WO2013042254A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2013042254A1 WO2013042254A1 PCT/JP2011/071683 JP2011071683W WO2013042254A1 WO 2013042254 A1 WO2013042254 A1 WO 2013042254A1 JP 2011071683 W JP2011071683 W JP 2011071683W WO 2013042254 A1 WO2013042254 A1 WO 2013042254A1
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- WO
- WIPO (PCT)
- Prior art keywords
- tire
- belt
- reinforcing layer
- pneumatic tire
- circumferential
- Prior art date
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Classifications
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- 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
- B60C11/24—Wear-indicating arrangements
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- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
-
- 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
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
- B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
- B60C11/047—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section the groove bottom comprising stone trapping protection elements, e.g. ribs
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- 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
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/0007—Reinforcements made of metallic elements, e.g. cords, yarns, filaments or fibres made from metal
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
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- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
-
- 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
- B60C11/02—Replaceable treads
-
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T152/00—Resilient tires and wheels
- Y10T152/10—Tires, resilient
- Y10T152/10027—Tires, resilient with wear indicating feature
Definitions
- the present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire that can appropriately determine the retreading time of the tire.
- Recent pneumatic tires are provided with a circumferential reinforcing layer in the belt layer in order to suppress the tire diameter growth.
- a technique described in Patent Document 1 is known.
- shoulder wear tends to occur. If this shoulder wear proceeds greatly, the shoulder wear cannot be removed by buffing, and the tire cannot be renewed. This is because the end of the belt layer is exposed when the buffing is greatly performed to remove the shoulder wear.
- an object of the present invention is to provide a pneumatic tire that can appropriately determine the retreading time of the tire.
- a pneumatic tire according to the present invention includes a belt layer formed by laminating a pair of cross belts and a circumferential reinforcing layer, and includes a plurality of circumferential main grooves and the circumferential main grooves.
- the circumferential direction which is a pneumatic tire having a plurality of land portions divided into a tread portion, the mark having a buttress portion for judging the tire regeneration time, and the outermost side in the tire width direction
- the main groove is called the outermost circumferential main groove, and the profile of the land portion from the outermost circumferential main groove to the tire ground contact edge passes through the groove bottom of the outermost circumferential main groove in a sectional view in the tire meridian direction.
- the outermost circumferential main groove is located on the outer side in the tire width direction with respect to the circumferential reinforcing layer and the outermost circumferential direction is drawn when the curve L parallel to is taken and the intersection A between the curve L and the profile of the buttress portion is taken.
- the belt layer is on the inner side in the tire radial direction from the curve L.
- a plurality of the marks are arranged stepwise in the tire radial direction.
- the mark is a concave portion or a convex portion extending in the tire circumferential direction along the buttress portion.
- the belt layer includes a high-angle belt, a pair of cross belts arranged on the tire radial direction outside of the high-angle belt, and a tire radial outside of the pair of cross belts. And a circumferential reinforcing layer disposed between the pair of cross belts and inside the pair of cross belts in the tire radial direction or inside the tire radial direction of the high angle belt. preferable.
- the belt cover has a belt angle of 10 [deg] or more and 45 [deg] or less in absolute value.
- the belt cord constituting the circumferential reinforcing layer is a steel wire, and the circumferential reinforcing layer has an end number of 17 [/ 50 mm] or more and 30 [/ 50 mm] or less.
- the elongation at the time of a tensile load of 100 N to 300 N at the time of a belt cord member constituting the circumferential reinforcing layer is 1.0 [%] or more and 2.5 [%] or less.
- the elongation of the belt cord constituting the circumferential reinforcing layer at the time of a tensile load of 500 N to 1000 N is 0.5 [%] or more and 2.0 [%] or less.
- the circumferential reinforcing layer is disposed on the inner side in the tire width direction from the left and right edge portions of the narrow cross belt of the pair of cross belts.
- the width W of the cross belt and the distance S from the edge portion of the circumferential reinforcing layer to the edge portion of the narrow cross belt are preferably in the range of 0.03 ⁇ S / W.
- the circumferential reinforcing layer is disposed on the inner side in the tire width direction from the left and right edge portions of the narrow cross belt of the pair of cross belts, and
- the width W of the narrow cross belt and the width Ws of the circumferential reinforcing layer are in the range of 0.60 ⁇ Ws / W.
- the width Ws of the circumferential reinforcing layer is in the range of 0.65 ⁇ Ws / TDW ⁇ 0.80 with respect to the tire development width TDW.
- the pneumatic tire according to the present invention is applied to a tire having a flatness ratio of 70 [%] or less.
- the pneumatic tire according to the present invention has an advantage that the tire regeneration timing can be appropriately determined by optimizing the position of the mark for determining the regeneration timing.
- FIG. 1 is a sectional view in the tire meridian direction showing a pneumatic tire according to an embodiment of the present invention.
- FIG. 2 is an explanatory view showing a carcass layer and a belt layer of the pneumatic tire shown in FIG.
- FIG. 3 is an explanatory view showing the belt layer shown in FIG.
- FIG. 4 is an explanatory view showing a modified example of the pneumatic tire shown in FIG. 1.
- FIG. 5 is an explanatory view showing a modified example of the pneumatic tire shown in FIG. 1.
- FIG. 6 is an explanatory view showing a modified example of the pneumatic tire shown in FIG. 1.
- FIG. 7 is an explanatory view showing a modified example of the pneumatic tire shown in FIG. 1.
- FIG. 8 is a table showing the results of the performance test of the pneumatic tire according to the embodiment of the present invention.
- FIG. 1 is a sectional view in the tire meridian direction showing a pneumatic tire 1 according to an embodiment of the present invention.
- FIG. 1 shows a heavy-duty radial tire mounted on a truck, a bus, etc. for long-distance transportation.
- the pneumatic tire 1 includes a pair of bead cores 11, 11, a pair of bead fillers 12, 12, a carcass layer 13, a belt layer 14, a tread rubber 15, and a pair of sidewall rubbers 16, 16. (See FIG. 1).
- the pair of bead cores 11 and 11 has an annular structure and constitutes the core of the left and right bead portions.
- the pair of bead fillers 12 and 12 includes a lower filler 121 and an upper filler 122, which are disposed on the tire radial direction outer periphery of the pair of bead cores 11 and 11, respectively, to reinforce the bead portion.
- the carcass layer 13 has a single-layer structure and is bridged in a toroidal shape between the left and right bead cores 11 and 11 to constitute a tire skeleton. Further, both end portions of the carcass layer 13 are wound and locked outward in the tire width direction so as to wrap the bead core 11 and the bead filler 12.
- the belt layer 14 includes a plurality of stacked belt plies 141 to 145, and is disposed on the outer periphery of the carcass layer 13 in the tire radial direction.
- the tread rubber 15 is disposed on the outer circumference in the tire radial direction of the carcass layer 13 and the belt layer 14 to constitute a tread portion of the tire.
- the pair of side wall rubbers 16 and 16 are respectively arranged on the outer side in the tire width direction of the carcass layer 13 to constitute left and right side wall portions.
- the pneumatic tire 1 includes a plurality of circumferential main grooves 21 to 23 extending in the tire circumferential direction and a plurality of land portions 31 to 34 defined by the circumferential main grooves 21 to 23. (See FIG. 1).
- the pneumatic tire 1 may have a block pattern or a rib pattern (not shown).
- the circumferential main grooves 21 to 23 may be straight grooves or zigzag grooves.
- the circumferential main groove means a circumferential groove having a groove width of 5 [mm] or more.
- the pneumatic tire 1 has a bilaterally symmetrical structure with the tire equatorial plane CL as the center.
- FIG. 2 is an explanatory view showing the carcass layer 13 and the belt layer 14 of the pneumatic tire 1 shown in FIG. This figure shows one side region of the tread portion with the tire equatorial plane CL as a boundary.
- FIG. 3 is an explanatory view showing the belt layer 14 shown in FIG. The figure shows a laminated structure of the belt layer 14.
- the carcass layer 13 is formed by rolling a plurality of carcass cords made of steel or an organic fiber material (for example, nylon, polyester, rayon, etc.) with a coat rubber and having an absolute value of 85 [deg] or more and 95 [deg]. ]
- the following carcass angle (the inclination angle of the fiber direction of the carcass cord with respect to the tire circumferential direction).
- the belt layer 14 is formed by laminating a high-angle belt 141, a pair of cross belts 142 and 143, a belt cover 144, and a circumferential reinforcing layer 145, and is arranged around the outer periphery of the carcass layer 13. (See FIG. 2).
- the high-angle belt 141 is formed by coating a plurality of belt cords made of steel or organic fiber material with a coat rubber and rolling the belt, and an absolute value of a belt angle of 40 [deg] or more and 60 [deg] or less (tire circumferential direction) The inclination angle of the belt cord in the fiber direction). Further, the high-angle belt 141 is laminated and disposed on the outer side in the tire radial direction of the carcass layer 13.
- the pair of cross belts 142 and 143 is formed by rolling a plurality of belt cords made of steel or organic fiber material with a coating rubber, and has a belt angle of 10 [deg] or more and 30 [deg] or less in absolute value.
- the pair of cross belts 142 and 143 have belt angles with different signs from each other, and are laminated so that the fiber directions of the belt cords cross each other (cross-ply structure).
- the cross belt 142 located on the inner side in the tire radial direction is called an inner diameter side cross belt
- the cross belt 143 located on the outer side in the tire radial direction is called an outer diameter side cross belt.
- three or more cross belts may be laminated (not shown).
- the pair of cross belts 142 and 143 are disposed so as to be stacked on the outer side in the tire radial direction of the high-angle belt 141.
- the belt cover 144 is formed by rolling a plurality of belt cords made of steel or organic fiber material with a coating rubber, and has a belt angle of 10 [deg] or more and 45 [deg] or less in absolute value. Further, the belt cover 144 is disposed so as to be laminated on the outer side in the tire radial direction of the cross belts 142 and 143. In this embodiment, the belt cover 144 has the same belt angle as the outer diameter side crossing belt 143 and is disposed in the outermost layer of the belt layer 14.
- the circumferential reinforcing layer 145 is configured by winding a rubber-coated steel belt cord in a spiral manner while inclining within a range of ⁇ 5 [deg] with respect to the tire circumferential direction. Further, the circumferential reinforcing layer 145 is disposed between the pair of cross belts 142 and 143. Further, the circumferential reinforcing layer 145 is disposed on the inner side in the tire width direction with respect to the left and right edge portions of the pair of cross belts 142 and 143. Specifically, one or more wires are spirally wound around the outer circumference of the inner diameter side crossing belt 142 to form the circumferential reinforcing layer 145. The circumferential reinforcing layer 145 reinforces the rigidity in the tire circumferential direction, so that the durability performance of the tire is improved.
- the belt layer 14 may have an edge cover (not shown).
- the edge cover is formed by rolling a plurality of belt cords made of steel or organic fiber material with a coating rubber, and has an absolute value of a belt angle of 0 [deg] or more and 5 [deg] or less.
- the edge covers are respectively disposed on the outer sides in the tire radial direction of the left and right edge portions of the outer diameter side cross belt 143 (or the inner diameter side cross belt 142). When these edge covers exhibit a tagging effect, the difference in diameter growth between the tread center region and the shoulder region is alleviated, and the uneven wear resistance performance of the tire is improved.
- the belt cord which comprises the circumferential direction reinforcement layer 145 is a steel wire, and the circumferential direction reinforcement layer 145 has the number of ends of 17 [piece / 50mm] or more and 30 [piece / 50mm] or less. It is preferable. Moreover, it is preferable that the outer diameter of a belt cord exists in the range of 1.2 [mm] or more and 2.2 [mm] or less. Note that, in a configuration including a plurality of cords in which belt cords are wound together, the outer diameter of the belt cord is measured as the diameter of a circumscribed circle of the belt cord.
- the elongation from a tensile load of 100 N to 300 N is 1.0 [%]. It is preferable that it is 2.5 [%] or less.
- the belt cord of the circumferential reinforcing layer 145 is tired (in a state where the belt cord is taken out from the product tire), the elongation at a tensile load of 500 N to 1000 N is 0.5 [%] or more and 2.0 [%] or less. Preferably there is.
- Such a belt cord (high elongation steel wire) has a higher elongation rate than a normal steel wire at the time of a low load, and has a characteristic capable of withstanding the load. Therefore, in the case of (a), the durability of the circumferential reinforcing layer 145 at the time of manufacture can be improved, and in the case of (b), the durability of the circumferential reinforcing layer 145 at the time of using the tire can be improved. This is preferable.
- the elongation of the belt cord is measured according to JIS G3510.
- the circumferential reinforcing layer 145 is configured by winding a single steel wire in a spiral shape.
- the present invention is not limited to this, and the circumferential reinforcing layer 145 may be formed by spirally winding a plurality of wires while running parallel to each other (multiple winding structure).
- the number of wires is preferably 5 or less.
- the winding width per unit when multiple windings of five wires are 12 [mm] or less. Accordingly, a plurality of wires (2 or more and 5 or less) can be appropriately wound while being inclined within a range of ⁇ 5 [deg] with respect to the tire circumferential direction.
- shoulder wear in a tire having a circumferential reinforcing layer in a belt layer, particularly a low flat tire having a flatness ratio of 70% or less having a circumferential main groove on the outer side in the tire width direction from the circumferential reinforcing layer, shoulder wear (particularly, , Step wear) tends to occur. If this shoulder wear proceeds greatly, the shoulder wear cannot be removed by buffing, and the tire cannot be renewed. This is because the end of the belt layer is exposed when the buffing is greatly performed to remove the shoulder wear.
- the pneumatic tire 1 has the following configuration so that the user can properly determine the rehabilitation time of the tire.
- the pneumatic tire 1 is provided with a mark M on the buttress portion for judging the tire regeneration time (see FIG. 2).
- This mark M is, for example, an end of a button (for example, a shallow groove, a decoration groove, etc.) formed on the surface of the buttress portion on the inner side in the tire radial direction, and an opening end of the lug groove of the shoulder land portion 34 to the buttress portion. It can be displayed by a concave portion or a convex portion extending in the tire circumferential direction along the groove bottom or buttress portion.
- the buttress portion is a connection portion between the profile of the tread portion and the profile of the sidewall portion, and constitutes the side wall surface on the outer side in the tire width direction of the shoulder land portion.
- the circumferential main groove 23 located on the outermost side in the tire width direction is referred to as the outermost circumferential main groove.
- a curve L parallel to the profile of the shoulder land portion 23 from the outermost circumferential main groove 23 to the tire ground contact end T is drawn through the groove bottom of the outermost circumferential main groove 23. Further, an intersection A between the curve L and the profile of the buttress portion is taken.
- the outermost circumferential main groove 23 is outside the circumferential reinforcing layer 145 in the tire width direction. Further, the groove bottom gauge t of the outermost circumferential main groove 23 and the distance D in the tire radial direction from the intersection A to the mark M are ⁇ 1.0 ⁇ D / t ⁇ 1.0 with the outer side in the tire radial direction being positive. Have the relationship.
- the groove bottom gauge t refers to the length of a perpendicular line extending from the groove bottom of the outermost circumferential main groove 23 to the belt cord surface of the outermost layer of the belt layer 14 (in the configuration of FIG. 2, the belt cover 144). In a general heavy duty pneumatic tire, the groove bottom gauge t is set to 4 [mm] or more and 8 [mm] or less.
- the tire ground contact edge T and the distance D are measured as the tire is mounted on the specified rim to apply the specified internal pressure and the load is not applied.
- the groove bottom gauge t is measured in a no-load state in which a tire is mounted on a specified rim and filled with a specified internal pressure.
- the following measuring method is used. First, a single tire is applied to a virtual line of a tire profile measured by a laser profiler and fixed with tape or the like. And it measures with a caliper etc. about the gauge t which is a measuring object.
- the laser profiler used here is a tire profile measuring device (manufactured by Matsuo Co., Ltd.).
- the stipulated rim is an “applicable rim” defined in JATMA, a “Design Rim” defined in TRA, or a “Measuring Rim” defined in ETRTO.
- the specified internal pressure refers to the “maximum air pressure” specified by JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” specified by TRA, or “INFLATION PRESSURES” specified by ETRTO.
- the specified load means the “maximum load capacity” specified in JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” specified in TRA, or “LOAD CAPACITY” specified in ETRTO.
- the specified internal pressure is air pressure 180 [kPa]
- the specified load is 88 [%] of the maximum load capacity.
- the pneumatic tire 1 has a shallow groove-like button 41 extending in the tire radial direction on the surface of the buttress portion. Further, the end portion of the button 41 on the outer side in the tire radial direction opens in the tread surface of the shoulder land portion 34, and the end portion on the inner side in the tire radial direction terminates on the inner side in the tire radial direction from the intersection A. And the edge part of the tire radial direction inner side of the button 41 comprises the mark M for judging the renovation time of a tire.
- shoulder wear occurs at the outer edge portion of the shoulder land portion 34 in the tire width direction as wear progresses.
- the mark M Before the shoulder wear reaches the mark M, it is determined that the tire can be rehabilitated.
- the shoulder wear exceeds the mark M, it is determined that the tire cannot be rehabilitated.
- the end portion (mark M) in the tire radial direction of the button 41 has disappeared due to shoulder wear.
- the shoulder wear reaches the mark M, the recommended rehabilitation time is reached. Therefore, by adjusting the position of the mark M, it is possible to appropriately determine the tire regeneration time.
- the groove bottom gauge t of the outermost circumferential main groove 23 and the distance D in the tire radial direction from the intersection A to the mark M have a relationship of ⁇ 1.0 ⁇ D / t ⁇ 1.0, The position of the mark M is optimized. Thereby, the retreading time of a tire can be judged appropriately.
- the groove bottom gauge t and the distance D are preferably set to a relationship of ⁇ 1.0 ⁇ D / t ⁇ 0, with the outer side in the tire radial direction being positive, and ⁇ 0.5 It is more preferable to set the relationship ⁇ D / t ⁇ ⁇ 0.1 (see FIG. 2).
- ⁇ 1.0 ⁇ D / t further ⁇ 0.5 ⁇ D / t
- the belt layer 14 is on the inner side in the tire radial direction than the curve L (see FIG. 2).
- the end portion C of the outer diameter side crossing belt 143 is located closest to the curve L, and is disposed on the inner side in the tire radial direction than the curve L.
- the position of the mark M is preferably defined so that the distance between the belt layer 14 and the belt layer 14 (the end C of the outer diameter side crossing belt 143 in FIG. 2) is 3 mm or more. This distance is the thickness of the rubber material (belt on the belt) from the belt layer 14 to the buffing surface when the shoulder wear reaches the mark M and the buffing process is performed. This prevents the belt layer from being exposed to the buffing surface by the buffing treatment.
- [Modification] 4 to 7 are explanatory views showing modifications of the pneumatic tire 1 shown in FIG. These drawings show variations of the mark M.
- the same components as those described in FIGS. 1 to 3 are denoted by the same reference numerals, and the description thereof is omitted.
- the pneumatic tire 1 has a shallow groove-shaped button 41 extending in the tire radial direction on the surface of the buttress portion, and the end portion of the button 41 in the tire radial direction functions as a mark M. is doing.
- the pneumatic tire 1 has a thin rib-like convex portion 42 extending in the tire circumferential direction along the buttress portion, and this convex portion 42 functions as the mark M. is doing.
- the pneumatic tire 1 has a narrow groove-like concave portion 43 extending in the tire circumferential direction along the buttress portion, and the concave portion 43 functions as the mark M.
- these recessed part 43 and the convex part 42 are arrange
- the groove bottom gauge t of the outermost circumferential main groove 23 and the distance D in the tire radial direction from the intersection A to the mark M have a relationship of ⁇ 0.1 ⁇ D / t ⁇ 0.
- the mark M may be configured by the concave portion 43 or the convex portion 42 formed in the buttress portion.
- the outermost circumferential main groove 23 has a protrusion 231 for preventing stone biting at the groove bottom.
- Measured as The curve L passes through the maximum groove depth position of the outermost circumferential direction main groove 23 and becomes a curve parallel to the profile of the shoulder land portion 23 from the outermost circumferential direction main groove 23 to the tire ground contact end T.
- the pneumatic tire 1 has a pair of marks M and M ′ in the buttress portion.
- One mark M is formed of a thin rib-like convex portion 42 extending in the tire circumferential direction along the buttress portion, and is arranged on the inner side in the tire radial direction from the intersection A between the curve L and the profile of the buttress portion.
- the groove bottom gauge t of the outermost circumferential main groove and the distance D in the tire radial direction from the intersection A to the mark M have a relationship of ⁇ 0.1 ⁇ D / t ⁇ 0, with the outer side in the tire radial direction being positive. Have.
- the other mark M ′ is formed of a narrow groove-like recess 43 extending in the tire circumferential direction along the buttress portion, and is disposed on the outer side in the tire radial direction from the intersection A. Further, the groove bottom gauge t and the distance D ′ in the tire radial direction from the intersection A to the mark M ′ have a relationship of 0 ⁇ D ′ / t ⁇ 1.0, with the outer side in the tire radial direction being positive. .
- the recommended renewal time of the tire can be indicated stepwise, or between these marks M and M ′. Can be shown as the recommended rehabilitation period. Therefore, the recommended rehabilitation time can be displayed more appropriately.
- the marks M and M ′ can be arbitrarily arranged within the range of ⁇ 1.0 ⁇ D / t ⁇ 1.0 and ⁇ 1.0 ⁇ D ′ / t ⁇ 1.0.
- the circumferential reinforcing layer 145 is disposed on the inner side in the tire width direction from the left and right edge portions of the narrower cross belt 143 of the pair of cross belts 142 and 143. Further, the width W of the narrow cross belt 143 and the distance S from the edge portion of the circumferential reinforcing layer 145 to the edge portion of the narrow cross belt 143 are in the range of 0.03 ⁇ S / W. Is preferred. This also applies to the configuration (not shown) in which the circumferential reinforcing layer 145 has a divided structure.
- the outer diameter side cross belt 143 has a narrow structure, and the circumferential reinforcing layer 145 is disposed on the inner side in the tire width direction from the left and right edge portions of the outer diameter side cross belt 143. .
- the outer diameter side crossing belt 143 and the circumferential reinforcing layer 145 are arranged symmetrically about the tire equatorial plane CL.
- the positional relationship S / W between the edge portion of the outer diameter side cross belt 143 and the edge portion of the circumferential reinforcing layer 145 is optimized within the above range. ing.
- the positional relationship S / W between the edge portions of the cross belts 142 and 143 and the edge portion of the circumferential reinforcing layer 145 is optimized, and distortion generated in the peripheral rubber material of the circumferential reinforcing layer 145 can be reduced.
- the width W and the distance S are measured as a distance in the tire width direction in a cross-sectional view in the tire meridian direction.
- the upper limit value of S / W is not particularly limited, but is limited by the relationship between the width Ws of the circumferential reinforcing layer 145 and the width W of the narrow cross belt 143.
- the width Ws of the circumferential reinforcing layer 145 is set to 0.60 ⁇ Ws / W.
- the width Ws of the circumferential reinforcing layer 145 is the sum of the widths of the respective divided portions when the circumferential reinforcing layer 145 has a divided structure (not shown).
- the pneumatic tire 1 includes the belt layer 14 formed by laminating the pair of cross belts 142 and 143 and the circumferential reinforcing layer 145 (see FIGS. 1 to 3).
- the pneumatic tire 1 includes a plurality of circumferential main grooves 21 to 23 and a plurality of land portions 31 to 34 defined by the circumferential main grooves 21 to 23 in the tread portion.
- the pneumatic tire 1 includes a mark M for determining the tire regeneration time in the buttress portion.
- the outermost circumferential main groove 23 is on the outer side in the tire width direction than the circumferential reinforcing layer 145.
- the groove bottom gauge t of the outermost circumferential main groove 23 and the distance D in the tire radial direction from the predetermined intersection A to the mark M are ⁇ 1.0 ⁇ D / t ⁇ 1 with the outer side in the tire radial direction being positive. .0 relationship.
- Such a configuration has an advantage that the rehabilitation timing of the tire can be appropriately determined by optimizing the position of the mark M for determining the rehabilitation timing.
- the belt layer 14 is located on the inner side in the tire radial direction from the curve L (see FIG. 2). Thereby, there is an advantage that the situation where the belt layer is exposed can be suppressed when the tire is buffed with the mark M as a criterion.
- the mark M is a concave portion or a convex portion extending in the tire circumferential direction along the buttress portion (see FIG. 2).
- the disappearance of the mark M can be clearly recognized as compared with a configuration in which the mark M is formed of a button or lug groove formed in the buttress portion. This has an advantage that the user can more appropriately determine the recommended rehabilitation time.
- a plurality of belt plies include a high angle belt 141, a pair of cross belts 142 and 143 disposed on the outer side in the tire radial direction of the high angle belt 141, and a pair of cross belts 142 and 143. Between the belt cover 144 arranged on the outer side in the tire radial direction and the pair of cross belts 142, 143, on the inner side in the tire radial direction of the pair of cross belts 142, 143, or on the inner side in the tire radial direction of the high-angle belt 141. And a circumferential reinforcing layer 145 (see FIGS. 2 and 3).
- the belt cover 144 has a belt angle of 10 [deg] or more and 45 [deg] or less in absolute value.
- the belt cord which comprises the circumferential direction reinforcement layer 145 is a steel wire, and the circumferential direction reinforcement layer 145 has the number of ends of 17 [piece / 50mm] or more and 30 [piece / 50mm] or less. .
- the elongation at the time of a tensile load of 100 N to 300 N at the time of the belt cord member constituting the circumferential reinforcing layer 145 is 1.0 [%] or more and 2.5 [%] or less.
- the elongation of the belt cord constituting the circumferential reinforcing layer 145 at the time of the tensile load of 500 N to 1000 N is 0.5 [%] or more and 2.0 [%] or less.
- the circumferential reinforcing layer 145 is disposed on the inner side in the tire width direction from the left and right edge portions of the narrow cross belt 143 of the pair of cross belts 142 and 143 (see FIG. 3). ). Further, the width W of the narrow cross belt 143 and the distance S from the edge portion of the circumferential reinforcing layer 145 to the edge portion of the narrow cross belt 143 are in the range of 0.03 ⁇ S / W.
- the width W of the narrow cross belt 143 and the width Ws of the circumferential reinforcing layer 145 have a relationship of 0.60 ⁇ Ws / W (see FIG. 3).
- the width Ws of the circumferential reinforcing layer 145 is in the range of 0.65 ⁇ Ws / TDW ⁇ 0.80 with respect to the tire development width TDW (not shown).
- the width Ws of the circumferential reinforcing layer 145 is optimized, and the belt cord fatigue breakage at the end of the circumferential reinforcing layer 145 is suppressed. is there.
- 0.65 ⁇ Ws / TDW there is an advantage that the ground contact shape of the tire is optimized and the uneven wear resistance performance of the tire is improved.
- the flatness HW is 40 [%] ⁇ HW ⁇ 70 [%] in a state where the tire is assembled on the normal rim and the normal internal pressure and the normal load are applied to the tire. It is preferable to be within the range.
- the pneumatic tire 1 is preferably used as a heavy duty pneumatic tire for trucks and buses as in this embodiment. In a tire having such a flatness ratio HW, particularly a heavy-duty pneumatic tire for trucks and buses, the ground contact shape tends to be a drum shape, and the occurrence of uneven wear is remarkable. Therefore, the recommended rehabilitation time can be more appropriately displayed by applying the configuration of the pneumatic tire 1 to a tire having the flatness ratio HW.
- FIG. 8 is a table showing the results of the performance test of the pneumatic tire according to the embodiment of the present invention.
- a pneumatic tire with a tire size of 445 / 50R22.5 is assembled in the TRA-designed “Design Rim”, and the pneumatic tire 1 has a TRA-defined “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” air pressure, And the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” is given.
- a 6 ⁇ 4 tractor and trailer which is a test vehicle, travels with pneumatic tires and extracts 100 tires worn to the mark M for each specification. Then, these tires are buffed, and the stand tires are visually observed to evaluate the possibility of rehabilitation. Further, the remaining amount of the primary life is evaluated by calculating an average value of the main groove depth in the circumferential direction / the remaining groove amount (excluding the wear indicator). If this evaluation is 30 or less, it can be said that the mark M is functioning properly.
- the pneumatic tires 1 of Examples 1 to 7 have the configuration shown in FIG. 4 and are provided with convex portions 42 to be marks M on the right and left buttress portions of the tire.
- the pneumatic tire 1 of Example 4 has the configuration shown in FIG. 6 and includes a pair of marks M and M ′.
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Abstract
Description
前記幅狭な交差ベルトの幅Wと前記周方向補強層の幅Wsとが、0.60≦Ws/Wの範囲内にある。
図1は、この発明の実施の形態にかかる空気入りタイヤ1を示すタイヤ子午線方向の断面図である。同図は、空気入りタイヤ1の一例として、長距離輸送用のトラック、バスなどに装着される重荷重用ラジアルタイヤを示している。
トラック、バスなどに装着される重荷重用ラジアルタイヤは、トレッド部の残溝が寿命に達すると、トレッド面を切削してバフ研磨し、残されたタイヤ本体(台タイヤ)に新しいゴム材料を貼り付けることにより、更生タイヤとして再使用されている。
図4~図7は、図1に記載した空気入りタイヤ1の変形例を示す説明図である。これらの図は、マークMのバリエーションを示している。これらの図において、図1~図3に記載した構成要素と同一の構成要素には、同一の符号を付し、その説明を省略する。
また、図3の構成では、周方向補強層145が、一対の交差ベルト142、143のうち幅狭な交差ベルト143の左右のエッジ部よりもタイヤ幅方向内側に配置されている。また、幅狭な交差ベルト143の幅Wと、周方向補強層145のエッジ部から幅狭な交差ベルト143のエッジ部までの距離Sとが、0.03≦S/Wの範囲にあることが好ましい。この点は、周方向補強層145が分割構造を有する構成(図示省略)においても、同様である。
以上説明したように、この空気入りタイヤ1は、一対の交差ベルト142、143と周方向補強層145とを積層して成るベルト層14を備える(図1~図3参照)。また、空気入りタイヤ1は、複数の周方向主溝21~23と、これらの周方向主溝21~23に区画されて成る複数の陸部31~34とをトレッド部に備える。また、空気入りタイヤ1は、タイヤの更生時期を判断するためのマークMをバットレス部に備える。また、最外周方向主溝23が、周方向補強層145よりもタイヤ幅方向外側にある。また、最外周方向主溝23の溝底ゲージtと、所定の交点AからマークMまでのタイヤ径方向の距離Dとが、タイヤ径方向外側を正として-1.0≦D/t≦1.0の関係を有する。
また、この空気入りタイヤ1では、タイヤが正規リムにリム組みされると共にタイヤに正規内圧および正規荷重が付与された状態にて、偏平率HWが40[%]≦HW≦70[%]の範囲内にあることが好ましい。さらに、空気入りタイヤ1は、本実施形態のように、トラック・バス用等の重荷重用空気入りタイヤとして用いることが好ましい。かかる偏平率HWを有するタイヤ、特にトラック・バス用等の重荷重用空気入りタイヤでは、特に接地形状が鼓形状となり易く、偏摩耗の発生が顕著である。したがって、かかる偏平率HWを有するタイヤに対してこの空気入りタイヤ1の構成が適用されることにより、推奨更生時期をより適正に表示できる。
Claims (13)
- 一対の交差ベルトと周方向補強層とを積層して成るベルト層を備えると共に、複数の周方向主溝と前記周方向主溝に区画されて成る複数の陸部とをトレッド部に備える空気入りタイヤであって、
タイヤの更生時期を判断するためのマークをバットレス部に備え、且つ、
タイヤ幅方向の最も外側にある前記周方向主溝を最外周方向主溝と呼ぶと共に、タイヤ子午線方向の断面視にて、前記最外周方向主溝の溝底を通り、前記最外周方向主溝からタイヤ接地端までの前記陸部のプロファイルに平行な曲線Lを引き、曲線Lとバットレス部のプロファイルとの交点Aをとるときに、
前記最外周方向主溝が、前記周方向補強層よりもタイヤ幅方向外側にあり、
前記最外周方向主溝の溝底ゲージtと、交点Aから前記マークまでのタイヤ径方向の距離Dとが、タイヤ径方向外側を正として-1.0≦D/t≦1.0の関係を有することを特徴とする空気入りタイヤ。 - 前記ベルト層が、曲線Lよりもタイヤ径方向内側にある請求項1または2に記載の空気入りタイヤ。
- 複数の前記マークが、タイヤ径方向に段階的に配置される請求項1または2に記載の空気入りタイヤ。
- 前記マークが、前記バットレス部に沿ってタイヤ周方向に延在する凹部あるいは凸部である請求項1~3のいずれか一つに記載の空気入りタイヤ。
- 前記ベルト層が、高角度ベルトと、前記高角度ベルトのタイヤ径方向外側に配置される一対の交差ベルトと、前記一対の交差ベルトのタイヤ径方向外側に配置されるベルトカバーと、前記一対の交差ベルトの間、前記一対の交差ベルトのタイヤ径方向内側あるいは前記高角度ベルトのタイヤ径方向内側に配置される前記周方向補強層とから成る請求項1~4のいずれか一つに記載の空気入りタイヤ。
- 前記ベルトカバーが、絶対値で10[deg]以上45[deg]以下のベルト角度を有する請求項5に記載の空気入りタイヤ。
- 前記周方向補強層を構成するベルトコードがスチールワイヤであり、前記周方向補強層が17[本/50mm]以上30[本/50mm]以下のエンド数を有する請求項1~6のいずれか一つに記載の空気入りタイヤ。
- 前記周方向補強層を構成するベルトコードの部材時における引張り荷重100Nから300N時の伸びが1.0[%]以上2.5[%]以下である請求項1~7のいずれか一つに記載の空気入りタイヤ。
- 前記周方向補強層を構成するベルトコードのタイヤ時における引張り荷重500Nから1000N時の伸びが0.5[%]以上2.0[%]以下である請求項1~8のいずれか一つに記載の空気入りタイヤ。
- 前記周方向補強層が、前記一対の交差ベルトのうち幅狭な交差ベルトの左右のエッジ部よりもタイヤ幅方向内側に配置されると共に、前記幅狭な交差ベルトの幅Wと、前記周方向補強層のエッジ部から前記幅狭な交差ベルトのエッジ部までの距離Sとが、0.03≦S/Wの範囲にある請求項1~9のいずれか一つに記載の空気入りタイヤ。
- 前記周方向補強層が、前記一対の交差ベルトのうち幅狭な交差ベルトの左右のエッジ部よりもタイヤ幅方向内側に配置され、且つ、
前記幅狭な交差ベルトの幅Wと前記周方向補強層の幅Wsとが、0.60≦Ws/Wの範囲内にある請求項1~10のいずれか一つに記載の空気入りタイヤ。 - 前記周方向補強層の幅Wsが、タイヤ展開幅TDWに対して、0.65≦Ws/TDW≦0.80の範囲内にある請求項1~11のいずれか一つに記載の空気入りタイヤ。
- 偏平率70[%]以下のタイヤに適用される請求項1~12のいずれか一つに記載の空気入りタイヤ。
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CN201180073605.8A CN103842190B (zh) | 2011-09-22 | 2011-09-22 | 充气轮胎 |
US14/346,697 US9174498B2 (en) | 2011-09-22 | 2011-09-22 | Pneumatic tire |
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JP2017071278A (ja) * | 2015-10-06 | 2017-04-13 | 横浜ゴム株式会社 | 空気入りタイヤ |
US10239353B2 (en) | 2012-12-28 | 2019-03-26 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
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US10821779B2 (en) | 2012-10-10 | 2020-11-03 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
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DE112013002477B4 (de) * | 2012-07-13 | 2023-05-17 | The Yokohama Rubber Co., Ltd. | Luftreifen |
FR2998216B1 (fr) * | 2012-11-19 | 2015-01-16 | Michelin & Cie | Indicateur d'usure pour pneu genie civil |
KR101711817B1 (ko) * | 2012-12-28 | 2017-03-13 | 요코하마 고무 가부시키가이샤 | 공기입 타이어 |
CN104884272B (zh) * | 2012-12-28 | 2017-04-12 | 横滨橡胶株式会社 | 充气轮胎 |
CN104870209B (zh) * | 2012-12-28 | 2017-02-22 | 横滨橡胶株式会社 | 充气轮胎 |
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JP5525073B1 (ja) * | 2013-02-06 | 2014-06-18 | 株式会社ブリヂストン | 重荷重用タイヤ |
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