WO2008065947A1 - Pneu - Google Patents

Pneu Download PDF

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Publication number
WO2008065947A1
WO2008065947A1 PCT/JP2007/072564 JP2007072564W WO2008065947A1 WO 2008065947 A1 WO2008065947 A1 WO 2008065947A1 JP 2007072564 W JP2007072564 W JP 2007072564W WO 2008065947 A1 WO2008065947 A1 WO 2008065947A1
Authority
WO
WIPO (PCT)
Prior art keywords
sipe
tire
sipes
performance
concave
Prior art date
Application number
PCT/JP2007/072564
Other languages
English (en)
Japanese (ja)
Inventor
Toshiyuki Ohashi
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.
Publication of WO2008065947A1 publication Critical patent/WO2008065947A1/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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • 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
    • B60C11/03—Tread patterns
    • B60C11/0306—Patterns comprising block rows or discontinuous ribs
    • 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
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C11/1218—Three-dimensional shape with regard to depth and extending direction
    • 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
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface

Definitions

  • the present invention relates to a pneumatic tire including a tread pattern in which a land portion having a so-called three-dimensional sipe is formed, and is particularly useful as a studless tire (winter tire).
  • a tire pattern in which a plurality of sipes are arranged in each part is known.
  • the edge effect, water removal effect, and adhesion effect are improved, so the number of sipes tends to increase in recent years.
  • Patent Document 1 discloses a three-dimensional sipe that is zigzag-connected in the depth direction while the concavo-convex rows on the sipe inner wall surface are alternately inclined in the sipe longitudinal direction (lateral direction).
  • the uneven row has a zigzag amplitude in the horizontal direction, so the effect of suppressing the movement of the block piece in the horizontal direction is large, but the effect of suppressing the movement in the front-rear direction is small.
  • Patent Document 2 discloses a three-dimensional sipe in which a corrugated sipe has a reference surface extending in the depth direction, and a concave engaging portion is provided on each of the front side top portion and the back side top portion. It has been done.
  • the concave engaging portions are provided at the front side top portion and the back side top portion, respectively, the effect of suppressing the movement of the block piece in the front-rear direction is large, and the effect of suppressing the lateral movement is small.
  • Patent Document 1 Japanese Patent No. 3504632
  • Patent Document 2 Japanese Patent No. 3516647 Disclosure of the invention
  • an object of the present invention is to provide a pneumatic tire that can achieve both ice turning performance and ice braking performance, and that can achieve both turning performance and braking performance in terms of dry performance. It is in.
  • the pneumatic tire according to the present invention is a pneumatic tire having a tread pattern having a land portion in which a plurality of sipes are formed, and the region inside the tire equator line is parallel to the tire equator line.
  • a first sipe except for the one corresponding to the second sipe
  • the tire equator line outer area is the tire width direction or tire width.
  • the inner wall surface extending along the direction inclined from the direction has a concavo-convex row, and a second sipe having a portion in which the concavo-convex row is inclined in the sipe formation direction is provided.
  • inside of wearing refers to the area inside the tire equator when the tire is attached to the vehicle
  • outside of wearing refers to the tire in the state where the tire is attached to the vehicle.
  • the “sipe formation direction” refers to the direction of the center line of the sipe. For example, in the case of a wavy sipe, the center line of amplitude is the sipe formation direction.
  • the first sipe that greatly suppresses the movement in the front-rear direction is provided in the inner region of the tire equator line that greatly contributes to the braking performance.
  • the area outside the tire equator line, which has a large contribution to the terrain, has a large effect of suppressing lateral movement, and the second sipe is provided, making it possible to achieve both ice turning performance and ice braking performance.
  • both turning performance and braking performance can be achieved.
  • the first sipe has a concave or convex engaging portion in a cross section parallel to the tire equator line. It is possible to suppress the movement and improve the braking performance.
  • the inner wall surface extending along the tire width direction or the direction inclined from the tire width direction has an uneven row, and the uneven row has a portion inclined in the sipe formation direction.
  • the first sipe which has a particularly high effect of suppressing the movement in the front-rear direction, in the region on the inner side of the mounting.
  • the uneven row of the inner wall surface is provided with a second sipe having a portion inclined to one side in the sipe formation direction and a portion inclined to the opposite side to the portion.
  • the first sipe has the concave or convex engaging portions at the apexes on both sides in the front-rear direction of the wave sipe.
  • the engagement effect is increased when the front-rear force of the tire is generated, and the movement in the front-rear direction is effectively suppressed.
  • the braking performance can be further increased.
  • FIG. 1 is a development view showing an example of a tread pattern in the pneumatic tire of the present invention.
  • FIG. 2 is an enlarged view of a main part showing a block of the tread surface of FIG. 1, (a) is a partially broken perspective view, (b) is a cross-sectional view taken along the line II in (a), (c) Is a cross-sectional view taken along arrow II-II in (a)
  • FIG. 3 is an enlarged view of a main part for explaining the relationship between the reference surface and the engaging part in the present invention.
  • FIG. 4 is an enlarged view of a main part showing another example of the first sipe according to the present invention.
  • FIG. 5 is a partially broken perspective view showing the main part of the block forming the second sipe in the present invention.
  • a schematic diagram of the second sipe in the present invention is a cross section of the sipe, (b) is a schematic diagram of the ungrounded state, and (C) is a schematic diagram of the grounded state.
  • FIG. 1 is a development view showing an example of a tread pattern in the pneumatic tire of the present invention.
  • 2 to 3 are main part views showing an example of the first sipe in the pneumatic tire of the present invention.
  • FIG. 6 is a main part view showing an example of a second sipe in the pneumatic tire of the present invention.
  • the pneumatic tire of the present invention is a block in which a plurality of sipes 10 are formed.
  • a tread pattern T with land areas such as 1 an example is shown in which a block 1 divided by a circumferential groove 2, lateral grooves 3, 5, and oblique grooves 4 is formed, and six rows of blocks 1 are arranged in the tire width direction.
  • Each block 1 is formed with a plurality of rows of sipes 10 in the tire width direction, and both ends of each sipes 10 are limited to the force that opens in the grooves adjacent to the blocks 1.
  • it can be used appropriately depending on whether it is fastened inside the side wall of the block 1 without being exposed from the side wall of the block 1 or only one side.
  • the pneumatic tire of the present invention includes a first sipe 10 having a concave or convex engaging portion 11 in a cross section parallel to the tire equator line CL in a region Ai on the inner side of the tire equator line CL. (Except those corresponding to the second type 20).
  • the first sipe 10 shows an example in which concave engaging portions 11 are provided on the top portions 10 a and 10 b on both sides in the front-rear direction of the wave sipe.
  • a convex engaging portion 11 may be provided instead of the concave engaging portion 11, a convex engaging portion 11 may be provided.
  • the first sipe 10 preferably accounts for 60% or more of the types provided in the area Ai on the wearing side, and more than 80% More than 90% is preferable.
  • the first sipe 10 has a reference plane B extending in the depth direction from a wavy line on the surface of the block 1, and the reference plane B has substantially the same cross-sectional shape at any depth.
  • the wavy line is not limited to a sine wave! /, But may be any shape such as a wavy line obtained by alternately combining a straight line and a curved line, a rectangular wave, or a zigzag shape.
  • the period of the wavy line is preferably 1.5 to 4 mm for suitably expressing the so-called waveform sipe characteristics, and the amplitude (the sum of the heights of the tops on both sides) is preferably 1 to 2 mm. Also, the depth of the first sipe 10 is preferably 3 to 1 Omm! /.
  • the front side top portion 10a of the reference surface B is provided with an engaging portion 11a having a concave longitudinal section
  • the back side top portion 10b is shown in Fig. 2 (c).
  • Both the engaging portion 11a and the engaging portion l ib are formed as conical concave surfaces.
  • the force due to the shape of the engaging portions 11a, l ib As shown in FIG. 3, the maximum depth D from the reference plane B of the engaging portions 11a, l ib of the first sipe 10 is 0.5 ⁇ ; 1. 5mm is preferable.
  • the maximum depth D is less than 0.5 mm, the effect of suppressing the collapse of the first sipe 10 tends to be insufficient.
  • the maximum depth D exceeds 1.5 mm, the resistance increases during demolding after tire vulcanization molding. There is a direction.
  • the maximum distance W1 in the depth direction of the boundary line 12 between the engaging portions 11a, l ib and the reference plane B is preferably 0.5 to 2.5 mm. If the maximum distance W1 is less than 0.5 mm, the effect of suppressing the collapse of the block 1 tends to be insufficient, and if it exceeds 2.5 mm, the relative engagement portion is related to the maximum depth D. Since the inclination angle of 11a and l ib becomes small, the effect of suppressing the collapse of block 1 tends to be insufficient.
  • the vertical distance of the maximum depth portion is preferably 0.5 to 1.5 mm.
  • the engaging portion 11a and the engaging portion l ib may be provided at different heights, it is preferable to provide them at the same height in order to reduce the influence due to the block falling direction.
  • the groove width is preferably 0.2 to 0.7 mm.
  • the effect of suppressing the collapse of the block 1 by the engaging portions 11a and l ib is large. Therefore, by increasing the number of the first sipes 10 and increasing the sipe density, the edge effect is increased and the edge effect is obtained. It can be further increased. From this point of view, in the present invention, the sipe density is preferably from 0.3; 2 to 0.3 mm / mm2, more preferably from 0.15 to 0.3 mm / mm2.
  • the engaging portion 11 of the first sipe 10 may be, for example, as shown in FIGS. 4 (al) to (b2).
  • (al) and (bl) in Fig. 4 are longitudinal sectional views
  • (a2) and (b2) in Fig. 4 are front views of the protruding wall facing the sipe.
  • FIGS. 4 (al) and (a2) show an example in which the engaging portion 11 having a concave longitudinal section is formed of a hemispherical concave surface.
  • a hemispherical concave surface With a hemispherical concave surface, a higher engagement force can be easily obtained than with a conical concave surface.
  • the engaging portions 11 having a concave longitudinal section are substantially perpendicular to each other.
  • the boundary line is formed by a concave surface consisting of two horizontal surfaces.
  • the force that reduces the engaging force in the lateral direction (the direction perpendicular to the paper surface in FIG. 4 (bl)). Since the reference surface B of the first sipe 10 is corrugated, the engaging force in the lateral direction is You can get enough.
  • the engaging portion may be formed of a concave surface made of a horizontal cylindrical surface.
  • the inner wall surface 23 extending along the tire width direction WD or the tire width direction force is concave in the region Ao outside the tire equator line CL.
  • a second sipe 20 having a row and a portion in which the concavo-convex row is inclined in the sipe formation direction.
  • the uneven portion of the inner wall surface 23 has a first portion S 1 inclined to one side in the tire width direction WD, and the first portion S 1 is reversed.
  • a second sipe 20 having a second portion S2 inclined to the side is provided.
  • the second sipe 20 preferably accounts for 60% or more of the types provided in the area Ao outside the wearing. More than 90% is preferable.
  • FIG. 5 is a partially broken perspective view showing the main part of the block according to the present invention.
  • the inner wall surface 23 of the second sipe 20 is exposed by breaking a part of the block 1 so that the uneven shape of the inner wall surface 23 is easily componentized.
  • first portion S 1, the second portion S 2, and the first portion S 1 are sequentially connected in the depth direction, and the boundary line between the first portion S 1 and the second portion S 2 is An example is shown in which a second sipe 20 is provided in a plane parallel to the land tread la.
  • the cross-sectional shape perpendicular to the concavo-convex row of the second sipe 20 is not limited to a shape close to a sine wave, and any of a wavy line, a square wave, a shape close to a zigzag shape, or the like, in which straight lines and curves are alternately combined. Shape may be sufficient.
  • the period of unevenness in this cross-sectional shape (for example, the distance between the convex and convex tops) is an amplitude that is preferably 1.5 to 5 mm (the sum of the heights of the tops on both sides) in order to achieve the characteristics of the so-called corrugated sipe. ) Is preferably 1.5 to 5 mm.
  • the period and amplitude of the unevenness of the first part S1 and the second part S2 may be the same or different, but it is preferable that the period and amplitude of both are the same. Further, when the period and amplitude of the first part S 1 and the second part S 2 are changed, it is preferable to adjust the period and amplitude so that the boundary part between both is continuous. As a result, both are smoothly connected by the wavy boundary line.
  • the inclination direction of the concave-convex row of the first portion SI and the inclination direction of the second portion S2 can be asymmetric with respect to the normal direction of the land tread la.
  • the width in the normal direction of each of the first part S1 or the second part S2 in the present invention is preferably 1.5 to 3 mm.
  • the entire depth of the second sipe 20 is preferably 40 to 80% of the main groove depth, that is, 4 to 8 mm. Therefore, the number of consecutive stages of the first part S 1 and the second part S2 is more preferably 3 to 2 to 4 stages.
  • the inclination angle with respect to the normal direction of each of the first portion S1 or the second portion S2 is most preferably 45 °, preferably 30 to 70 °. If the angle is smaller than 30 °, the engagement action between the ridges and the ridges on the sipe inner wall surface 23 when the block is collapsed tends to be small, and if it is larger than 70 °, a bending force is relatively generated near the ground contact surface. The length tends to increase, and the contact pressure tends to be uneven within the block.
  • the groove width of the second sipe 20 is preferably 0.2 to 0.7 mm in order to appropriately express the edge effect while appropriately suppressing the collapse of the block. 0.2 to 0.4 mm Is more preferable.
  • the effect of suppressing the collapse of the block 1 by the second portion 22 is large, so by increasing the number of the second sipes 20 and increasing the sipe density, the number of edges can be increased to further enhance the edge effect. Can do.
  • the sipe density is preferably from 0.3; 2 to 0.3 mm / mm2, more preferably from 0.15 to 25 mm / mm2.
  • the second sipe 20 is normally formed with a plurality of forces for one block 1.
  • the adjacent second sipe 20 has the same shape but different wave shape, inclination angle, uneven period, and amplitude. Also good. However, in order to improve the demoldability after vulcanization molding, it is preferable that the adjacent second sipes 20 have the same shape.
  • the first portion and the second portion have portions alternately arranged in the depth direction of the sipe.
  • a sipe shape as shown may be used.
  • the ridges protruding from the back side of the paper surface are shown as 11 and the ridges protruding from the front side of the paper surface are shown as 12 in the sipe unevenness row.
  • the first part S1 and the second part S2 are connected in series, and the third part S3 extends in the normal direction of the land part tread on the tread side thereof.
  • the first portion SI and the second portion S2 can obtain the engaging action between the ridges and the ridges on the inner wall surface of the sipe when the block is collapsed.
  • the presence of the third portion S3 does not increase the bending length acting on the second portion S2, so that the uniformity of the ground pressure in the block can be improved as in the case of the above-described embodiment.
  • FIG. 7 (b) shows an example in which the number of consecutive stages of the first part S1 and the second part S2 is four.
  • the uniform lifetime of the ground pressure in the block can be further increased.
  • the first part S1 and the second part S2 are interposed via a short fourth part S4.
  • the fourth part S4 may be a wavy sipe extending in the normal direction of the land tread, or a shape in which the first part S1 and the second part S2 are continuous with a curved surface.
  • the pneumatic tire of the present invention is the same as a normal pneumatic tire except that it includes the tread pattern T as described above, and any conventionally known material, shape, structure, manufacturing method, etc. are disclosed in the present invention. Can be adopted.
  • the pneumatic tire of the present invention is particularly useful as a studless tire because it exhibits the above-described effects and is excellent in ice performance.
  • the force S and the block are not limited to this shape, but are substantially square, parallelogram, V-shaped. It may be a pentagonal or curved key block. Further, instead of the block, a rib extending linearly in the tire circumferential direction, a rib extending zigzag in the tire circumferential direction, or a lug may be formed.
  • the force S indicating an example in which a plurality of rows of sipes are formed in the tire width direction
  • the sipe formation direction (the direction of the center line) is inclined from the tire width direction.
  • the direction may be the same.
  • the angle formed between the tire direction and the tire width direction is preferably 0 ° to 45 °, more preferably 0 ° to 20 °, and still more preferably 0 ° to 10 °.
  • the sipe is formed so as to be perpendicular to the block surface.
  • the sipe is slightly (eg, 15 ° or less) with respect to the normal of the block surface. ) It may be tilted.
  • the force same block showing an example in which the sipe in which the concavo-convex rows on the inner wall surface according to the present invention are inclined in a zigzag manner is applied to all the sipes in the tread pattern. It may be applied only to a part of the sipe, or may be applied only to a land part such as a part of a plurality of blocks. When the sipe according to the present invention is applied to only a part of the blocks, it is particularly effective to apply the sipe to the block provided in the shoulder portion of the tire.
  • the example of the first sipe shown in FIGS. 2 to 4 has been shown.
  • the first sipe may be a concave or convex engagement in a cross section parallel to the tire equator line. Any sipe described in the following patent document may be applied to the present invention as long as it has a joint.
  • examples of the first sipes include JP-A-4-310407, JP-A-5-58118, JP-A-12-6619, JP-A-10-80923, JP-A-12-17733. Examples disclosed in No. 0 publication and the like.
  • examples of the second sipe include those disclosed in Japanese Patent Application Laid-Open No. 10-258615, Japanese Patent Application Laid-Open No. 11 208223, Japanese Patent No. 3504632, and the like.
  • the evaluation is shown as an index when the conventional product (Comparative Example 1) is set to 100. The larger the value, the better the result.
  • a normal corrugated sipe (with the surface groove shape extending in the depth direction) with the following dimensions is formed to form a radial tire of size 205 / 65R15 Manufactured.
  • Table 1 shows the results of each performance evaluation described above using this tire.
  • the sipe depth was 7 mm
  • the sipe groove width was 0.3 mm
  • the period was 4 mm
  • the amplitude was 1.8 mm
  • the sipe interval was 4 mm.
  • radial tires of size 205 / 65R15 were manufactured by forming sipes as shown in Fig. 2 in the areas inside and outside the installation.
  • Table 1 shows the results of each performance evaluation described above using this timer. At that time, set the sipe depth to 7 mm, sipe 'groove width 0 ⁇ 3mm, period 4mm, amplitude 1 ⁇ 8mm, sipe spacing 4mm, engaging depth from block surface 3mm and 6mm, radius 0.75mm, depth 1 A conical concave engaging part of 00 mm was formed.
  • radial tires of size 205 / 65R15 were manufactured by forming sipes as shown in Fig. 5 in the areas inside and outside the mounting.
  • Table 1 shows the results of each performance evaluation described above using this timer.
  • the depth of the entire sipe is 6.9 mm
  • the groove width is 0.3 mm
  • the sipe interval is 4 mm
  • the amplitude of the upper and lower first parts is 1.5 mm
  • the period is 4.
  • the width in the spring direction is 2.3 mm
  • the inclination angle was 45 °
  • the amplitude of the second part was 1.5 mm
  • the period was 4.
  • Omm the width in the normal direction was 2.3 mm
  • the inclination angle was 45 °.
  • a first sipe as shown in FIG. 2 (the dimensions are the same as in Comparative Example 2) is formed on the inner area of the mounting, and a second sipe as shown in FIG.
  • a radial tire of size 205 / 65R15 was manufactured by forming a sipe (the dimensions were the same as in Comparative Example 3).
  • Table 1 shows the results of each performance evaluation described above using this tire.
  • Example 1 instead of the first sipe shown in FIG. 2, a conical convex engagement portion having a radius of 0.75 mm and a depth of 1.00 mm was formed at the top of the corrugated sipe, A first sipe was formed in the same manner as in Example 1 to produce a radial tire of size 205 / 65R15. Table 1 shows the results of each performance evaluation described above using this tire.
  • Example 1 is the same as Example 1 except that instead of the first sipe shown in FIG. 2, a conical concave engaging portion having a radius of 0.75 mm and a depth of 1.00 mm is formed on a straight sipe.
  • the first sipe was formed to produce a radial tire of size 205 / 65R15.
  • Table 1 shows the results of each performance evaluation described above using this timer.
  • Example 1 a radial tire was manufactured in the same manner as in Example 1 except that the second sipe was formed on the inner region of the mounting and the first sipe was formed on the outer region of the mounting. It was. Table 1 shows the results of each performance evaluation described above using this tire.

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  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un pneu satisfaisant simultanément à la fois une performance de virage sur glace et une performance de freinage sur glace, et satisfaisant également simultanément à la fois une performance de virage sur sol sec et une performance de freinage sur sol sec. Le pneu a un motif de bande de roulement (T) ayant des sections plates, telles que des blocs (1), dans lesquelles des lamelles (10) sont formées. Des premières lamelles (10) sont disposées dans une région (Ai) sur le côté interne, dans la direction d'installation du pneu sur le véhicule, d'une ligne équatoriale de pneu (CL), et des secondes lamelles (20) sont disposées dans une région (Ao) sur le côté externe de la ligne équatoriale de pneu (CL). Les premières lamelles (10) ont chacune une section d'engagement, à cavité ou projetée, dans une section transversale parallèle à la ligne équatoriale de pneu (CL). Dans chaque seconde lamelle (20), une surface de paroi interne, s'étendant dans une direction de largeur de pneu (WD) ou dans une direction inclinée par rapport à la direction de largeur de pneu, a des rangées de rainures et d'arêtes, et chaque rangée a une partie inclinée dans la direction où les lamelles sont formées.
PCT/JP2007/072564 2006-11-27 2007-11-21 Pneu WO2008065947A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006-318529 2006-11-27
JP2006318529A JP4316603B2 (ja) 2006-11-27 2006-11-27 空気入りタイヤ

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WO2008065947A1 true WO2008065947A1 (fr) 2008-06-05

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CN (1) CN101190644B (fr)
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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010228515A (ja) * 2009-03-26 2010-10-14 Toyo Tire & Rubber Co Ltd 空気入りタイヤ
WO2011091870A1 (fr) * 2010-02-01 2011-08-04 Continental Reifen Deutschland Gmbh Pneumatique de véhicule
CN102602251A (zh) * 2011-01-19 2012-07-25 横滨橡胶株式会社 充气轮胎
EP2748018A1 (fr) * 2011-09-29 2014-07-02 Michelin Recherche et Technique S.A. Pneu doté de bande de roulement ayant une traction à sec et sur la neige améliorée
EP2942210A1 (fr) * 2014-05-07 2015-11-11 Hankook Tire Co., Ltd. Pneumatique pour véhicule
JP2017052346A (ja) * 2015-09-08 2017-03-16 東洋ゴム工業株式会社 空気入りタイヤ
WO2017112504A1 (fr) 2015-12-22 2017-06-29 Bridgestone Americas Tire Operations, Llc Pneumatique ayant des motifs de lamelles tridimensionnels apparents
EP3375639A4 (fr) * 2015-11-12 2018-11-07 Bridgestone Corporation Pneu
WO2019020232A1 (fr) * 2017-07-25 2019-01-31 Continental Reifen Deutschland Gmbh Profilé de bande de roulement d'un pneu de véhicule
EP3974209A1 (fr) * 2020-09-23 2022-03-30 Sumitomo Rubber Industries, Ltd. Pneumatique
WO2024095092A1 (fr) * 2022-11-03 2024-05-10 Pirelli Tyre S.P.A. Pneu de roue de véhicule

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5516492B2 (ja) * 2010-05-11 2014-06-11 横浜ゴム株式会社 空気入りタイヤ
JP5516500B2 (ja) 2010-06-25 2014-06-11 横浜ゴム株式会社 空気入りタイヤ
JP5454510B2 (ja) * 2010-07-23 2014-03-26 横浜ゴム株式会社 空気入りタイヤ
JP5018984B1 (ja) * 2011-05-12 2012-09-05 横浜ゴム株式会社 空気入りタイヤ
DE102011055916A1 (de) * 2011-12-01 2013-06-06 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen
BR112015014951A2 (pt) * 2012-12-20 2017-07-11 Bridgestone Americas Tire Operations Llc reforço de ranhura transversal
CA2895470C (fr) * 2013-01-29 2021-01-12 Pirelli Tyre S.P.A. Pneu pour roues de vehicule
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DE102014205595A1 (de) * 2014-03-26 2015-10-01 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen
JP6289329B2 (ja) * 2014-09-29 2018-03-07 東洋ゴム工業株式会社 空気入りタイヤ
JP6545581B2 (ja) * 2015-09-08 2019-07-17 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP6552927B2 (ja) * 2015-09-08 2019-07-31 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
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JP6706150B2 (ja) * 2016-06-08 2020-06-03 株式会社ブリヂストン タイヤ
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EP2748018A1 (fr) * 2011-09-29 2014-07-02 Michelin Recherche et Technique S.A. Pneu doté de bande de roulement ayant une traction à sec et sur la neige améliorée
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WO2017112504A1 (fr) 2015-12-22 2017-06-29 Bridgestone Americas Tire Operations, Llc Pneumatique ayant des motifs de lamelles tridimensionnels apparents
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WO2019020232A1 (fr) * 2017-07-25 2019-01-31 Continental Reifen Deutschland Gmbh Profilé de bande de roulement d'un pneu de véhicule
EP3974209A1 (fr) * 2020-09-23 2022-03-30 Sumitomo Rubber Industries, Ltd. Pneumatique
WO2024095092A1 (fr) * 2022-11-03 2024-05-10 Pirelli Tyre S.P.A. Pneu de roue de véhicule

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