EP1023190A1 - Arcs de bandes de roulement pour vehicules automobiles et utilitaires legers a quatre roues - Google Patents

Arcs de bandes de roulement pour vehicules automobiles et utilitaires legers a quatre roues

Info

Publication number
EP1023190A1
EP1023190A1 EP97945239A EP97945239A EP1023190A1 EP 1023190 A1 EP1023190 A1 EP 1023190A1 EP 97945239 A EP97945239 A EP 97945239A EP 97945239 A EP97945239 A EP 97945239A EP 1023190 A1 EP1023190 A1 EP 1023190A1
Authority
EP
European Patent Office
Prior art keywords
tire
tread
curvature
tires
arc
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.)
Withdrawn
Application number
EP97945239A
Other languages
German (de)
English (en)
Inventor
Anthony John Scarpitti
Michael Alois Kolowski
Frederick William Miller
Donald Woodrow Gilliam
Keith Carl Trares
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Goodyear Tire and Rubber Co
Original Assignee
Goodyear Tire and Rubber Co
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Goodyear Tire and Rubber Co filed Critical Goodyear Tire and Rubber Co
Publication of EP1023190A1 publication Critical patent/EP1023190A1/fr
Withdrawn legal-status Critical Current

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
    • B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/001—Tyres requiring an asymmetric or a special mounting

Definitions

  • This invention relates to automobile and light truck tire combinations designed specifically for either the front wheel position or rear wheel position of front engine four wheeled mounted vehicles.
  • Light truck tires are routinely driven with no weight in the bed of the vehicle causing the rear tire position to typically operate at 50% of the tires rated load. When the track is carrying weight the load can be increased up to 100% of the tires rated load on the rear tires.
  • Mini-vans and sport utility vehicles in addition to being weight distribution sensitive have higher centers of gravity than automobiles.
  • Tires for the front wheel positions of MPV's are subjected to special demands because of the higher center of gravity of the vehicle and the greater tendency for the vehicle to roll onto the outside shoulders of the tire.
  • the footprint patch of the prior art tire in the front right wheel position (as depicted in Fig. 1) one notes the higher outside contact area of the shoulder 2.
  • the tire geometry has been designed by increasing the tread mass distribution in this portion of the tread to resist the higher pressure and abrasion.
  • the remainder of the tread area is optimized for traction and hydroplaning resistance.
  • This state of the art design approach is embodied in the Wrangler GS-A and Wrangler Aquatred tires and represents the present state of the art in tread designs for MPV s.
  • the rear wheel position of MPV's creates special demands on the tires because of the lighter and variable loading of the tire.
  • the footprint of Fig. 2 depicts the same prior art tire of Fig. 1 when placed on the rear position at 50% load. At this position the centerline pressure of the footprint is highest and needs to resist abrasion. Larger tread elements are needed at the centerline to resist this higher abrasion tendency while still providing traction and hydroplaning resistance by providing open shoulders a design that is in direct conflict with the needs of the front position tire.
  • the invention also employs multiple tread radii contouring the tread to achieve full contact of the tire footprint from shoulder to shoulder. This allows for more even treadwear across the tread with secondary benefits of traction improvement through full tread pattern contact. This has been previously difficult to achieve because of the light loading of the rear position and the use of all wheel position design balances resulting in high centerline pressure and wear. Additionally, the tread mass distribution can now be optimized to resist fast centerline abrasion with tread design pattern details specifically suited for rear wheel drive traction.
  • a pneumatic radial tire combination for four-wheeled automobile or light truck vehicles has a pair of front steer position tires and a pair of rear position tires.
  • Each front steer position tire or rear position tire has a footprint, each footprint has an axial width W, as measured at the lateral extremes of the footprint, a centerplane CP midway between the lateral extremes of the footprint.
  • the tire combination has a pair of front steer position tires and a pair of rear position tires.
  • the tire combination has the footprint of the steer position tires having a tread contact area at normal inflation and load wherein the central region contact area is less than the contact area of a first or second shoulder area, while the footprint of the rear position tires have a contact area at normal inflation and load in the central region greater than the first or second shoulder portions.
  • the central portion of the front steer position tires has a wide circumferential groove having a groove width of about 10% of the footprint width W at normal load and inflation while the rear position tire has two wide circumferential grooves, one wide groove being located between the contact area of the central portion and the contact area of each first and second shoulder area.
  • the first tread arc has a curvature of maximum radius at the centerplane of the tire and a curvature of decreasing radius extending toward the lateral edges, at an intersection of the lateral edge and the tread arc a straight line drawn between the intersection of the tread arc curvature and the cente ⁇ lane is inclined at an angle ⁇ F of greater than 5 ° relative to a tangent line L, L being tangent to the tread arc at the cente ⁇ lane and parallel to the axis of rotation.
  • the second tread arc has a curvature of maximum radius at the cente ⁇ lane of the tire and when measured similar to the tires for the front position has an angle ⁇ R of less than 5° relative to the tangent line L, L being tangent to the second tread arc curvature at the cente ⁇ lane and parallel to the axis of rotation.
  • the front tire position first tread arc curvature extending from the cente ⁇ lane to a lateral edge has at least three radii of curvature R,, R 2 , R 3 decreasing in size as the curvature extends from the cente ⁇ lane to each lateral edge and the rear tire position second tread arc of curvature has at least two radii R,, R 2 of curvature decreasing in size as the curvature extends from the cente ⁇ lane to each lateral edge.
  • the front tire position radius R is the radius of curvature at the cente ⁇ lane and R 3 is the radius of curvature at the lateral edge. Most preferably R, is greater than twice R 3 .
  • R, of the front tire position is preferably about 600 mm and the tread radius R 3 is greater than 200 mm.
  • the radii of curvature R, , R 2 , R 3 of the front position tires have the following ratio of lateral width to arc width on at least one-half of the tread of less than 50% for R, , and greater than 20% for R 2 and R 3 respectively.
  • the rear tire position has the radius R, preferably greater than 800 mm and the radius of curvature R 2 of the rear position tire is less than 200 mm.
  • the radii of curvature R, and R 2 of the rear position tires have the following ratio of lateral width to arc width on at least one tread-half of greater than 50% for R, and between 30% to 50% for R 2 .
  • Aspect ratio of the tire means the ratio of its section height (SH) to its section width (SW) multiplied by 100% for expression as a percentage.
  • Asymmetric tread means a tread that has a tread pattern not symmetrical about the cente ⁇ lane or equatorial plane EP of the tire.
  • “Groove” means an elongated void area in a tread that may extend circumferentially or laterally about the tread in a straight, curved, or zigzag manner. Circumferentially and laterally extending grooves sometimes have common portions.
  • the "groove width" is equal to tread surface area occupied by a groove or groove portion, the width of which is in question, divided by the length of such groove or groove portion; thus, the groove width is its average width over its length.
  • Grooves may be of varying depths in a tire. The depth of a groove may vary around the circumference of the tread, or the depth of one groove may be constant but vary from the depth of another groove in the tire. If such narrow or wide grooves are of substantially reduced depth as compared to wide circumferential grooves that they interconnect, they are regarded as forming "tie bars” tending to maintain a rib-like character in the tread region involved.
  • Inboard side means the side of the tire nearest the vehicle when the tire is mounted on a wheel and the wheel is mounted on the vehicle.
  • “Lateral” means an axial direction.
  • Net contact area means the total area of ground contacting elements between defined boundary edges divided by the gross area between the boundary edges as measured around the entire circumference of the tread.
  • Net-to-gross ratio means the total area of ground contacting tread elements between the lateral edges around the entire circumference of the tread divided by the gross area of the entire tread between the lateral edges.
  • axially means lines or directions that are parallel to the axis of rotation of the tire.
  • Outboard side means the side of the tire farthest away from the vehicle when the tire is mounted on a wheel and the wheel is mounted on the vehicle.
  • Ring and radially means directions radially toward or away from the axis of rotation of the tire.
  • Ring means a circumferentially extending strip of rubber on the tread which is defined by at least one circumferential groove and either a second such groove or a lateral edge, the strip being laterally undivided by full-depth grooves.
  • “Sipe” means small slots molded into the tread elements of the tire that subdivide the tread surface and improve traction.
  • Fig. 1 is a plan view of a footprint of a prior art tire made according to U.S. patent 5,415,215, the tire being normally inflated and loaded representing a front steer position mounting on a light track or automobile.
  • Fig. 2 is a plan view of a footprint of a prior art tire made according to Fig. 1 the tire inflated for a 100% load as in Fig. 1 but being loaded to 50% representing a lightly loaded rear position mounting on a light truck or automobile.
  • Figs. 4A, 4B, and 4C are plan views of the footprints of the inventive rear position tire, depicting the tire inflated to 100% load but loaded to 50%, 85% and 100% loads respectively.
  • Figs. 5 and 6 are cross-sectional views of the preferable embodiments inventive front steer position tire and the rear position tire respectively.
  • Figs. 7 and 8 are plan views of portions of the preferred treads for the inventive front steer position tire and the rear position tire respectively.
  • the footprint shape can be determined.
  • a tire is either inked and pressed against a paper or cardboard sheet which is laid on a flat hard surface at a fixed load and with the tire inflated at a fixed pressure leaving the impression of the tread on the paper or cardboard surface.
  • This technique of footprinting is old in the tire art and is commonly understood.
  • inkless procedures are also available which include carbonless paper, pressure sensing pads and the like.
  • one of the objectives is to get the tread contacting surfaces within the footprint defined. Once the tire engineer has the footprint shape he or she can make several observations or predictions about the tire and its tread.
  • the butterfly shaped footprint was determined to be undesirable.
  • the footprints having a shape similar to the bow of a boat were considered desirable for pushing water away from the center of the tread. As shown in Figs. 1 and 2 the prior art tire exhibits this bow shape of footprint.
  • tread element squirm a phenomena known as tread element squirm.
  • the tread elements leave the treads footprint the elements snap out of the contact patch as the pressure holding the element against the road is released.
  • the elements lightly contacting the road are slid across the roadway wearing the element similar to sliding rubber eraser across a sheet of paper.
  • the inventors of the present invention believe ideally the tread elements should have a uniform pressure distribution laterally across the tread and more preferably the leading and trailing edges of the footprint should be axially extending in a straight line path under all operating conditions.
  • the inventors have developed a concept and methodology to define the footprint shape factor. First, the maximum axial width W of the footprint is measured. Then, the distance halfway between the maximum axial width W is defined as the tire's cente ⁇ lane CP. A distance
  • the tread width (W) on each side of the cente ⁇ lane is located as shown as reference numerals 2, 4.
  • a circumferential line 5, 6 is drawn through points 2-2 and 4-4 respectively and the length of line Lsl and Ls2is calculated summed and divided by 2 to arrive at an average shoulder length j.
  • the footprint length Lc at the cente ⁇ lane is measured.
  • the footprint shape factor F is the ratio of Lc L s -
  • the footprint shape factor F of the prior art tire was 1.12 at normal inflation and normal load, at the same pressure and at 50% load the footprint shape factor F is 1.50. As can be easily appreciated the footprint's shape is very different at these different loads.
  • This prior art tire employed a large single radius of curvature R, and attempted to optimize the tread mass distribution for a "balanced tire” with very good wear characteristics. Nevertheless, the prior art tire had to be rotated after a period of use to optimize the tread wear rates. The problem is that these tires for light weight tracks face such a wide range of loads particularly on the rear position tires.
  • variable load problem would be to reduce or increase the tire's inflation pressure to match each load condition.
  • a central inflation system could be mounted on the vehicle which could automatically adjust the tire pressure to match the load. In such a case the footprint shape would most likely remain almost constant.
  • the drawback to such a system is cost. The consumer would appreciate receiving this neutralizing of load variances at no cost. To achieve this result the tires must become somewhat load insensitive.
  • Figs. 3A, 3B and 3C show footprints of a tire 10 for a front steer position four-wheeled vehicle.
  • Figs. 4A, 4B and 4C show footprints for a tire 20 for a rear position four-wheeled vehicle.
  • each tire is inflated to a constant pressure and then the tire is broken in using ASTM tire break-in procedures. The inflated tire is then loaded to 50%, 85%, and 100% loads and a footprint is taken at each load.
  • the footprint shape factor F is then calculated as previously described.
  • the length of Ls2 the left side of the tire footprint is very close to the same length as Lsl the right side, that is the distance between the points 2-2 and the distance between points 4-4 are about the same. Since one of the objectives is to have the leading and trailing edges being almost axially extending at or during the most typical vehicle load condition for each wheel position it is considered important that the difference in length from point 2-2 relative to point 4-4 does not exceed 10% , more preferably about 5 % or less.
  • the left side 2-2 could be greater in length than the length I ⁇ while the right side is smaller than L ⁇ with the resultant effect being LrVLs equaling 1.00 however, in such a case the distance 2-2 would be 105% and the distance 4-4 would be 95% of the length 1 ⁇ .
  • the tires 10, 20 when exposed to the most common vehicle load for the wheel position should have the footprint shape factor within 5 percent or less of the Lc/Ls ratio of 1.0 most preferably within 2%. For example, given the front tire position achieves this result between 85% and 100% of vehicle load while the rear position tire sees this condition near the more typical 50% load condition.
  • the inventive front steer position tire 10 has a footprint shape factor greater than 1.00, at the 50% load, and about 1.00 at 85% load and about 1.00 at 100% load.
  • the footprint shape factor was 1.13, 0.99, and 0.98 respectively for the 50%, 85% and 100% loads.
  • the footprints shown in Figs. 4A, 4B and 4C have footprint shape factors of about 1.00 at 50% load and 1.00 or less at both 85 % load and 100% load.
  • the footprint shape factors were 1.00, 0.91 and 0.90 for the 50% , 85 % and 100% loads respectively when measured after being broken in.
  • the expected vehicle loads on the tire are typically in the 85% to 100% standard maximum load range.
  • the four-wheeled front engine mounted vehicles typically exhibit that much weight on the forward portion of the vehicle. Therefore, the footprint shape factor F can very closely be designed to the ideal 1.00 give or take a few percent for the 85 % and 100% load. In the exemplary tire 10 this was achieved when the 50% loaded tire 10 had a broken in footprint shape factor F set greater than 1.00, preferably about 10% greater.
  • the vehicle load range varies from the 50% load typically to
  • the tire 20 has the footprint shape factor set at about 1.00 for 50% load and less than 1.00 for the 85% and 100% loaded conditions.
  • the initial 50% loaded footprint shape factor preferably is less than 1.05 with about a .10 drop from the initial 50% loaded condition as the loads increase to 85 % and 100% .
  • Fig. 5 shows the cross section of the tire 10 for the front steer position
  • Fig. 6 shows the cross section of the tire 20 for the rear position.
  • the tires 10 and 20 have very similar structures and are made of similar components.
  • the tires may employ different tread compounds and other component differences more suited for the specific wheel position if so desired.
  • Each tire 10, 20 has an axis of rotation R, a casing 30, the casing 30 has a carcass 32 and a belt reinforcing structure 34 radially outward of the carcass 32.
  • the carcass 32 preferably includes at least one elastomeric ply 36 reinforced with radial cords and an inner liner 35 and a pair of sidewalls 21.
  • the ply 36 is wrapped about two annular bead cores 40 as shown.
  • the tires 10, 20 each have tread 22 located radially outward of the belt reinforcing structure 34 of the casing 30.
  • the tread has a pair of lateral edges 42, 44, a tread arc 46, 48 extending between the lateral edges and a cente ⁇ lane (CP) passing midway between the lateral edges 42, 44 and perpendicular to the axis of rotation.
  • the combination of tires 10, 20 exhibit two distinct tread arcs 46 for the front tirelO and 48 for the rear tire 20.
  • the first tread arc 46 for the front position tire 10 and the second tread arc 48 of the rear tire 20 are both defined by the radially outermost surface 45 of the tread elements when the tire is inflated but unloaded.
  • the first tread arc 52 has a curvature of maximum radius R, at the cente ⁇ lane CP of the tire 10 and a curvature of decreasing radius R 2 , R 3 extending toward the lateral edges.
  • a straight line 50 is drawn between the intersection 49 of the arc and the cente ⁇ lane CP.
  • the line 50 is inclined at an angle ⁇ F greater than 5° relative to a tangent line L, L being tangent to the tread arc at the centerline CP and parallel to the axis of rotation.
  • both tread halves extending from the cente ⁇ lane CP to the lateral edges 42, 44 have similar curvatures, however, it is contemplated that the curvature could be asymmetric or distinct between tread halves but it is believed that the line 50 should be inclined at an angle Q P , Q F being greater than 5° on either side.
  • the tire 20 for the rear position has a line 50 inclined at an angle Q R , ⁇ R being less than 5°.
  • the rear tire 20 like the front tire 10 is preferably symmetrical on each tread half in terms of tread arc curvatures although the inventive concept is not limited to a symmetry of curvature.
  • the preferred tire had at least three radii of curvature R,, R 2 , R 3 extending from the cente ⁇ lane to a lateral edge 42 or 44.
  • the radii R,, R 2 , R 3 decrease in size as the curvature extends from the cente ⁇ lane to each lateral edge.
  • R is the radius of curvature at the cente ⁇ lane, the radius R t extending laterally to less than 50% of the arc width while the radii R 2 and R 3 each have lateral width of greater than 20% of the arc width as measured between the cente ⁇ lane CP and the lateral edges 42, 44 or on one-half of the tread as shown in Fig. 8.
  • the tire 10 of the present invention had the R, radius at least twice as large as R 3 , preferably about three times and R 2 falling in between R, and R 3 in size and location.
  • R t for the test tire 10 was about 600 mm
  • R 2 was about 300 mm
  • R 3 is greater than 200 mm, about 229 mm.
  • the lateral width ratio of R t was 45.2%
  • R 2 was 24%
  • R 3 was 30.8%.
  • the actual total tread arc width being the sum of 38.12 mm for R,, 20.22 mm for R 2 and 25.9 mm for R 3 or 84.24 mm for each half of the tread as shown in Fig. 5.
  • the resultant shoulder drop at the intersection 47 relative to the line L is about 8 mm and the angle ⁇ F was 5.4° .
  • the tread arc curvature 46 had two radii, R t and R 2 , Ri being greater than 800, or about 834 mm while R 2 was less than 200 mm, or about 175 mm.
  • the lateral width ratios of the curvatures R, and R 2 were greater than 50% for R, and between 30% to 50% for R 2 .
  • the actual test tire R, width to arc width ratio was 61.8% while R 2 was 38.2% on each tread half.
  • the tread shoulder drop off at the intersection 47 was about 7 mm. While ⁇ R was less than 5°, measuring 4.6°.
  • the rear tire 20 tread as shown in Fig. 8 has two wide circumferential grooves, one such groove 61, 62 being bounded by tread elements 70 and being located with each half of the tread and being spaced laterally about midway of each tread half.
  • the central zone 91 has a net contact area greater than the net contact area of shoulder zones 90 and 92.
  • the shoulder zones 90, 92 have net contact areas about equal as shown with open laterally extending grooves 94 for traction. This combination of tread patterns optimizes the tread wear rates for each wheel position while enhancing snow and wet traction performance.
  • the front tire 10 has a tread arc width slightly narrower than the rear tire 20. This complements the use of only one wide circumferential groove 60 on the front tire. While the wider rear tire employs two such grooves 61, 62, this combination has very pronounced deep-water anti- hydroplaning benefits.
  • the narrower front tire pushes the water out of the way the wider rear tires following in the wake of the front tire sees less water in the center of the tread and a little more in the shoulders zones when traveling at speed. This is a phenomena that is likely to result when a driver suddenly comes upon deep puddle water on a roadway and unexpectedly has no time to reduce speed. These tires greatly enhance the vehicle's ability to track straight without hydroplaning.
  • the wide groove, 60, 61, 62 have a width of at least 7% of the total tread width, preferably about 10%.
  • the inventive front tire 10 is clissimilar to the rear position tire 20 is a multiple of ways.
  • the footprint shape factors, the tread arc curvatures and the tread mass distribution are distinct. These differences due to wheel position sensitivity are noticeable.
  • specific tires for the various wheel positions is common practice.
  • lightweight vehicles such a practice was heretofore avoided.
  • One such way is to provide a harder better wearing tread compound on the front wheel position and a softer more traction sensitive compound on the rear tire.
  • a lower rolling resistant compound can be used on the front wheel position while a superior traction compound is used on the rear.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention porte sur une combinaison de bandages radiaux pneumatiques pour véhicules automobiles et utilitaires légers à quatre roues. Cette combinaison comporte une paire de pneus avant directionnels et une paire de pneus arrière. Le pneu avant directionnel (10) comporte un premier arc (46) de bande de roulement lorsque le pneu est normalement gonflé pour une charge normale, mais non sollicité en charge, ce premier arc ayant un rayon de courbure décroissant qui s'étend vers les bords latéraux (42, 44), et une ligne droite (50o) tracée entre l'intersection de la courbure de l'arc et le plan médian est inclinée selon un angle υF supérieur à 5° par rapport à une ligne tangente L, L étant tangent à l'arc de bande de roulement au niveau du plan médian et parallèle à l'axe de rotation R. Le pneu arrière (20), mesuré de manière similaire, présente un arc de bande de roulement selon un angle υR inférieur à 5°.
EP97945239A 1997-09-17 1997-09-17 Arcs de bandes de roulement pour vehicules automobiles et utilitaires legers a quatre roues Withdrawn EP1023190A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1997/016906 WO1999014064A1 (fr) 1997-09-17 1997-09-17 Arcs de bandes de roulement pour vehicules automobiles et utilitaires legers a quatre roues

Publications (1)

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EP1023190A1 true EP1023190A1 (fr) 2000-08-02

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EP97945239A Withdrawn EP1023190A1 (fr) 1997-09-17 1997-09-17 Arcs de bandes de roulement pour vehicules automobiles et utilitaires legers a quatre roues

Country Status (5)

Country Link
EP (1) EP1023190A1 (fr)
AU (1) AU4648897A (fr)
CA (1) CA2298444A1 (fr)
WO (1) WO1999014064A1 (fr)
ZA (1) ZA988119B (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6564839B1 (en) * 2000-11-01 2003-05-20 The Goodyear Tire & Rubber Company Pneumatic tire having a load dependent adaptive footprint shape
JP6518492B2 (ja) * 2015-04-07 2019-05-22 株式会社ブリヂストン 空気入りタイヤ
JP6879086B2 (ja) * 2017-07-04 2021-06-02 住友ゴム工業株式会社 空気入りタイヤ
CN113352819A (zh) * 2021-07-09 2021-09-07 赛轮集团股份有限公司 轮胎

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1480962A1 (de) * 1965-12-21 1969-06-19 Continental Gummi Werke Ag Luftbereifung fuer Strassenfahrzeuge
JP2901244B2 (ja) * 1988-01-22 1999-06-07 株式会社ブリヂストン 自動車とタイヤの組合せ体
US5238038A (en) * 1990-09-04 1993-08-24 The Goodyear Tire & Rubber Company Pneumatic tire
JP3023191B2 (ja) * 1991-03-07 2000-03-21 株式会社ブリヂストン カート用ラジアルタイヤの組合せ構造
JPH06183216A (ja) * 1992-12-22 1994-07-05 Yokohama Rubber Co Ltd:The モーターサイクル用組スノータイヤ

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9914064A1 *

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CA2298444A1 (fr) 1999-03-25
AU4648897A (en) 1999-04-05
WO1999014064A1 (fr) 1999-03-25
ZA988119B (en) 1999-03-10

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