JP3537884B2 - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP3537884B2 JP3537884B2 JP23379494A JP23379494A JP3537884B2 JP 3537884 B2 JP3537884 B2 JP 3537884B2 JP 23379494 A JP23379494 A JP 23379494A JP 23379494 A JP23379494 A JP 23379494A JP 3537884 B2 JP3537884 B2 JP 3537884B2
- Authority
- JP
- Japan
- Prior art keywords
- land portion
- tread
- land
- shoulder
- 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.)
- Expired - Fee Related
Links
Landscapes
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は走行時の騒音を低減した
空気入りタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire with reduced running noise.
【０００２】[0002]
【従来の技術】近年、自動車に起因する公害問題として
騒音が取上げられるようになり、ドライバ−にとっても
静粛性が重視されるようになってきた。タイヤが走行中
に発生する騒音は、主として路面とタイヤのトレッド間
においてトレッドに設けられた溝から排出される空気に
伴う音である。即ち大気中に気体の吹出し、あるいは吸
込みがある場合、それらの強さが非定常であれば、まわ
りの空気はそれに伴って圧縮、膨張の振動が生じる。そ
してその一部が音となって輻射する。2. Description of the Related Art In recent years, noise has been taken up as a pollution problem caused by automobiles, and quietness has also been emphasized for drivers. The noise generated during running of the tire is mainly a sound accompanying air exhausted from a groove provided in the tread between the road surface and the tread of the tire. That is, in the case where gas is blown out or sucked into the atmosphere, if the strength is unsteady, the surrounding air undergoes compression and expansion vibrations. And part of it radiates as sound.
【０００３】タイヤが発するこのような騒音を低減させ
るためには、従来周波数変調理論などに基づくピッチバ
リエ−ション手法を用い、長さが異なる複数のピッチ、
通常２種類以上、による適当なピッチ比と配列によって
溝を刻み陸部を区分して、特定の周波数を分散させ、気
にならない音にすることがなされてきた。In order to reduce such noise generated by a tire, a pitch variation method based on a frequency modulation theory or the like is conventionally used, and a plurality of pitches having different lengths are used.
Usually, two or more types have been used to divide a land by dividing a groove by an appropriate pitch ratio and arrangement, thereby dispersing a specific frequency to make the sound unnoticeable.
【０００４】一方、乗用車用タイヤにおいては、漸次高
速、高性能化が進み、特に形状の面では、０．６以下の
タイヤ断面比で、広幅トレッドを備えたタイヤが一般化
しつつある。この場合問題となる耐ウエットスキッドの
低下を防止するため、周方向に向かって延びる直線状の
広幅主溝をトレッドの広さに応じて４〜６本設け、また
これら周方向主溝と交わる向きに多数のラグ溝を併設す
ることによってブロック状の陸部を形成したトレッドが
好んで使用されている。On the other hand, in passenger car tires, high speed and high performance have been gradually improved, and particularly in terms of shape, tires having a wide tread having a tire cross-sectional ratio of 0.6 or less are becoming popular. In order to prevent a reduction in wet skid resistance, which is a problem in this case, four to six linear wide main grooves extending in the circumferential direction are provided in accordance with the width of the tread, and directions crossing these circumferential main grooves are provided. A tread having a block-shaped land portion formed by providing a large number of lug grooves in parallel is preferably used.
【０００５】[0005]
【発明が解決しようとする課題】このようなブロックタ
イプのトレッドは、走行時に接地面に各々独立したブロ
ックが踏込むとき、路面の凹凸によってトレッドが受け
る強制入力による振動音と、上記強制入力による振動が
もたらす、周方向主溝と接地面とで形成された空洞内で
の気柱共鳴音が問題となる。これらは１KHZ 前後にピ−
クをもつ際立った騒音で、この場合ピッチバリエ−ショ
ンは施されるとは云え、トレッドの騒音レベルを低下さ
せるには、上記ブロックを通じて生じる振動と気柱共鳴
に起因して生じる騒音を下げることが重要である。本発
明は複数の直線状周方向主溝と、それらの間にブロック
状陸部列を備えたトレッドにつき、耐ウエットスキッド
性を損なうことなく上記問題点を解決した空気入りタイ
ヤを提供することを目的とする。In such a block-type tread, when an independent block steps on a ground contact surface during traveling, a vibration sound due to a forced input received by the tread due to unevenness of a road surface and a vibration caused by the forced input are generated. The air column resonance in the cavity formed by the circumferential main groove and the ground plane caused by the vibration causes a problem. They are pin back and forth 1KH Z -
In order to reduce the noise level of the tread, it is necessary to reduce the noise caused by the vibrations caused by the above-mentioned blocks and the columnar resonances, although the pitch variation is applied in this case. is important. The present invention provides a pneumatic tire that solves the above-mentioned problems without impairing wet skid resistance, with respect to a tread having a plurality of linear circumferential main grooves and a block-shaped land portion row therebetween. Aim.
【０００６】[0006]
【課題を解決するための手段】本発明は、円筒状トレッ
ドの両端から夫々サイドウォ−ルが連なり、上記トレッ
ドに少なくとも４本の周方向に延びる直線状主溝、およ
びこれら主溝に交わる多数のラグ溝によって区分された
中央陸部、トレッド両端に面したショルダ−陸部、およ
び両ショルダ−陸部と中央陸部の間に中間陸部を有する
タイヤにおいて、上記トレッドの中間陸部は、中央、お
よびショルダ−陸部の接地表面を結ぶ仮想線より低い接
地表面を有し、それにより、タイヤを使用リムに組み、
JATMA 規格に定める正規内圧・荷重の下での平板上の接
地面に形成される中間陸部の接地長さが中央、並びにシ
ョルダ−陸部の接地長さより短いことを特徴とする空気
入りタイヤである。SUMMARY OF THE INVENTION According to the present invention, at least four circumferentially extending linear main grooves extending from the both ends of a cylindrical tread and extending in the circumferential direction are provided on the tread, and a large number of these grooves intersect with the main grooves. In a tire having a central land portion separated by a lug groove, a shoulder-land portion facing both ends of the tread, and an intermediate land portion between both shoulder-land portions and the central land portion, the intermediate land portion of the tread has a central land portion. , And a shoulder-ground contact surface that is lower than the imaginary line connecting the contact surface, thereby assembling the tire into the use rim,
A pneumatic tire characterized in that the contact length of the intermediate land formed on the contact surface on the flat plate under the normal internal pressure and load specified in the JATMA standard is shorter than the contact length of the center and shoulder-land. is there.
【０００７】[0007]
【作用】発明者がブロックタイプトレッドについて騒音
に影響を及ぼす原因を調べるため、ストレ−ト周方向主
溝内の振動を測定したところ、溝底面の振動が特に大き
いことが分かり、気柱共鳴音を低減させるにも溝底の振
動を抑える必要があり、そのためには中間陸部の接地表
面を、両側に主溝を隔てて位置する中央陸部とショルダ
−陸部の表面レベルより低くすることによって中間陸部
からの路面凹凸による強制入力量が減り、中間陸部のベ
−ス位置で両側に連なる溝底の振動が低減して騒音が低
下することが確認された。In order to investigate the cause of the noise affecting the block type tread, the inventor measured the vibration in the main groove in the circumferential direction of the straight. In order to reduce the vibration, it is necessary to suppress the vibration of the groove bottom, and for that purpose, the ground contact surface of the intermediate land should be lower than the surface level of the central land and the shoulder land located on both sides of the main groove. As a result, it was confirmed that the forced input amount due to the uneven road surface from the intermediate land portion was reduced, and the vibration of the groove bottoms connected on both sides at the base position of the intermediate land portion was reduced, and the noise was reduced.
【０００８】気柱共鳴音は、ストレ−ト主溝がヘルムホ
ルツ共鳴管となり、空気が振動して発生するものである
が、そのレベルを下げるには溝の形状を変え、音場特性
の音場伝達効率を低減させることが有効である。本発明
において中間陸部の接地表面が一段低く、この陸部の接
地長さが中央陸部、並びにショルダ−陸部の各接地長さ
より短いために、中間陸部に隣り合う両主溝の開口端が
広くなり、即ち主溝の一方の開口端の幅は、中間陸部を
隔てた隣の主溝に至る間の幅まで機能的に拡大され、そ
れによる音場伝達効率の低減に伴う騒音レベルの低下が
認められた。The air column resonance is generated when the straight main groove becomes a Helmholtz resonance tube and the air vibrates. To lower the level, the shape of the groove is changed and the sound field characteristic sound field is generated. It is effective to reduce the transmission efficiency. In the present invention, since the contact surface of the intermediate land is one step lower and the contact length of the land is shorter than each contact length of the central land and the shoulder-land, the opening of both main grooves adjacent to the intermediate land is provided. The ends are widened, that is, the width of one open end of the main groove is functionally expanded to the width between the adjacent main grooves across the intermediate land portion, thereby reducing the noise accompanying the reduction in sound field transmission efficiency. Decreased levels were observed.
【０００９】中間陸部表面と、中央、ショルダ−両陸部
表面を結ぶ仮想線との距離は、０．５〜２mmが好まし
い。それは、主溝の音場特性を効果的に改良するため、
便宜上タイヤを使用リムに組み、JATMA 規格に定める正
規内圧・荷重の下での平板上における中間陸部の接地長
さが中央陸部の接地長さの８０〜９０% とするための手
段である。上記比率が８０% に満たないときは、気柱共
鳴を低減させる効果は向上するが、タイヤの操縦安定性
が低下し、また９０% を越えると気柱共鳴低減効果が小
さ過ぎて夫々好ましくない。主溝の溝底への強制入力抑
制に対しても、中間陸部表面までの上記距離０．５〜２
mmは好ましい範囲といえる。[0009] The distance between the surface of the intermediate land portion and an imaginary line connecting the center and the shoulder-land surface is preferably 0.5 to 2 mm. It is to effectively improve the sound field characteristics of the main groove,
This is a means to assemble the tire on the rim for convenience and to make the ground contact length of the middle land part on a flat plate under normal internal pressure and load specified by JATMA standard 80 to 90% of the ground contact length of the central land part . When the ratio is less than 80%, the effect of reducing air column resonance is improved, but the steering stability of the tire is reduced. When the ratio exceeds 90%, the effect of reducing air column resonance is too small, which is not preferable. . The above-mentioned distance to the surface of the intermediate land portion is also 0.5 to 2 for suppressing the forced input to the bottom of the main groove.
mm can be said to be a preferable range.
【００１０】[0010]
【実施例】以下図面に基づき説明する。図１は本発明に
おける一実施例を示すトレッドの部分断面図でり、図２
は平板上におけるトレッドの接地形状を示す図である。
本発明においてタイヤ1 は、円筒状トレッド2 の両端E
から夫々サイドウォ−ル3 がトロイド状に連なり、上記
トレッド2 に少なくとも４本の周方向に延びる広幅の直
線状主溝4 、およびこれら主溝4 と交わる多数のラグ溝
（図示せず）によって区分された中央陸部5Cと、トレッ
ド両端E に面したショルダ−陸部5S、および両ショルダ
−陸部5Sと中央陸部5Cの間に位置する一対の中間陸部5I
を備える。そして中間陸部5Iは中央およびショルダ−両
陸部の接地表面6C、6Sを結ぶ仮想線j より低い接地表面
6Iを有し、それにより走行時に接地面C （図２）に形成
される中間陸部5I' の接地長さmIが中央陸部陸部5C' の
接地長さmC、並びにショルダ−陸部5S' の接地長さmSよ
り短い。仮想線j かた中間陸部の接地表面6Iまでの距離
k は、０．５〜２mmの範囲が好ましい。BRIEF DESCRIPTION OF THE DRAWINGS FIG. FIG. 1 is a partial sectional view of a tread showing one embodiment of the present invention, and FIG.
FIG. 4 is a view showing a tread contact shape on a flat plate.
In the present invention, the tire 1 has both ends E of the cylindrical tread 2.
Each of the side walls 3 is connected in a toroidal shape, and is divided into at least four circumferentially extending linear main grooves 4 extending in the circumferential direction on the tread 2 and a number of lug grooves (not shown) intersecting with the main grooves 4. a center land portion 5 C that is, shoulder facing the tread ends E - land portion 5 S, and both shoulders - a pair of middle land portions 5 I located between the land portion 5 S and the center land portion 5 C
Is provided. And the middle land portion 5 I is a ground surface lower than the imaginary line j connecting the ground surfaces 6 C and 6 S of the central and shoulder-land areas.
6 I , whereby the contact length m I of the intermediate land portion 5 I ′ formed on the contact surface C (FIG. 2) during traveling is the contact length m C of the central land portion 5 C ′, and shoulder - shorter than the ground length m S of the land portion 5 S '. The distance between the imaginary line j and the ground surface 6 I in the middle land
k is preferably in the range of 0.5 to 2 mm.
【００１１】タイヤ1 の補強については、図示を省略し
ているが、ポリエスレル、レ−ヨンなどの繊維コ−ドを
タイヤの赤道O とほぼ直行する方向に配列したプライの
１枚、または複数枚（通常２枚）を重ね合わせて成るラ
ジアルカ−カスを一方のサイドウォ−ル3 から他方サイ
ドウォ−ル3 に亙って配置し、またこのカ−カスとトレ
ッド2 との間にトレッド2 いっぱいの幅の非伸長性ベル
ト層（図示せず）を配置して強化した公知の構造を適用
することができる。Although illustration of the reinforcement of the tire 1 is omitted, one or a plurality of plies in which a fiber code such as polyester or rayon is arranged in a direction substantially perpendicular to the equator O of the tire. (Usually two) are overlapped, and a radial arcus is arranged from one side wall 3 to the other side wall 3, and a full width of the tread 2 is provided between the carcass and the tread 2. A known structure reinforced by disposing a non-extensible belt layer (not shown) can be applied.
【００１２】タイヤ1 につき図１に示すトレッド2 の接
地形状として示す図２に基づき述べると、陸部5'は、ス
トレ−ト主溝4'によって区分された周方向に連なるリブ
で示し、ラグ溝の配置を省略しているが、少なくともシ
ョルダ−、中間陸部5S' 、5I' についてはトレッド端E
に実質上対応する接地端E'と主溝4'間、両主溝4'間を必
要な方向、並びに角度をもって延びるラグ溝により独立
ブロックに区分するものとし、また中央陸部5C' は同様
にラグ溝によって独立ブロックに区分するか、幅方向の
一部を残し、部分的にラグ溝を設けることによって鋸歯
状のエンドレスリブとすることができる。Referring to FIG. 2 showing the tire 1 as a tread 2 shown in FIG. 1 as a ground contact shape, the land portion 5 'is shown by ribs continuous in the circumferential direction divided by a straight main groove 4'. Although not arranged in the groove, at least the shoulder -, middle land portions 5 S ', 5 I' for tread end E
Between the main groove 4 'and the main groove 4', which correspond substantially to the main groove 4 ', are divided into independent blocks by a lug groove extending in a required direction and at an angle, and the central land portion 5C ' Similarly, a saw-tooth endless rib can be formed by dividing into independent blocks by lug grooves, or by partially providing lug grooves while leaving a part in the width direction.
【００１３】図１、２においては主溝4 につき４本使用
の例であるが、主溝を５本使用する場合、ほぼ等間隔に
配置するとすれば、センタ−主溝に隣接する左右一対の
陸部が中央陸部であり、この中央陸部とトレッド端E に
面するショルダ−陸部に挟まれた中間陸部の接地表面を
距離k だけ低く形成するものとする。また主溝を６本使
用し、同様にほぼ等間隔に配置するとすれば、１本の中
央陸部とショルダ−陸部との間に２本の中間陸部が並ぶ
ことになるが、この場合は中央陸部、またはショルダ−
陸部に近接した中間陸部の何れか１本の接地表面を距離
k だけ低くする。しかしこの場合は、中央陸部に近接す
る中間陸部の接地表面を低くする方が本発明の目的に照
らし効果が高い。FIGS. 1 and 2 show an example in which four main grooves 4 are used, but when five main grooves are used, if they are arranged at substantially equal intervals, a pair of left and right adjacent to the center main groove is used. The land portion is the central land portion, and the ground contact surface of the intermediate land portion between the central land portion and the shoulder land portion facing the tread edge E is formed to be lower by a distance k. Also, if six main grooves are used and they are similarly arranged at substantially equal intervals, two intermediate land portions are arranged between one central land portion and a shoulder land portion. In this case, Is the central land, or shoulder
Distance between any one of the intermediate land areas close to the land area
Lower by k. However, in this case, lowering the ground contact surface of the intermediate land portion close to the central land portion is more effective in light of the object of the present invention.
【００１４】図２において中間陸部の接地長さmIは、中
央陸部、およびショルダ−陸部の各接地長さmC、mSより
も短い。そのため中間陸部5Iの中央陸部側に隣り合う主
溝の幅n は、接地面での溝開口端位置では、中間陸部の
幅と隣の主溝の幅p を加えた幅q に拡大されて機能し、
またショルダ−陸部5s側に隣り合う主溝の幅p も接地面
での開口端位置では幅q に拡大され、それによって音場
伝達効率の低減に寄与するのである。[0014] ground length m I of the intermediate land portion in FIG. 2, the central land portion, and the shoulder - the ground contact length of the land portion m C, less than m S. Therefore, the width n of the main groove adjacent to the middle land portion side of the middle land portion 5 I is, at the groove opening end position on the ground contact surface, a width q obtained by adding the width of the middle land portion and the width p of the adjacent main groove. Works enlarged,
The shoulder - the width p of the main groove adjacent to the land portion 5 s side is enlarged in the width q at the open end position of the ground surface, whereby it is to contribute to a reduction in the sound field transmission efficiency.
【００１５】[0015]
【効果】本発明にに成るタイヤの効果を確かめるべく20
5/55R16 サイズのラジアル構造に、図１、に示すトレッ
ド（但し、陸部5 は総て独立ブロック）と図２に示す接
地形状を呈した実施例のタイヤＡ、Ｂに、トレッドの部
分断面図として図４に、そしてその接地形状を図５に示
す比較例タイヤＣを交え、騒音テスト、およびウエット
スキッドテストを行い評価した。比較例のタイヤは中間
陸部15I の接地表面16I を、中央、およびショルダ−両
陸部15C 、15S の接地表面16C 、16S を結ぶ仮想線j 上
に設けた。[Effect] To confirm the effect of the tire according to the present invention, 20
In the radial structure of 5 / 55R16 size, the tread shown in FIG. 1 (however, all land portions 5 are independent blocks) and the tires A and B of the embodiment having the ground contact shape shown in FIG. A noise test and a wet skid test were performed using the comparative example tire C shown in FIG. Tire of the comparative example the ground surface 16 I of the intermediate land portion 15 I, middle, and shoulder - provided Ryoriku portion 15 C, 15 S of the ground surface 16 C, 16 connecting the S on the virtual line j.
【００１６】テストタイヤは７J リムに組み、内圧を
２．０Kgf/Cm2 充填し、騒音テストは台上騒音計測用ド
ラム上で、タイヤに４００Kgf の荷重を加え、速度３水
準（４０、５０、６０Km/H）における騒音を測定して、
それらの平均値をもって評価値とした。またウエットス
キッドテストは、水深１０mmの水溜まり上を実車により
直進走行し、ハイドロプレ−ニングが生じる臨界速度を
測定し評価した。テストタイヤにおける陸部の要部に関
する詳細とテスト結果を表１に示す。[0016] The test tire is set to 7J rim, the internal pressure and the 2.0Kgf / Cm 2 filling, in a noise test bench noise measurement for the drum on, the load of 400Kgf addition to the tire, speed three levels (40, 50, Measure the noise at 60 km / h)
The average value was used as the evaluation value. In the wet skid test, the vehicle traveled straight through a water pool having a depth of 10 mm by a real vehicle, and a critical speed at which hydroplaning occurred was measured and evaluated. Table 1 shows details of the main part of the land portion of the test tire and the test results.
【００１７】[0017]
【表１】 [Table 1]
【００１８】表１に示す騒音の低下が大きい実施例１の
タイヤと比較例のタイヤについて、速度５０Km/H時の台
上タイヤ騒音スペクトルの比較グラフを図３に示す。図
３より、７００〜２KHZ の周波数域で、就中約１KHZ の
音圧レベルが効果的に低減していることが分かる。FIG. 3 shows a comparison graph of the bench tire noise spectrum at a speed of 50 km / H for the tire of Example 1 and the tire of the comparative example having a large reduction in noise shown in Table 1. Than 3, at a frequency range of 700～2KH Z, it is understood that the sound pressure level of inter alia about 1 kH Z is effectively reduced.
【００１９】このように、直線状周方向主溝を有するブ
ロックタイプのトレッドにおける中間陸部が、中央、お
よびショルダ−陸部の接地表面を結ぶ仮想線より低い接
地表面を有し、それにより走行時に接地面に形成される
中間陸部の接地長さが中央、並びにショルダ−陸部の接
地長さより短くすることによって、耐ウエットスキッド
性を維持しつつ、走行時の騒音を有利に低減することが
できるのである。Thus, the intermediate land portion of the block-type tread having the linear circumferential main groove has a ground contact surface lower than an imaginary line connecting the center and the shoulder-land contact surface, thereby driving the vehicle. By making the contact length of the intermediate land part formed on the contact surface sometimes shorter than the contact length of the center and the shoulder-land part, it is possible to advantageously reduce noise during traveling while maintaining wet skid resistance. You can do it.
【図１】実施例のタイヤのトレッド部分断面図。FIG. 1 is a partial sectional view of a tread of a tire according to an embodiment.
【図２】実施例のタイヤの接地形状を示す図。FIG. 2 is a diagram showing a contact shape of the tire according to the embodiment.
【図３】台上タイヤ騒音スペクトル比較図。FIG. 3 is a comparison diagram of a bench tire noise spectrum.
【図４】比較例のタイヤのトレッド部分断面図。FIG. 4 is a partial cross-sectional view of a tread of a tire of a comparative example.
【図５】比較例のタイヤの接地形状を示す図。FIG. 5 is a view showing a contact shape of a tire according to a comparative example.
【符号の説明】 1 タイヤ 2 トレッド 3 サイドウォ−ル 4 周方向主溝 5C 中央陸部 5I 中間陸部 5S ショルダ−陸部 6C 中央陸部表面 6I 中間陸部表面 6S ショルダ−陸部表面 mC 中央陸部の接地長さ mI 中間陸部の接地長さ mS ショルダ−陸部の接地長さ[Description of Signs] 1 Tire 2 Tread 3 Sidewall 4 Circumferential main groove 5 C Central land 5 I Middle land 5 S Shoulder land 6 C Central land surface 6 I Middle land surface 6 S shoulder Land surface m C Landing length of central land m I Landing length of intermediate land m S Shoulder-Landing length of land
Claims (2)
ォ−ルが連なり、上記トレッドに少なくとも４本の周方
向に延びる直線状主溝、およびこれら主溝に交わる多数
のラグ溝によって区分された中央陸部、トレッド両端に
面したショルダ−陸部、および両ショルダ−陸部と中央
陸部の間に中間陸部を有するタイヤにおいて、上記トレ
ッドの中間陸部は、中央、およびショルダ−陸部の接地
表面を結ぶ仮想線より低い接地表面を有し、それによ
り、タイヤを使用リムに組み、 JATMA 規格に定める正規
内圧・荷重の下での平板上の接地面に形成される中間陸
部の接地長さが中央、並びにショルダ−陸部の接地長さ
より短いことを特徴とする空気入りタイヤ。1. A side wall extending from both ends of a cylindrical tread, and a central land divided by at least four circumferentially extending linear main grooves on the tread and a number of lug grooves intersecting the main grooves. Tire having a shoulder portion, a shoulder-land portion facing both ends of the tread, and an intermediate land portion between both shoulder-land portions and a central land portion, the intermediate land portion of the tread is connected to the center and the shoulder-land portion of the tread. has a lower ground surface than an imaginary line connecting the surface, thereby assembled tires to use a rim, a regular prescribed in JATMA standards
A pneumatic tire characterized in that the contact length of the intermediate land formed on the contact surface on the flat plate under the internal pressure and load is shorter than the contact length of the center and the shoulder-land.
離が０．５〜２mmの範囲内にあることを特徴とする請求
項１記載の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein a distance between the imaginary line and a ground contact surface of the intermediate land portion is in a range of 0.5 to 2 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23379494A JP3537884B2 (en) | 1994-09-28 | 1994-09-28 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23379494A JP3537884B2 (en) | 1994-09-28 | 1994-09-28 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0891015A JPH0891015A (en) | 1996-04-09 |
| JP3537884B2 true JP3537884B2 (en) | 2004-06-14 |
Family
ID=16960680
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23379494A Expired - Fee Related JP3537884B2 (en) | 1994-09-28 | 1994-09-28 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3537884B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5529493B2 (en) * | 2009-10-20 | 2014-06-25 | 株式会社ブリヂストン | tire |
| JP5626954B2 (en) * | 2009-10-20 | 2014-11-19 | 株式会社ブリヂストン | tire |
| JP5739681B2 (en) * | 2011-01-28 | 2015-06-24 | 株式会社ブリヂストン | Pneumatic tire |
-
1994
- 1994-09-28 JP JP23379494A patent/JP3537884B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0891015A (en) | 1996-04-09 |
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