JP3354654B2 - Pneumatic tires for passenger cars - Google Patents
Pneumatic tires for passenger carsInfo
- Publication number
- JP3354654B2 JP3354654B2 JP24179693A JP24179693A JP3354654B2 JP 3354654 B2 JP3354654 B2 JP 3354654B2 JP 24179693 A JP24179693 A JP 24179693A JP 24179693 A JP24179693 A JP 24179693A JP 3354654 B2 JP3354654 B2 JP 3354654B2
- Authority
- JP
- Japan
- Prior art keywords
- layer
- tread
- groove
- tire
- rubber
- 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 - Fee Related
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
- B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
- B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は軽量化のため溝下ゲージ
を薄くしながら溝底の耐カット性を向上した乗用車用空
気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire for a passenger car which has improved cut resistance at the bottom of a groove while reducing the thickness of a gauge under the groove to reduce the weight.
【０００２】[0002]
【従来の技術】従来、乗用車用空気入りタイヤの軽量化
対策の一つとして、トレッド面の主溝の溝底から最外側
ベルト層のベルトコード表面までのゴム厚さ（以下、溝
下ゲージという）を小さくすることによりトレッドゴム
全体の使用量を低減させる方法が知られている。2. Description of the Related Art Conventionally, as one of measures to reduce the weight of a pneumatic tire for a passenger car, a rubber thickness from the groove bottom of a main groove on a tread surface to a belt cord surface of an outermost belt layer (hereinafter referred to as a groove gauge). There is known a method of reducing the amount of the tread rubber used by reducing the amount of the tread rubber.
【０００３】しかし、上記溝下ゲージを小さくすると、
主溝の溝底に受けたカット傷がベルトコードまで達し易
くなり、そのベルトコードの損傷によって故障が起こり
易くなるという問題があった。[0003] However, when the above-mentioned under-groove gauge is reduced,
There has been a problem that a cut flaw received at the groove bottom of the main groove easily reaches the belt cord, and a failure easily occurs due to damage of the belt cord.
【０００４】[0004]
【発明が解決しようとする課題】本発明の目的は、溝下
ゲージを小さくして軽量化したものであっても、溝底の
耐カット性を向上すると共に、一層の転がり抵抗の低減
を可能にした乗用車用空気入りタイヤを提供することに
ある。SUMMARY OF THE INVENTION It is an object of the present invention to improve the cut resistance of the groove bottom and to further reduce the rolling resistance even if the under-groove gauge is reduced and the weight is reduced. To provide a pneumatic tire for a passenger car .
【０００５】[0005]
【課題を解決するための手段】このような本発明の目的
は、ベルト層の上部に配置したトレッドゴムをキャップ
トレッド層とアンダートレッド層との２層構造にし、前
記トレッドゴムに設けた溝の溝底から最外側の前記ベル
ト層のベルトコード表面までの溝下ゲージを２．５ｍｍ
以下にし、このうち前記アンダートレッド層が占める厚
さを０．５〜１．５ｍｍにすると共に、前記アンダート
レッド層をホワイトカーボンとカーボンブラックとを併
用して配合したゴム組成物から構成したことにより達成
することができる。SUMMARY OF THE INVENTION An object of the present invention is to provide a two-layer structure of a tread rubber disposed on an upper portion of a belt layer, a cap tread layer and an under tread layer. 2.5 mm gauge below the groove from the groove bottom to the outermost belt cord surface of the belt layer
Below, of which the thickness occupied by the undertread layer
The thickness can be adjusted to 0.5 to 1.5 mm, and the undertread layer can be achieved by using a rubber composition prepared by combining white carbon and carbon black.
【０００６】このように溝下ゲージ２．５ｍｍ以下にし
てタイヤを軽量化するが、トレッドゴムをキャップトレ
ッド層とアンダートレッド層との２層構造にして、アン
ダートレッド層をホワイトカーボンとカーボンブラック
とを併用して配合したゴム組成物から形成し、溝下にお
けるアンダートレッド層の厚さを０．５〜１．５ｍｍに
することにより、溝底周辺の引裂き強度を向上したた
め、耐カット性を向上することができる。しかも、上記
ゴム組成物は粘弾性が低く、タイヤの転がり抵抗を小さ
くするため、上記軽量化効果と相俟って燃費性を著しく
向上することができる。As described above, the weight of the tire is reduced by setting the under-groove gauge to 2.5 mm or less. However, the tread rubber has a two-layer structure of a cap tread layer and an undertread layer, and the undertread layer is made of white carbon and carbon black. formed from a rubber composition containing a combination of, your under groove
By setting the thickness of the undertread layer to 0.5 to 1.5 mm, the tear strength around the groove bottom is improved, and thus the cut resistance can be improved. In addition, since the rubber composition has low viscoelasticity and reduces the rolling resistance of the tire, fuel efficiency can be remarkably improved in combination with the above-mentioned weight reduction effect.
【０００７】本発明において、溝深さ（ｄ）とは、図２
に示すようにトレッド面に対して垂直方向に最深の溝底
までの距離をいう。また、溝下ゲージ（ｔ）とは、ＪＡ
ＴＭＡに規定されるように、最深の溝底から最外側のベ
ルト層（４ｕ）のコード表面までの距離をいう。以下、
図面を参照して本発明を具体的に説明する。[0007] In the present invention, the groove depth (d) refers to the value shown in FIG.
As shown in Fig. 5, the distance to the deepest groove bottom in the direction perpendicular to the tread surface. In addition, the under-groove gauge (t) is defined as JA
As defined by TMA, it refers to the distance from the deepest groove bottom to the cord surface of the outermost belt layer (4u). Less than,
The present invention will be specifically described with reference to the drawings.
【０００８】図１は、本発明の乗用車用空気入りタイヤ
を例示し、１はトレッド部、２はナイロンコードやポリ
エステルコード等の有機繊維コードからなるカーカス層
である。カーカス層２は左右一対のビードコア５の廻り
にタイヤ内側から外側に折り返され巻き上げられてい
る。このカーカス層２のタイヤ周方向Ｅ，Ｅ’に対する
コード角度は実質的に９０°になっている。カーカス層
２のトレッド部１の外側には内側ベルト層４ｄと外側ベ
ルト層４ｕの２層のベルト層がタイヤ１周にわたって配
置されている。これら２層のベルト層４ｕ，４ｄは、通
常スチールコードから構成され、それぞれタイヤ周方向
Ｅ，Ｅ’に対して５〜４０°の角度で傾斜すると共に互
いに層間で交差している。FIG. 1 illustrates a pneumatic tire for a passenger car according to the present invention, wherein 1 is a tread portion, and 2 is a carcass layer made of an organic fiber cord such as a nylon cord or a polyester cord. The carcass layer 2 is wound around the pair of left and right bead cores 5 from the inside to the outside of the tire. The cord angle of the carcass layer 2 with respect to the tire circumferential directions E and E ′ is substantially 90 °. On the outside of the tread portion 1 of the carcass layer 2 belt layer of the inner belt layer 4d and the outer belt layer 2 layers 4u is located it was I one round tire. These two belt layers 4u and 4d are usually made of steel cord, and are inclined at an angle of 5 to 40 with respect to the tire circumferential directions E and E ', and intersect with each other between the layers.
【０００９】また、トレッド部１のゴムはキャップトレ
ッド層１ｃとアンダートレッド層１ｄとの２層からな
り、表面にはタイヤ周方向Ｅ，Ｅ’に延びる主溝６と、
これと交差する副溝７とが設けられている。主溝６の深
さｄは、通常、６．０〜８．０ｍｍの範囲に設定され
る。主溝６の溝下ゲージｔは、２．５ｍｍ以下、好まし
くは１．０ｍｍ〜２．０ｍｍの範囲に設定する。溝下ゲ
ージｔの上限を２．５ｍｍ以下にすることによりタイヤ
の軽量化を可能にする。The rubber of the tread portion 1 is composed of two layers, a cap tread layer 1c and an under tread layer 1d, and has on its surface a main groove 6 extending in the tire circumferential direction E, E '.
A sub-groove 7 intersecting this is provided. The depth d of the main groove 6 is usually set in a range of 6.0 to 8.0 mm. The under-groove gauge t of the main groove 6 is set to 2.5 mm or less, preferably in the range of 1.0 mm to 2.0 mm. The weight of the tire can be reduced by setting the upper limit of the under-groove gauge t to 2.5 mm or less.
【００１０】アンダートレッド層１ｄはケイ酸やケイ酸
塩等の湿式法のホワイトカーボンとカーボンブラックと
を併用して配合したゴム組成物から形成する。このゴム
組成物は引裂き強度に優れ、主溝６の溝底の耐カット性
を向上し、上記のごとく溝下ゲージを２．５ｍｍ以下に
しても外傷がベルトコードまで達し難くなる。しかも、
上記ゴム組成物は６０℃における損失正接ｔａｎδ（６
０℃）が小さいため、タイヤの転がり抵抗を小さくする
ことができる。The undertread layer 1d is formed from a rubber composition prepared by using a combination of wet-process white carbon such as silicic acid or silicate and carbon black. This rubber composition has excellent tear strength, improves cut resistance at the groove bottom of the main groove 6, and makes it difficult for external damage to reach the belt cord even if the under-groove gauge is 2.5 mm or less as described above. Moreover,
The above rubber composition has a loss tangent tan δ (60 ° C.
0 ° C.), the rolling resistance of the tire can be reduced.
【００１１】本発明において、溝下ゲージｔは２．５ｍ
ｍ以下とするが、このうち上記アンダートレッド層１ｄ
が占める厚さａは０．５〜１．５ｍｍの範囲にする。こ
こで、アンダートレッド層の厚さａとは、図２に示すよ
うに、最外側のベルト層４ｕのコード表面からキャップ
トレッド層１ｃとアンダートレッド層１ｄとの境界まで
の距離ａをいう。In the present invention, the under-groove gauge t is 2.5 m
m or less, of which the undertread layer 1d
Is set in the range of 0.5 to 1.5 mm . Here, the thickness a of the undertread layer refers to a distance a from the cord surface of the outermost belt layer 4u to the boundary between the cap tread layer 1c and the undertread layer 1d, as shown in FIG.
【００１２】また、このゴム組成物のゴム成分は、ホワ
イトカーボンに対する分散性、混和性に優れた天然ゴム
（ＮＲ）又は天然ゴムとイソプレンゴム（ＩＲ）との混
合物を、好ましくは少なくとも７０重量％を使用するの
がよい。また、上述したホワイトカーボンは、ＮＲ又は
ＮＲとＩＲとの混合物のゴム成分１００重量部当たり２
０〜７０重量部の範囲で配合することが望ましい。The rubber component of the rubber composition may be a natural rubber (NR) or a mixture of a natural rubber and an isoprene rubber (IR) having excellent dispersibility and miscibility in white carbon, preferably at least 70% by weight. It is better to use The above-mentioned white carbon is used in an amount of 2 per 100 parts by weight of the rubber component of NR or a mixture of NR and IR.
It is desirable to mix in the range of 0 to 70 parts by weight.
【００１３】上記ホワイトカーボンはカーボンブラック
と併用する。この場合のカーボンブラックとしては窒素
吸着量（Ｎ2 ＳＡ）が４０〜９０ｍ2/ｇ、ジブチルフタ
レート（ＤＢＰ）吸油量が８０〜１５０ｃｍ3/１００ｇ
であるものを使用するのがよい。また、上述したカーボ
ンブラックは、ＮＲ又はＮＲとＩＲとの混合物のゴム成
分１００重量部当たり２０〜７０重量部の範囲で配合す
ることが好ましい。本発明において、キャップトレッド
層は、特に限定されるものではなく、通常の低転がり抵
抗性等に優れたトレッド用のゴム組成物を使用すること
ができる。The above white carbon is used in combination with carbon black. Nitrogen adsorption amount as the carbon black in this case (N 2 SA) is 40~90m 2 / g, a dibutyl phthalate (DBP) oil absorption of 80~150cm 3 / 100g
It is good to use what is. Further, the above-mentioned carbon black is preferably blended in the range of 20 to 70 parts by weight per 100 parts by weight of the rubber component of NR or a mixture of NR and IR. In the present invention, the cap tread layer is not particularly limited, and a rubber composition for a tread excellent in ordinary low rolling resistance and the like can be used.
【００１４】[0014]
【実施例】タイヤサイズを１７５／７０Ｒ１３、トレッ
ド構造を図１、キャップトレッド層のゴムの種類を表１
のＡとする点を共通にし、溝下ゲージｔ及びアンダート
レッド層の厚さａをそれぞれ表２に示す通り変更した本
発明タイヤ１，２、比較タイヤ、従来タイヤ１，２をそ
れぞれ製作した。EXAMPLES Tire size is 175 / 70R13, tread structure is shown in FIG. 1, and rubber type of cap tread layer is shown in Table 1.
The tires 1 and 2 of the present invention, the comparative tires, and the conventional tires 1 and 2 in which the point A is common and the under-groove gauge t and the thickness a of the undertread layer are respectively changed as shown in Table 2 were manufactured.
【００１５】 表１中、ゴム成分とゴム配合薬品の欄の数値は重量部を
示す。[0015] In Table 1, the numerical values in the columns of the rubber component and the rubber compounding chemical indicate parts by weight.
【００１６】tan δ (60℃）は岩本製作所社製の粘弾性
スペクトロメーターを使用し、初期歪１０％，動歪±２
％，６０℃の条件で測定した値である。これら５種類の
タイヤについて、下記の測定方法により転がり抵抗、溝
底の耐カット性及びタイヤ重量を測定し、その結果を表
２に示した。転がり抵抗 ：試験タイヤに２００ｋＰａの空気圧を充填
し、１３×５−Ｊのリムを使用して直径１７０７ｍｍの
ドラムに対し、設計常用荷重の８５％に相当する荷重を
負荷して押しつけた状態で、速度８０ｋｍ／ｈで走行さ
せたときの転がり抵抗を測定した。測定結果は従来タイ
ヤ１の測定値を基準（１００）とする指数で表示した。
この指数が小さいほど転がり抵抗が小さいことを意味す
る。耐カット性 ：試験タイヤを１３×５−Ｊのリムを用いて
排気量１６００ｃｃの前輪駆動車に装着し、悪路を同一
走行モードで同一走行距離を走行した後、主溝の溝底に
おいてベルトコードまで到達しているカットの発生個数
を測定した。The tan δ (60 ° C.) was measured using a viscoelastic spectrometer manufactured by Iwamoto Seisakusho Co., Ltd., with an initial strain of 10% and a dynamic strain of ± 2.
%, A value measured under the conditions of 60 ° C. For these five types of tires, the rolling resistance, cut resistance at the groove bottom, and tire weight were measured by the following measurement methods, and the results are shown in Table 2. Rolling resistance : A test tire was filled with an air pressure of 200 kPa, and a load equivalent to 85% of the design normal load was pressed against a 1707 mm diameter drum using a 13 × 5-J rim. The rolling resistance when traveling at a speed of 80 km / h was measured. The measurement results are indicated by an index using the measurement value of the conventional tire 1 as a reference (100).
The smaller the index is, the smaller the rolling resistance is. Cut resistance : A test tire was mounted on a front wheel drive vehicle with a displacement of 1600 cc using a 13 × 5-J rim, and after traveling the same mileage in the same traveling mode on a rough road, a belt was formed at the bottom of the main groove. The number of cuts reaching the cord was measured.
【００１７】評価は逆数をもって行い、従来タイヤ１の
測定結果の逆数を基準（１００）とする指数で表示し
た。この指数が大きいほど耐カット性に優れていること
を意味する。タイヤ重量 ：タイヤ１本当たりのトレッドゴム重量を測
定し、従来タイヤ１の重量を基準（１００）とする指数
で示した。この指数が小さいほど軽量であることを意味
する。The evaluation was performed using the reciprocal number, and the reciprocal number of the measurement result of the conventional tire 1 was used as an index with reference (100). The larger the index is, the more excellent the cut resistance is. Tire weight : The weight of the tread rubber per tire was measured and indicated by an index using the weight of the conventional tire 1 as a reference (100). The smaller the index, the lighter the weight.
【００１８】 表２から、本発明タイヤ１は従来タイヤ１並の耐カット
性を保持しながら転がり抵抗と重量が低減している。ま
た、本発明タイヤ２は従来タイヤ１に比べて転がり抵抗
と重量を低減した上に、耐カット性も向上していること
が判る。[0018] Table 2 shows that the tire 1 of the present invention has reduced rolling resistance and weight while maintaining the same cut resistance as the conventional tire 1. Further, it can be seen that the tire 2 of the present invention has reduced rolling resistance and weight and improved cut resistance as compared with the conventional tire 1.
【００１９】[0019]
【発明の効果】本発明によれば、溝下ゲージを２．５ｍ
ｍ以下と薄くし、軽量化したものでありながら、トレッ
ドゴムをキャップトレッド層とアンダートレッド層との
２層構造とし、そのアンダートレッド層をホワイトカー
ボンとカーボンブラックとを併用して配合したゴム組成
物から構成し、溝下におけるアンダートレッド層の厚さ
を０．５〜１．５ｍｍにするため、主溝等の溝底の引裂
き強度を高めて耐カット性を向上すると共に、粘弾性が
低いため転がり抵抗を一層低減することができる。According to the present invention, the under-groove gauge is set to 2.5 m.
m, a rubber composition in which the tread rubber has a two-layer structure of a cap tread layer and an undertread layer, and the undertread layer is compounded using white carbon and carbon black in combination, while being lightweight. And the thickness of the undertread layer under the groove
Is set to 0.5 to 1.5 mm, the tear strength of the groove bottom such as the main groove is increased to improve cut resistance, and the rolling resistance can be further reduced due to low viscoelasticity.
【図１】本発明タイヤの１実施例を示す一部切開斜視断
面図である。FIG. 1 is a partially cutaway perspective view showing one embodiment of the tire of the present invention.
【図２】本発明タイヤの主溝部分を拡大して示す断面図
である。FIG. 2 is an enlarged sectional view showing a main groove portion of the tire of the present invention.
１ トレッド部 １ｃ キャップト
レッド層 １ｄ アンダートレッド層 ４ｕ ベルト層
（最外側） ６ 主溝 ｔ 溝下ゲージReference Signs List 1 tread portion 1c cap tread layer 1d under tread layer 4u belt layer (outermost) 6 main groove t groove lower gauge
───────────────────────────────────────────────────── フロントページの続き (72)発明者 石川 泰弘 神奈川県平塚市追分２番１号 横浜ゴム 株式会社 平塚製造所内 (56)参考文献 特開 平３−7602（ＪＰ，Ａ) 特開 平３−65406（ＪＰ，Ａ) 特開 平５−16612（ＪＰ，Ａ) 特開 平４−314603（ＪＰ，Ａ) 特開 平５−238202（ＪＰ，Ａ) 特開 平２−19002（ＪＰ，Ａ) 特開 昭61−287802（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60C 11/00,1/00,9/18 ────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yasuhiro Ishikawa 2-1 Oiwake, Hiratsuka-shi, Kanagawa Yokohama Rubber Co., Ltd. Hiratsuka Works (56) References JP-A-3-7602 (JP, A) JP-A-3 -65406 (JP, A) JP-A-5-16612 (JP, A) JP-A-4-314603 (JP, A) JP-A-5-238202 (JP, A) JP-A-2-19002 (JP, A) JP-A-61-287802 (JP, A) (58) Fields investigated (Int. Cl. 7 , DB name) B60C 11/00, 1/00, 9/18
Claims (1)
をキャップトレッド層とアンダートレッド層との２層構
造にし、前記トレッドゴムに設けた溝の溝底から最外側
の前記ベルト層のベルトコード表面までの溝下ゲージを
２．５ｍｍ以下にし、このうち前記アンダートレッド層
が占める厚さを０．５〜１．５ｍｍにすると共に、前記
アンダートレッド層をホワイトカーボンとカーボンブラ
ックとを併用して配合したゴム組成物から構成した乗用
車用空気入りタイヤ。1. A tread rubber disposed on an upper portion of a belt layer has a two-layer structure of a cap tread layer and an under tread layer, and a belt cord surface of the outermost belt layer from a groove bottom of a groove provided in the tread rubber. Up to 2.5 mm or less of the under-tread layer
The thickness as well as the 0.5 to 1.5 mm, and the under tread layer composed of a rubber composition containing a combination of the white carbon and carbon black riding occupied by
Pneumatic tire for cars .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24179693A JP3354654B2 (en) | 1993-09-28 | 1993-09-28 | Pneumatic tires for passenger cars |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24179693A JP3354654B2 (en) | 1993-09-28 | 1993-09-28 | Pneumatic tires for passenger cars |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0796715A JPH0796715A (en) | 1995-04-11 |
| JP3354654B2 true JP3354654B2 (en) | 2002-12-09 |
Family
ID=17079644
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24179693A Expired - Fee Related JP3354654B2 (en) | 1993-09-28 | 1993-09-28 | Pneumatic tires for passenger cars |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3354654B2 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4525010B2 (en) * | 2003-07-11 | 2010-08-18 | 横浜ゴム株式会社 | Pneumatic tire |
| JP4964652B2 (en) * | 2006-04-06 | 2012-07-04 | 住友ゴム工業株式会社 | Tire having tread structure including cap tread and base tread |
| US20090056846A1 (en) * | 2006-04-06 | 2009-03-05 | Sumitomo Rubber Industries, Ltd. | Tire Having Tire Tread Structure Comprising Cap Tread and Base Tread |
| JP4910782B2 (en) * | 2007-03-02 | 2012-04-04 | 横浜ゴム株式会社 | Pneumatic tire |
| JP5931331B2 (en) * | 2010-10-28 | 2016-06-08 | 横浜ゴム株式会社 | Pneumatic tire |
| JP5976989B2 (en) * | 2010-10-28 | 2016-08-24 | 横浜ゴム株式会社 | Pneumatic tire |
| JP5897254B2 (en) * | 2010-10-28 | 2016-03-30 | 横浜ゴム株式会社 | Pneumatic tire |
| JP6063043B2 (en) * | 2013-07-05 | 2017-01-18 | 住友ゴム工業株式会社 | Pneumatic tire |
| KR101676449B1 (en) * | 2015-08-03 | 2016-11-15 | 금호타이어 주식회사 | Low weight tyre having excellent properties |
| CN113246663B (en) * | 2016-09-02 | 2023-04-28 | 横滨橡胶株式会社 | Pneumatic tire |
| JP6848319B2 (en) * | 2016-10-06 | 2021-03-24 | 横浜ゴム株式会社 | Pneumatic tires |
| JP7264172B2 (en) * | 2018-09-18 | 2023-04-25 | 住友ゴム工業株式会社 | pneumatic tire |
| JP7158989B2 (en) * | 2018-10-10 | 2022-10-24 | 株式会社ブリヂストン | tire |
| JP7211446B2 (en) * | 2021-03-24 | 2023-01-24 | 横浜ゴム株式会社 | pneumatic tire |
-
1993
- 1993-09-28 JP JP24179693A patent/JP3354654B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0796715A (en) | 1995-04-11 |
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