JP3043777B2 - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP3043777B2 JP3043777B2 JP2149052A JP14905290A JP3043777B2 JP 3043777 B2 JP3043777 B2 JP 3043777B2 JP 2149052 A JP2149052 A JP 2149052A JP 14905290 A JP14905290 A JP 14905290A JP 3043777 B2 JP3043777 B2 JP 3043777B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- side rubber
- density
- maximum width
- vibration
- 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.)
- Expired - Lifetime
Links
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、自動車等に装着される空気入りタイヤに関
する。Description: TECHNICAL FIELD The present invention relates to a pneumatic tire mounted on an automobile or the like.
従来、自動車等に装着される空気入りタイヤにおいて
は250Hz付近のタイヤ内空洞共鳴振動が発生することが
知られており、このタイヤ内空洞共鳴振動の低減技術と
しては、以下の技術がすでに開示されている。Conventionally, pneumatic tires mounted on automobiles and the like are known to generate cavity resonance vibration in the tire at around 250 Hz, and the following technology has already been disclosed as a technology for reducing the cavity resonance vibration in the tire. ing.
タイヤ内部に吸音材を設けタイヤ内の定在波の発生を
抑制する技術（特開昭62−216803号公報、特開昭62−50
203号公報、特開昭63−275404号公報、特開昭63−29170
8号公報、特開昭64−78902号公報）。A technique in which a sound absorbing material is provided inside a tire to suppress the generation of standing waves in the tire (Japanese Patent Application Laid-Open Nos. 62-216803 and 62-50
No. 203, JP-A-63-275404, JP-A-63-29170
No. 8, JP-A-64-78902).
タイヤ内部の空洞に隔壁を設ける技術（特開昭63−13
0412号公報、特開昭63−137005号公報）。Technology for providing a partition in a cavity inside a tire (Japanese Patent Laid-Open No. 63-13 / 1988)
No. 0412, JP-A-63-137005).
リムを加工することによりタイヤ内空洞の形状を変え
る技術（特開昭64−1601号公報、特開平１−115701号公
報、特開平１−115702号公報、特開平１−115704号公
報）。Technology for changing the shape of the cavity in the tire by processing the rim (Japanese Patent Application Laid-Open Nos. 64-1601, 1-1115701, 1-1115702, and 1-1115704).
しかしながら、これらの従来技術においては、タイヤ
内の定在波の発生を抑制する効果は大きいものの、タイ
ヤコストの上昇や、製造が難しくなる等の不具合があ
る。However, these conventional techniques have a great effect of suppressing the generation of standing waves in a tire, but have disadvantages such as an increase in tire cost and difficulty in manufacturing.
本発明は上記事実を考慮し、リムとタイヤ内面で形成
されるタイヤ内部に対して手を加えずに、タイヤの空洞
共鳴振動を抑えることができる空気入りタイヤを得るこ
とが目的である。The present invention has been made in view of the above circumstances, and has as its object to obtain a pneumatic tire that can suppress cavity resonance vibration of a tire without modifying the inside of the tire formed by the rim and the tire inner surface.
空気入りタイヤの振動は、タイヤ各部の減衰特性、質
量、剛性の分布によって振動の状態が変化する。従っ
て、タイヤ各部の減衰特性、質量、剛性を変化させたと
きの、タイヤ内空洞共鳴ピーク値に与える影響を調べた
ところ、第６図に示される如く、質量の効果が最も大き
いことがわかった。The state of vibration of a pneumatic tire changes depending on the distribution of damping characteristics, mass, and rigidity of each part of the tire. Therefore, when the influence on the cavity resonance peak value in the tire when the damping characteristic, the mass, and the rigidity of each part of the tire were changed was examined, it was found that the effect of the mass was the largest as shown in FIG. .
また、タイヤ内空洞共鳴振動は、路面の凹凸によっ
て、特にタイヤのトレツド部、サイド部が加振されて、
タイヤ内空洞が共鳴することによって発生する。また、
タイヤ内での共鳴は、タイヤの加振側と車軸を挟んで18
0°の反対側で逆位相となる１次の共鳴のため、共鳴に
よる内圧変動が加振力となってタイヤを加振するとき、
上下の不均衡力を生じて、車軸に振動が発生し、車体を
伝わって車室内の騒音となる。従ってタイヤ内空洞共鳴
振動の低減のためには、タイヤ内空洞共鳴振動のピーク
周波数でのタイヤの伝達特性（伝達関数）を改善するこ
とが必要である。In addition, the cavity resonance vibration in the tire is particularly caused by the vibration of the tread portion and the side portion of the tire due to the unevenness of the road surface,
This is caused by resonance of the cavity in the tire. Also,
The resonance in the tire is 18
Due to the primary resonance having the opposite phase on the opposite side of 0 °, when the internal pressure fluctuation due to the resonance becomes the excitation force and excites the tire,
An imbalance force is generated in the vertical direction, and vibration is generated on the axle, which travels through the vehicle body and becomes noise in the vehicle interior. Therefore, in order to reduce the cavity resonance vibration in the tire, it is necessary to improve the transfer characteristic (transfer function) of the tire at the peak frequency of the cavity resonance vibration in the tire.
タイヤ（タイヤサイズ185/60 R14、内圧2.0kg/cm2）
の伝達特性（伝達関数）を、第７図に示される如く、イ
ンパクトハンマー80でタイヤ82のトレツド表面82Aを加
振する。所謂ハンマリング試験によって求めると、第８
図に示される如く、90Hz付近のトレツドリングの偏心モ
ードのピーク値P1と、250Hz付近のタイヤ内空洞共鳴ピ
ーク値P2が確認できる。Tire (tire size 185/60 R14, internal pressure 2.0kg / cm 2 )
As shown in FIG. 7, the tread surface 82A of the tire 82 is excited by the impact hammer 80 as shown in FIG. According to the so-called hammering test, the eighth
As shown in the figure, a peak value P1 of the eccentric mode of the tread ring around 90 Hz and a cavity resonance peak value P2 around 250 Hz can be confirmed.
また、過去に数多く報告されているように、タイヤ内
にウレタンを充填して上記の如く伝達特性を測定する
と、第９図の破線で示される如く、250Hz付近にピーク
値が発生しない。従って、250Hz付近には、軸力に反映
するような構造的な振動ピークはなく、空洞共鳴による
内圧変動の加振力のピークが250Hzのピークである。Further, as has been reported many times in the past, when the tire is filled with urethane and the transfer characteristics are measured as described above, no peak value is generated around 250 Hz as shown by the broken line in FIG. Therefore, there is no structural vibration peak near 250 Hz that reflects the axial force, and the peak of the excitation force of the internal pressure fluctuation due to cavity resonance is the peak at 250 Hz.
従って、このときの振動モードは構造的な固有モード
を励振していることは明らかであり、このため、第10図
に示される如く、250Hzにおいてもトレツドリングの偏
心するモードが生じている。Therefore, it is clear that the vibration mode at this time excites a structural eigenmode. Therefore, as shown in FIG. 10, a mode in which the tread ring is eccentric occurs even at 250 Hz.
第10図に示される如く、トレツドリング84が偏心する
ときの、変位（ｅ）が最も大きい部分での断面形状は、
第11図のようにタイヤ86の最大巾Ｗでの振幅Ｌが最も大
きくなることが推測される。従って、タイヤサイド部の
振動を抑制することができれば、タイヤ内の空洞に手を
加えることをせずに250Hz付近のタイヤ空洞共鳴のピー
ク値を低減することが可能である。As shown in FIG. 10, when the tread ring 84 is eccentric, the cross-sectional shape at the portion where the displacement (e) is the largest is:
It is estimated that the amplitude L at the maximum width W of the tire 86 becomes the largest as shown in FIG. Therefore, if the vibration of the tire side portion can be suppressed, the peak value of the tire cavity resonance around 250 Hz can be reduced without changing the cavity in the tire.
即ち、タイヤの最大幅位置での質量が増すと、慣性力
の増加のため変位が抑えられ、タイヤの振動が低減する
ため、タイヤ内の空洞で共鳴が発生しても、車軸に伝わ
る250Hzの振動は低減される。That is, when the mass at the maximum width position of the tire increases, the displacement is suppressed due to an increase in the inertial force, and the vibration of the tire is reduced, so even if resonance occurs in the cavity in the tire, 250 Hz transmitted to the axle Vibration is reduced.
また、第12図に示される如く、タイヤ断面内でサイド
部の質量を一定量増加（サイド部を５分割し、各部のサ
イドゴムの密度を15％増加）させたときの、ピーク値低
減率を比べると、最大幅で最も効果の大きいことが確認
できた。Further, as shown in FIG. 12, the peak value reduction rate when the mass of the side portion is increased by a fixed amount (the side portion is divided into five and the density of the side rubber in each portion is increased by 15%) in the tire cross section is shown. In comparison, it was confirmed that the maximum width was most effective.
従って、最大幅付近に付加する質量を集中させること
で、最小のタイヤの重量増加で最大の効果を得ることが
できることがわかる。Therefore, it can be understood that the maximum effect can be obtained by increasing the weight of the minimum tire by concentrating the mass added near the maximum width.
本発明は、以上の理由からサイドゴムのタイヤ最大幅
付近の厚さを、サイドゴムの他の部分の厚さより厚くし
たこと、または、サイドゴムのタイヤ最大幅付近の密度
を、サイドゴムの他の部分の密度より高くしたことを特
徴としている。According to the present invention, the thickness of the side rubber in the vicinity of the tire maximum width is set to be greater than the thickness of the other portion of the side rubber, or the density of the side rubber in the vicinity of the tire maximum width, the density of the other portion of the side rubber. It is characterized by being higher.
なお、第12図に示される如く、タイヤ断面内でサイド
部の質量を一定量増加させたときの、ピーク値低減率最
大の効果A1に対して、ピーク値低減率A2が0.3A1以上の
効果が得られる範囲は、付加する質量の中心ｈがセクシ
ヨンハイトＨの1/5H＜ｈ＜4/5Hにあるときであることが
明らかとなった。In addition, as shown in FIG. 12, when the mass of the side portion is increased by a fixed amount in the tire cross section, the peak value reduction rate A2 is 0.3 A1 or more with respect to the peak value reduction rate maximum effect A1. Was obtained when the center h of the added mass was within 1 / 5H <h <4 / 5H of the section height H.
また、付加する振動防止部材の位置ｈはタイヤのセク
シヨンハイトＨの1/5H＜ｈ＜4/5Hで効果が期待できる
が、最大の効果が得られる最大巾部の質量を増した場合
に対して80％程度の効果を確保するには、1/2H±1/10H
程度が好ましい。またサイドゴムのタイヤ最大幅付近の
厚さＴは、タイヤ最大幅付近がサイドゴムの他の部分か
ら突出する場合には、サイドゴムの他の部分の厚さと同
等程度が製造上好ましい。またサイドゴムのタイヤ最大
幅付近の幅は、サイド部の剛性の上昇による乗り心地の
悪化を防ぐため、理論的には、０であることが最良であ
るが、実際的には1/10H程度が好ましい。従って、サイ
ドゴムのタイヤ最大幅付近の密度は、サイドゴムの他の
部分の密度の110％以上が好ましい。The position h of the vibration preventing member to be added can be expected to have an effect when the section height H of the tire is 1 / 5H <h <4 / 5H, but when the mass of the maximum width at which the maximum effect is obtained is increased, 1 / 2H ± 1 / 10H to secure about 80% effect
The degree is preferred. In the case where the thickness T of the side rubber near the maximum width of the tire protrudes from another portion of the side rubber, the thickness T of the side rubber is preferably approximately equal to the thickness of the other portion of the side rubber in terms of manufacturing. In addition, the width of the side rubber near the tire maximum width is theoretically best to be 0 in order to prevent the ride comfort from deteriorating due to an increase in the rigidity of the side portion, but in practice it is about 1 / 10H preferable. Therefore, the density of the side rubber near the maximum width of the tire is preferably 110% or more of the density of the other part of the side rubber.
以下本発明の一実施例を第１図〜第５図に従って説明
する。An embodiment of the present invention will be described below with reference to FIGS.
第１図は本発明の第１実施例の空気入りタイヤ10を示
している。この空気入りタイヤ10は、タイヤ規格の最大
幅までの余裕がないタイヤである。このため、踏面を構
成するトレツド12とビード部14との間のサイド部16の外
側を構成するサイドゴム（ゴム厚さT1）18を、セクシヨ
ンハイトＨ方向に３分割し、中央部18Aの密度をサイド
ゴム18の密度より10％以上高くした構造とされている。FIG. 1 shows a pneumatic tire 10 according to a first embodiment of the present invention. The pneumatic tire 10 is a tire having no margin up to the maximum width of the tire standard. For this reason, the side rubber (rubber thickness T1) 18 forming the outside of the side portion 16 between the tread 12 and the bead portion 14 forming the tread surface is divided into three in the direction of the section height H, and the density of the central portion 18A is increased. Is higher than the density of the side rubber 18 by 10% or more.
なお、密度を高くした中央部18Aの幅B1は1/10H、中央
部18Aの中央の高さｈは1/2Hである。The width B1 of the central portion 18A having the increased density is 1 / 10H, and the height h at the center of the central portion 18A is 1 / 2H.
第２図は本発明の第２実施例の空気入りタイヤ20を示
している。この空気入りタイヤ20は、タイヤ規格の最大
幅までの余裕があるタイヤである。このため、サイドゴ
ム18の最大幅部18Bを突出させ突出部22とし、突出部22
のみの密度を高くした構造とされている。FIG. 2 shows a pneumatic tire 20 according to a second embodiment of the present invention. The pneumatic tire 20 is a tire having a margin up to the maximum width of the tire standard. For this reason, the maximum width portion 18B of the side rubber 18 is protruded to form the protruding portion 22, and the protruding portion 22 is formed.
It has a structure in which only the density is increased.
なお、突出部22の幅B1は1/10H、突出部22の中央の高
さｈは1/2Hであり、突出部22の断面形状は台形とした
が、突出部22の断面形状は台形である必要はなく半円
形、矩形等の他の形状でもよい。また、突出部22の厚さ
はサイドゴム18の厚さT1に等しい。The width B1 of the protrusion 22 is 1 / 10H, the height h at the center of the protrusion 22 is 1 / 2H, and the cross-sectional shape of the protrusion 22 is trapezoidal, but the cross-section of the protrusion 22 is trapezoidal. It is not necessary that the shape be semi-circular, rectangular, or another shape. Further, the thickness of the protruding portion 22 is equal to the thickness T1 of the side rubber 18.
第３図は本発明の第３実施例の空気入りタイヤ26を示
している。この空気入りタイヤ26は、タイヤ規格の最大
幅までの余裕があるタイヤである。このため、サイドゴ
ム18の最大幅部を突出させサイドゴム18の最大幅部を含
む突出部28とし、突出部28の密度を高くした構造とされ
ている。FIG. 3 shows a pneumatic tire 26 according to a third embodiment of the present invention. The pneumatic tire 26 is a tire having a margin up to the maximum width of the tire standard. For this reason, the maximum width portion of the side rubber 18 is made to protrude to be a projection portion 28 including the maximum width portion of the side rubber 18, so that the density of the projection portion 28 is increased.
なお、サイドゴム18の最大幅部を含む突出部28の幅B1
は1/10H、突出部28の中央の高さｈは1/2Hであり、突出
部28の断面形状は台形である必要はなく半円形、矩形等
の他の形状でもよい。また、突出部28の厚さT2はサイド
ゴム18の厚さT1の２倍である。The width B1 of the protruding portion 28 including the maximum width portion of the side rubber 18
Is 1 / 10H, the height h at the center of the protruding portion 28 is 1 / 2H, and the cross-sectional shape of the protruding portion 28 does not need to be trapezoidal, and may be another shape such as a semicircle or a rectangle. The thickness T2 of the protrusion 28 is twice the thickness T1 of the side rubber 18.
また、タイヤサイドから見た場合の、第１実施例の空
気入りタイヤ10、第２実施例の空気入りタイヤ20及び第
３実施例の空気入りタイヤ26の各密度を高くした部分1
8、22、28の形状は第４図（Ａ）に示される如く、プレ
ーン状（リング状）とされている。なお、この密度を高
くした部分18、22、28のタイヤサイドから見た場合の形
状は第４図（Ａ）に示されるプレーン状に限らず、第４
図（Ｂ）に示される如く、サイド部の剛性の変化を抑
え、乗り心地の変化を減少するために、ラジアル方向に
サイプ30を設けた形状としても良く、また第４図（Ｃ）
に示される如く、ブロツク状に分断した形状としても良
い。In addition, when viewed from the tire side, each of the pneumatic tires 10 of the first embodiment, the pneumatic tires 20 of the second embodiment, and the pneumatic tires 26 of the third embodiment has a higher density 1
The shapes of 8, 22, and 28 are plain (ring-shaped) as shown in FIG. 4 (A). The shape of the portions 18, 22, and 28 with the increased density as viewed from the tire side is not limited to the plain shape shown in FIG.
As shown in FIG. (B), in order to suppress a change in rigidity of the side portion and reduce a change in ride comfort, a shape in which a sipe 30 is provided in the radial direction may be used.
As shown in (1), the shape may be divided into block shapes.
（実験例） 第２図に示される第２実施例のタイヤ（タイヤサイズ
185/65 14、内圧2.0kg/cm2、Ｈ＝115mm、ｈ＝60mm、T2
＝5mm、B1＝18mm、B2＝20mm）を試作し、この試作タイ
ヤにおいて、ロードノイズの発生する荒れた路面を時速
50km/hで走行したときの運転席での車内騒音を測定し
た。この場合の、サイドゴム18の密度は1.09g/cm3であ
り、付加したゴム28の密度は1.20g/cm3であって、タイ
ヤ総重量に対して3.8％の増加とした。(Experimental Example) Tire (tire size) of the second embodiment shown in FIG.
185/65 14, internal pressure 2.0kg / cm 2 , H = 115mm, h = 60mm, T2
= 5mm, B1 = 18mm, B2 = 20mm), and with this prototype tire, the rough road surface where road noise is generated
The noise inside the driver's seat when driving at 50 km / h was measured. In this case, the density of the side rubber 18 was 1.09 g / cm 3 , and the density of the added rubber 28 was 1.20 g / cm 3, which was increased by 3.8% with respect to the total weight of the tire.
この試作タイヤの車内音と、突出部を追加しない従来
タイヤの車内音とを比較すると、第５図に示される如
く、突出部22を追加することによって、250Hz付近のピ
ーク値P3が1.7dB改善されたことが確認された。Comparing the in-vehicle sound of this prototype tire with the in-vehicle sound of the conventional tire without the addition of a protrusion, as shown in Fig. 5, the addition of the protrusion 22 improved the peak value P3 around 250 Hz by 1.7 dB. It was confirmed that it was done.
本発明は上記の構成としたので、リムとタイヤ内面で
形成されるタイヤ内部に対して手を加えずに、タイヤの
空洞共鳴振動を抑えることができるという優れた効果を
有する。Since the present invention is configured as described above, it has an excellent effect that the cavity resonance vibration of the tire can be suppressed without changing the inside of the tire formed by the rim and the tire inner surface.
第１図は本発明の第１実施例による空気入りタイヤを示
す一部ハツチングを省略した幅方向に沿って切断した右
半分断面図、第２図は本発明の第２実施例による空気入
りタイヤを示す一部ハツチングを省略した幅方向に沿っ
て切断した右半分断面図、第３図は本発明の第３実施例
による空気入りタイヤを示す一部ハツチングを省略した
幅方向に沿って切断した右半分断面図、第４図（Ａ）第
４図（Ｂ）第４図（Ｃ）は本発明の第１実施例〜第３実
施例による空気入りタイヤを示す概略側面図、第５図は
本発明の空気入りタイヤの周波数と車内音との関係を示
すグラフ、第６図は空気入りタイヤの減衰特性、質量、
剛性とタイヤ内空洞共鳴ピーク低減率との関係を示すグ
ラフ、第７図はハンマリング試験を示す概略図、第８図
及び第９図は空気入りタイヤの周波数と伝達率との関係
を示すグラフ、第10図はトレツドリングの偏心を示す概
略図、第11図はトレツドリングの偏心時の断面形状を示
す線図、第12図はタイヤ断面内でのサイド部の質量増加
位置とピーク値低減率との関係を示すグラフである。 10、20、26……空気入りタイヤ、16……サイド部、18…
…サイドゴム、22、28……突出部。FIG. 1 is a right half cross-sectional view of a pneumatic tire according to a first embodiment of the present invention, cut along the width direction with a partial hatching omitted, and FIG. 2 is a pneumatic tire according to a second embodiment of the present invention. FIG. 3 is a right half cross-sectional view taken along a width direction in which a part of hatching is omitted. FIG. FIG. 4 (A), FIG. 4 (B), FIG. 4 (C) are schematic side views showing pneumatic tires according to the first to third embodiments of the present invention, and FIG. FIG. 6 is a graph showing the relationship between the frequency of the pneumatic tire of the present invention and the sound inside the vehicle, and FIG.
7 is a schematic diagram showing a hammering test, and FIGS. 8 and 9 are graphs showing a relationship between a frequency and a transmissivity of a pneumatic tire. , FIG. 10 is a schematic diagram showing the eccentricity of the tread ring, FIG. 11 is a diagram showing the cross-sectional shape of the tread ring at the time of eccentricity, and FIG. 6 is a graph showing the relationship of. 10, 20, 26 ... pneumatic tires, 16 ... side parts, 18 ...
... Side rubber, 22, 28 ... Projection.
Claims (3)
とビード部との間のサイド部を構成するサイドゴムと、
を備えた空気入りタイヤであって、 前記サイドゴムのタイヤ最大幅付近の厚さを、前記サイ
ドゴムの他の部分の厚さより厚くしたことを特徴とする
空気入りタイヤ。1. A tread forming a tread surface, a side rubber forming a side portion between the tread and the bead portion,
The thickness of the side rubber near the maximum width of the tire is larger than the thickness of other parts of the side rubber.
とビード部との間のサイド部を構成するサイドゴムと、
を備えた空気入りタイヤであって、 前記サイドゴムのタイヤ最大幅付近の密度を、前記サイ
ドゴムの他の部分の密度より高くしたことを特徴とする
空気入りタイヤ。2. A tread forming a tread surface, a side rubber forming a side portion between the tread and the bead portion,
The density of the side rubber near the maximum width of the tire is higher than the density of other parts of the side rubber.
を、前記サイドゴムの他の部分の密度の110％以上とし
たことを特徴とする請求項２に記載の空気入りタイヤ。3. The pneumatic tire according to claim 2, wherein the density of the side rubber near the maximum width of the tire is 110% or more of the density of the other portion of the side rubber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2149052A JP3043777B2 (en) | 1990-06-07 | 1990-06-07 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2149052A JP3043777B2 (en) | 1990-06-07 | 1990-06-07 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0443107A JPH0443107A (en) | 1992-02-13 |
| JP3043777B2 true JP3043777B2 (en) | 2000-05-22 |
Family
ID=15466608
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2149052A Expired - Lifetime JP3043777B2 (en) | 1990-06-07 | 1990-06-07 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3043777B2 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09109622A (en) * | 1995-10-24 | 1997-04-28 | Bridgestone Corp | Radial tire |
| JP4331338B2 (en) * | 1999-08-03 | 2009-09-16 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP2001163005A (en) * | 1999-12-09 | 2001-06-19 | Bridgestone Corp | Radial tire |
| JP2009279954A (en) * | 2008-05-19 | 2009-12-03 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP5482758B2 (en) * | 2011-09-28 | 2014-05-07 | 横浜ゴム株式会社 | Pneumatic tire |
| JP6623716B2 (en) * | 2015-11-20 | 2019-12-25 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2023078001A (en) * | 2021-11-25 | 2023-06-06 | 株式会社ブリヂストン | pneumatic tire |
| JP2023078000A (en) * | 2021-11-25 | 2023-06-06 | 株式会社ブリヂストン | pneumatic tire |
-
1990
- 1990-06-07 JP JP2149052A patent/JP3043777B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0443107A (en) | 1992-02-13 |
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