drop wear. Uneven wear, called so-called, tends to occur.
【０００５】[0005]
【発明が解決しようとする課題】本発明の目的は、上記
のような従来技術の不具合を解消し、タイヤの軸方向外
側のリブすなわちショルダー・リブが早期に摩耗する、
肩落ち摩耗と呼ばれる偏摩耗の発生を防止または抑制し
た、寿命の長い航空機用空気入りタイヤを提供すること
である。SUMMARY OF THE INVENTION It is an object of the present invention to eliminate the above-mentioned disadvantages of the prior art, and to provide a method in which the axially outer ribs or shoulder ribs of the tire are worn out early.
An object of the present invention is to provide a long-life pneumatic tire for aircraft, which prevents or suppresses occurrence of uneven wear called shoulder drop wear.
【０００６】[0006]
【課題を解決するための手段】上記の目的を達成するた
めに、本発明のタイヤは、左右一対のビード部に設けら
れたビード・コアーと、一方のビード部から他方のビー
ド部に延び該ビード・コアーに巻回されてビード部に係
留されたカーカスと、該カーカスのクラウン部ラジアル
方向外側に配置されたトレッドとを備え、該トレッド
に、周方向に平行に直線状または実質的に直線状に連続
して延びる少なくとも２本の周方向溝が設けられ、該周
方向溝によって該周方向溝とトレッド端との間に左右１
対のショルダー・リブが形成された空気入りタイヤにお
いて、（１）正規内圧を充填し正規荷重を静的に負荷し
たときに、荷重直下での該左右１対のショルダー・リブ
のタイヤ軸方向内側端縁間の距離Ｂがタイヤの接地幅Ａ
の５５乃至９５％であり、（２）正規内圧を充填し正規
荷重を静的に負荷したときに、荷重直下での該周方向溝
の溝幅Ｃがタイヤの接地幅Ａの７．５乃至２０％である
ことを特徴とする航空機用空気入りタイヤである。In order to achieve the above object, a tire according to the present invention comprises a bead core provided on a pair of left and right bead portions, and a tire extending from one bead portion to the other bead portion. A carcass wound around a bead core and moored to a bead portion, and a tread arranged radially outward of a crown portion of the carcass, wherein the tread is linearly or substantially linearly parallel to a circumferential direction. At least two circumferential grooves extending continuously in the shape of a circle are provided.
In a pneumatic tire in which a pair of shoulder ribs are formed, (1) when a normal internal pressure is filled and a normal load is statically applied, the pair of left and right shoulder ribs just below the load are axially inward in the tire axial direction. The distance B between the edges is the tire contact width A
(2) When a normal internal pressure is charged and a normal load is statically applied, the groove width C of the circumferential groove immediately below the load is 7.5 to 7.5% of the tire contact width A. 20% is a pneumatic aircraft tire.
【０００７】本明細書では、「正規内圧」および「正規
荷重」とは、米国のタイヤとリムの協会ＴＩＲＥ ＡＮ
Ｄ ＲＩＭ ＡＳＳＯＣＩＡＴＩＯＮ，ＩＮＣ．が発行
する１９９６年版のＡＩＲＣＲＡＦＴ ＹＥＡＲ ＢＯ
ＯＫに定められた規格に基づくもので、「正規荷重」と
はＭＡＸ．ＬＯＡＤを指し、「正規内圧」とはＵＮＬＯ
ＡＤＥＤ ＩＮＦＬＡＴＩＯＮを指す。[0007] As used herein, "normal internal pressure" and "normal load" refer to the American tire and rim association TIRE AN.
D RIM ASSOCIATION, INC. 1996 edition of AIRCRAFT YEAR BO
The "normal load" is based on the standard defined in OK. LOAD, “normal internal pressure” is UNLO
Indicates ADD INFLATION.
【０００８】踏み込み位置で路面に同時に接地したショ
ルダー・リブとセンター寄りの内側リブは、タイヤの回
転する角速度はセンター部もショルダー部も同じである
が外径が異なるので、タイヤの回転にともなう移動距離
に差が生じて、接地面内で周方向にずれが生じて、タイ
ヤが捩られて変形する。この変形により、タイヤの接地
部分と路面との間にせん断力が発生する。蹴りだし位置
に向かってこのせん断力は大きくなり、やがて路面との
摩擦力を超えたときに滑り始め、路面との間に擦れを起
こして、摩耗が促進される。蹴りだし位置では両者同時
に路面から離れるので、路面との擦れ量は外径の差に依
存する。The shoulder ribs and the inner ribs closer to the center at the stepping position simultaneously contact the road surface have the same angular velocity at which the tire rotates at both the center part and the shoulder part, but have different outer diameters. A difference occurs in the distance, a circumferential shift occurs in the ground contact surface, and the tire is twisted and deformed. Due to this deformation, a shear force is generated between the contact portion of the tire and the road surface. The shearing force increases toward the kicking position, and eventually starts to slide when the frictional force with the road surface is exceeded, causing rubbing with the road surface and promoting wear. At the kicking-out position, both of them leave the road surface at the same time, so the amount of friction with the road surface depends on the difference in outer diameter.
【０００９】本発明による航空機用空気入りタイヤは上
記のような構成であり、特に、ショルダー・リブとセン
ター寄りの内側リブとの間の周方向溝は、接地幅の７．
５乃至２０％という広幅の溝であるので、タイヤの回転
にともなう移動距離の差から接地面内で周方向に捩られ
て変形するときに、従来の狭幅溝を備えたタイヤと比べ
ると、周方向に捩るのに必要な力が小さく、ショルダー
・リブの接地部分と路面との間に発生するせん断力が小
さくなる。その結果、ショルダー・リブの摩耗量が少な
くなって偏摩耗（肩落ち摩耗）の発生が抑制される。周
方向溝の溝幅が、接地幅の７．５％より小さくなると上
記のような効果が得られず、２０％より大きくなると他
の個所の接地圧が上昇し、発熱によってタイヤの耐久性
が低下する。The pneumatic tire for an aircraft according to the present invention is configured as described above. In particular, the circumferential groove between the shoulder rib and the inner rib closer to the center has a contact width of 7.
Since the groove has a wide width of 5 to 20%, when the tire is deformed by being twisted in the circumferential direction on the ground contact surface due to a difference in a moving distance due to the rotation of the tire, compared with a tire having a conventional narrow groove, The force required for twisting in the circumferential direction is small, and the shear force generated between the contact portion of the shoulder rib and the road surface is small. As a result, the amount of wear of the shoulder ribs is reduced, and the occurrence of uneven wear (shoulder wear) is suppressed. When the groove width of the circumferential groove is smaller than 7.5% of the ground contact width, the above-described effect cannot be obtained. When the groove width is larger than 20%, the contact pressure at other places increases, and the durability of the tire is increased due to heat generation. descend.
【００１０】本発明による航空機用空気入りタイヤは上
記のような構成であり、特に、荷重直下での左右１対の
ショルダー・リブのタイヤ軸方向内側端縁間の距離がタ
イヤの接地幅の５５乃至９５％であるが、これは、接地
幅の５５％より内側では、タイヤの周方向の中立軸に近
いために上記のような引きずり摩耗が生じないこと、お
よび、接地幅の９５％より外側では、接地圧が小さくも
ともと接地部分と路面との間に発生するせん断力が小さ
いことによる。The pneumatic tire for an aircraft according to the present invention is configured as described above. In particular, the distance between the pair of left and right shoulder ribs in the tire axial direction immediately below the load is 55% of the tire contact width. The reason is that the above-mentioned drag wear does not occur within 55% of the contact width due to being close to the neutral axis in the circumferential direction of the tire, and the outside of the contact width is less than 95% of the contact width. In this case, the contact pressure is small and the shear force generated between the contact portion and the road surface is originally small.
【００１１】[0011]
【実施例】以下、本発明による実施例１乃至３のタイヤ
および従来例のタイヤについて、図面を参照して説明す
る。いずれも航空機用のラジアル・タイヤで、タイヤ・
サイズは４６×１７．０ Ｒ２０ ３０ＰＲである。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The tires of Examples 1 to 3 and the conventional tire according to the present invention will be described below with reference to the drawings. All are radial tires for aircraft,
The size is 46 × 17.0 R20 30PR.
【００１２】図１は、本発明による実施例１のタイヤ
の、トレッドの軸方向断面外輪郭を示す略図であり、図
２は、本発明による実施例１のタイヤの、接地形状を示
す略図である。本発明による実施例１のタイヤは、周方
向に平行に直線状に連続して延びる２本の周方向ショル
ダー溝１と、この周方向ショルダー溝１とトレッド端と
の間に形成された左右１対のショルダー・リブ２とをト
レッドに備え、このほかに、周方向ショルダー溝１より
タイヤ内側に、周方向に平行に直線状に連続して延びる
２本の周方向センター溝３をトレッドに備えている。本
実施例のタイヤのタイヤ・サイズは４６×１７．０ Ｒ
２０ ３０ＰＲであるから、ＴＲＡ(TIRE AND RIM ASSOC
IATION,INC.) が発行する１９９６年版のＡＩＲＣＲＡ
ＦＴ ＹＥＡＲ ＢＯＯＫに定められた規格によると、
正規荷重すなわちＭＡＸ．ＬＯＡＤは４６０００ｌｂｓ
で、正規内圧すなわちＵＮＬＯＡＤＥＤ ＩＮＦＬＡＴ
ＩＯＮは２２２ｐｓｉである。以下、図２に示す接地形
状の図面を参照しながら説明すると、本実施例１のタイ
ヤに上記の正規内圧を充填し上記の正規荷重を静的に負
荷したときに、（１）荷重直下での左右１対のショルダ
ー・リブ２のタイヤ軸方向内側端縁間の距離Ｂがタイヤ
の接地幅Ａの７５％であり、（２）荷重直下でのショル
ダー周方向溝１の溝幅Ｃがタイヤの接地幅Ａの１５％で
ある。FIG. 1 is a schematic diagram showing an outer contour of a tread in an axial section of a tire according to a first embodiment of the present invention, and FIG. 2 is a schematic diagram showing a ground contact shape of the tire according to the first embodiment of the present invention. is there. The tire according to the first embodiment of the present invention includes two circumferential shoulder grooves 1 extending linearly and continuously in parallel with the circumferential direction, and a left and right 1 formed between the circumferential shoulder groove 1 and a tread end. The tread is provided with a pair of shoulder ribs 2 and, in addition, the tread is provided with two circumferential center grooves 3 which extend linearly and continuously in parallel with the circumferential direction inside the tire from the circumferential shoulder grooves 1. ing. The tire size of the tire of this embodiment is 46 × 17.0 R.
20 30 PR, TRA (TIRE AND RIM ASSOC
IATION, INC.) Published by AIRCRA in 1996
According to the standard set forth in FT YEAR BOOK,
Normal load, ie, MAX. LOAD is 46000 lbs
In the normal internal pressure, that is, UNLOADED INFLAT
ION is 222 psi. Hereinafter, with reference to the drawing of the ground contact shape shown in FIG. 2, when the tire of the first embodiment is filled with the above-mentioned normal internal pressure and statically loaded with the above-mentioned normal load, (1) immediately below the load The distance B between the pair of left and right shoulder ribs 2 between the inner edges in the tire axial direction is 75% of the tire contact width A, and (2) the groove width C of the shoulder circumferential groove 1 immediately under the load is 15% of the contact width A.
【００１３】実施例２のタイヤは、タイヤに上記の正規
内圧を充填し上記の正規荷重を静的に負荷したときに、
荷重直下でのショルダー周方向溝１の溝幅Ｃがタイヤの
接地幅Ａの７．５％であることを除いて、上記実施例１
のタイヤとほぼ同じ構成である。The tire according to the second embodiment has a structure in which the tire is filled with the normal internal pressure and the normal load is statically applied.
Example 1 except that the groove width C of the shoulder circumferential groove 1 immediately below the load was 7.5% of the tire contact width A.
It has almost the same configuration as that of the tire.
【００１４】実施例３のタイヤは、タイヤに上記の正規
内圧を充填し上記の正規荷重を静的に負荷したときに、
荷重直下での左右１対のショルダー・リブ２のタイヤ軸
方向内側端縁間の距離Ｂがタイヤの接地幅Ａの５５％で
あることを除いて、上記実施例１のタイヤとほぼ同じ構
成である。In the tire of Example 3, when the tire is filled with the normal internal pressure and the normal load is statically applied,
Except that the distance B between the pair of left and right shoulder ribs 2 and the inner edge in the tire axial direction under the load is 55% of the contact width A of the tire, the tire has the same configuration as the tire of the first embodiment. is there.
【００１５】従来例のタイヤは、タイヤに上記の正規内
圧を充填し上記の正規荷重を静的に負荷したときに、荷
重直下でのショルダー周方向溝１の溝幅Ｃがタイヤの接
地幅Ａの２．５％であることを除いて、上記実施例１の
タイヤとほぼ同じ構成のタイヤである。In the conventional tire, when the tire is filled with the above-mentioned normal internal pressure and the above-mentioned normal load is statically applied, the groove width C of the shoulder circumferential groove 1 immediately below the load is equal to the contact width A of the tire. The tire has substantially the same configuration as that of the tire of Example 1 except that it is 2.5% of the tire of Example 1.
【００１６】本発明に基づく上記実施例１乃至３のタイ
ヤおよび上記従来例のタイヤについて、耐偏摩耗性の評
価試験をおこなった。試験条件は、内圧１２．７ｋｇ／
ｃｍ2 で、荷重１７０００ｋｇを負荷して速度６０ｋｍ
／ｈにて８分間走行５２分間停止を１サイクルとし、シ
ョルダー周方向溝１の溝縁がなくなるまで繰り返す室内
ドラム試験で、ドラムの表面には、実路面の粗さに近く
なるように、紙やすりを張り付けてある。The tires of Examples 1 to 3 and the prior art tire according to the present invention were subjected to an uneven wear resistance evaluation test. The test conditions were 12.7 kg / internal pressure.
In cm 2, speed 60km with a load 17000kg
/ H, running for 8 minutes and stopping for 52 minutes as one cycle, and in an indoor drum test that is repeated until the groove edge of the shoulder circumferential groove 1 disappears, paper on the surface of the drum should be close to the roughness of the actual road surface. A file is attached.
【００１７】上記の耐偏摩耗性の評価試験の結果、ショ
ルダー周方向溝１の溝縁がなくなるまでの繰り返しサイ
クル数を上記従来例のタイヤを１００として表示する
と、上記実施例１乃至３のタイヤでは１９０、１１０お
よび１０８であった。上記の耐偏摩耗性の評価試験の結
果を、供試タイヤの概要とともに、表１に示す。As a result of the above-described evaluation test for uneven wear resistance, when the number of repetition cycles until the groove edge of the shoulder circumferential groove 1 disappears is expressed as 100, the tires of Examples 1 to 3 are used. Were 190, 110 and 108. Table 1 shows the results of the above-described uneven wear resistance evaluation test together with the outline of the test tire.
【００１８】[0018]
【表１】 [Table 1]
【００１９】[0019]
【発明の効果】表１に示された結果から本発明に従う実
施例のタイヤは、従来例のタイヤと比べると耐偏摩耗性
の優れたタイヤであることが分かる。From the results shown in Table 1, it can be seen that the tire according to the embodiment according to the present invention is a tire having more excellent uneven wear resistance than the conventional tire.
【図１】タイヤの軸方向断面外輪郭（左半分）を示す略
図である。FIG. 1 is a schematic view showing an outer contour (left half) of an axial cross section of a tire.
【図２】接地形状を示す略図である。FIG. 2 is a schematic diagram showing a grounding shape.
１ 周方向ショルダー溝 ２ ショルダー・リブ ３ 周方向センター溝 1 circumferential shoulder groove 2 shoulder rib 3 circumferential center groove
Claims (1)
・コアーと、一方のビード部から他方のビード部に延
び、該ビード・コアーに巻回されてビード部に係留され
たカーカスと、該カーカスのクラウン部ラジアル方向外
側に配置されたトレッドとを備え、該トレッドに、周方
向に平行に直線状または実質的に直線状に連続して延び
る少なくとも２本の周方向溝が設けられ、該周方向溝に
よって該周方向溝とトレッド端との間に左右１対のショ
ルダー・リブが形成された空気入りタイヤにおいて、
（１）正規内圧を充填し正規荷重を静的に負荷したとき
に、荷重直下での該左右１対のショルダー・リブのタイ
ヤ軸方向内側端縁間の距離Ｂがタイヤの接地幅Ａの５５
乃至９５％であり、（２）正規内圧を充填し正規荷重を
静的に負荷したときに、荷重直下での該周方向溝の溝幅
Ｃがタイヤの接地幅Ａの７．５乃至２０％であることを
特徴とする航空機用空気入りタイヤ。A bead core provided in a pair of left and right bead portions, a carcass extending from one bead portion to the other bead portion, wound around the bead core and moored to the bead portion, A tread disposed radially outward of a crown portion of the carcass, wherein the tread is provided with at least two circumferential grooves extending linearly or substantially linearly and continuously in parallel with the circumferential direction; In a pneumatic tire in which a pair of left and right shoulder ribs is formed between the circumferential groove and the tread end by the circumferential groove,
(1) When a normal internal pressure is charged and a normal load is statically applied, the distance B between the pair of left and right shoulder ribs and the inner edge in the axial direction of the pair of right and left shoulder ribs just below the load is 55 of the contact width A of the tire.
(2) When a normal internal pressure is filled and a normal load is statically applied, the groove width C of the circumferential groove immediately below the load is 7.5 to 20% of the tire contact width A. A pneumatic tire for an aircraft, characterized in that:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9217676A JPH1159132A (en) | 1997-08-12 | 1997-08-12 | Pneumatic tire for aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9217676A JPH1159132A (en) | 1997-08-12 | 1997-08-12 | Pneumatic tire for aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH1159132A true JPH1159132A (en) | 1999-03-02 |
Family
ID=16707986
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9217676A Pending JPH1159132A (en) | 1997-08-12 | 1997-08-12 | Pneumatic tire for aircraft |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH1159132A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6374883B1 (en) * | 2000-05-19 | 2002-04-23 | The Goodyear Tire & Rubber Company | Aircraft tire with two aquachannels |
| JP2006076395A (en) * | 2004-09-08 | 2006-03-23 | Bridgestone Corp | Pneumatic tire |
| JP2007168578A (en) * | 2005-12-21 | 2007-07-05 | Bridgestone Corp | Pneumatic radial tire for aircraft |
| US20160075188A1 (en) * | 2013-04-23 | 2016-03-17 | Bridgestone Corporation | Aircraft tire |
-
1997
- 1997-08-12 JP JP9217676A patent/JPH1159132A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6374883B1 (en) * | 2000-05-19 | 2002-04-23 | The Goodyear Tire & Rubber Company | Aircraft tire with two aquachannels |
| JP2006076395A (en) * | 2004-09-08 | 2006-03-23 | Bridgestone Corp | Pneumatic tire |
| JP2007168578A (en) * | 2005-12-21 | 2007-07-05 | Bridgestone Corp | Pneumatic radial tire for aircraft |
| US20160075188A1 (en) * | 2013-04-23 | 2016-03-17 | Bridgestone Corporation | Aircraft tire |
| US9873292B2 (en) * | 2013-04-23 | 2018-01-23 | Bridgestone Corporation | Aircraft tire |
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