WO2008007555A1 - Pneu à flancs renforcés - Google Patents

Pneu à flancs renforcés Download PDF

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Publication number
WO2008007555A1
WO2008007555A1 PCT/JP2007/062919 JP2007062919W WO2008007555A1 WO 2008007555 A1 WO2008007555 A1 WO 2008007555A1 JP 2007062919 W JP2007062919 W JP 2007062919W WO 2008007555 A1 WO2008007555 A1 WO 2008007555A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
bead
rubber layer
reinforcing rubber
layer disposed
Prior art date
Application number
PCT/JP2007/062919
Other languages
English (en)
Japanese (ja)
Inventor
Masahiro Segawa
Kazutaka Hana
Original Assignee
Toyo Tire & Rubber Co., Ltd.
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 Toyo Tire & Rubber Co., Ltd. filed Critical Toyo Tire & Rubber Co., Ltd.
Priority to CN200780025875.5A priority Critical patent/CN101489810B/zh
Publication of WO2008007555A1 publication Critical patent/WO2008007555A1/fr

Links

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
    • B60C3/06—Tyres characterised by the transverse section asymmetric
    • 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
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • B60C15/0036—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width
    • B60C15/0045—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width with ply turn-up up to the belt edges, i.e. folded around the bead core and extending to the belt edges
    • 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
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped 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
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/001—Tyres requiring an asymmetric or a special mounting

Definitions

  • the present invention relates to a self-supporting runflat tire in which a reinforcing rubber layer is arranged on a sidewall portion.
  • the reinforcing rubber layer supports the tire in a state where the internal pressure has been reduced (run-flat state) due to puncture, etc., thereby suppressing flattening defects and reaching, for example, the nearest service facility As a result, it is possible to safely travel a certain distance.
  • run-flat state run-flat running
  • the rim force is easily released from the bead part because the rim force of the bead part is weakened and the fitting force of the tire is reduced. There was a problem.
  • Road noise having a frequency range of 200 to 400 Hz is called high-frequency road noise. It is known that the tire vibration that generates this high-frequency road noise creates a standing wave with a pair of bead portions as both ends and forms a vibration mode in the radial direction. In general, it is considered that this vibration mode is related to the secondary mode of cross section with the buttress part and the lower part of the side as the belly, and the center part (crown part) with the shoulder part as a node. It is also known to become a vibration belly.
  • Patent Document 1 JP 2001-130223 A
  • Patent Document 2 JP-A-11 139115
  • Patent Document 3 Japanese Patent Laid-Open No. 2002-205515
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a runflat tire that can obtain a sufficient road noise reduction effect while suppressing bead disengagement during runflat running. It is in.
  • the inventors of the present invention have intensively studied to achieve the above-mentioned object. As a result, the amplitude is suppressed by asymmetrical vibration modes that are normally formed approximately symmetrically on both sides in the tire width direction. It was found that it is effective in reducing road noise.
  • the present invention has been made paying attention to such asymmetry of the vibration mode, and can achieve the above object with the following configuration.
  • the run flat tire of the present invention includes a pair of bead portions having an annular bead, a carcass layer disposed between the bead portions and having its end rolled up via the bead, and the bead portion.
  • a sidewall portion extending outward in the tire radial direction from each other, a reinforcing rubber layer arranged in a substantially crescent-shaped cross section inside the carcass layer of the sidewall portion, and outer peripheral side ends of each of the sidewall portions
  • a tread portion that connects the shoulder portions via a shoulder portion, and has a rigid asymmetric structure higher than that of the sidewall portion disposed inside the vehicle.
  • the rigidity of the sidewall portion disposed on the outer side of the vehicle is higher than that of the sidewall portion disposed on the inner side of the vehicle.
  • the bead disengagement can be effectively suppressed against the lateral force generated on the outer side of the vehicle during turning.
  • an asymmetric vibration mode can be actively formed with respect to the tire equator, and as a result, road noise can be reduced by suppressing the amplitude. so wear.
  • the asymmetric rigid structure has a rubber hardness or maximum thickness of the reinforcing rubber layer disposed on the vehicle outer side that is greater than that of the reinforcing rubber layer disposed on the vehicle inner side.
  • the central periphery of the reinforcing rubber layer disposed on the vehicle outer side is smaller than the reinforcing rubber layer disposed on the vehicle inner side.
  • the product of the cross-sectional area of the reinforcing rubber layer arranged on the vehicle outer side and the rubber hardness is larger than the reinforcing rubber layer arranged on the vehicle inner side.
  • the rigidity of the reinforcing rubber layer disposed on the outer side of the vehicle is increased, so that the rigidity of the side wall portion on the same side is higher than that on the inner side of the vehicle.
  • the central periphery is a length along the radial direction passing through the central part in the thickness direction of the reinforcing rubber layer having a substantially crescent-shaped cross section, and the maximum thickness, central peripheral, and cross-sectional area of the reinforcing rubber layer are in the tire meridian cross section. Shall.
  • a high turn-up structure in which a rolled-up portion of the carcass layer extends to the side wall portion is applied only to the side wall portion arranged on the outside of the vehicle.
  • a side reinforcing member is disposed on the outside of the carcass layer only on the side wall portion disposed on the outside of the vehicle.
  • the rigidity of the sidewall portion disposed on the outer side of the vehicle is increased by the rolled-up portion of the carcass layer and the side reinforcing member, so that it is higher than the reinforcing rubber layer disposed on the inner side of the vehicle.
  • the asymmetric vibration mode as described above can be formed.
  • FIG. 1 is a tire meridian cross-sectional view showing an example of a run-flat tire of the present invention.
  • FIG. 2 is a cross-sectional view of the main part showing an example of another embodiment of the run-flat tire of the present invention.
  • FIG. 1 is a tire meridian cross-sectional view showing an example of the run-flat tire of the present invention.
  • This run flat tire includes a pair of bead portions 1, a carcass layer 5 disposed between the bead portions 1, sidewall portions 2a and 2b extending outward from the bead portion 1 in the tire radial direction, and sidewall portions. And a tread portion 4 connecting the outer peripheral side ends of 2a and 2b via a shoulder portion 3.
  • a bead la and a bead filler 15 each having a bead wire converging body made of, for example, a steel wire force form an annular shape in the tire circumferential direction are disposed.
  • the end portion of the carcass layer 5 is locked in a state of being wound outward through the bead la, and the space between the bead portions 1 is reinforced by the carcass layer 5.
  • Each bead portion 1 is arranged on the outer periphery of the rim base 8b and is pressed against the rim flange 8a during normal internal pressure, so that the tire is firmly fitted on the rim 8.
  • An inner liner layer 6 for maintaining air pressure is disposed on the inner periphery of the carcass layer 5.
  • a belt layer 7 is provided on the outer periphery of the carcass layer 5 to reinforce it with a gag effect, and a tread rubber 13 is disposed on the outer periphery thereof.
  • the carcass layer 5 and the belt layer 7 are each composed of a cord material arranged at a predetermined angle.
  • the cord material organic fibers such as polyester, rayon, nylon, and aramid, steel, and the like are preferably used.
  • Reinforcing rubber layers 9a and 9b each having a substantially crescent-shaped cross section are disposed inside the carcass layer 5 of the sidewall portions 2a and 2b. As a result, even when puncture or the like occurs, the flat tire can be suppressed by supporting the tire in the run-flat state. Driving is possible.
  • a rim protector 12 that protects the rim flange 8a is provided on the outer side of the bead portion 1 in the tire width direction.
  • Examples of the raw rubber for the rubber layer described above include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IR), butyl rubber (IIR), and the like. Or a mixture of two or more. These rubbers are reinforced with fillers such as carbon black and silica, and vulcanizing agents, vulcanization accelerators, plasticizers, anti-aging agents, and the like are appropriately blended.
  • SBR styrene butadiene rubber
  • BR butadiene rubber
  • IR isoprene rubber
  • IIR butyl rubber
  • the outer side of the vehicle is shown on the right side and the inner side of the vehicle is shown on the left side.
  • the rigidity of the sidewall portion 2a arranged on the outer side of the vehicle is arranged on the inner side of the vehicle. It has an asymmetric rigid structure higher than that of the side wall 2b.
  • the reinforcing rubber layer 9a disposed on the outer side of the vehicle and the reinforcing rubber layer 9b disposed on the inner side of the vehicle have the same size, but the rubber hardness of the reinforcing rubber layer 9a is larger than that of the reinforcing rubber layer 9b.
  • the rigidity of the sidewall portion 2a is higher than that of the sidewall portion 2b.
  • the rubber hardness difference between the reinforcing rubber layer 9a and the reinforcing rubber layer 9b is 5 to 30.
  • the range of 5 to 15 ° is more preferable. If the angle is less than 5 °, the amplitude suppression effect due to the asymmetric vibration mode in which the stiffness difference S between the sidewall portions 2a and 2b on both sides is small tends to be reduced. If the angle exceeds 30 °, the difference in deflection between the sidewalls 2a and 2b on both sides will increase, the asymmetry of the contact pressure distribution on the tread surface will increase, and uneven wear will occur and steering stability will decrease. May cause problems.
  • the rubber hardness of the reinforcing rubber layers 9a and 9b is determined in consideration of durability and ride comfort during run-flat driving. And each within a range of 60 to 90 °.
  • the rubber hardness is determined by the durometer hardness test (A type) of JISK6253.
  • the reinforcing rubber layers 9a and 9b are not limited to those composed of a single rubber layer, and may be configured by a plurality of rubber layer forces having different physical properties such as rubber hardness.
  • the reinforcing rubber layer 9a has two rubber layer forces, it is calculated from the formula ⁇ (ha 'X ta') + (ha "X ta") ⁇ / (ta '+ ta ")
  • the maximum thickness and rubber hardness on one side, and ta "and ha" are the maximum thickness and rubber hardness on the other side.
  • the present invention is not limited to those in which the rubber hardness of the reinforcing rubber layers 9a and 9b on both sides is different, and even if they are equivalent, the maximum thickness of the reinforcing rubber layer 9a is larger than that of the reinforcing rubber layer 9b.
  • the central peripheral of the reinforcing rubber layer 9a may be smaller than that of the reinforcing rubber layer 9b, so that it may have an asymmetrical rigid structure.
  • the reinforcing rubber layer 9a disposed on the outside of the vehicle has a rubber hardness or maximum thickness that is greater than that of the reinforcing rubber layer 9b disposed on the inside of the vehicle, or the reinforcing rubber disposed on the outside of the vehicle. Based on the fact that the central periphery of the layer 9a is smaller than the reinforcing rubber layer 9b disposed on the inner side of the vehicle, the required asymmetric rigidity structure can be provided.
  • the difference in the maximum thickness is in the range of 5 to 30% with respect to the maximum thickness of the reinforcing rubber layer 9a. It is more preferable that it is within the range of 5 to 20%. Further, when the rubber hardness and the maximum thickness are equal, it is preferable that the difference between the central peripherals thereof is within a range of 3 to 15% with respect to the central peripherals of the reinforcing rubber layer 9a. More preferably, it is within the range of%.
  • the difference in the maximum thickness is less than 5% of the reinforcing rubber layer 9a or the difference in the central peripheral is less than 3% of the reinforcing rubber layer 9a, the difference in rigidity between the sidewall portions 2a and 2b on both sides is small.
  • the amplitude suppression effect due to the asymmetric vibration mode tends to be poor.
  • the maximum thickness difference exceeds 30% of the reinforcing rubber layer 9a or the central peripheral difference exceeds 20% of the reinforcing rubber layer 9a, the difference in deflection between the side wall portions 2a and 2b on both sides becomes too large. As a result, the contact pressure distribution on the tread surface has increased asymmetry, causing uneven wear and There is a risk of problems such as deterioration of qualitative properties.
  • the product of the cross-sectional area and the rubber hardness of the reinforcing rubber layer 9a is reinforced. It is preferable that the size of the rubber layer 9b is larger than that of the rubber layer 9b, so that the asymmetric rigid structure can be surely formed and the above-described asymmetric vibration mode can be appropriately formed.
  • the structure is such that the rolled-up end portion of the carcass layer 5 disposed on the vehicle outer side is located on the outer side in the tire radial direction from the vehicle inner side, and the sidewall portion 2a disposed on the vehicle outer side. Since the rolled-up portion of the carcass layer 5 is arranged only on the side, the rigidity of the sidewall portion 2a is higher than that of the sidewall portion 2b. In this example, the winding end force of the carcass layer 5 arranged on the outside of the vehicle reaches the end of the belt layer 7.
  • a side reinforcing member (not shown) is arranged outside the carcass layer 5 only on the side wall portion arranged outside the vehicle, thereby having an asymmetric rigid structure. It doesn't matter.
  • the strong side reinforcing member include a chair made of organic fibers such as steel, rayon, nylon, polyester, and aramid.
  • the belt has a width of 5 to 20%, preferably 10 to 15% of the maximum belt width W, substantially in the tire circumferential direction.
  • a reinforcing material (not shown) extending at an angle of 0 °. According to this configuration, it is possible to reduce the amplitude of the center portion that becomes the antinode of tire vibration, and to appropriately enhance the road noise reduction effect.
  • the constituent material of the reinforcing material the constituent materials of the carcass layer 5 and the belt layer 7 described above can be preferably used.
  • the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the spirit of the present invention.
  • the force shown in the example in which the force layer is composed of two layers may be composed of one layer! /.
  • a so-called J-turn running was performed, in which a test tire was mounted on the left front of a real vehicle (domestic 3000cc class FR vehicle) and turned clockwise on a circular course with a radius of 20m.
  • the internal pressure of the test tire was set to OkPa, and the bead detachment resistance was evaluated based on the traveling speed when the bead detachment occurred.
  • the running speed started from 25kmZh and continued until the bead detachment occurred by incrementing 5kmZh.
  • the index is evaluated with a comparative example of 100, and the higher the value, the greater the running speed when bead detachment occurs, that is, the better bead detachment resistance.
  • a test tire was mounted on a real vehicle (domestic 3000cc class FR vehicle), the front and rear air pressure was 200kPa, a microphone was attached to the ear of the driver's seat, and a road noise level of 200-4 OOHz was measured at a constant speed of 60kmZh. .
  • the measured value is exponentially set to 100 as a comparative example. The smaller the value, the lower the road noise level.
  • test tires were mounted on all the wheels of the above-mentioned actual vehicle and traveled on a predetermined course, and the sensory evaluation of the steering stability on a full scale of 10 points was performed. The higher the score (pt), the better the steering stability.
  • a pneumatic tire having the structure shown in Fig. 1 (tire size: 245Z40ZR18) was produced, and the rubber hardness and the like of the reinforcing rubber layer were variously changed to be a comparative example (conventional product) and examples 1 to 10. .
  • Table 1 the maximum thickness of the reinforcing rubber layer and the central peripheral are shown as an index with a comparative example of 100. Table 1 shows the evaluation results.
  • the maximum thickness of the rubber layer is based on the central periphery of the reinforced rubber layer, and is preferably within the above-mentioned range in consideration of the size of the effect improvement margin and the handling stability. I understand.

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

Abstract

L'invention concerne un pneu à flancs renforcés qui inclut une paire de parties talon (1) ayant des talons annulaires (1a), une couche de carcasse (5) placée entre les parties talon (1), chaque partie terminale de la couche de carcasse étant enroulée autour des talons (1a), des parties flanc (2a, 2b), chacune s'étendant radialement vers l'extérieur du pneu depuis la partie talon (1), des couches de caoutchouc de renfort (9a, 9b) ayant une section transversale sensiblement en demi-lune et disposées au niveau des parties flanc (2a, 2b), sur le côté intérieur de la couche de carcasse (5), et une partie bande de roulement (4) pour relier les extrémités sur les côtés périphériques extérieurs des parties flanc (2) via des parties d'épaulement (3). Le pneu à flancs renforcés présente une structure de rigidité asymétrique, où la rigidité de la partie flanc (2a) sur le côté extérieur d'un véhicule est supérieure à la rigidité de la partie flanc (2b) sur le côté intérieur du véhicule.
PCT/JP2007/062919 2006-07-11 2007-06-27 Pneu à flancs renforcés WO2008007555A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN200780025875.5A CN101489810B (zh) 2006-07-11 2007-06-27 跑气保用轮胎

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006190694A JP4968887B2 (ja) 2006-07-11 2006-07-11 ランフラットタイヤ
JP2006-190694 2006-07-11

Publications (1)

Publication Number Publication Date
WO2008007555A1 true WO2008007555A1 (fr) 2008-01-17

Family

ID=38923117

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/062919 WO2008007555A1 (fr) 2006-07-11 2007-06-27 Pneu à flancs renforcés

Country Status (3)

Country Link
JP (1) JP4968887B2 (fr)
CN (3) CN102241233B (fr)
WO (1) WO2008007555A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2196330A1 (fr) * 2007-08-31 2010-06-16 The Yokohama Rubber Co., Ltd. Pneumatique radial
US10046606B2 (en) 2013-03-15 2018-08-14 The Yokohama Rubber Co., Ltd. Run-flat tire
EP3127718B1 (fr) * 2014-04-04 2018-11-07 Bridgestone Corporation Pneu radial à possibilité de roulage à plat

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102416823B (zh) * 2011-11-01 2014-03-19 张和平 防爆轮胎、防爆轮辋及其总成
CN102673308B (zh) * 2012-05-21 2014-03-19 张和平 防爆轮胎、防爆轮辋及其总成
CN102745023B (zh) * 2012-07-31 2014-03-19 张和平 防爆轮胎、防爆轮辋及其总成
CN103223821A (zh) * 2013-04-24 2013-07-31 沈阳大学 防爆胎汽车安全轮毂
JP6290745B2 (ja) * 2014-08-26 2018-03-07 東洋ゴム工業株式会社 空気入りタイヤ
EP3243644B1 (fr) * 2016-05-12 2021-07-07 Nokian Renkaat Oyj Pneumatique et procédé de fabrication d'une carcasse annulaire pour un pneu
CN108501627A (zh) * 2017-02-27 2018-09-07 卫向坡 一种新型无内胎的充气轮胎
JP7299745B2 (ja) * 2019-04-26 2023-06-28 Ｔｏｙｏ Ｔｉｒｅ株式会社 タイヤ
CN111251785A (zh) * 2020-03-12 2020-06-09 中策橡胶集团有限公司 一种摩托车、电动车缺气保用轮胎

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JPH10138719A (ja) * 1996-11-08 1998-05-26 Bridgestone Corp サイド補強層を備えた空気入りラジアルタイヤと該タイヤの装着方法
JP2006176116A (ja) * 2004-12-20 2006-07-06 Goodyear Tire & Rubber Co:The 非対称なランフラット空気入りタイヤ
JP2006199053A (ja) * 2005-01-18 2006-08-03 Yokohama Rubber Co Ltd:The 空気入りタイヤ及びその装着方法
JP2006315580A (ja) * 2005-05-13 2006-11-24 Sumitomo Rubber Ind Ltd ランフラットタイヤ及びそれを用いた車両

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US4203481A (en) * 1978-12-11 1980-05-20 The Firestone Tire & Rubber Company Pneumatic tire, rim and combination thereof
JPS5981207A (ja) * 1982-10-30 1984-05-10 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP3364256B2 (ja) * 1993-01-26 2003-01-08 株式会社ブリヂストン 空気入りタイヤ
EP1002667A1 (fr) * 1998-10-29 2000-05-24 PIRELLI PNEUMATICI Società per Azioni Bandage pneumatique asymétrique
JP4052772B2 (ja) * 1999-12-08 2008-02-27 住友ゴム工業株式会社 空気入りタイヤ
JP3770892B2 (ja) * 2001-09-05 2006-04-26 横浜ゴム株式会社 ランフラット性能を有する空気入りタイヤ
JP2004299639A (ja) * 2003-04-01 2004-10-28 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2006131171A (ja) * 2004-11-09 2006-05-25 Bridgestone Corp 空気入りラジアルタイヤ

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10138719A (ja) * 1996-11-08 1998-05-26 Bridgestone Corp サイド補強層を備えた空気入りラジアルタイヤと該タイヤの装着方法
JP2006176116A (ja) * 2004-12-20 2006-07-06 Goodyear Tire & Rubber Co:The 非対称なランフラット空気入りタイヤ
JP2006199053A (ja) * 2005-01-18 2006-08-03 Yokohama Rubber Co Ltd:The 空気入りタイヤ及びその装着方法
JP2006315580A (ja) * 2005-05-13 2006-11-24 Sumitomo Rubber Ind Ltd ランフラットタイヤ及びそれを用いた車両

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2196330A1 (fr) * 2007-08-31 2010-06-16 The Yokohama Rubber Co., Ltd. Pneumatique radial
EP2196330A4 (fr) * 2007-08-31 2011-01-26 Yokohama Rubber Co Ltd Pneumatique radial
US10046606B2 (en) 2013-03-15 2018-08-14 The Yokohama Rubber Co., Ltd. Run-flat tire
EP3127718B1 (fr) * 2014-04-04 2018-11-07 Bridgestone Corporation Pneu radial à possibilité de roulage à plat
US10464378B2 (en) 2014-04-04 2019-11-05 Bridgestone Corporation Run-flat radial tire

Also Published As

Publication number Publication date
CN102241233A (zh) 2011-11-16
JP4968887B2 (ja) 2012-07-04
CN102241233B (zh) 2014-06-18
CN101489810B (zh) 2012-02-29
JP2008018783A (ja) 2008-01-31
CN102303484B (zh) 2014-01-29
CN101489810A (zh) 2009-07-22
CN102303484A (zh) 2012-01-04

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