JPS621605A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPS621605A JPS621605A JP60139090A JP13909085A JPS621605A JP S621605 A JPS621605 A JP S621605A JP 60139090 A JP60139090 A JP 60139090A JP 13909085 A JP13909085 A JP 13909085A JP S621605 A JPS621605 A JP S621605A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- reinforcing layer
- carcass
- outside
- increase
- 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.)
- Pending
Links
Abstract
Description
【発明の詳細な説明】
〔発明の技術分野〕
本発明は空気入りタイヤに関し、さらに詳しくは不整地
を走行するラリー用タイヤに関するものである。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a pneumatic tire, and more particularly to a rally tire for running on rough terrain.
不整地を走行するラリ−用のタイヤは、走行中に岩石な
どの障害物に当たることにより、サイド部にカットを受
け、そのカットがらエア抜けを起こすことがある。従来
、このようなサイド部のカットを防止する対策として、
カーカス枚数を一般タイヤより多く設けたり、サイド部
の外被ゴムの厚さを太き（したりすることが行われてい
た。Rally tires that run on rough terrain may be cut on the side by hitting obstacles such as rocks while running, and the cuts may cause air to escape. Conventionally, as a measure to prevent such side cuts,
The number of carcass members was larger than that of ordinary tires, and the thickness of the outer rubber on the side parts was increased.
しかし、カーカス枚数を増加するものは、サイド部やト
レッド部の剛性を全体的に高くするため、トレッド部の
接地面積を減少させてトラクションが減少したり、また
タイヤバネ定数を増加させて突起乗越し時の衝撃力を増
加し、乗心地を悪化したり、操縦性を悪くしたりする。However, those that increase the number of carcass tires increase the overall rigidity of the side and tread sections, which reduces the contact area of the tread section and reduces traction, and also increases the tire spring constant so that it can ride over bumps. This increases the impact force when driving, worsening ride comfort and maneuverability.
また、サイド部の外被ゴムの厚さをアップするものは、
大幅な厚さ増加をしないかぎり耐カット性を向上するこ
とが難しいため、著しい重量増加をもたらし、車両のサ
スペンションに悪影響を与えるようになる。また、剛性
が高くなるため、上記同様に操縦性を悪くする。In addition, those that increase the thickness of the outer rubber of the side part,
Since it is difficult to improve the cut resistance without significantly increasing the thickness, this results in a significant increase in weight, which adversely affects the suspension of the vehicle. In addition, since the rigidity increases, maneuverability deteriorates as described above.
また、外被ゴムが厚くなるほど、タイヤがたわんだとき
のゴム表面の歪みを大きくするため、岩石など障害物と
の接触によってカットされやすく、しかもその傷を拡大
させやすくなる。そのため外被ゴムの厚さ増加によって
は、本質的な耐カット性の向上は期待できない。In addition, the thicker the rubber cover, the greater the distortion on the rubber surface when the tire is deflected, making it more likely to be cut by contact with obstacles such as rocks, and moreover, making the damage more likely to spread. Therefore, substantial improvement in cut resistance cannot be expected by increasing the thickness of the outer covering rubber.
本発明の目的は、タイヤの剛性を適正に維持し、乗心地
や操縦性を悪化することなく耐カット性を向上する空気
入りタイヤを提供することにある。An object of the present invention is to provide a pneumatic tire that maintains proper tire rigidity and improves cut resistance without deteriorating ride comfort or maneuverability.
上記目的を達成する本発明の空気入りタイヤは、サイド
部におけるカーカスの外側に補強層を設け、この補強層
を覆う外被ゴムの外表面にタイヤ周方向に沿う複数の溝
を形成したことを特徴とするものである。The pneumatic tire of the present invention that achieves the above object has a reinforcing layer provided on the outside of the carcass in the side portion, and a plurality of grooves extending in the tire circumferential direction formed on the outer surface of the outer covering rubber that covers this reinforcing layer. This is a characteristic feature.
以下、本発明を図に示す実施例とともに具体的に説明す
る。Hereinafter, the present invention will be specifically described with reference to embodiments shown in the drawings.
第１図は本発明の実施例によるラリ−用空気入りタイヤ
の半断面を示すものである。FIG. 1 shows a half cross section of a pneumatic rally tire according to an embodiment of the present invention.
この第１図において、１は左右に一対設けられるビード
部、２はこのビード部ｌに連なるサイド部、３は左右の
サイド部２を跨ぎ、筒状を形成するトレンド部である。In FIG. 1, 1 is a pair of bead portions provided on the left and right, 2 is a side portion continuous to this bead portion 1, and 3 is a trend portion that straddles the left and right side portions 2 and forms a cylindrical shape.
４はカーカスであり、このカーカス４の両端は、左右の
ビード部１のビード１ａをそれぞれ内側から外側へ折り
返されるように巻きつけられ、中間部はサイド部２とト
レッド部３にわたるように装架されている。トレッド部
３には、カーカス４の外側にベルト層５がタイヤの周方
向に沿って設けられている。このベルト層５の幅は、ト
レッド部３の幅の８５〜１１０％の範囲になっている。4 is a carcass, and both ends of the carcass 4 are wrapped so that the beads 1a of the left and right bead portions 1 are folded back from the inside to the outside, and the middle portion is mounted so as to span the side portions 2 and the tread portion 3. has been done. A belt layer 5 is provided on the tread portion 3 on the outside of the carcass 4 along the circumferential direction of the tire. The width of this belt layer 5 is in the range of 85 to 110% of the width of the tread portion 3.
サイド部２には、カーカス４の外側に補強層６が設けら
れ、かつこの補強層６の外側を覆う外被ゴム７の表面に
は、タイヤ周方向に沿って複数の溝８が形成されている
。A reinforcing layer 6 is provided on the outside of the carcass 4 in the side portion 2, and a plurality of grooves 8 are formed on the surface of the outer covering rubber 7 that covers the outside of the reinforcing layer 6 along the tire circumferential direction. There is.
上記補強層６は、スチール、ナイロン、ポリエステル、
芳香族ポリアミド、レーヨンなどのコードから作られた
、すだれ状ゴム引き布から構成されている。このすだれ
状ゴム引き布は、１〜４枚が積層されて補強層６を構成
するようにするのがよい。すだれ状ゴム引き布を構成す
るコードは、タイヤ周方向に対し、４５°〜９０°の範
囲に傾斜させて配置することが好ましい。The reinforcing layer 6 is made of steel, nylon, polyester,
It consists of a slat-like rubberized fabric made from aromatic polyamide, rayon, or other cords. It is preferable that one to four pieces of this blind-like rubberized cloth are laminated to form the reinforcing layer 6. It is preferable that the cords constituting the blind-like rubberized cloth be arranged at an angle of 45° to 90° with respect to the tire circumferential direction.
このように構成した補強層６の上端は、ビード側よりタ
イヤ断面高さＨの８０％を限度とし、かつ上記複数の溝
９より上方に位置するようにするのがよい。また、下端
は複数のａ９より下方へ位置するようにするのがよく、
ビード部１にまで達していてもよい。It is preferable that the upper end of the reinforcing layer 6 configured in this manner be located at a limit of 80% of the tire cross-sectional height H from the bead side and above the plurality of grooves 9. In addition, it is preferable that the lower end is located below the plurality of a9,
It may even reach the bead portion 1.
複数の溝８は少なくとも３本以上を設けるようにし、か
つビード側よりタイヤ断面高さＨの３０〜７５％の範囲
に配置することが好ましい。It is preferable that at least three or more grooves 8 are provided, and that they are arranged within a range of 30 to 75% of the tire cross-sectional height H from the bead side.
この溝８の断面形状は、第１．２図に示すような円弧か
ら形成されるものであっても、あるいは第３図に示すよ
うな台形または矩形であってもよい。また、いずれの形
状になっても、その溝８の深さｄは、２．０〜７．０１
の範囲であり、かつピッチｐを２．５〜１５ｍｍの範囲
にするのが好ましい。The cross-sectional shape of this groove 8 may be formed from a circular arc as shown in FIG. 1.2, or may be trapezoidal or rectangular as shown in FIG. 3. Moreover, no matter which shape it takes, the depth d of the groove 8 is 2.0 to 7.01
It is preferable that the pitch p is in the range of 2.5 to 15 mm.
また、溝８の底面から補強層６までの外被ゴム７の厚さ
Ｌは、０．５〜３．０ｍｍの範囲にすることが好ましい
。Further, the thickness L of the outer covering rubber 7 from the bottom surface of the groove 8 to the reinforcing layer 6 is preferably in the range of 0.5 to 3.0 mm.
上述のように構成されたタイヤは、サイド部２に補強層
６が設けであるため、岩石などの障害物に対し保護され
、耐カット性を向上することできる。また、この補強Ｎ
６を設けたことによりサイド部２の曲げ剛性が増加する
が、この曲げ剛性の増加は、外被ゴム７の外表面にタイ
ヤ周方向に設けた複数本の濤８．によって緩和されるた
め、タイヤのたわみ量やバネ定数を適正にすることがで
きる。そのため、突起乗越し時の衝撃力を低下し、それ
によって操縦性を安定化し、かつ乗心地を良好にする。Since the tire configured as described above is provided with the reinforcing layer 6 on the side portion 2, it is protected against obstacles such as rocks and can improve cut resistance. Also, this reinforcement N
6 increases the bending rigidity of the side portion 2. This increase in bending rigidity is due to the plurality of rods 8.6 provided on the outer surface of the outer covering rubber 7 in the tire circumferential direction. This allows the amount of deflection and spring constant of the tire to be made appropriate. Therefore, the impact force when riding over a protrusion is reduced, thereby stabilizing maneuverability and improving riding comfort.
また、上記溝８によって、タイヤがたわんだときサイド
部２のゴム表面に発生する歪みを小さくするため、外被
ゴム７自身の耐カット性も向上する。これを第４図を参
照して説明すると、タイヤが無荷重状態のときのサイド
部２の曲率半径は、実線のようなＲ１であるが、荷重に
よってたわむと、鎖線で示すＲ１のように減少する。こ
の曲率半径の減少変化によって、サイド部２外表面の張
力が増加し、歪みが増加するため、岩石などの障害物と
の接触によってカットされやすくなる。Furthermore, the grooves 8 reduce the distortion that occurs on the rubber surface of the side portion 2 when the tire is deflected, so that the cut resistance of the outer cover rubber 7 itself is improved. To explain this with reference to Fig. 4, when the tire is under no load, the radius of curvature of the side portion 2 is R1 as shown by the solid line, but when it is deflected by the load, it decreases as shown by the chain line R1. do. This decrease in the radius of curvature increases the tension on the outer surface of the side portion 2 and increases strain, making it more likely to be cut by contact with obstacles such as rocks.
しかし、上記本発明のタイヤでは、サイド部２の外表面
に周方向の溝８を設けられているため、この溝８によっ
て負荷時のタイヤ外表面の歪みは分断され、歪みを大幅
に低下させることになる。したがって、このサイド部２
のゴム表面は、大きな張力を受けた状態のものに比べて
カントされにくい状態になり、たとえ切り傷を受けても
太き（拡大することはない。However, in the tire of the present invention, since the circumferential groove 8 is provided on the outer surface of the side portion 2, the strain on the tire outer surface under load is divided by the groove 8, and the strain is significantly reduced. It turns out. Therefore, this side portion 2
The rubber surface of the rubber surface is less likely to be canted than one under large tension, and even if it receives a cut, it will remain thick (and will not expand).
いま、本発明の構造を有する空気入りタイヤ（カーカス
枚数は１枚）Ａ、タイヤ周方向の溝を設けない他は上記
タイヤＡと同一構造である空気入りタイヤＢ、耐カット
性を向上するためカーカス枚数を３枚に強化した従来の
空気入りタイヤＣについて、それぞれたてバネ定数とよ
こバネ定数を測定したところ、次の表の結果を得た。（
ただし、タイヤＡ、Ｂ、Ｃとも、タイヤサイズ１９５／
７０Ｒ１５、リムサイズ６Ｊ×１５で、空気圧２．０ｋ
ｇである。）この表から明らかなように、本発明のタイ
ヤＡは、他のタイヤＢ、Ｃに比べて、たてバネ定数が低
く抑制されている。Now, a pneumatic tire A having the structure of the present invention (the number of carcass is 1), a pneumatic tire B having the same structure as the above tire A except that no grooves in the tire circumferential direction are provided, and a pneumatic tire B to improve cut resistance. The vertical spring constant and the horizontal spring constant of the conventional pneumatic tire C in which the number of carcass was reinforced to three were measured, and the results shown in the following table were obtained. (
However, tires A, B, and C all have tire sizes of 195/
70R15, rim size 6J x 15, air pressure 2.0k
It is g. ) As is clear from this table, the tire A of the present invention has a lower longitudinal spring constant than the other tires B and C.
また、各タイヤＡ、Ｂ、Ｃについて、荷重を変化させて
「たてたわみ」の変化を調べたところ、第５図のように
なり、本発明のタイヤＡは、他のタイヤＢ、Ｃに比べて
、たわみ量が大きくなっている。また、各タイヤＡ、Ｂ
、Ｃについて突起乗越し試験を行い、各速度毎に突起乗
越し時の上下方向衝撃力および前後方向衝撃力を測定し
たところ、第６図および第７図のような結果であり、本
発明のタイヤＡは、他のタイヤＢ、Ｃに比べて衝撃力が
小さくなっている。In addition, when we investigated the changes in "vertical deflection" of each tire A, B, and C by varying the load, we found that the results shown in Figure 5 show that tire A of the present invention is superior to other tires B and C. In comparison, the amount of deflection is larger. In addition, each tire A, B
, C was subjected to a protrusion crossing test, and the vertical impact force and longitudinal impact force when passing over the protrusion were measured at each speed, and the results were as shown in Figs. Tire A has a smaller impact force than the other tires B and C.
すなわち、比較のために示したタイヤＢ、Ｃ１とりわけ
Ｃは、サイド部およびトレッド部の剛性が、本発明のタ
イヤＡに比べて高いため、突起乗越し時の衝撃力が大き
い。そのため、操縦性を不安定にすると共に乗心地を悪
化し、また、たわみ量が小さいため接地面積が減少し、
トラクションを低下するようになる。本発明のタイヤＡ
は、これらを全て解消することができる。That is, the tires B and C1 shown for comparison, especially C, have higher rigidity in the side portions and tread portions than the tire A of the present invention, and thus have a large impact force when riding over a protrusion. This makes the maneuverability unstable and the ride comfort worse, and because the amount of deflection is small, the contact area is reduced.
This will reduce traction. Tire A of the present invention
can eliminate all of these.
上述したように、本発明の空気入りタイヤは、サイド部
におけるカーカスの外側に補強層を設けたため、そのサ
イド部の耐カット性を向上することができる。この補強
層は、従来の耐カツト性タイヤのようにカーカス枚数を
増加したり、外被ゴムの厚さを増加したりするものでは
ないため、重量増加を招くことがなく、かつタイヤ剛性
を大幅に増加することもない。しかも、この補強層によ
る剛性増加分は、サイド部表面の周方向の複数の溝によ
って緩和されるため、適正なバネ定数の剛性にすること
ができ、それによって安定な操縦性と良好な乗心地を維
持することができる。As described above, in the pneumatic tire of the present invention, since the reinforcing layer is provided on the outside of the carcass in the side portion, the cut resistance of the side portion can be improved. Unlike conventional cut-resistant tires, this reinforcing layer does not increase the number of carcass layers or increase the thickness of the outer cover rubber, so it does not increase weight and significantly increases tire rigidity. It will not increase. Moreover, the increase in rigidity due to this reinforcing layer is alleviated by the multiple grooves in the circumferential direction on the surface of the side part, so the rigidity can be set to an appropriate spring constant, resulting in stable maneuverability and good riding comfort. can be maintained.
また、サイド部に設けた溝により、タイヤが荷重によっ
てたわんだときに発生するゴム表面の歪みを、最小限に
止めることができ、そのため岩石などの外部障害物に接
触してもカットされにくくなり、またたとえ切り傷を受
けても、それを大幅に拡大することはない。In addition, the grooves on the sides minimize the distortion of the rubber surface that occurs when the tire bends under load, making it less likely to be cut when it comes into contact with external obstacles such as rocks. , and even if you receive a cut, it will not significantly enlarge it.
第１図は本発明の実施例による空気入りタイヤの半断面
図、第２図は同タイヤのサイド部に設けた溝部分の拡大
断面図、第３図は他の実施例による溝部分の拡大断面図
、第４図はタイヤが荷重を受けたときのたわみ状態を説
明する説明図、第５図はタイヤに対する「たて荷重」と
「たてたわみ」の関係図、第６図は突起乗越し試験にお
ける「上下方向衝撃力」と「速度」との関係図、第７図
は同じく「前後方向衝撃力」と「速度」との関係図であ
る。
１・−ビード部、 ２−サイド部、 ３−）レッド部、
４−カーカス、 ６−・・補強層、 ７・−外被ゴム
、 ８−・−溝。
′ｔ−弓ヨヨ云ゴ
Ｃコ
第４図
たてたわみ（闘）
第６図
速 度 （Ｋｍ ／Ｈ）
０（Ｋ／Ｈ）Fig. 1 is a half-sectional view of a pneumatic tire according to an embodiment of the present invention, Fig. 2 is an enlarged sectional view of a groove portion provided in the side portion of the tire, and Fig. 3 is an enlarged view of a groove portion according to another embodiment. Cross-sectional view, Figure 4 is an explanatory diagram explaining the deflection state when the tire is subjected to load, Figure 5 is a relationship diagram between "vertical load" and "vertical deflection" on the tire, and Figure 6 is a diagram showing how the tire goes over a protrusion. FIG. 7 is a diagram of the relationship between "vertical impact force" and "velocity" in the test, and FIG. 7 is a diagram of the relationship between "front and rear impact force" and "speed." 1-bead part, 2-side part, 3-) red part,
4-carcass, 6--reinforcement layer, 7--outer rubber, 8--groove. 't - Bow Yoyo Yun Go C Figure 4 Vertical Deflection (Fight) Figure 6 Speed (Km/H) 0 (K/H)
Claims (1)
補強層を覆う外被ゴムの外表面にタイヤ周方向に沿う複
数の溝を形成したことを特徴とする空気入りタイヤ。A pneumatic tire characterized in that a reinforcing layer is provided on the outside of the carcass in the side part, and a plurality of grooves are formed along the tire circumferential direction on the outer surface of a rubber jacket covering the reinforcing layer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60139090A JPS621605A (en) | 1985-06-27 | 1985-06-27 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60139090A JPS621605A (en) | 1985-06-27 | 1985-06-27 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS621605A true JPS621605A (en) | 1987-01-07 |
Family
ID=15237254
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60139090A Pending JPS621605A (en) | 1985-06-27 | 1985-06-27 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS621605A (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5078192A (en) * | 1990-07-19 | 1992-01-07 | Rubber Applicators, Inc. | High flotation, low pressure radial tire |
| JPH05294117A (en) * | 1992-04-16 | 1993-11-09 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire for rally |
| US5392830A (en) * | 1993-03-10 | 1995-02-28 | General Tire, Inc. | Protective barrier for tire sidewall |
| EP1125770A2 (en) * | 2000-02-15 | 2001-08-22 | Sumitomo Rubber Industries Ltd. | Pneumatic tyre |
| EP1142731A2 (en) * | 2000-04-05 | 2001-10-10 | Nokian Renkaat OyJ. | Radial tyre for vehicles |
| EP1270273A1 (en) * | 2001-06-25 | 2003-01-02 | The Yokohama Rubber Co., Ltd. | Pneumatic tire for construction vehicle |
| JP2003054214A (en) * | 2001-08-16 | 2003-02-26 | Bridgestone Corp | Pneumatic radial tire |
| JP2004026061A (en) * | 2002-06-27 | 2004-01-29 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2006256355A (en) * | 2005-03-15 | 2006-09-28 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| FR2911299A1 (en) * | 2007-01-17 | 2008-07-18 | Michelin Soc Tech | Tire for heavy vehicle, has additional reinforcement with two sets of parts having breaking strengths such that strength of one set of parts is lesser than that of other set of parts, where parts are alternately arranged in direction |
| JP2013216114A (en) * | 2012-04-04 | 2013-10-24 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2015113008A (en) * | 2013-12-12 | 2015-06-22 | 住友ゴム工業株式会社 | Pneumatic tire |
| EP2960081A4 (en) * | 2013-02-22 | 2016-02-24 | Bridgestone Corp | Tire |
-
1985
- 1985-06-27 JP JP60139090A patent/JPS621605A/en active Pending
Cited By (22)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5078192A (en) * | 1990-07-19 | 1992-01-07 | Rubber Applicators, Inc. | High flotation, low pressure radial tire |
| JPH05294117A (en) * | 1992-04-16 | 1993-11-09 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire for rally |
| US5392830A (en) * | 1993-03-10 | 1995-02-28 | General Tire, Inc. | Protective barrier for tire sidewall |
| EP1125770A3 (en) * | 2000-02-15 | 2002-10-09 | Sumitomo Rubber Industries Ltd. | Pneumatic tyre |
| EP1125770A2 (en) * | 2000-02-15 | 2001-08-22 | Sumitomo Rubber Industries Ltd. | Pneumatic tyre |
| US6691757B2 (en) | 2000-04-05 | 2004-02-17 | Nokian Renkaat Oyj | Radial tire for vehicles |
| EP1142731A3 (en) * | 2000-04-05 | 2003-08-13 | Nokian Renkaat OyJ. | Radial tyre for vehicles |
| EP1142731A2 (en) * | 2000-04-05 | 2001-10-10 | Nokian Renkaat OyJ. | Radial tyre for vehicles |
| EP1270273A1 (en) * | 2001-06-25 | 2003-01-02 | The Yokohama Rubber Co., Ltd. | Pneumatic tire for construction vehicle |
| JP2003054214A (en) * | 2001-08-16 | 2003-02-26 | Bridgestone Corp | Pneumatic radial tire |
| JP2004026061A (en) * | 2002-06-27 | 2004-01-29 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2006256355A (en) * | 2005-03-15 | 2006-09-28 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP4577053B2 (en) * | 2005-03-15 | 2010-11-10 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2010516529A (en) * | 2007-01-17 | 2010-05-20 | ソシエテ ド テクノロジー ミシュラン | Additional sidewall armature for heavy-duty vehicle tires |
| WO2008098639A1 (en) * | 2007-01-17 | 2008-08-21 | Société de Technologie Michelin | Additional sidewall armature for a heavy goods vehicle tyre |
| FR2911299A1 (en) * | 2007-01-17 | 2008-07-18 | Michelin Soc Tech | Tire for heavy vehicle, has additional reinforcement with two sets of parts having breaking strengths such that strength of one set of parts is lesser than that of other set of parts, where parts are alternately arranged in direction |
| EA015076B1 (en) * | 2007-01-17 | 2011-04-29 | Сосьете Де Текноложи Мишлен | Additional sidewall armature for a heavy goods vehicle tyre |
| US8418738B2 (en) | 2007-01-17 | 2013-04-16 | Michelin Recherche Et Technique S.A. | Additional sidewall armature for a heavy goods vehicle tire |
| JP2013216114A (en) * | 2012-04-04 | 2013-10-24 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| EP2960081A4 (en) * | 2013-02-22 | 2016-02-24 | Bridgestone Corp | Tire |
| US10195910B2 (en) | 2013-02-22 | 2019-02-05 | Bridgestone Corporation | Tire |
| JP2015113008A (en) * | 2013-12-12 | 2015-06-22 | 住友ゴム工業株式会社 | Pneumatic tire |
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