JPH04271902A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH04271902A JPH04271902A JP3030138A JP3013891A JPH04271902A JP H04271902 A JPH04271902 A JP H04271902A JP 3030138 A JP3030138 A JP 3030138A JP 3013891 A JP3013891 A JP 3013891A JP H04271902 A JPH04271902 A JP H04271902A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- radius
- tread
- vehicle
- ground contact
- 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- Withdrawn
Links
- 230000000694 effects Effects 0.000 description 3
- 238000011156 evaluation Methods 0.000 description 2
- 230000001771 impaired effect Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000011324 bead Substances 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
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
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/001—Tyres requiring an asymmetric or a special mounting
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、主に乗用車等の車両用
の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 primarily to pneumatic tires for vehicles such as passenger cars.
【０００２】0002
【従来の技術と解決しようとする課題】従来、コーナリ
ング性能を高める上で重要な要素であるタイヤのグリッ
プレベルを向上させる手段としては、摩擦係数の大きな
ゴムをタイヤトレッドに使用する等の材料的な手法と、
路面と接触するタイヤ踏面部の形状を変えて、路面との
接触面積を増加させる手法がある。[Prior Art and Problems to be Solved] Conventionally, as a means to improve the grip level of tires, which is an important element in improving cornering performance, materials such as using rubber with a large coefficient of friction in the tire tread have been used. method and
There is a method of increasing the contact area with the road surface by changing the shape of the tire tread surface that comes into contact with the road surface.
【０００３】前者の材料的な手法の場合には、グリップ
レベルは向上する反面、耐摩耗性が劣ることになり、こ
れらの特性の両立が難しい。また後者の踏面部の形状変
化による場合には、タイヤ幅等の寸法上の規制があるた
めに、主として踏面部の半径を大きくすることにより、
中央部の膨みを抑えて扁平化し、路面との接地幅を増大
させるのが一般的であるが、コーナリングにおけるグリ
ップ限界付近での操縦性が劣り、またウェットスキッド
性も劣る。[0003] In the case of the former material approach, although the grip level is improved, the wear resistance is inferior, and it is difficult to achieve both of these characteristics. In the latter case, due to changes in the shape of the tread, there are dimensional regulations such as tire width, so by increasing the radius of the tread,
It is common practice to suppress the bulge in the center and flatten it to increase the contact width with the road surface, but this results in poor maneuverability near the grip limit during cornering and poor wet skid performance.
【０００４】この発明では、前記の踏面部の半径を大き
くする手法を採用して、グリップレベルの向上を図ろう
としたものであるが、一般に踏面部の半径を大きくする
と、前記のようにグリップ性は向上するが、その反面、
操縦性が悪くなる。特に、限界域（グリップ状態からド
リフト状態への移行時）での挙動変化が大きくなり、限
界コーナリング時の操縦性が大きく劣ることになる。[0004] In this invention, an attempt was made to improve the grip level by increasing the radius of the tread, but generally speaking, increasing the radius of the tread reduces grip performance as described above. improves, but on the other hand,
Maneuverability deteriorates. In particular, the change in behavior in the limit range (when transitioning from a grip state to a drift state) becomes large, and the maneuverability during limit cornering is greatly degraded.
【０００５】すなわち、図３に示すように、従来タイヤ
（Ｔ）は、外周の踏面部（１０）がタイヤ幅方向センタ
ーを境として左右対称形状をなしている。そのために踏
面部（１０）の半径（Ｒ）の大きいものは、車両に装着
されたタイヤの車両外側に当る部分の踏面部の半径も大
きくなっており、それゆえ、グリップ限界付近でのコー
ナリングの際、車両外側の踏面部の接地性の変化がスム
ーズに行なわれないことになるもので、これが操縦性を
低下させる大きな原因となっている。従ってグリップレ
ベル向上のために、踏面部の半径を大きくするには限界
があった。That is, as shown in FIG. 3, the conventional tire (T) has a tread portion (10) on the outer periphery that is symmetrical with respect to the center in the width direction of the tire. For this reason, when the radius (R) of the tread portion (10) is large, the radius of the tread portion of the portion of the tire mounted on the vehicle that corresponds to the outside of the vehicle is also large, and therefore cornering near the grip limit is difficult. In this case, the ground contact characteristics of the treads on the outside of the vehicle do not change smoothly, and this is a major cause of deterioration in maneuverability. Therefore, there is a limit to how much the radius of the tread can be increased in order to improve the grip level.
【０００６】本発明は、上記に鑑みてなしたものであり
、その目的は、踏面部半径の小さい従来タイヤに比して
、接地幅を広く持つことができて、グリップレベルを向
上させることができ、しかも車両外側に当る部分の限界
コーナリング時における挙動変化が小さくて操縦性が損
なわれることもない空気入りタイヤを提供するところに
ある。The present invention has been made in view of the above, and its purpose is to provide a tire with a wider ground contact width and an improved grip level than conventional tires with a small tread radius. To provide a pneumatic tire which is capable of driving a vehicle, and has a small change in behavior during limit cornering at a portion corresponding to the outer side of a vehicle, and does not impair maneuverability.
【０００７】[0007]
【課題を解決するための手段】上記の課題を解決する本
発明の空気入りタイヤは、タイヤ外周における踏面部が
、タイヤ幅方向センターを境として左右非対称形状をな
しており、車両への装着状態において車両内側になる半
部の踏面部半径が、外側になる半部の踏面部半径より大
きく形成され、内側半部の接地幅が外側半部の接地幅よ
りやや大きくなっていることを特徴とする。[Means for Solving the Problems] In the pneumatic tire of the present invention which solves the above problems, the tread portion on the outer circumference of the tire has an asymmetrical shape with the center in the width direction of the tire as the boundary, and the pneumatic tire has a tread portion on the outer circumference of the tire that is asymmetrical with respect to the center in the width direction of the tire. The radius of the tread of the inner half of the vehicle is larger than the radius of the tread of the outer half, and the ground contact width of the inner half is slightly larger than the ground contact width of the outer half. do.
【０００８】[0008]
【作用】上記した本発明の空気入りタイヤによれば、タ
イヤ外周の踏面部が左右非対称形状をなし、車両内側に
なる半部の踏面部半径が、外側になる半部の踏面部半径
より大きく形成されているため、内側半部の接地幅が外
側半部の接地幅よりやや大きくなって、踏面部半径の小
さい左右対称形状の従来タイヤに比してタイヤ全体とし
ての接地幅も大きくなり、グリップレベルも向上するこ
とになる。[Function] According to the pneumatic tire of the present invention, the tread portion on the outer circumference of the tire has a left-right asymmetrical shape, and the radius of the tread portion of the half on the inside of the vehicle is larger than the radius of the tread portion of the half on the outside. Because of this, the ground contact width of the inner half is slightly larger than the ground contact width of the outer half, and the ground contact width of the tire as a whole is also larger compared to conventional tires with a symmetrical shape with a small tread radius. The grip level will also improve.
【０００９】しかも、車両外側になる半部の踏面部半径
は、内側半部の踏面部半径より小さいために、限界コー
ナリング時における挙動変化が小さくて、接地性の変化
が比較的スムーズに行なわれることになり、操縦性が損
なわれることもない。Moreover, since the radius of the tread on the outer half of the vehicle is smaller than the radius on the inner half of the vehicle, changes in behavior during limit cornering are small and changes in ground contact are relatively smooth. Therefore, maneuverability is not impaired.
【００１０】0010
【実施例】次に本発明の実施例を図面に基いて説明する
。Embodiments Next, embodiments of the present invention will be described with reference to the drawings.
【００１１】図１は本発明に係るタイヤの１実施例の断
面構造を示している。図において、（１）はタイヤ（Ｔ
）のトレッド部、（２）（２）はトレッド部（１）とタ
イヤサイド部（３）（３）の間のショルダー部、（４）
（４）はビード部を示しており、（５）はカーカスプラ
イである。カーカスプライ（５）とトレッドゴムとの間
には数層のベルト層（図示省略）が設けられる。FIG. 1 shows a cross-sectional structure of one embodiment of a tire according to the present invention. In the figure, (1) is a tire (T
) tread part, (2) (2) is the shoulder part between the tread part (1) and the tire side part (3) (3), (4)
(4) shows a bead part, and (5) shows a carcass ply. Several belt layers (not shown) are provided between the carcass ply (5) and the tread rubber.
【００１２】前記タイヤ（Ｔ）のトレッド部（１）の外
周において一定荷重負荷時に路面と接触する踏面部（１
０）は、タイヤ幅方向センターを境として左右非対称形
状をなし、特に車両への装着状態において車両内側にな
る半部（１１）の断面における踏面部半径（Ｒ１）が、
車両外側になる半部（１２）の踏面部半径（Ｒ２）より
大きく形成されて、ショルダー部（２）（２）の円弧に
連続している。これにより、内側になる半部（１１）の
接地幅（Ｌ１）が、外側になる半部（１２）の接地幅（
Ｌ２）よりやや大きくなっている。[0012] On the outer periphery of the tread part (1) of the tire (T), there is a tread part (1) that comes into contact with the road surface when a constant load is applied.
0) has a left-right asymmetrical shape with the center in the tire width direction as a boundary, and in particular, the tread radius (R1) in the cross section of the half part (11) that becomes the inside of the vehicle when installed in the vehicle.
It is formed to be larger than the radius (R2) of the tread portion of the half portion (12) on the outside of the vehicle, and is continuous with the arc of the shoulder portion (2) (2). As a result, the ground contact width (L1) of the inner half (11) changes from the ground contact width (L1) of the outer half (12).
It is slightly larger than L2).
【００１３】例えば、前記両半部（１１）（１２）の踏
面部を、踏面部（１０）におけるタイヤ幅方向センター
と踏面部（１０）の接地端とを結び、かつ前記センター
を通る線（Ｘ−Ｘ）上に曲率中心を持つ半径（Ｒ１）（
Ｒ２）の円弧にし、その半径（Ｒ１）（Ｒ２）をＲ１＞
Ｒ２とする（図１）。半径（Ｒ１）（Ｒ２）の踏面部（
１０）から連続するショルダー部（２）（２）の円弧の
半径（Ｒ３）（Ｒ４）は、前記とは逆にＲ３＜Ｒ４とな
る。For example, the tread portions of the two halves (11 and 12) are connected by a line ( Radius (R1) with center of curvature on (X-X) (
R2), and its radius (R1) (R2) is R1>
R2 (Figure 1). Tread portion with radius (R1) (R2) (
The radii (R3) (R4) of the circular arcs of the shoulder portions (2) (2) continuing from 10) satisfy R3<R4, contrary to the above.
【００１４】両半部（１１）（１２）の踏面部半径は、
前記のように単一の半径としてもよいが、実際上は図２
に示すように複数の半径（Ｒ５）（Ｒ６）（Ｒ７）（Ｒ
８）の円弧の連続により形成して実施することが多い。
この場合、内側半部（１１）の半径（Ｒ５）（Ｒ６）に
よる踏面部の曲率の平均半径が、外側半部（１２）にお
ける半径（Ｒ７）（Ｒ８）による踏面部の曲率の平均半
径より実質的に大きくなるように設定する。もちろん一
方の半部を一つの半径の円弧とし、他方の半部を複数の
半径の円弧の連続に形成して実施してもよい。The tread radius of both halves (11) and (12) is:
As mentioned above, it may be a single radius, but in reality it is as shown in Figure 2.
Multiple radii (R5) (R6) (R7) (R
8) is often formed by a series of circular arcs. In this case, the average radius of curvature of the tread due to radii (R5) (R6) of the inner half (11) is greater than the average radius of curvature of the tread due to radii (R7) (R8) of the outer half (12). Set it to be substantially larger. Of course, one half may be formed into a circular arc with one radius, and the other half may be formed into a series of circular arcs with a plurality of radii.
【００１５】前記において、内側半部（１１）の踏面部
と外側半部（１２）の踏面部との半径比（例えばＲ２／
Ｒ１）が、１．１〜１．７５の範囲にあるように設定し
ておくのが特に好適である。すなわち、半径比が前記範
囲より小さくなると、非対称形状にしたことによる効果
、特にグリップレベル向上の程度が小さく、また前記範
囲より大きくなると、ウェットスキッド性が劣ることに
なり好ましくない。In the above, the radius ratio (for example, R2/
It is particularly preferable that R1) be set within the range of 1.1 to 1.75. That is, if the radius ratio is smaller than the above range, the effect of the asymmetrical shape, especially the degree of improvement in the grip level, will be small, and if it is larger than the above range, the wet skid property will be poor, which is not preferable.
【００１６】上記構成のタイヤ、例えば図１のタイヤ（
Ｔ）は、トレッド外周における踏面部（１０）が左右非
対称形状をなし、車両内側になる半部（１１）の踏面部
半径（Ｒ１）が外側半部（１２）の踏面部半径（Ｒ２）
より大きく形成されて、内側半部（１１）の接地幅（Ｌ
１）が外側半部（１２）の接地幅（Ｌ２）より大きくな
っているため、タイヤ全体としての接地幅は、踏面部半
径の小さい左右対称形状の従来タイヤに比して大きく、
グリップレベルが向上することになる。図２のタイヤ（
Ｔ）も同様にグリップレベルが向上する。[0016] A tire having the above structure, for example, the tire shown in FIG.
T) means that the tread portion (10) on the outer periphery of the tread has a left-right asymmetric shape, and the tread radius (R1) of the half (11) on the inside of the vehicle is equal to the tread radius (R2) of the outer half (12).
The ground contact width (L) of the inner half (11) is
1) is larger than the ground contact width (L2) of the outer half (12), the ground contact width of the tire as a whole is larger than that of a conventional tire with a symmetrical shape and a small tread radius.
This will improve your grip level. The tire in Figure 2 (
T) also improves the grip level.
【００１７】しかも、上記の車両外側になる半部（１２
）の踏面部半径（Ｒ２）は、内側半部（１１）より小さ
いために、グリップ限界付近での挙動変化も小さくて、
接地性の変化がスムーズに行なわれるので、操縦性が損
なわれることもない。Furthermore, the above-mentioned half (12
) is smaller than the inner half (11), so the change in behavior near the grip limit is also small.
Since changes in ground contact occur smoothly, maneuverability is not impaired.
【００１８】なお、タイヤ（Ｔ）の非対称形状のために
横力が発生するが、このように単体で非対称形状のタイ
ヤでも、車両の左右に対称に装着されて使用されるため
、前記の非対称形状による横力が相互に打ち消し合って
実用上の問題は生じない。Note that lateral force is generated due to the asymmetrical shape of the tire (T), but even a single asymmetrical tire like this is used by being mounted symmetrically on the left and right sides of the vehicle, so the above-mentioned asymmetrical force is generated. The lateral forces due to the shape cancel each other out and do not cause any practical problems.
【００１９】上記の効果を確認するため、本発明の実施
例タイヤと、従来タイヤとのパイロンスラロームによる
フィーリングテストを実施した。その結果を表１に示す
。In order to confirm the above effects, a feeling test was conducted using a pylon slalom test using an example tire of the present invention and a conventional tire. The results are shown in Table 1.
【００２０】ここで、テストに供したタイヤは、いずれ
もサイズ１８５／６０Ｒ１４のタイヤであり、それぞれ
国産ＦＦ車に装着してテストを行なった。また評価方法
は、ドライバーの体感評価であり、通過スピード、ハン
ドルの手応え等を総合して判定した。評価基準として、
一般的なレベルを６とし、その数値の右肩の＋と−はそ
れぞれその数値よりやや上、またはやや下の場合を示し
ている。[0020] The tires used for the test were all tires of size 185/60R14, and the tests were carried out by installing each tire on a domestically produced front-wheel drive vehicle. The evaluation method was based on the driver's experience, and the judgment was made by comprehensively considering passing speed, steering response, etc. As evaluation criteria,
The general level is 6, and the + and - to the right of that number indicate slightly above or slightly below that number, respectively.
【００２１】[0021]
【表１】[Table 1]
【００２２】上記のテスト結果から明らかなように、本
発明の実施例１〜４の各タイヤは、踏面部半径の小さい
左右対称形の従来例１のタイヤよりグリップ性が向上し
、しかも操縦性は、従来例１の場合と殆ど遜色がなく、
踏面部半径の大きい左右対称形の従来例２のタイヤに比
してはるかに良好なものであった。As is clear from the above test results, each of the tires of Examples 1 to 4 of the present invention has improved grip performance compared to the tire of Conventional Example 1, which has a symmetrical shape with a small tread radius, and has improved maneuverability. is almost comparable to the case of conventional example 1,
This was much better than the tire of Conventional Example 2, which was bilaterally symmetrical and had a large tread radius.
【００２３】[0023]
【発明の効果】上記したように本発明のタイヤによれば
、踏面部を左右非対称形状にして、車両内側になる半部
の踏面部半径を、外側になる半部の踏面部半径より大き
く形成し、この内側半部で接地幅を大きくしたことによ
り、路面との接触面積が増大して、踏面部半径の小さい
左右対称形の従来タイヤに比してスリップレベルが向上
する。[Effects of the Invention] As described above, according to the tire of the present invention, the tread portion has a left-right asymmetrical shape, and the radius of the tread portion of the half that is inside the vehicle is larger than the radius of the tread portion of the half that is outside the vehicle. However, by increasing the ground contact width in this inner half, the contact area with the road surface is increased, and the slip level is improved compared to a conventional symmetrical tire with a small tread radius.
【００２４】しかも車両外側になる半部の踏面部半径は
、内側半部の踏面部半径より小さいため、グリップ限界
付近での挙動変化が小さくて、接地性の変化がスムーズ
に行なわれるため、操縦性が損なわれることもない。Furthermore, since the radius of the tread surface on the outer half of the vehicle is smaller than the radius of the tread surface on the inner half of the vehicle, changes in behavior near the grip limit are small and changes in ground contact are smooth, making it easier to maneuver. There is no loss of sexuality.
【００２５】したがって、従来の踏面部半径の小さいタ
イヤと踏面部半径の大きいタイヤのそれぞれの長所を合
せ持ち、コーナリング特性を高めることができる。Therefore, it is possible to combine the respective advantages of conventional tires with a small tread radius and tires with a large tread radius, and improve cornering characteristics.
【図１】本発明の１実施例を示すタイヤの略示断面図で
ある。FIG. 1 is a schematic cross-sectional view of a tire showing one embodiment of the present invention.
【図２】本発明の他の実施例を示すタイヤの断面図であ
る。FIG. 2 is a sectional view of a tire showing another embodiment of the present invention.
【図３】従来タイヤの断面図である。FIG. 3 is a sectional view of a conventional tire.
（Ｔ）……タイヤ （１）……トレッド部 （２）……ショルダー部 （１０）……踏面部 （１１）……車両内側になる半部 （１２）……車両外側になる半部 （Ｒ１）……内側半部の踏面部半径 （Ｒ２）……外側半部の踏面部半径 （Ｌ１）……内側半部の接地幅 （Ｌ２）……外側半部の接地幅 (T)...Tire (1)...Tread section (2)...Shoulder part (10)...Tread section (11)……The half that is inside the vehicle (12)...Half that becomes the outside of the vehicle (R1)...Inner half tread radius (R2)...Tread radius of outer half (L1)……Ground width of inner half (L2)... Ground contact width of the outer half
Claims (1)
幅方向センターを境として左右非対称形状をなしており
、車両への装着状態において車両内側になる半部の踏面
部半径が、外側になる半部の踏面部半径より大きく形成
され、内側半部の接地幅が外側半部の接地幅よりやや大
きくなっていることを特徴とする空気入りタイヤ。Claim 1: The tread portion on the outer periphery of the tire has a left-right asymmetrical shape with the center in the width direction of the tire as a boundary, and when installed on a vehicle, the radius of the tread portion of the half that is inside the vehicle is the radius of the tread portion of the half that is outside the tire. A pneumatic tire having a radius larger than the tread radius of the pneumatic tire, and a ground contact width of the inner half of the tire is slightly larger than that of the outer half.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3030138A JPH04271902A (en) | 1991-02-25 | 1991-02-25 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3030138A JPH04271902A (en) | 1991-02-25 | 1991-02-25 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH04271902A true JPH04271902A (en) | 1992-09-28 |
Family
ID=12295409
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3030138A Withdrawn JPH04271902A (en) | 1991-02-25 | 1991-02-25 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH04271902A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5735979A (en) * | 1995-07-24 | 1998-04-07 | Dunlop Tire Corporation | Pneumatic tire with asymmetric tread profile |
| JP2002192905A (en) * | 2000-12-26 | 2002-07-10 | Bridgestone Corp | Tire and rim wheel assembly and pneumatic tire |
| EP1236587A2 (en) * | 2001-03-02 | 2002-09-04 | Continental Aktiengesellschaft | Vehicle tyre with an asymmetric tread |
| EP1671814A1 (en) * | 2004-12-20 | 2006-06-21 | The Goodyear Tire & Rubber Company | Asymmetrical pneumatic run-flat tire |
| WO2008056508A1 (en) * | 2006-11-06 | 2008-05-15 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| US7441575B2 (en) * | 2005-10-05 | 2008-10-28 | The Goodyear Tire & Rubber Company | Tire with component having nanozeolite |
| US8151843B2 (en) * | 2004-09-13 | 2012-04-10 | Bridgestone Corporation | Pneumatic tire with specified outer carcass periphery length and outer ground-contact area |
| JP2016222163A (en) * | 2015-06-02 | 2016-12-28 | 住友ゴム工業株式会社 | Pneumatic tire |
| CN111016545A (en) * | 2019-12-31 | 2020-04-17 | 安徽佳通乘用子午线轮胎有限公司 | Radial tire capable of resisting lateral sliding abrasion of tire |
-
1991
- 1991-02-25 JP JP3030138A patent/JPH04271902A/en not_active Withdrawn
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5735979A (en) * | 1995-07-24 | 1998-04-07 | Dunlop Tire Corporation | Pneumatic tire with asymmetric tread profile |
| JP4593769B2 (en) * | 2000-12-26 | 2010-12-08 | 株式会社ブリヂストン | Tire / rim wheel assembly |
| JP2002192905A (en) * | 2000-12-26 | 2002-07-10 | Bridgestone Corp | Tire and rim wheel assembly and pneumatic tire |
| EP1236587A2 (en) * | 2001-03-02 | 2002-09-04 | Continental Aktiengesellschaft | Vehicle tyre with an asymmetric tread |
| EP1236587A3 (en) * | 2001-03-02 | 2003-08-06 | Continental Aktiengesellschaft | Vehicle tyre with an asymmetric tread |
| US8151843B2 (en) * | 2004-09-13 | 2012-04-10 | Bridgestone Corporation | Pneumatic tire with specified outer carcass periphery length and outer ground-contact area |
| US7278455B2 (en) * | 2004-12-20 | 2007-10-09 | The Goodyear Tire & Rubber Company | Asymmetrical pneumatic run-flat tire |
| EP1671814A1 (en) * | 2004-12-20 | 2006-06-21 | The Goodyear Tire & Rubber Company | Asymmetrical pneumatic run-flat tire |
| US7441575B2 (en) * | 2005-10-05 | 2008-10-28 | The Goodyear Tire & Rubber Company | Tire with component having nanozeolite |
| WO2008056508A1 (en) * | 2006-11-06 | 2008-05-15 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| US8272414B2 (en) | 2006-11-06 | 2012-09-25 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| JP2016222163A (en) * | 2015-06-02 | 2016-12-28 | 住友ゴム工業株式会社 | Pneumatic tire |
| CN111016545A (en) * | 2019-12-31 | 2020-04-17 | 安徽佳通乘用子午线轮胎有限公司 | Radial tire capable of resisting lateral sliding abrasion of tire |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Application deemed to be withdrawn because no request for examination was validly filed |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 19980514 |