CA2007639A1 - Nonskid tire having a long service life - Google Patents
Nonskid tire having a long service lifeInfo
- Publication number
- CA2007639A1 CA2007639A1 CA002007639A CA2007639A CA2007639A1 CA 2007639 A1 CA2007639 A1 CA 2007639A1 CA 002007639 A CA002007639 A CA 002007639A CA 2007639 A CA2007639 A CA 2007639A CA 2007639 A1 CA2007639 A1 CA 2007639A1
- Authority
- CA
- Canada
- Prior art keywords
- tread portion
- portion layer
- plasticizer
- layer
- tire
- 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.)
- Abandoned
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
- 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
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
- B60C1/0016—Compositions of the tread
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Compositions Of Macromolecular Compounds (AREA)
- Ropes Or Cables (AREA)
Abstract
TITLE OF THE INVENTION:
NONSKID TIRE HAVING A LONG SERVICE LIFE
ABSTRACT OF THE DISCLOSURE:
A pneumatic vehicle tire having belt plies and a tread portion that is divided into two superimposed layers. The belt plies contain at most 8% plasticizer, and the radially outermost of the tread portion layers contains at least 25%
plasticizer and is more resilient than the inner tread portion layer. In order to prevent adverse effects upon the service life of the belt structure due to the diffusion of plasticizer, the inner layer of the tread portion, over the axial edge portions of the belt plies, is thicker than in the central portion of the tire; this inner tread portion layer contains at most 10% plasticizer.
NONSKID TIRE HAVING A LONG SERVICE LIFE
ABSTRACT OF THE DISCLOSURE:
A pneumatic vehicle tire having belt plies and a tread portion that is divided into two superimposed layers. The belt plies contain at most 8% plasticizer, and the radially outermost of the tread portion layers contains at least 25%
plasticizer and is more resilient than the inner tread portion layer. In order to prevent adverse effects upon the service life of the belt structure due to the diffusion of plasticizer, the inner layer of the tread portion, over the axial edge portions of the belt plies, is thicker than in the central portion of the tire; this inner tread portion layer contains at most 10% plasticizer.
Description
~a~()7~3~
Background of the Invention The present invention relates to a pneumatic vehicle tire having belt plies, sach with axial edge portions, and a tread portion, which is divided into two superimposed layers, whereby the belt plies contain at most 8% plasticizer, and the radially outermost of the tread portion layers contains at least 25% plasticizer and is softer or more resilient than the radially innermost of the tread portion layers.
Conventionally, such tires contain 30 to 35 plasticizer in the outer tread portion layer, while the inner tread portion layer has approximately 5%
less plasticizer. The Shore A hardness of the inner tread portion layer is about 2 to 4 greater than that of the outer tread portion layer. The outer belt ply, which adjoins the inner tread portion layer, conventionally has a Shore A hardness that is about 7 to 10 greater than that of the inner tread portion layer. Thus, in the constant increase of hardness from radially outwardly to radially inwardly up to the belt plies, the greatest increase in hardness is at the connecting surface between the inner tread portion layer and the outer belt ply.
The Shore A hardness of the outer tread portion layer of known tires of the aforementioned general :.~ ~ . . . ,. .... . .- . - . . . . :
~307~
type is between 64 and 69.
A drawback of the heretofore known tires is that several years after manufacture they exhibit a plasticizer diffusion from the tread portion into the rubber mixture that surrounds the load-carrying cords of the belt. After a long period of use, this has an adverse effect upon the service life of the belt structure.
It is therefore an object of the present invention to protect the belt structure from such an influence ovsr as a long a period of time as possible in order to prevent negative impacts upon the service life.
Brief Description of the Drawing This ob~ect, and other objects and advantages of the present invention, will appear more clearly from the following specification in conjunction with the accompanying schematic drawing, which is a cross-sectional view through one exemplary embodiment of the inventive tire for a passenger car.
Summary of the Invention The pneumatic vehicle tire of the present invention is characterized primarily in that the inner tread portion layer extends over the axial edge portions of the belt plies and in these regions ,~ :
:
.
. ~.. .
:, ..-.
7~i3~3 is thicker than in the middle portion of the tire between the edge portions, and in that the inner tread portion layer contains at most 10 plasticizer.
Pursuant to the prevailing understanding, the inventive approach can be explained by the fact that the gradual diffusion into the belt plies of -the plasticizer that is used in the tread portion is restrlcted. This retards the softening of the belt plies; in particular, the gradual increase of the strain paths in the highly stressed tire shoulders, and the previously accompanying aging, are retarded.
This explanation is supported, among other things, by the recognition obtained in extensive tests that the complained-about separations start at the edges of the belt plies and spread toward the middle.
Thus, the essence of the inventive solution is that the lower or inner tread portion layar is embodied as a diffusion restrictor and collection base for plasticizer, for which reason the inner tread portion layer itself contains only little plasticizer, and possibly none at all; the blocking and collection action over the edges of the belt plies is particularly defined. As a consequence of the reduction in thickness of the inner tread portion layer in the central portion of the tire, ,~
~ ~0'~3~
the ability of the profiled blocks formed in the outer tread portion layer to move in the central region, which is particularly important with regard to the formation of running noise and traction, is maintained. The inner layer of the tread portion over the edges of the belt plies is preferably at least twice as thick as in the central portion of the tire.
The correct hardness in the edge portions of the belt plies can be maintained for a particularly long period of time if the inner tread portion layer has the same amount of plasticizer as does the ad~oining outer belt ply.
A particularly great resistance to aging results if the inner tread portion layer has a Shore A hardness of at least 70. The hardness of the inner tread portion layer is preferably between 71 and 74.
Since the inventive construction is particularly effective in restricting diffusion of plasticizer into the edge portions of the belt plies, it is possible to provide the outer tread portion layer with a greater quantity of plasticizers. This amount of plasticizer is preferably great enough that the outer tread portion layer has a Shore A hardness of no more than 63. In .,, ~ ., . ~.
,~ . ~, .
--~ X~-t7t~3~
this connection, it is advisable for passenger car tires, taking wear into consideration, not to reduce the hardness of the outer tread portion layer below 60. For trailers for private use, such as single-axle trailers, the hardness can be reduced to 57.
Due to the small amount of annual operation that is involved, these tires up to now have generally failed as a result of age rather than from wear.
The advantage of the retarded aging in the highly stressed tire shoulders becomes particularly clearly evident in these applications while at the same time reducing the tendency of the trailer to swing as a result of a more abrupt increase of the lateral force over the inclined angle.
The best steering precision is achieved if the inner tread portion layer is at least 7 Shore A
hardness degrees harder than the ad~oining outer tread portion layer. Pursuant to tests, the dynamic reliability at the phase boundary between the inner and outer tread portion layers is adequately maintained if the dlfference in hardness is not greater than 20 Shore A degrees.
A particularly advantageous combination of high resistance to aging, favorable driving conditions, and low manufacturing cost is achieved for the tires if the inner layer of the tread portion over the ~"~
"~
7ti,~3 edges of the belt plies is at least twice as thick as in the central portion of the tire and has a Shore A hardness of at least 70, and if the outer tread portion layer has a Shore A hardness between 57 and 63, with the inner tread portion layer being harder than the outer tread portion layer by at least 7 Shore A degrees.
In order to be able to manufacture the inventive tires in a particularly economical manner, it is advisable for the rubber constituents of the rubber mixtures of the inner and outer tread portion layers to be the same, i.e. for the polymers and the proportions thereof to be the same. These two rubber layers preferably begin to differ only after the addition of the non-rubber constituents, especially the plasticizer.
Further specific features of the present invention will be descrlbed in detail subsequently.
Description of Preferred Embodiments Referring now to the drawing in detail, in the illustrated embodiment of a pneumatic vehicle tire 1, a single ply carcass 4 is looped about the bead cores 2 in the bead portions 3. Disposed over the carcass 4 in the region of the support surface of the tire ars the belt ply 5, with its edges 6, and the belt ply 7, with its edges 8. The thickness of " .,; , , ~ . ~ , , .: -.
Background of the Invention The present invention relates to a pneumatic vehicle tire having belt plies, sach with axial edge portions, and a tread portion, which is divided into two superimposed layers, whereby the belt plies contain at most 8% plasticizer, and the radially outermost of the tread portion layers contains at least 25% plasticizer and is softer or more resilient than the radially innermost of the tread portion layers.
Conventionally, such tires contain 30 to 35 plasticizer in the outer tread portion layer, while the inner tread portion layer has approximately 5%
less plasticizer. The Shore A hardness of the inner tread portion layer is about 2 to 4 greater than that of the outer tread portion layer. The outer belt ply, which adjoins the inner tread portion layer, conventionally has a Shore A hardness that is about 7 to 10 greater than that of the inner tread portion layer. Thus, in the constant increase of hardness from radially outwardly to radially inwardly up to the belt plies, the greatest increase in hardness is at the connecting surface between the inner tread portion layer and the outer belt ply.
The Shore A hardness of the outer tread portion layer of known tires of the aforementioned general :.~ ~ . . . ,. .... . .- . - . . . . :
~307~
type is between 64 and 69.
A drawback of the heretofore known tires is that several years after manufacture they exhibit a plasticizer diffusion from the tread portion into the rubber mixture that surrounds the load-carrying cords of the belt. After a long period of use, this has an adverse effect upon the service life of the belt structure.
It is therefore an object of the present invention to protect the belt structure from such an influence ovsr as a long a period of time as possible in order to prevent negative impacts upon the service life.
Brief Description of the Drawing This ob~ect, and other objects and advantages of the present invention, will appear more clearly from the following specification in conjunction with the accompanying schematic drawing, which is a cross-sectional view through one exemplary embodiment of the inventive tire for a passenger car.
Summary of the Invention The pneumatic vehicle tire of the present invention is characterized primarily in that the inner tread portion layer extends over the axial edge portions of the belt plies and in these regions ,~ :
:
.
. ~.. .
:, ..-.
7~i3~3 is thicker than in the middle portion of the tire between the edge portions, and in that the inner tread portion layer contains at most 10 plasticizer.
Pursuant to the prevailing understanding, the inventive approach can be explained by the fact that the gradual diffusion into the belt plies of -the plasticizer that is used in the tread portion is restrlcted. This retards the softening of the belt plies; in particular, the gradual increase of the strain paths in the highly stressed tire shoulders, and the previously accompanying aging, are retarded.
This explanation is supported, among other things, by the recognition obtained in extensive tests that the complained-about separations start at the edges of the belt plies and spread toward the middle.
Thus, the essence of the inventive solution is that the lower or inner tread portion layar is embodied as a diffusion restrictor and collection base for plasticizer, for which reason the inner tread portion layer itself contains only little plasticizer, and possibly none at all; the blocking and collection action over the edges of the belt plies is particularly defined. As a consequence of the reduction in thickness of the inner tread portion layer in the central portion of the tire, ,~
~ ~0'~3~
the ability of the profiled blocks formed in the outer tread portion layer to move in the central region, which is particularly important with regard to the formation of running noise and traction, is maintained. The inner layer of the tread portion over the edges of the belt plies is preferably at least twice as thick as in the central portion of the tire.
The correct hardness in the edge portions of the belt plies can be maintained for a particularly long period of time if the inner tread portion layer has the same amount of plasticizer as does the ad~oining outer belt ply.
A particularly great resistance to aging results if the inner tread portion layer has a Shore A hardness of at least 70. The hardness of the inner tread portion layer is preferably between 71 and 74.
Since the inventive construction is particularly effective in restricting diffusion of plasticizer into the edge portions of the belt plies, it is possible to provide the outer tread portion layer with a greater quantity of plasticizers. This amount of plasticizer is preferably great enough that the outer tread portion layer has a Shore A hardness of no more than 63. In .,, ~ ., . ~.
,~ . ~, .
--~ X~-t7t~3~
this connection, it is advisable for passenger car tires, taking wear into consideration, not to reduce the hardness of the outer tread portion layer below 60. For trailers for private use, such as single-axle trailers, the hardness can be reduced to 57.
Due to the small amount of annual operation that is involved, these tires up to now have generally failed as a result of age rather than from wear.
The advantage of the retarded aging in the highly stressed tire shoulders becomes particularly clearly evident in these applications while at the same time reducing the tendency of the trailer to swing as a result of a more abrupt increase of the lateral force over the inclined angle.
The best steering precision is achieved if the inner tread portion layer is at least 7 Shore A
hardness degrees harder than the ad~oining outer tread portion layer. Pursuant to tests, the dynamic reliability at the phase boundary between the inner and outer tread portion layers is adequately maintained if the dlfference in hardness is not greater than 20 Shore A degrees.
A particularly advantageous combination of high resistance to aging, favorable driving conditions, and low manufacturing cost is achieved for the tires if the inner layer of the tread portion over the ~"~
"~
7ti,~3 edges of the belt plies is at least twice as thick as in the central portion of the tire and has a Shore A hardness of at least 70, and if the outer tread portion layer has a Shore A hardness between 57 and 63, with the inner tread portion layer being harder than the outer tread portion layer by at least 7 Shore A degrees.
In order to be able to manufacture the inventive tires in a particularly economical manner, it is advisable for the rubber constituents of the rubber mixtures of the inner and outer tread portion layers to be the same, i.e. for the polymers and the proportions thereof to be the same. These two rubber layers preferably begin to differ only after the addition of the non-rubber constituents, especially the plasticizer.
Further specific features of the present invention will be descrlbed in detail subsequently.
Description of Preferred Embodiments Referring now to the drawing in detail, in the illustrated embodiment of a pneumatic vehicle tire 1, a single ply carcass 4 is looped about the bead cores 2 in the bead portions 3. Disposed over the carcass 4 in the region of the support surface of the tire ars the belt ply 5, with its edges 6, and the belt ply 7, with its edges 8. The thickness of " .,; , , ~ . ~ , , .: -.
3~ : ~
the belt ply 7 is indicated in black. The white points represent the cross sections of the load-carrying cords 11 of the belt ply 7. In contrast, ~
the belt ply 5, as is the case with the carcass 4, ~ ~-is merely diagrammatically indicated to facilitate ~ -illustration. It is precisely with the illustrated limitation of the number of belt plies to a minimum (the carcass ply is used to form the triangular structure that is necessary in order for the belt to function properly), that it is particularly important that the ~uality of the rubber of the belt plies 5, 7 at their highly stressed edge portions 6, 8, in particular with regard to the highly stressed modulus of elasticity thereof, be effectively maintained over time to the greatest extent possible.
Disposed immediately above, i.e. radially outwardly of, the belt ply 7 are the inner layer 9 and the outer layer 10 of the tread portion. The inner tread portion layer 9 has a thickness above the belt ply edges 6, 8, in the shoulder regions, of 3.8 mm, and the central portion of the tire has a thickness of 1.8 mm. The outer layer 10 of the tread portion has a thickness in the shoulder regions of 10.5 mm. The depth of the profiled grooves is 7.5 mm.
.. :s., - ,, - ;-~, . ,~ ;,. , :
:
s~
:,, .,,-~: ' ~Q7~i3~3 The Shore A hardness of the outer layer 10 of the tread portion is set at 62 by adding softeners or plasticizers. This great degree of softness or resilience not only increases the riding comfort, but also results in particularly high coefficients of friction in the circumferential and axial directions on wet roads. The following is one example of a suitable rubber mixture having such a low hardness for the outer layer 10 of the tread portion:
Parts per hundred parts rubber Natural rubber 70 Polybutadiene 30 HAF black 80 Aromatic plasticizer 50 Ash 3.5 Stearic ~cid 2.5 Zinc oxide 3 Sulfur 1.5 Accelerator 1.5 In the above table, the weight proportions of the components of the mixture are indicated relative to 100 parts by weight rubber.
The rubber mixture for the inner tread portion layer 9 differs from that for the outer tread .. , :' ~'::
" .
.:
7~3~
portion layer 10 only in that the black content is reduced to 70 phr, and the content of the plasticizer is reduced to 12 phr.
A diffusion of the plasticizer out of the outer tread portion layer lO into the belt rubber is obstructed by the inner tread portion layer 9, and in particular especially in the region of the highly stressed belt ply edges 6, 8 via the particularly thick construction of the inner layer 9 at that location.
In addition to the advantage that the strength of the belt is maintained over a greater time interval, the present invention also makes it possible to use particularly coft or resilient tread mlxtures, and hence leads to further increa~ed safety on wet roads.
The present invention ls, of course, in no way restrlct~d to ths speciflc disclosure of the specification and drawing, but also encompasses any modifications within the scope of the appended claims.
_ g _ *' ~
;,,~, : - : :
~ - . ~ :.
., .~, .
the belt ply 7 is indicated in black. The white points represent the cross sections of the load-carrying cords 11 of the belt ply 7. In contrast, ~
the belt ply 5, as is the case with the carcass 4, ~ ~-is merely diagrammatically indicated to facilitate ~ -illustration. It is precisely with the illustrated limitation of the number of belt plies to a minimum (the carcass ply is used to form the triangular structure that is necessary in order for the belt to function properly), that it is particularly important that the ~uality of the rubber of the belt plies 5, 7 at their highly stressed edge portions 6, 8, in particular with regard to the highly stressed modulus of elasticity thereof, be effectively maintained over time to the greatest extent possible.
Disposed immediately above, i.e. radially outwardly of, the belt ply 7 are the inner layer 9 and the outer layer 10 of the tread portion. The inner tread portion layer 9 has a thickness above the belt ply edges 6, 8, in the shoulder regions, of 3.8 mm, and the central portion of the tire has a thickness of 1.8 mm. The outer layer 10 of the tread portion has a thickness in the shoulder regions of 10.5 mm. The depth of the profiled grooves is 7.5 mm.
.. :s., - ,, - ;-~, . ,~ ;,. , :
:
s~
:,, .,,-~: ' ~Q7~i3~3 The Shore A hardness of the outer layer 10 of the tread portion is set at 62 by adding softeners or plasticizers. This great degree of softness or resilience not only increases the riding comfort, but also results in particularly high coefficients of friction in the circumferential and axial directions on wet roads. The following is one example of a suitable rubber mixture having such a low hardness for the outer layer 10 of the tread portion:
Parts per hundred parts rubber Natural rubber 70 Polybutadiene 30 HAF black 80 Aromatic plasticizer 50 Ash 3.5 Stearic ~cid 2.5 Zinc oxide 3 Sulfur 1.5 Accelerator 1.5 In the above table, the weight proportions of the components of the mixture are indicated relative to 100 parts by weight rubber.
The rubber mixture for the inner tread portion layer 9 differs from that for the outer tread .. , :' ~'::
" .
.:
7~3~
portion layer 10 only in that the black content is reduced to 70 phr, and the content of the plasticizer is reduced to 12 phr.
A diffusion of the plasticizer out of the outer tread portion layer lO into the belt rubber is obstructed by the inner tread portion layer 9, and in particular especially in the region of the highly stressed belt ply edges 6, 8 via the particularly thick construction of the inner layer 9 at that location.
In addition to the advantage that the strength of the belt is maintained over a greater time interval, the present invention also makes it possible to use particularly coft or resilient tread mlxtures, and hence leads to further increa~ed safety on wet roads.
The present invention ls, of course, in no way restrlct~d to ths speciflc disclosure of the specification and drawing, but also encompasses any modifications within the scope of the appended claims.
_ g _ *' ~
;,,~, : - : :
~ - . ~ :.
., .~, .
Claims (9)
1. In a pneumatic vehicle tire having belt plies, each with axial edge portions, and a tread portion, which is divided into two superimposed layers, whereby said belt plies contain at most 8%
plasticizer, and the radially outermost of said tread portion layers contains at least 25%
plasticizer and is more resilient than the radially innermost of said tread portion layers, the improvement wherein:
said inner tread portion layer extends over said axial edge portions of said belt plies and in these regions is thicker than in a middle portion of said tire between said axial edge portions; and said inner tread portion layer contains at most 10% plasticizer.
plasticizer, and the radially outermost of said tread portion layers contains at least 25%
plasticizer and is more resilient than the radially innermost of said tread portion layers, the improvement wherein:
said inner tread portion layer extends over said axial edge portions of said belt plies and in these regions is thicker than in a middle portion of said tire between said axial edge portions; and said inner tread portion layer contains at most 10% plasticizer.
2. A tire according to claim 1, in which said inner tread portion layer, over said axial edge portions of said belt plies, is at least twice as thick as in said middle portion of said tire.
3. A tire according to claim 1, in which said inner tread portion layer contains the same proportion of plasticizer as does an outermost one of said belt plies.
4. A tire according to claim 1, in which said inner tread portion layer has a Shore A
hardness of at least 70.
hardness of at least 70.
5. A tire according to claim 4, in which said inner tread portion layer has a Shore A
hardness of between 71 and 74.
hardness of between 71 and 74.
6. A tire according to claim 1, in which said outer tread portion layer has a Shore A
hardness of between 57 and 63.
hardness of between 57 and 63.
7. A tire according to claim 1, in which said inner tread portion layer is harder than said outer tread portion layer by at least 7 Shore A
degrees.
degrees.
8. A tire according to claim 2, in which said inner tread portion layer has a Shore A
hardness of at least 70, and said outer tread portion layer has a Shore A hardness of between 57 and 63, so that said inner tread portion layer is harder than said outer tread portion layer by at least 7 Shore A degrees.
hardness of at least 70, and said outer tread portion layer has a Shore A hardness of between 57 and 63, so that said inner tread portion layer is harder than said outer tread portion layer by at least 7 Shore A degrees.
9. A tire according to claim 1, in which the rubber constituents of the rubber mixtures of said inner and outer tread portion layers are the same in type and quantity.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3902602A DE3902602A1 (en) | 1989-01-28 | 1989-01-28 | NON-SLIP TIRE WITH LONG STABILITY |
| DEP3902602.7 | 1989-01-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2007639A1 true CA2007639A1 (en) | 1990-07-28 |
Family
ID=6373019
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002007639A Abandoned CA2007639A1 (en) | 1989-01-28 | 1990-01-12 | Nonskid tire having a long service life |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0380772B1 (en) |
| JP (1) | JPH02231203A (en) |
| AT (1) | ATE88140T1 (en) |
| CA (1) | CA2007639A1 (en) |
| DE (2) | DE3902602A1 (en) |
| ES (1) | ES2041389T3 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4337047B4 (en) * | 1993-10-29 | 2004-11-25 | BODENSEEWERK GERäTETECHNIK GMBH | Passive image resolution detector arrangement |
| DE19731525A1 (en) * | 1997-07-23 | 1998-07-09 | Continental Ag | All year round commercial vehicle tyre eliminating tyre changes between summer and winter |
| DE19812934C2 (en) * | 1998-03-24 | 2002-12-12 | Pirelli Reifenwerk Gmbh & Co K | Vehicle tire with a tread that has a cap area and a base area |
| DE10110238A1 (en) * | 2001-03-02 | 2002-09-26 | Continental Ag | Pneumatic vehicle tires with an asymmetrical tread |
| DE102007019943A1 (en) | 2007-04-27 | 2008-11-06 | Continental Aktiengesellschaft | Vehicle tire with two-layer tread |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2215331B1 (en) * | 1973-01-29 | 1976-05-14 | Kleber Colombes | |
| AT376401B (en) * | 1982-10-20 | 1984-11-26 | Semperit Ag | VEHICLE AIR TIRE WITH A RADIAL CARCASE, METHOD FOR THE PRODUCTION OF SUCH A TIRE AND METHOD AND DEVICE FOR THE PRODUCTION OF A TIRE PART FOR SUCH A TIRE |
| JPH0684121B2 (en) * | 1983-11-29 | 1994-10-26 | 株式会社ブリヂストン | Radial tires for passenger cars with excellent high-speed steering stability |
| EP0341187A3 (en) * | 1988-05-02 | 1991-03-13 | The Goodyear Tire & Rubber Company | A tire and tread |
-
1989
- 1989-01-28 DE DE3902602A patent/DE3902602A1/en not_active Withdrawn
- 1989-11-23 AT AT89121649T patent/ATE88140T1/en not_active IP Right Cessation
- 1989-11-23 EP EP89121649A patent/EP0380772B1/en not_active Expired - Lifetime
- 1989-11-23 DE DE8989121649T patent/DE58904081D1/en not_active Expired - Lifetime
- 1989-11-23 ES ES198989121649T patent/ES2041389T3/en not_active Expired - Lifetime
- 1989-12-19 JP JP1327464A patent/JPH02231203A/en active Pending
-
1990
- 1990-01-12 CA CA002007639A patent/CA2007639A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| EP0380772A2 (en) | 1990-08-08 |
| DE58904081D1 (en) | 1993-05-19 |
| DE3902602A1 (en) | 1990-08-02 |
| EP0380772B1 (en) | 1993-04-14 |
| JPH02231203A (en) | 1990-09-13 |
| EP0380772A3 (en) | 1991-04-03 |
| ES2041389T3 (en) | 1993-11-16 |
| ATE88140T1 (en) | 1993-04-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |