WO1990014239A1 - Pneus a rayures profondes, pneus anti-aquaplaning - Google Patents

Pneus a rayures profondes, pneus anti-aquaplaning Download PDF

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Publication number
WO1990014239A1
WO1990014239A1 PCT/DE1990/000325 DE9000325W WO9014239A1 WO 1990014239 A1 WO1990014239 A1 WO 1990014239A1 DE 9000325 W DE9000325 W DE 9000325W WO 9014239 A1 WO9014239 A1 WO 9014239A1
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WO
WIPO (PCT)
Prior art keywords
bridge members
tire
tires
tyres
groove
Prior art date
Application number
PCT/DE1990/000325
Other languages
German (de)
English (en)
Inventor
Klaus Debus
Original Assignee
Klaus Debus
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Klaus Debus filed Critical Klaus Debus
Publication of WO1990014239A1 publication Critical patent/WO1990014239A1/fr

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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
    • B60C3/00—Tyres characterised by the transverse section
    • 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
    • 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
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • 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
    • B60C11/22—Tread rings between dual tyres
    • 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
    • B60C5/00—Inflatable pneumatic tyres or inner tubes
    • B60C5/001—Inflatable pneumatic tyres or inner tubes filled with gas other than air

Definitions

  • the aqua planing problem has been known for about two decades. It refers to the end stage of gradually deteriorating grip in wet conditions, rain, flooding, puddles, etc. Occasionally the water-skiing effect or water slickness is also spoken of.
  • the residual liability corresponds approximately to that of black ice, i.e. a coefficient of friction of 0.1 to 0.2.
  • OS 24 12 280 describes an asymmetric universal diagonal tire that has a wide groove in the profile, into which rings can be inserted if necessary, with adhesive elements. It does not go inside the tire through the carcass and does not solve the actual problem of relative movements either.
  • OS 1975 084 a groove is provided in the profile similar to the previous one, which also does not penetrate into the interior, but also provides insert rings, with traction aids.
  • the present invention allows the depth of this longitudinal groove or grooves to be at least doubled, if necessary tripled within certain physical limits, without failing due to overheating. With very wide tires or with special tires such as rain tires, it is possible to provide this new groove twice or even more with racing tires.
  • the object of the present invention is therefore to increase the radial cross-sectional enlargement of the tread package, including the belt and carcass, associated with deep grooves, with the resultant increase in the resistance moments (3rd power).
  • the advantages of the invention are the improved drainage.
  • an assumed limit related to certain boundary conditions is to be pushed from today's 130 km / h to over 200 km / h.
  • Special designs are possible for racing cars that reach an even higher range.
  • the present invention enables a high center drainage for every wide tire without a significant change in the previous tire design and while maintaining the current rims. This improved drainage is particularly beneficial for the economy of such tires. They are still safe even with a minimum profile depth.
  • a tire with training according to the invention has a much better winter suitability. They are in lateral guidance and
  • Another embodiment of the invention when used on special M + S tires even allows for the first time to provide fully extendable and retractable aids, such as claws, claws, and the like. Spikes.
  • the production of these belt variants can be carried out with today's tire manufacturing machines and minor adjustments. This affects both the 1 Stage TAM (Tire Assembly Machine) and the heating press. Also, nothing changes in the assembly, neither in the trade nor on the automobile belt machines (bells) (exception: a special additional embodiment of the invention).
  • An example is a steel belted tire with a textile casing: A two-layer steel cord belt is covered by a one or two-layer 0 degree cover. The unrolling neutral, the main parameter lies between the first and second belt position. If you separate the belt and the tire lengthways in half in the middle, considerable tractive forces have to be taken over. If these tensile forces are diverted inwards for the purpose of deepening the groove, there are also considerable ones
  • bridges are provided for this. They are preferably made of very thin sheet metal, which is highly elastic in the sense of high alternating stresses, but sufficiently deformable so that the very
  • the two-sided straight extensions have the function of tie rods and are placed as tongues between the steel cord belt layers and at
  • the bridge members are stiffened and deformed by known sheet metal processing methods such as deep drawing, kinking, beading, etc.
  • the flanks must be designed in such a way that suspension zones are possible for the bridge members to spring apart or to each other, as is the case with the inlet and outlet and in the ascending surface if these have their pivot point in the unrolling neutral.
  • the zero cover can be inserted into the groove in the radially outer part, if necessary with an additional protective layer. It may make sense to reinforce them on both sides of the groove, e.g. due to thicker execution.
  • bridge members are expediently held together for processing by an additional row, for example with textile cord, or by a minimal web connection produced during punching, expediently in the area of the tie rods.
  • additional row for example with textile cord
  • a minimal web connection produced during punching expediently in the area of the tie rods.
  • the decisive measure of the invention is the fixation of the pivot points of the bridge members: on the neutral and all constructive designs have to be subordinate to it.
  • the high-performance drainage channel created according to the invention can also be supported in its effect by lining the profile base with a very smooth and yet resistant layer of rubber, or, for example, Vulkollan / Polvure than or very smooth plastic materials.
  • all bridge members be made together in a single injection molding and processed as a closed ring with slight expansion in production.
  • composite materials, such as fiber-reinforced plastics could also be very suitable, as well as self-binding / vulcanizing plastics that do this with rubber during vulcanization (e.g. Vestoran, company Hüls).
  • composite bridge members are suitable. In the case of very highly stressed tires, such as aircraft tires with an internal pressure of 15 to 20 bar, composite bridge members are suitable. In the simplest form, they can be designed so that e.g. a four-ply belt between each ply receives a bridge link (3), the spaces between which are filled with rubber. Bridge elements in sandwich construction are also provided. The increase in the thermal gradient due to the higher bending and resistance moments at the pivot point can be accepted for the relatively short take-off and landing phases.
  • the shape of the groove can be designed differently. In the normal case of cars, it will expediently open slightly conically outwards in order to minimize "stone collecting". In special cases, however, reverse conicity or tapering to the outside is also possible, for example in the case of aircraft tires, in order to combine the high drainage effect with a large volume of abrasion (the problem of the undercut is solved separately).
  • a further embodiment of the invention creates the above-mentioned requirement for novel M + S tires with extendable spikes or similar extendable additional traction aids.
  • wider bridge members are preferably used, which are also more robust in terms of their overall resilience, that is to say they can be subjected to higher loads. They not only take on the horizontal tensile force, but temporarily the point-like peak load of e.g. Spikes.
  • an inflatable tube in this wide groove (bead). On its outer circumference there are firmly anchored (e.g.) spikes on a stretchable belt. The strength members of this tube are adjusted in such a way that with increasing internal pressure this outer circumference increases steadily until the spikes (etc.) protrude beyond the outer surface of the tire.
  • connection of this tube is led into the inside of the tire by means of a thin filling tube and there to a second valve which is offset by 180 ° or to a double valve. If required, each type of application can now be set by changing the air pressure, even on the go with a short stop (e.g. by means of a compressed air bottle or simply air pumps with a connection to a cigar lighter. To open the valve, simply open the valve.
  • outer belt are designed in such a way that their rolling dynamics match or differ only slightly from that of the belt.
  • the design objective is the same rolling circumference. in use.
  • slidable on both sides of the tube in the radial direction, i.e. toothing or similar undercuts that can be moved from the inside to the outside are provided.
  • the tire tread is also designed so that it serves as an end stop for the highest position.
  • One embodiment provides a double chamber instead of a single-chamber hose. Likewise, instead of a longitudinal row of two or more. For the first time, it is possible to drive spikes that are gentle on the road by selecting the pressure, or to optimally adapt them to the winter conditions.
  • the tire With the spikes retracted, the tire is not subject to any spike speed restrictions. It is also possible to build summer tires with a drain groove plus recessed spikes, so that a new form of all-season tires is created.
  • the carcass ply can be interrupted to reduce the heat development in the limb bead, in particular the inside of the tire, so that there is only a highly elastic intermediate rubber, possibly made of pore or cellular rubber, and the inner core.
  • a well-known variation (AS 2328o81) of the center drainage is the creation of a very wide and deep groove by means of the radial carcass itself.
  • the strength member of the carcass here the side walls inside, is combined into a common center connection and placed around a third center core.
  • the driving tests showed, however, that the own movement of the third center core as well as the spread and eccentricity must be countered.
  • so-called dynamically operating restraint systems or anchors are for this purpose To provide a low rim bed. This makes the tire more complex and complicated to assemble, but compensates for this through better cornering in the most stressed cornering position (vehicle-outside curve, with seat of the low bed).
  • Very thin tie rods e.g. high-quality, rustproof spring steel wires or wire ropes can also be used in the unrolling neutral, e.g. between the two belt layers, connect them there via their binding forces using rubber-metal vulcanization.
  • To simplify production only small eyelets or hooks can be embedded on both sides via anchors, which are subsequently provided with these tensile, thin links at greater intervals. The latter has the advantage that it can also be replaced after it has been destroyed.
  • high-strength plastics are also ideal for this, e.g. Carbon fiber, etc.
  • Fig. 1 tread with a central groove
  • Fig. 5 Typical bridge member made of sheet steel
  • Fig. 6 bridge elements cut tubular, radial / meridial.
  • Fig. 10 tread in which the central groove is formed by a third core.
  • Fig. 11 middle groove as Fig. 3, but formed from 2 cores.
  • Fig. 1 shows a currently. typical belt (wide tire) construction. Under profile 1 there is 1-2 layers of zero degree cover 2, then 2 steel cord belt layers 3 and finally the dashed radial carcass with 1 or 2 layers (possibly with a slight crossing).
  • the deep groove 12 is formed by a so-called bridge member 5, which is fixed by the two horizontal extensions, the so-called tongues, between the two belt layers. They sit in between because it is assumed that the roll-off neutral is at this height, roughly. If it is defacto higher or lower, the tongues can also be fixed above or below the cord layers. Minimizing lime energy remains the top priority, even beyond.
  • the tongues can be slightly curved at this point in the radius of the tire (FIGS. 5, 26).
  • the zero-degree cover can be embedded (53) in the groove base (as well as possibly in the groove sides). It takes over the proportional tension and ensures elasticity.
  • the reinforcement in the adjacent area can be cheaper (54)
  • Fig. 2 shows the same tire structure now with 2 deep grooves, the exact position in cross section resulting from the optimal drainage effect, the optimum of the shortest drainage distances in profile.
  • the tongues 4 are drawn here with a central connection. It makes sense to manufacture these bridge members in one operation using sheet metal, and also when choosing other materials and manufacturing processes, such as injection molding and the like. There are also triple and multiple
  • Deep grooves are provided for very wide tires or racing tires. It is recommended to improve the inflow to the deep grooves by means of bevels (52).
  • Fig. 3 shows an M + S tire with deep groove, which additionally has an extendable row of spikes in the extended state in the extended state.
  • M - S tires the bridge links and thus the cheeks 39 are wider and more robust.
  • Hose (32) was supplied.
  • 1 - 3 special bridge members are provided, which allow the breakthrough at this point with little relative movement without loss of strength.
  • toothings (36) are provided, for example.
  • additional conicalities are also conceivable that generate ever higher pressures to the outside.
  • Fig. 4 shows the retracted state of the spikes or comparable traction aids.
  • the cavity (34) has shrunk to pressure release.
  • the strength member (35) has also shrunk and has been guided on the undercuts (36). The tension of the hose and reinforcement in this position is so great that the maximum centrifugal forces
  • the guides are chosen so that there is a lot of play in use (55) and in the rest position (56).
  • Figure 5 shows two typical bridge members in this exemplary metal case, e.g. Spring steel sheet or aluminum sheet.
  • the design results from the high tensile stresses that generate constantly increasing bending moments towards the base of the profile.
  • the cheeks 21 are therefore very pronounced.
  • This high section modulus is reinforced by the same
  • bridge members taper inwards beyond the radial taper, as explained above.
  • These bridges can be arranged for the production by suitable measures (e.g. tape, magnetic tape, etc.).
  • they are provided with residual webs 23, by means of which the installation distance can also be fixed and / or with distance elevations or designs not shown.
  • the tongues (20) can be provided with perforations / punchings such as (24) or (25) and other useful means for lightening the weight and for better anchoring.
  • the unrolling neutrality is indicated by the lateral surface (57). Stiffening by beads (62).
  • special designs of the bridge members or bridge bands are described. Show it:
  • FIG. 6 Bridge sections made of hollow profiles (e.g. thin-walled tube)
  • Fig. 7 A continuous, so-called wave band
  • Fig. 8 A full profile e.g. manufactured by injection molding.
  • Fig. 6 The tongues of the bridge member (4) are flattened and expand downwards towards the tubs more and more until they are at the lowest point pipe cross sections (42) with cavities (44) bil. As in previous figures, the tongues are embedded between the two belt layers 3.
  • In the base of the profile is (41) Indicated nylon cover, with (6) the slightly wavy carcass ply and the inner liner.
  • a filler material for example cellular rubber (43), is located between the bridge members and the two last-mentioned limits. It is conceivable that
  • Fig. 7 shows a bridge band, which is expediently designed like a corrugated sheet, so that the freedom of movement in the profile base is possible (46).
  • the tongue or the tongues (45) can be designed as a band or contain recesses corresponding to FIG. 5. This also depends on the approved
  • Fig. 8. Here is a sketch of a full profile (47) with very little cheek projection (48). Here too the gradual transition to the tongues (50) takes place, corresponding to the
  • Bridge members of an entire tire circumference can be produced in this way in a single injection molding and, thanks to their expansion between the tongues, also as a ring
  • plastics are particularly suitable for this purpose which, in addition to their high strength and toughness, if necessary by means of fillers, for example carbon fibers, glass fibers, consist of a material which is self-vulcanizing with rubber, for example Vestoran, from Hüls, or the like. It is also conceivable here that a basic framework made of metal exists, in which a kind of sandwich construction as the appropriate plastic is injected. It is also not excluded that the heating mold for the tire is designed in such a way that the plastic bridge members or bands are injected during this manufacturing step, as was previously the case for simpler parts (Hüls company).
  • Fig. 9 shows two main anchorages.
  • the anchor 9 consists of many tensile ropes, e.g. Nylon ropes, wire ropes, carbon fibers, glass fibers, etc., which are attached to a ring rope 40.
  • this ring rope 40 is open and is closed after assembly by means of a special lock through the unscrewed valve or the semi-assembled tire and at the same time tightly tensioned.
  • Additional anchor 28 allows additional tensile stiffening be very sporty tires.
  • Another exemplary anchoring is represented by the transverse anchoring (27) to both tire beads. They cut through the bead toe slightly on the hump (30) and are attached to a very thin ring (31) placed around the bead heel, which e.g. adhesive or can be cold vulcanized.
  • This version in particular, has an emergency running ability with the third core as a direct function of the rigidity of this third core.
  • the third core has an emergency running ability with the third core as a direct function of the rigidity of this third core.
  • the side walls are, as usual, formed by the cord carcass and by a third core (7) around which the carcass lies as a dashed line, which is possible with slight changes to today's construction machines.
  • An inner ring (8) with eyelets enables one, for example
  • Fig.11 shows the execution of the "third core” by means of two cores (14) and a U-ring (16).
  • This variant makes it possible to manufacture both halves for themselves and then to join them together, which enables lower investments for small series.
  • the end of the checkout is raised as a flag (15).
  • the deep groove (13) can be varied at the bottom depending on the filling.
  • the anchoring (9) to the rim takes place via a hole in the U-profile with head holder (17).
  • the most extensive embodiment of the invention is the automatic generation of the deep groove as a function of the temperature.
  • the opened groove serves to widen the wide tire with excellent, sporty handling properties.
  • cooling due to water, rain, wet road or in the cold season it contracts as a deep groove and shapes it. Now it serves for drainage or better slush and snow properties.
  • This can be achieved through the constructively sensible use of the reversible behavior of some metals - e.g. Bio-Metall (Mitsubishi) or Memory Alloy or others - can be achieved and is specified by claim 8.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

Des éléments de liaison (5) nouveaux permettent de ménager une ou plusieurs rayures longitudinales (12) profondes dans des pneus larges, ces rayures pénétrant à l'intérieur du pneu jusqu'en dessous de la zone de la ceinture (2). Le drainage est assuré même aux limites de démarrage et augmente la rentabilité totale. Cette technologie à rayures profondes permet d'une part de fabriquer des pneus anti-aquaplaning, y compris des pneus de voitures de course et d'avions, d'autre part d'obtenir des pneus neige (M+S) améliorés. Un mode de réalisation particulier permet de rentrer et de sortir aisément avec un entraînement à l'air comprimé des accessoires de traction similaires à des crampons. On peut ainsi obtenir des pneus M+S ou des pneus utilisables toute l'année tout à fait nouveaux. Des mesures supplémentaires permettent de mettre en ÷uvre des pneus à triple talon. Des modes de réalisation spéciaux permettent d'utiliser ces pneus avec des systèmes de fonctionnement en cas d'urgence. Outre le domaine de fabrication de pneus, ce principe des rayures profondes peut être mis en ÷uvre dans des rouleaux porteurs à suspension pneumatique de funiculaires et d'ascenseurs.
PCT/DE1990/000325 1989-05-23 1990-05-08 Pneus a rayures profondes, pneus anti-aquaplaning WO1990014239A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19893916711 DE3916711A1 (de) 1989-05-23 1989-05-23 Tiefrillen-reifen - aqua-planing-verhinderungs-reifen
DEP3916711.9 1989-05-23

Publications (1)

Publication Number Publication Date
WO1990014239A1 true WO1990014239A1 (fr) 1990-11-29

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1990/000325 WO1990014239A1 (fr) 1989-05-23 1990-05-08 Pneus a rayures profondes, pneus anti-aquaplaning

Country Status (4)

Country Link
EP (1) EP0473617A1 (fr)
JP (1) JPH04506643A (fr)
DE (1) DE3916711A1 (fr)
WO (1) WO1990014239A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1992014619A1 (fr) * 1991-02-20 1992-09-03 Holroyd Associates Limited Ensemble roue et pneu
GB2255055A (en) * 1991-03-28 1992-10-28 Simmons Rand Co A solid tyre for a wheel
EP0518539A1 (fr) * 1991-06-04 1992-12-16 YAMADA, Keiko Clou antidérapant et système pour le monter
EP0613793A1 (fr) * 1993-03-01 1994-09-07 Compagnie Generale Des Etablissements Michelin-Michelin & Cie Pneumatique à deux bandes de roulement et rainure de forme adaptée
FR2702181A1 (fr) * 1993-03-01 1994-09-09 Michelin & Cie Pneumatique à deux bandes de roulement avec une tringle à élasticité non linéaire.
FR2702180A1 (fr) * 1993-03-01 1994-09-09 Michelin & Cie Pneumatique à deux bandes déroulement.
US5685927A (en) * 1992-09-30 1997-11-11 The Goodyear Tire & Rubber Company Run-flat tire with wet handling design
US7249622B2 (en) 2003-12-15 2007-07-31 The Goodyear Tire & Rubber Company Tire with deep tread grooves

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2067792T3 (es) * 1990-07-09 1995-04-01 Uniroyal Goodrich Licensing Cubierta con banda de rodadura doble.
JPH07125508A (ja) * 1993-09-09 1995-05-16 Bridgestone Corp 空気入りタイヤ
CN103042884B (zh) * 2011-10-13 2015-09-09 李昌濬 安全轮胎
JP6184233B2 (ja) * 2013-08-02 2017-08-23 株式会社ブリヂストン 航空機用タイヤ

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1061924A (fr) * 1951-05-11 1954-04-16 Goodrich Co B F Perfectionnements apportés aux bandages des roues plombeuses de semoir
DE2103665A1 (de) * 1971-01-27 1972-08-17 Urbanczyk, Paul, 3500 Kassel Lauf decke für Kraftfahrzeugbereifung
DE3626123A1 (de) * 1986-08-01 1988-02-11 Heinz H Dr Ing Kotthaus Luftbereiftes fahrzeugrad

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Publication number Priority date Publication date Assignee Title
US2990869A (en) * 1959-01-26 1961-07-04 Joseph L Riley Pneumatic tires
FR1237239A (fr) * 1959-06-15 1960-07-29 Pneumatiques jumeaux pour véhicules automobiles
DE1975084U (de) * 1967-10-06 1967-12-14 Heinrich Deike Luftgefuellter reifen fuer kraftfahrzeuge.
FR2187560B1 (fr) * 1972-06-05 1974-07-26 Michelin & Cie
DE2412280A1 (de) * 1974-03-14 1975-09-18 Walter Wiebler Asymetrischer universal-reifen
DE3800326A1 (de) * 1988-01-08 1989-07-20 Reinhold Kuhn Kraftfahrzeug-kombireifen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1061924A (fr) * 1951-05-11 1954-04-16 Goodrich Co B F Perfectionnements apportés aux bandages des roues plombeuses de semoir
DE2103665A1 (de) * 1971-01-27 1972-08-17 Urbanczyk, Paul, 3500 Kassel Lauf decke für Kraftfahrzeugbereifung
DE3626123A1 (de) * 1986-08-01 1988-02-11 Heinz H Dr Ing Kotthaus Luftbereiftes fahrzeugrad

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1992014619A1 (fr) * 1991-02-20 1992-09-03 Holroyd Associates Limited Ensemble roue et pneu
GB2255055A (en) * 1991-03-28 1992-10-28 Simmons Rand Co A solid tyre for a wheel
GB2255055B (en) * 1991-03-28 1994-08-03 Simmons Rand Co A solid tyre for a wheel
EP0518539A1 (fr) * 1991-06-04 1992-12-16 YAMADA, Keiko Clou antidérapant et système pour le monter
US5685927A (en) * 1992-09-30 1997-11-11 The Goodyear Tire & Rubber Company Run-flat tire with wet handling design
FR2702181A1 (fr) * 1993-03-01 1994-09-09 Michelin & Cie Pneumatique à deux bandes de roulement avec une tringle à élasticité non linéaire.
FR2702182A1 (fr) * 1993-03-01 1994-09-09 Michelin & Cie Pneumatique à deux bandes de roulement et rainure de forme adaptée.
FR2702180A1 (fr) * 1993-03-01 1994-09-09 Michelin & Cie Pneumatique à deux bandes déroulement.
WO1994020316A1 (fr) * 1993-03-01 1994-09-15 COMPAGNIE GéNéRALE DES ETABLISSEMENTS MICHELIN - MICHELIN & CIE Pneumatique a deux bandes de roulement avec une tringle a elasticite non lineaire
US5421390A (en) * 1993-03-01 1995-06-06 Compagnie Generale Des Etablissements Michelin-Michelin & Cie Tire with two treads and groove of adapted shape
US5645658A (en) * 1993-03-01 1997-07-08 Compagnie Generale Des Etablissements Michelin - Michelin & Cie Tire with two treads having between treads a reinforcement ring whose load-elongation curve is non-linear
EP0613793A1 (fr) * 1993-03-01 1994-09-07 Compagnie Generale Des Etablissements Michelin-Michelin & Cie Pneumatique à deux bandes de roulement et rainure de forme adaptée
US7249622B2 (en) 2003-12-15 2007-07-31 The Goodyear Tire & Rubber Company Tire with deep tread grooves

Also Published As

Publication number Publication date
DE3916711A1 (de) 1990-11-29
EP0473617A1 (fr) 1992-03-11
JPH04506643A (ja) 1992-11-19

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