JPS62168703A - Off-road running tire - Google Patents
Off-road running tireInfo
- Publication number
- JPS62168703A JPS62168703A JP61008836A JP883686A JPS62168703A JP S62168703 A JPS62168703 A JP S62168703A JP 61008836 A JP61008836 A JP 61008836A JP 883686 A JP883686 A JP 883686A JP S62168703 A JPS62168703 A JP S62168703A
- Authority
- JP
- Japan
- Prior art keywords
- axis direction
- depth
- main groove
- rotational axis
- 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.)
- Pending
Links
- 238000005192 partition Methods 0.000 claims description 9
- 230000000703 anti-shock Effects 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 6
- 238000012360 testing method Methods 0.000 description 6
- 230000002829 reductive effect Effects 0.000 description 5
- 238000005259 measurement Methods 0.000 description 4
- 230000000052 comparative effect Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000005188 flotation Methods 0.000 description 2
- 230000036961 partial effect Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、固い路面から砂地、泥ねい地まで走行する不
整地走行用タイヤのショルダー部の耐久性向上に関する
ものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to improving the durability of the shoulder portion of a tire for running on rough terrain, ranging from hard roads to sandy and muddy terrain.
（従来の技術）
不整地走行用タイヤには、トラクション性、フローテー
ション性（タイヤが路面に沈まないための性能）及び均
一な路面圧等の性能が要求されている。このような性能
を満足させるために、従来の不整地走行用タイヤのトレ
ッドパターンは、第１０図に示すように周方向主溝ｌと
回転軸線方向主溝２によって区画される多数のブロック
３を一様に配列し、回転軸線方向断面のタイヤ形状は第
１１図に示すようにショルダー部の曲率半径Ｒを大きく
し、回転軸線方向主溝ｌの深さは接地面の範囲Ａ内にお
ける内側ブロック列では周方向主溝１の深さ０１１１と
同じ深さＤ２ａで接地面より回転軸線方向外側に位置す
る外側ブロック側Ｂでは接地面の終る点Ｃからサイド部
りにかけての溝深さ０２ｂで示すように深さ０２Ｍから
連続的に徐々に浅くしてＤ３で終わっている。(Prior Art) Tires for running on rough terrain are required to have performances such as traction properties, flotation properties (performance to prevent the tire from sinking into the road surface), and uniform road surface pressure. In order to satisfy such performance, the tread pattern of conventional tires for running on rough terrain has a large number of blocks 3 defined by a circumferential main groove 1 and a rotational axis main groove 2, as shown in FIG. The shape of the tire in cross section in the rotational axis direction is such that the radius of curvature R of the shoulder part is large, and the depth of the main groove l in the rotational axis direction is determined by the inner block within the range A of the ground contact surface. In the row, the groove depth D2a is the same as the depth 0111 of the circumferential main groove 1, and on the outer block side B located outside the ground contact surface in the rotational axis direction, the groove depth from point C where the contact surface ends to the side part is 02b. The depth gradually decreases from the depth of 02M and ends at D3.
（発明が解決しようとする問題点）
しかし、従来の上述したようなブロックパターンとタイ
ヤ形状を有するタイヤは、内圧充填時および負荷時の変
形により接地面の外側のショルダー部４の主溝１．２が
引張り歪を受けて第１０図に示すようなりラック５が発
生し、それが内部ケースにまでおよび、タイヤの耐久性
を低減する欠点があった。(Problems to be Solved by the Invention) However, in the conventional tire having the above-described block pattern and tire shape, the main groove 1 of the shoulder portion 4 on the outside of the ground contact surface deforms when the internal pressure is filled and when loaded. When the tire 2 is subjected to tensile strain, a rack 5 is generated as shown in FIG. 10, which extends to the inner case, which has the drawback of reducing the durability of the tire.
そこで、本発明は、トラクション性、フローテーション
性（タイヤが路面に沈まないための性能）及び均一な踏
面圧等の性能を悪化させることなしにショルダー部溝底
の歪を緩和し、耐クラツク性を向上することを目的とす
る。Therefore, the present invention alleviates distortion of the shoulder groove bottom without deteriorating performance such as traction performance, flotation property (performance that prevents the tire from sinking on the road surface), and uniform tread pressure, and improves crack resistance. The purpose is to improve
（問題点を解決するための手段）
これがため、本発明によれば、タイヤ回転軸線方向断面
のショルダーｎ４に１５０１１ＩＩ！１以上の曲率半径
Ｒを持ち、接地面の範囲へより回転軸線方向外側に周方
向主溝１と回転軸線方向主溝２によって区画された少な
くとも各１列の外側ブロック列を有するブロックパター
ンを持つ不整地走行用タイヤにおいて、第１図に示すよ
うに外側ブロック列を区画する回転軸線方向主溝２ｂは
外側ブロック列の回転軸線方向内側で最大の溝深さＤ２
Ｃを有し、その深さ０２ｃは接地面におけるブロック列
を区画する周方向主溝１の深さり、ａの２５〜５０％で
あり、外側ブロック列における回転軸線方向主溝２ｂは
回転軸線方向外側に向かって連続的に徐々に浅くなり、
外側ブロック列の回転軸線方向外側にある周方向主溝１
の深さは、周方向において連続的に変化してそれと交わ
る回転軸線方向主溝２ｂの深さと同じであることを特徴
とする。(Means for solving the problem) Therefore, according to the present invention, 15011II! The block pattern has a radius of curvature R of 1 or more, and has at least one outer block row each partitioned by the circumferential main groove 1 and the rotational axis main groove 2 on the outer side in the rotational axis direction toward the range of the ground contact surface. In a tire for running on rough terrain, as shown in FIG. 1, the main groove 2b in the rotational axis direction that partitions the outer block row has a maximum groove depth D2 on the inner side in the rotational axis direction of the outer block row.
C, and its depth 02c is 25 to 50% of the depth a of the circumferential main groove 1 that partitions the block rows on the ground plane, and the rotational axis direction main groove 2b in the outer block row is Continuously becoming shallower towards the outside,
Circumferential main groove 1 on the outside in the rotational axis direction of the outer block row
The depth of the main groove 2b is characterized in that it continuously changes in the circumferential direction and is the same as the depth of the main groove 2b in the rotational axis direction that intersects with the main groove 2b.
また、本発明によれば、第３図に示すように外側ブロッ
ク列を形成するブロック３内に、回転軸線方向にのびる
応力分断溝５が１本以上設けられ、この応力分断溝５の
幅Ｗ５は、外側ブロック列を区画する回転軸線方向主溝
２ｂの幅Ｗ２の２０〜５０％で、深さＤ５は主溝２ｂの
深さ０２Ｃの５０〜１００％であり、回転軸線方向の長
さβ、は、ブロック幅Ｗ、の１／２以上であることを特
徴とする。Further, according to the present invention, as shown in FIG. 3, one or more stress dividing grooves 5 extending in the rotational axis direction are provided in the blocks 3 forming the outer block row, and the stress dividing grooves 5 have a width W5. is 20 to 50% of the width W2 of the main groove 2b in the rotational axis direction that partitions the outer block row, the depth D5 is 50 to 100% of the depth 02C of the main groove 2b, and the length β in the rotational axis direction is , is characterized in that it is 1/2 or more of the block width W,.
（作 用）
タイヤトレッドの外側ブロック列におけるブロック３を
区画している回転軸線方向主溝２ｂの溝底の表面はタイ
ヤ内圧充填時および負荷時の変形により引張り歪を受け
る。本発明によれば、外側ブロック列の回転軸線方向主
溝２ｂの最大深さＤ２ｅを接地面におけるブロック列を
区画する周方向主溝１の深さＤｌＭの２５〜５０％とす
ることにって、溝底からタイヤカーカスまでの距離が従
来より大となり、これにより主溝底部の周方向剛性が高
まり、溝底表面の上述の引張り歪を減少させることがで
き、これにより溝底の周方向のクラックの発生をおくら
せることができ、また、クラックが発生したとしてもそ
の成長速度を低下させることができる。(Function) The surface of the groove bottom of the main groove 2b in the rotational axis direction that partitions the blocks 3 in the outer block row of the tire tread is subjected to tensile strain due to deformation during tire internal pressure filling and loading. According to the present invention, the maximum depth D2e of the main groove 2b in the rotational axis direction of the outer block row is set to 25 to 50% of the depth DlM of the circumferential main groove 1 that partitions the block row on the ground plane. , the distance from the groove bottom to the tire carcass is longer than before, which increases the circumferential rigidity of the main groove bottom and reduces the above-mentioned tensile strain on the groove bottom surface. The generation of cracks can be delayed, and even if cracks occur, their growth rate can be reduced.
第５図は、外側ブロック列を画成する主溝の深さを種々
に変えたタイヤサイズ２３．１−２６のタイヤに１．１
ｋｇの内圧を加え、２．８トンの荷重をかけた状態で、
回転中にショルダー部の溝底に生じた歪を測定した結果
を示す。第５図のグラフの横軸は接地面における周方向
主溝１の深さり、ａに対比の外側ブロック列の回転軸線
方向主溝２ｂの深さＤ２ｂの溝深さを示し、縦軸は外側
ブロック列の回転軸線方向主溝の深さが接地面における
周方向主溝の深さと同じである従来のタイヤのショルダ
ー部の溝底歪ε１を１００％とした溝底歪ε２を％で示
す。Figure 5 shows tires of tire sizes 23.1-26 with varying depths of the main grooves defining the outer block rows.
With an internal pressure of kg and a load of 2.8 tons,
The results of measuring the strain generated in the groove bottom of the shoulder part during rotation are shown. The horizontal axis of the graph in FIG. 5 represents the depth of the circumferential main groove 1 on the contact surface, a represents the groove depth D2b of the rotational axis direction main groove 2b of the contrasting outer block row, and the vertical axis represents the outer side. The groove bottom strain ε2 is expressed in %, with the groove bottom strain ε1 of the shoulder portion of a conventional tire in which the depth of the main groove in the rotational axis direction of the block row is the same as the depth of the circumferential main groove in the contact surface as 100%.
第５図から明らかなように、溝深さを２５〜５０％とす
ることにより溝底歪を従来のものの４０〜６０％に減少
させるこができる。すなわち、溝深さが５０％より大き
い範囲では歪があまり低減されず、５０％以下とするこ
とにより溝深さを浅くすることによる歪低減効果が顕著
に生じる。しかし、２５％より浅くすると浅くなり過ぎ
てトラクション性が低下し、泥ねい地での走破性が劣る
欠点が生じる。As is clear from FIG. 5, by setting the groove depth to 25 to 50%, the groove bottom strain can be reduced to 40 to 60% of the conventional one. That is, when the groove depth is greater than 50%, the strain is not significantly reduced, and when the groove depth is less than 50%, the effect of reducing strain due to the shallower groove depth is noticeable. However, if the depth is made shallower than 25%, it becomes too shallow and traction performance decreases, resulting in poor running performance on muddy ground.
本発明によれば、外側ブロック列のブロック３を区画す
る回転軸線方向主溝２ｂの幅１ｌ１２の２０〜５０％の
幅Ｗ、を有する応力分断溝５をブロック３の幅Ｗ３の１
７２以上の長さβ５で外側ブロック列のブロック３内に
回転軸線方向に延長して設けることにより応力分断溝５
によって分断された個々のブロックがそれぞれ独自に動
（ことにより回転方向主溝２ｂに集中する周方向応力が
減少し、この結果、歪を減少させることができる。According to the present invention, the stress dividing groove 5 having a width W of 20 to 50% of the width 1l12 of the main groove 2b in the rotational axis direction that partitions the blocks 3 of the outer block row is 1 of the width W3 of the block 3.
The stress isolating groove 5 is formed by extending in the rotational axis direction in the block 3 of the outer block row with a length β5 of 72 or more.
The individual blocks divided by the rotational direction move independently (thereby, the circumferential stress concentrated in the main groove 2b in the rotational direction is reduced, and as a result, distortion can be reduced).
第６図は横軸に主溝２ｂの幅Ｗ、に対比の応力分断溝５
の幅Ｗ、をとり、縦軸に歪をとり、応力分断溝５の幅１
ｌｉ５と主溝２ｂの深さＤ２ｃに対比の深さり、と、歪
との関係を示す。In Figure 6, the width W of the main groove 2b is plotted on the horizontal axis, and the stress dividing groove 5 is plotted on the horizontal axis.
Taking the width W, and taking the strain on the vertical axis, the width 1 of the stress dividing groove 5 is taken as
The relationship between the depth D2c of the main groove 2b and the depth D2c of the main groove 2b is shown.
（実施例）
本発明による第１実施例として、第１および２図に示す
ように周方向主溝１と回転軸線方向主溝２とによって区
画された周方向長さが１２５ ｍｍで、回転軸線方向長
さ１ＩＩ３が１４０ ｍｍのブロック３を有する接地幅
部の曲率半径が５００ ｍｍで、ショルダー部の曲率半
径が２００ ｍｍのサイズ２３．１−２６の不整地走行
用タイヤにおいて、ショルダー部４における周方向溝深
さり、、＝２３ｎ＋ｎ＋とじ、これに対し、０点におけ
る回転軸線方向主溝２ｂの最大深さＤ２ｃ＝１０ｍとし
た。ショルダー部４における回転軸線方向主溝２ｂを０
点からＤ点にかけて０２ｃ／Ｄ１− ＝０．４８の比率
でなめらかに溝深さを減少させた。(Example) As a first example according to the present invention, as shown in FIGS. 1 and 2, the circumferential length divided by the circumferential main groove 1 and the rotation axis direction main groove 2 is 125 mm, and the rotation axis In an uneven terrain tire of size 23.1-26, which has a block 3 with a direction length 1II3 of 140 mm, a radius of curvature of the ground contact width part of 500 mm, and a radius of curvature of the shoulder part of 200 mm, The circumferential groove depth was 23n+n+, and the maximum depth D2c of the main groove 2b in the rotational axis direction at the 0 point was 10 m. The main groove 2b in the rotational axis direction in the shoulder portion 4 is set to 0.
The groove depth was smoothly decreased from point to point D at a ratio of 02c/D1- = 0.48.
本発明の第２実施例では、上述の第１実施例による不整
地走行用タイヤにおいて、ブロック３に幅Ｗ、＝ｌＱｍ
ｍ、深さＤ５＝９ｍｍの応力分断溝５を第３図に（イ）
、（ロ）、（ハ）で示すような種々の配置で設けている
。In the second embodiment of the present invention, in the uneven terrain tire according to the first embodiment described above, the block 3 has a width W, =lQm.
Figure 3 shows stress dividing groove 5 with depth D5 = 9mm.
, (b), and (c).
（効 果）
本発明の効果を示すためタイヤサイズ２３．１−２６で
、第１表のような実施例と比較例に関して、下記のテス
トを行った。(Effects) In order to demonstrate the effects of the present invention, the following tests were conducted on tire sizes 23.1-26 with respect to Examples and Comparative Examples as shown in Table 1.
（１）内圧１．１ ｋｇ ／ ｃｍ”でドラム試験機に
かけ約１３ｋｍ／ｈの速度で回転させ荷重を０〜３．Ｏ
ｔまで変化させ、タイヤショルダー部４の回転軸線方向
主溝２ｂにおける複数の測定点での引きのばし歪および
圧縮歪をそれぞれ連続的に測定した。(1) Apply the drum tester at an internal pressure of 1.1 kg/cm" and rotate at a speed of approximately 13 km/h to apply a load of 0 to 3.0
t, and the tensile strain and compressive strain were each continuously measured at a plurality of measurement points in the main groove 2b in the rotational axis direction of the tire shoulder portion 4.
第７図は、このテスト（１）の結果を示し、各曲線はそ
れぞれ複数の測定点での平均値を示しており、標準荷重
２．８目こおける引張り歪と圧縮歪との合計を第１表に
「（１）の歪％」として表している。Figure 7 shows the results of this test (1), each curve showing the average value at multiple measurement points, and the sum of the tensile strain and compressive strain at 2.8 standard loads. In Table 1, it is expressed as "% strain of (1)".
（２）静止状態で内圧を加えてゆき、タイヤショルダー
部４の周方向主溝１および回転軸線方向主溝２ｂのそれ
ぞれにおける複数の測定点での引きのばし歪を連続的に
測定した。(2) Internal pressure was applied in a stationary state, and the elongation strain was continuously measured at a plurality of measurement points in each of the circumferential main groove 1 and the rotation axis main groove 2b of the tire shoulder portion 4.
第８図は、このテスト（２）の結果を示し、曲線Ａ、、
Ｂ、およびＡ２．８２は周方向主溝１および回転軸線
方向主溝２ｂのそれぞれにおける複数の測定点での平均
値を示してふり、内圧１．１ ｋｇ／ ｃｍ２での回転
軸線方向主溝における平均歪値を第１表に、「（２）の
歪％」として表している。Figure 8 shows the results of this test (2), with curves A,...
B and A2.82 indicate the average values at multiple measurement points in each of the circumferential main groove 1 and the rotational axis main groove 2b, and the values in the rotational axis main groove at an internal pressure of 1.1 kg/cm2. The average strain value is shown in Table 1 as "% strain of (2)".
上述のテストの結果から明らかなように、本発明によれ
ばタイヤショルダー部の主溝底における歪を低減し、ク
ラックの発生を減少させることができる。As is clear from the above test results, according to the present invention, it is possible to reduce distortion at the bottom of the main groove of the tire shoulder portion, and to reduce the occurrence of cracks.
なお、タイヤ形状は、実施例は第１および２図に、比較
例は第１０および１１図に示す。The tire shapes are shown in FIGS. 1 and 2 for Examples, and in FIGS. 10 and 11 for Comparative Examples.
又、応力分断溝の効果について、応力分断溝を設けてい
ない第１図に示す実施例と、第３図に（イ）（ロ）（ハ
）で示す応力分断溝を設けた実施例について、回転軸線
方向主溝に長さ１０胴、深さ２ｍ１１１の傷を入れ、そ
の成長をドラム試験機にかけて調べ、その結果を、第９
図に示す。曲線へは応力分断溝を設けていない実施例、
曲線Ｂは第３図に示す実施例の（イ）の場合ｒＸＪ、
（ロ）の場合「・」および（ハ）の場合「△」の近似
曲線を示し、曲線Ｃは第１表に示す比較例を示す。第９
図から明らかなように、応力分断溝を設けることによっ
て、タイヤショルダー部の回転軸線方向主溝におけるク
ラック生長阻止効果を向上させることができる。Regarding the effect of stress dividing grooves, the example shown in FIG. 1 without stress dividing grooves and the example shown in FIG. 3 with stress dividing grooves (a), (b), and (c), A scratch with a length of 10 mm and a depth of 2 m111 was made in the main groove in the direction of the rotational axis, and its growth was examined using a drum testing machine.
As shown in the figure. An example in which no stress dividing groove is provided on the curve,
Curve B is rXJ in the case (a) of the embodiment shown in FIG.
In the case of (b), the approximate curve is "." and in the case of (c), the approximate curve is "△". Curve C shows the comparative example shown in Table 1. 9th
As is clear from the figure, by providing the stress dividing grooves, the effect of inhibiting crack growth in the main groove in the rotational axis direction of the tire shoulder portion can be improved.
第１図は本発明によるタイヤのトレッド部の部分平面図
、
第２図は第１図の■−■線上の断面図、第３図は本発明
によるタイヤのブロックに設けられる応力分断溝の種々
の例を示す第１図と同様の部分平面図、
第４図は第３図のＩＶ−ＩＶ線上の断面図、第５図はト
レッド部における溝深さと溝底に生じる歪との関係を示
すグラフ、
第６図はトレッド部における溝幅と溝底に生じる歪との
関係を示すグラフ、
第７図および第８図は本発明によるタイヤと従来のタイ
ヤとにおいて生じる歪の比較テストの結果を示すグラフ
、
第９図はブロックに設けられる応力分断溝の効果に対す
るテスト結果を示すグラフ、
第１０図は従来のタイヤのトレッド部の部分平面図、
第１１図は第１０図のＸＩ−ＸＩ線上の断面図である。
特許出願人 株式会社ブリデストン
第１図
第２図
第３図
第４図
第５図
二創業さくＤ２Ｖｏｔａ ｘｔｏｏ）
第６図
５０ １００ た
溝幅（ＶＪ５／ｗ、ｘｔｏｏ）
第７図
％
第８図
タイヤ内圧Ｋ＞ｋｗｔ２FIG. 1 is a partial plan view of the tread portion of the tire according to the present invention, FIG. 2 is a cross-sectional view taken along the line ■-■ in FIG. FIG. 4 is a sectional view taken along the line IV-IV in FIG. FIG. 6 is a graph showing the relationship between the groove width in the tread portion and the strain occurring at the groove bottom. FIG. 7 and FIG. Figure 9 is a graph showing the test results for the effect of stress dividing grooves provided in the block; Figure 10 is a partial plan view of the tread of a conventional tire; Figure 11 is on line XI-XI in Figure 10. FIG. Patent Applicant Brideston Co., Ltd. Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 5 2-foundation D2Vota xtoo) Figure 6 50 100 Groove Width (VJ5/w, Internal pressure K>kwt2
Claims (1)
ｍ以上の曲率半径を持ち、接地面より回転軸線方向外側
に周方向主溝と回転軸方向主溝によって区画された少な
くとも各１列の外側ブロック列を有するブロックパター
ンを持つ不整地走行用タイヤにおいて、 前記外側ブロック列を区画する回転軸線方 向主溝は外側ブロック列の回転軸線方向内側で最大の溝
深さを有し、その深さは接地面におけるブロック列を区
画する周方向主溝の深さの２５〜５０％であり、 外側ブロック列における回転軸線方向主溝 は回転軸線方向外側に向かって連続的に徐々に浅くなり
、外側ブロック列の回転軸線方向外側にある周方向主溝
の深さは、周方向において連続的に変化してそれと交わ
る回転軸線方向主溝の深さと同じであることを特徴とす
る不整地走行用タイヤ。 ２、前記外側ブロック列を形成するブロック内に、回転
軸線方向にのびる応力分断細溝が１本以上設けられ、こ
の応力分断溝の幅は外側ブロック列を区画する回転軸線
方向主溝の幅の２０〜５０％で、深さはその５０〜１０
０％であり、回転軸線方向の長さは、該ブロック幅の１
／２以上である事を特徴とする特許請求の範囲第１項に
記載の不整地走行用タイヤ。[Claims] 1. 150 m in the shoulder section of the tire rotational axis direction
In a tire for running on rough terrain, which has a radius of curvature of m or more and has a block pattern including at least one row of outer blocks each partitioned by a circumferential main groove and a main groove in the rotational axis direction outward from the ground contact surface in the rotational axis direction. , the main groove in the rotational axis direction that partitions the outer block rows has a maximum groove depth on the inner side in the rotational axis direction of the outer block row, and the depth is equal to the depth of the circumferential main groove that partitions the block rows on the ground contact surface. The main groove in the rotational axis direction in the outer block row becomes gradually shallower toward the outer side in the rotational axis direction, and the depth of the circumferential main groove on the outer side in the rotational axis direction of the outer block row is 25 to 50%. A tire for running on rough terrain, characterized in that the depth of the main groove changes continuously in the circumferential direction and is the same as the depth of the main groove in the rotational axis direction that intersects with the main groove. 2. One or more stress dividing grooves extending in the rotational axis direction are provided in the blocks forming the outer block row, and the width of the stress dividing groove is equal to the width of the main groove in the rotational axis direction that partitions the outer block row. 20-50%, depth is 50-10%
0%, and the length in the rotation axis direction is 1 of the block width.
2. The tire for running on rough terrain according to claim 1, wherein the tire is 2 or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61008836A JPS62168703A (en) | 1986-01-21 | 1986-01-21 | Off-road running tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61008836A JPS62168703A (en) | 1986-01-21 | 1986-01-21 | Off-road running tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62168703A true JPS62168703A (en) | 1987-07-25 |
Family
ID=11703866
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61008836A Pending JPS62168703A (en) | 1986-01-21 | 1986-01-21 | Off-road running tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62168703A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007203970A (en) * | 2006-02-03 | 2007-08-16 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2014054225A1 (en) * | 2012-10-05 | 2014-04-10 | 株式会社ブリヂストン | Pneumatic tire |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5818249A (en) * | 1981-07-27 | 1983-02-02 | アルプス電気株式会社 | Anisotropic conductive elastomer sheet and its manufacture |
| JPS5836707A (en) * | 1981-08-31 | 1983-03-03 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPS5861008A (en) * | 1981-10-01 | 1983-04-11 | Sumitomo Rubber Ind Ltd | Radial tire inflated by air for heavy vehicle |
| JPS60107402A (en) * | 1983-11-16 | 1985-06-12 | Honda Motor Co Ltd | Superlow-pressure tire |
-
1986
- 1986-01-21 JP JP61008836A patent/JPS62168703A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5818249A (en) * | 1981-07-27 | 1983-02-02 | アルプス電気株式会社 | Anisotropic conductive elastomer sheet and its manufacture |
| JPS5836707A (en) * | 1981-08-31 | 1983-03-03 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPS5861008A (en) * | 1981-10-01 | 1983-04-11 | Sumitomo Rubber Ind Ltd | Radial tire inflated by air for heavy vehicle |
| JPS60107402A (en) * | 1983-11-16 | 1985-06-12 | Honda Motor Co Ltd | Superlow-pressure tire |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007203970A (en) * | 2006-02-03 | 2007-08-16 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2014054225A1 (en) * | 2012-10-05 | 2014-04-10 | 株式会社ブリヂストン | Pneumatic tire |
| JP2014073776A (en) * | 2012-10-05 | 2014-04-24 | Bridgestone Corp | Pneumatic tire |
| CN104703817A (en) * | 2012-10-05 | 2015-06-10 | 株式会社普利司通 | Pneumatic tire |
| RU2614413C2 (en) * | 2012-10-05 | 2017-03-28 | Бриджстоун Корпорейшн | Pneumatic tire |
| US9809059B2 (en) | 2012-10-05 | 2017-11-07 | Bridgestone Corporation | Pneumatic tire |
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