JP3912875B2 - Pneumatic radial tire - Google Patents
Pneumatic radial tire Download PDFInfo
- Publication number
- JP3912875B2 JP3912875B2 JP31295397A JP31295397A JP3912875B2 JP 3912875 B2 JP3912875 B2 JP 3912875B2 JP 31295397 A JP31295397 A JP 31295397A JP 31295397 A JP31295397 A JP 31295397A JP 3912875 B2 JP3912875 B2 JP 3912875B2
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- Prior art keywords
- tire
- pneumatic radial
- buttress
- carcass layer
- recesses
- 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.)
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Classifications
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- 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
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
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- 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
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
- B60C2011/013—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered provided with a recessed portion
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【０００１】
【発明の属する技術分野】
本発明は、走行時の振動特性を改善した空気入りラジアルタイヤに関し、さらに詳しくは、タイヤを軽量化しつつ、また製造工程の増加を伴わずに約２５０〜４００Ｈｚ帯域のロードノイズを低減することを可能にした空気入りラジアルタイヤに関する。
【０００２】
【従来の技術】
近年の自動車の高級化に伴い、走行中の振動が車室内に伝達されることによって起こるロードノイズの低減が要求されている。このロードノイズの大きさは周波数によって異なり、約１００〜２００Ｈｚにピークを有する低周波数域のロードノイズと、約２５０〜４００Ｈｚにピークを有する高周波数域のロードノイズとがある。
【０００３】
従来、約２５０〜４００Ｈｚ帯域のロードノイズを低減する手法として、バットレス部に補強層を配置し、この部分の剛性を高めることにより高周波数域のタイヤ固有振動数を上昇させたり、或いはサイド上部又はサイド下部に凸部を形成することにより高周波数域のタイヤ固有振動数を下げることが知られている。しかしながら、上記手法では、補強層の追加によって成形工程が増加したり、或いは凸部の形成によってタイヤの質量が増加するという問題があった。
【０００４】
【発明が解決しようとする課題】
本発明の目的は、タイヤを軽量化しつつ、また製造工程の増加を伴わずに約２５０〜４００Ｈｚ帯域のロードノイズを低減することを可能にした空気入りラジアルタイヤを提供することにある。
【０００５】
【課題を解決するための手段】
上記目的を達成するための本発明の空気入りラジアルタイヤは、左右一対のビード部間にカーカス層を装架すると共に、トレッド部における前記カーカス層の外周側に少なくとも２層のベルト層を配置した空気入りラジアルタイヤにおいて、前記カーカス層の外側がゴム層だけで形成されたサイド部のうち断面２次振動モードの腹となるバットレス部及びサイド下部にそれぞれ凹部を形成し、前記バットレス部及びサイド下部の凹部をそれぞれ覆うように引いた接線から測定した該凹部の最大深さｄ1 ，ｄ2 と、前記接線に対して垂直に測定した前記バットレス部及びサイド下部における凹部両側の平均厚さｔ10＝０．５×（ｔ11＋ｔ12），ｔ20＝０．５×（ｔ21＋ｔ22）との比をそれぞれ、ｄ1 ／ｔ10＝０．２〜０．５，ｄ2 ／ｔ20＝０．２〜０．５としたことを特徴とするものである。
【０００６】
このように断面２次振動モードの腹となるバットレスとサイド下部の２ヵ所に凹部を形成し、これら部位の質量を低下させることにより、高周波数域のタイヤ固有振動数を上昇させて約２５０〜４００Ｈｚ帯域のロードノイズを低減することができる。また、本発明では、バットレス部とサイド下部に凹部を設けるだけであるので、タイヤを軽量化しつつ、また製造工程の増加を伴わずに振動特性の改善を行うことができる。
【０００７】
【発明の実施の形態】
以下、本発明の構成について添付の図面を参照して詳細に説明する。
図１は本発明の実施形態からなる空気入りラジアルタイヤを例示するものである。図において、１はビード部、２はカーカス層、３はトレッド部、４はベルト層である。左右一対のビード部１，１間にはカーカス層２が装架されている。このカーカス層２はタイヤ周方向に対して実質的に９０°のコード角度で配置され、そのタイヤ幅方向両端部がビードコア５の廻りにタイヤ内側から外側に折り返されており、その端末がビードフィラー６の外側上方まで巻き上げられている。トレッド部３におけるカーカス層２の外周側には、タイヤ周方向に対して５〜４０°のコード角度で互いに交差する２層のベルト層４がタイヤ１周にわたって配置されている。
【０００８】
上記空気入りラジアルタイヤにおいて、断面２次振動モードの腹となるバットレス部及びサイド下部にはそれぞれ凹部Ｕ1 ，Ｕ2 が形成されている。一般に、空気入りラジアルタイヤは走行時に路面の凹凸に応じて振動し、これが車室内に伝達されることによってロードノイズを発生するが、約２５０〜４００Ｈｚ帯域についてのタイヤ振動は左右のビード部１，１を固定端としてその間に定常波を作り、ラジアル方向に振動モードを形成していることが知られている。即ち、走行中の空気入りラジアルタイヤは、図４に示すように、点Ｐ1 を節とし、点Ｐ2 を腹とし、これら点Ｐ1 ，Ｐ2 をラジアル方向に交互に配置した断面２次振動モードを形成している。
【０００９】
そこで、本発明では、図１のように断面２次振動モードの腹となるバットレス部及びサイド下部にそれぞれ凹部Ｕ1 ，Ｕ2 を形成し、これら部位の質量を低下させることにより、高周波数域のタイヤ固有振動数を更に高い方へ移行させるのである。このように高周波数域のタイヤ固有振動数を上昇させ、タイヤの固有振動と車両の固有振動とを共振させないようにすることにより、その振動が車室内に伝播され難くなるので、約２５０〜４００Ｈｚ帯域のロードノイズを低減することができる。
【００１０】
本発明において、バットレス部とサイド下部のいずれか一方に凹部を配置した場合は高周波数域のロードノイズ低減効果が小さく、その両方に凹部を配置することにより大きな効果が得られる。このように凹部を２ヵ所に分けて配置することは凹部形成による剛性低下を抑制する働きがある。即ち、振動特性を変えるには所定量の減量が必要であるが、これを１ヵ所に集中すると剛性が局部的に低下してしまうのである。また、凹部をバットレス部とサイド下部のいずれか一方に設けた場合、質量バランスが過度に変化して振動モードの腹の位置も変化してしまうため固有振動数を上昇させる効果が少なくなるが、凹部を両方に配置した場合は振動モードの腹の位置の変化を小さくできるので大きな効果が得られる。
【００１１】
バットレス部及びサイド下部における凹部Ｕ1 ，Ｕ2 の位置は、下記の関係に基づいて設定することが好ましい。即ち、ベルト層４が少なくとも２層以上となっているベルト最外部からＷ＝１０ｍｍ内側の位置Ａを基準として、該位置Ａからカーカス層２に沿って長さを計測したとき、ビードトウ部Ｂまでの長さＬ0 に対するバットレス部における凹部Ｕ1 の中心までの長さＬ1 とサイド下部における凹部Ｕ2 の中心までの長さＬ2 の比をそれぞれ、Ｌ1 ／Ｌ0 ＝０．１〜０．３，Ｌ2 ／Ｌ0 ＝０．５〜０．８の関係にすることが好ましい。上記関係を満足する凹部Ｕ1 ，Ｕ2 の位置が断面２次振動モードの腹の位置に相当する。ここで、凹部Ｕ1 ，Ｕ2 の中心は断面凹部の図心を通ってカーカス層２に法線を立てた点を代用する。
【００１２】
また、バットレス部及びサイド下部における凹部Ｕ1 ，Ｕ2 の最大深さｄ1 ，ｄ2 は、下記の関係に基づいて設定することが好ましい。即ち、バットレス部及びサイド下部の凹部Ｕ1 ，Ｕ2 をそれぞれ覆うように引いた接線から測定した凹部Ｕ1 ，Ｕ2 の最大深さｄ1 ，ｄ2 と、接線に対して垂直に測定したバットレス部及びサイド下部における凹部両側の平均厚さｔ10＝０．５×（ｔ11＋ｔ12），ｔ20＝０．５×（ｔ21＋ｔ22）との比をそれぞれ、ｄ1 ／ｔ10＝０．２〜０．５，ｄ2 ／ｔ20＝０．２〜０．５の関係にすることが好ましい。上記関係を満足することにより、質量減による固有振動数の上昇効果と、質量減による剛性低下及び振動モードの腹の位置変化との兼ね合いを良好にし、高周波数域のロードノイズを効果的に低減することが可能になる。
【００１３】
本発明において、凹部Ｕ1 ，Ｕ2 は、タイヤ周上のトータルでの質量変化に寄与するので、その断面形状はタイヤ周方向に一様でなくても良く、またタイヤ周方向に連続していなくても良い。しかしながら、凹部Ｕ1 ，Ｕ2 は質量バランスがとれるようにタイヤ周方向に均一に分布させることが望ましい。
【００１４】
【実施例】
タイヤサイズを１８５／６５Ｒ１４とし、図１のようにバットレス部及びサイド下部にそれぞれ凹部を形成した本発明タイヤと、バットレス部にのみ凹部を形成した比較タイヤ１と、サイド下部にのみ凹部を設けた比較タイヤ２と、バットレス部及びサイド下部のいずれにも凹部を設けていない従来タイヤとを製作した。
【００１５】
これら４種類の試験タイヤについて、下記の測定条件によりロードノイズのピークレベルを測定し、その結果を表１に示した。
ロードノイズ：
各試験タイヤをリムサイズ１４×５・１／２Ｊのホイールに組付けて空気圧２００ｋＰａとして排気量１８００ｃｃの乗用車に装着し、車室内の運転席窓側の耳の位置にマイクロフォンを設置し、粗い路面を速度５０ｋｍ／ｈで走行したときの高周波数域のロードノイズの音圧レベル（ｄＢ）を測定した。そして、１／３オクターブバンド幅で周波数分析の上、２５０〜４００Ｈｚにおける最大値をピークレベルとした。
【００１６】
この表１から明らかなように、本発明タイヤは従来タイヤや比較タイヤ１，２に比べて２５０〜４００Ｈｚ帯域のロードノイズを低減することができた。また、本発明タイヤはバットレス部に補強層を追加したり、サイド部に凸部を設ける手法とは異なって、バットレス部とサイド下部の２ヵ所に凹部を設けているので、タイヤを軽量化しつつ、また製造工程の増加を伴わずにロードノイズを低減することが可能であった。
【００１８】
【発明の効果】
以上説明したように本発明によれば、左右一対のビード部間にカーカス層を装架すると共に、トレッド部における前記カーカス層の外周側に少なくとも２層のベルト層を配置した空気入りラジアルタイヤにおいて、前記カーカス層の外側がゴム層だけで形成されたサイド部のうち断面２次振動モードの腹となるバットレス部及びサイド下部にそれぞれ凹部を形成し、前記バットレス部及びサイド下部の凹部をそれぞれ覆うように引いた接線から測定した該凹部の最大深さｄ1 ，ｄ2 と、前記接線に対して垂直に測定した前記バットレス部及びサイド下部における凹部両側の平均厚さｔ10＝０．５×（ｔ11＋ｔ12），ｔ20＝０．５×（ｔ21＋ｔ22）との比をそれぞれ、ｄ1 ／ｔ10＝０．２〜０．５，ｄ2 ／ｔ20＝０．２〜０．５とし、これら部位の質量を低下させることにより、タイヤを軽量化しつつ、また製造工程の増加を伴わずに高周波数域のタイヤ固有振動数を上昇させて約２５０〜４００Ｈｚ帯域のロードノイズを低減することができる。
【図面の簡単な説明】
【図１】本発明の実施形態からなる空気入りラジアルタイヤを例示する子午線半断面図である。
【図２】図１のバットレス部を示す部分拡大断面図である。
【図３】図１のサイド下部を示す部分拡大断面図である。
【図４】空気入りラジアルタイヤにおける断面２次振動モードを示すタイヤ断面図である。
【符号の説明】
１ ビード部
２ カーカス層
３ トレッド部
４ ベルト層
Ｕ1 ，Ｕ2 凹部[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a pneumatic radial tire having improved vibration characteristics during traveling, and more particularly, to reduce road noise in a band of about 250 to 400 Hz without reducing the weight of the tire and without increasing the number of manufacturing steps. It relates to a pneumatic radial tire that has been made possible.
[0002]
[Prior art]
In recent years, with the upgrading of automobiles, there is a demand for reduction of road noise caused by transmission of vibration during traveling to the passenger compartment. The magnitude of the road noise varies depending on the frequency, and includes a low frequency road noise having a peak at about 100 to 200 Hz and a high frequency road noise having a peak at about 250 to 400 Hz.
[0003]
Conventionally, as a method of reducing road noise in a band of about 250 to 400 Hz, a reinforcing layer is disposed in the buttress portion, and the rigidity of this portion is increased to increase the tire natural frequency in the high frequency range, It is known to reduce the tire natural frequency in the high frequency range by forming a convex portion at the lower side. However, the above method has a problem that the molding process increases due to the addition of the reinforcing layer, or the mass of the tire increases due to the formation of the convex portion.
[0004]
[Problems to be solved by the invention]
An object of the present invention is to provide a pneumatic radial tire that can reduce road noise in a band of about 250 to 400 Hz while reducing the weight of the tire and without increasing the number of manufacturing steps.
[0005]
[Means for Solving the Problems]
In the pneumatic radial tire of the present invention for achieving the above object, a carcass layer is mounted between a pair of left and right bead portions, and at least two belt layers are disposed on the outer peripheral side of the carcass layer in the tread portion. In the pneumatic radial tire, a concave portion is formed in each of a buttress portion and a lower portion of the side portion where the outer side of the carcass layer is formed of a rubber layer and becomes an antinode of a secondary vibration mode in cross section, and the buttress portion and the lower portion of the side portion are formed. Maximum depths d 1 and d 2 of the recesses measured from the tangents drawn so as to cover the respective recesses, and the average thickness t 10 on both sides of the recesses in the buttress part and the side lower part measured perpendicular to the tangents. = 0.5 × (t 11 + t 12 ) and t 20 = 0.5 × (t 21 + t 22 ), respectively, d 1 / t 10 = 0.2 to 0.5, d 2 / t 20 = It is characterized in that it has a .2～0.5.
[0006]
In this way, the recesses are formed in two locations, the buttress that forms the antinode of the cross-sectional secondary vibration mode, and the lower part of the side, and by reducing the mass of these parts, the natural frequency of the tire in the high frequency range is increased to about 250 to Road noise in the 400 Hz band can be reduced. Further, in the present invention, since only the recesses are provided in the buttress portion and the lower portion of the side, the vibration characteristics can be improved while reducing the weight of the tire and without increasing the number of manufacturing steps.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 illustrates a pneumatic radial tire according to an embodiment of the present invention. In the figure, 1 is a bead portion, 2 is a carcass layer, 3 is a tread portion, and 4 is a belt layer. A
[0008]
In the pneumatic radial tire, recesses U 1 and U 2 are formed in the buttress portion and the side lower portion that become the antinodes of the cross-sectional secondary vibration mode, respectively. In general, a pneumatic radial tire vibrates according to the unevenness of the road surface when traveling, and road noise is generated when this is transmitted to the interior of the vehicle. It is known that 1 is a fixed end, a standing wave is generated between them, and a vibration mode is formed in the radial direction. That is, as shown in FIG. 4, the running pneumatic radial tire has a secondary cross section in which the point P 1 is a node, the point P 2 is a belly, and the points P 1 and P 2 are alternately arranged in the radial direction. The vibration mode is formed.
[0009]
Therefore, in the present invention, as shown in FIG. 1, the concave portions U 1 and U 2 are respectively formed in the buttress portion and the lower portion of the side that are the antinodes of the secondary vibration mode in cross section, and the mass of these portions is reduced, so The natural frequency of the tire is shifted to a higher one. In this way, by increasing the tire natural frequency in the high frequency range so that the natural vibration of the tire and the natural vibration of the vehicle do not resonate, it becomes difficult for the vibration to propagate into the vehicle interior, so about 250 to 400 Hz. Band road noise can be reduced.
[0010]
In the present invention, when the concave portion is arranged in one of the buttress portion and the lower portion of the side, the effect of reducing road noise in the high frequency range is small, and a great effect can be obtained by arranging the concave portion in both of them. Disposing the recesses in two places in this way serves to suppress a reduction in rigidity due to the formation of the recesses. In other words, a predetermined amount of reduction is required to change the vibration characteristics, but if this is concentrated in one place, the rigidity is locally reduced. In addition, when the concave portion is provided in one of the buttress portion and the lower side portion, the effect of increasing the natural frequency is reduced because the mass balance changes excessively and the position of the antinode of the vibration mode also changes. When the concave portions are arranged on both sides, the change in the position of the antinode of the vibration mode can be reduced, so that a great effect can be obtained.
[0011]
The positions of the concave portions U 1 and U 2 in the buttress portion and the lower side portion are preferably set based on the following relationship. That is, when the length is measured from the position A along the
[0012]
Moreover, it is preferable to set the maximum depths d 1 and d 2 of the recesses U 1 and U 2 in the buttress portion and the lower side portion based on the following relationship. In other words, the maximum depths d 1 and d 2 of the recesses U 1 and U 2 measured from the tangents drawn so as to cover the buttress portions and the recesses U 1 and U 2 at the lower side of the side, and the measurement was made perpendicular to the tangent line. The ratios of the average thickness t 10 = 0.5 × (t 11 + t 12 ) and t 20 = 0.5 × (t 21 + t 22 ) on both sides of the concave portion in the buttress portion and the lower side portion are respectively d 1 / t 10 = 0.2 to 0.5 and d 2 / t 20 = 0.2 to 0.5 are preferable. By satisfying the above relationship, the effect of increasing the natural frequency due to the mass reduction, the balance between the rigidity reduction due to the mass reduction and the change in the position of the antinode of the vibration mode is improved, and road noise in the high frequency range is effectively reduced. It becomes possible to do.
[0013]
In the present invention, since the recesses U 1 and U 2 contribute to the total mass change on the tire circumference, the cross-sectional shape may not be uniform in the tire circumferential direction and is continuous in the tire circumferential direction. It is not necessary. However, it is desirable that the recesses U 1 and U 2 are uniformly distributed in the tire circumferential direction so that a mass balance can be obtained.
[0014]
【Example】
The tire size is 185 / 65R14, and the tire according to the present invention in which recesses are respectively formed in the buttress portion and the lower side of the side as shown in FIG. 1, the comparative tire 1 in which recesses are formed only in the buttress portion, and the recess is provided only in the lower side. A
[0015]
For these four types of test tires, the peak level of road noise was measured under the following measurement conditions, and the results are shown in Table 1.
Road noise:
Each test tire is mounted on a wheel with a rim size of 14 × 5 · 1 / 2J and mounted on a passenger car with an air pressure of 200 kPa and a displacement of 1800 cc. The sound pressure level (dB) of road noise in the high frequency range when traveling at 50 km / h was measured. And the maximum value in 250-400 Hz was made into the peak level after frequency analysis by 1/3 octave bandwidth.
[0016]
As is apparent from Table 1, the tire of the present invention was able to reduce road noise in the 250 to 400 Hz band as compared with the conventional tire and the
[0018]
【The invention's effect】
As described above, according to the present invention, in the pneumatic radial tire, the carcass layer is mounted between the pair of left and right bead portions, and at least two belt layers are disposed on the outer peripheral side of the carcass layer in the tread portion. A recess is formed in each of the buttress portion and the lower portion of the side portion where the outer side of the carcass layer is formed of only a rubber layer, and becomes the antinode of the secondary vibration mode in cross section, and the recesses in the buttress portion and the lower portion of the side are respectively covered. The maximum depths d 1 and d 2 of the recesses measured from the tangent drawn in this way, and the average thickness t 10 of both sides of the recesses in the buttress portion and the lower side of the recess measured perpendicular to the tangent line = 0.5 × The ratios of (t 11 + t 12 ) and t 20 = 0.5 × (t 21 + t 22 ) are respectively d 1 / t 10 = 0.2 to 0.5, d 2 / t 20 = 0.2 to 0.5, this By reducing the mass of the part, it is possible to reduce road noise in a band of about 250 to 400 Hz by reducing the weight of the tire and increasing the natural frequency of the tire in the high frequency range without increasing the manufacturing process. .
[Brief description of the drawings]
FIG. 1 is a meridian half sectional view illustrating a pneumatic radial tire according to an embodiment of the invention.
2 is a partially enlarged cross-sectional view showing a buttress portion of FIG. 1; FIG.
FIG. 3 is a partial enlarged cross-sectional view showing a lower side part of FIG. 1;
FIG. 4 is a tire sectional view showing a sectional secondary vibration mode in a pneumatic radial tire.
[Explanation of symbols]
1 Bead
Claims (2)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31295397A JP3912875B2 (en) | 1997-11-14 | 1997-11-14 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31295397A JP3912875B2 (en) | 1997-11-14 | 1997-11-14 | Pneumatic radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11139115A JPH11139115A (en) | 1999-05-25 |
| JP3912875B2 true JP3912875B2 (en) | 2007-05-09 |
Family
ID=18035473
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP31295397A Expired - Fee Related JP3912875B2 (en) | 1997-11-14 | 1997-11-14 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3912875B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7073382B2 (en) * | 2000-09-19 | 2006-07-11 | Michelin Recherehe Et Technique, S.A. | Method for designing a tire with reduced cavity noise |
| JP5461912B2 (en) * | 2009-07-30 | 2014-04-02 | 株式会社ブリヂストン | Pneumatic tires for passenger cars |
| JP5766579B2 (en) * | 2011-10-24 | 2015-08-19 | 株式会社ブリヂストン | Radial tire |
| DE102017219519B4 (en) * | 2017-11-02 | 2019-06-27 | Ford Global Technologies, Llc | Pneumatic tire for a vehicle and method for its manufacture |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2887172B2 (en) * | 1990-12-19 | 1999-04-26 | 株式会社ブリヂストン | Pneumatic tire |
| JP3242700B2 (en) * | 1992-07-08 | 2001-12-25 | 横浜ゴム株式会社 | Pneumatic radial tires for passenger cars |
| JP3355217B2 (en) * | 1993-05-18 | 2002-12-09 | 株式会社ブリヂストン | Pneumatic radial tire |
| JPH08175121A (en) * | 1994-12-26 | 1996-07-09 | Bridgestone Corp | Pneumatic radial tire |
| JP3007808B2 (en) * | 1995-02-17 | 2000-02-07 | 住友ゴム工業株式会社 | Pneumatic tire |
| JPH09109621A (en) * | 1995-10-24 | 1997-04-28 | Bridgestone Corp | Radial tire |
| JPH10166809A (en) * | 1996-12-06 | 1998-06-23 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire for heavy load |
-
1997
- 1997-11-14 JP JP31295397A patent/JP3912875B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH11139115A (en) | 1999-05-25 |
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