WO2020122159A1 - Pneumatique - Google Patents

Pneumatique Download PDF

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Publication number
WO2020122159A1
WO2020122159A1 PCT/JP2019/048608 JP2019048608W WO2020122159A1 WO 2020122159 A1 WO2020122159 A1 WO 2020122159A1 JP 2019048608 W JP2019048608 W JP 2019048608W WO 2020122159 A1 WO2020122159 A1 WO 2020122159A1
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WO
WIPO (PCT)
Prior art keywords
belt
tire
pneumatic tire
core
sheath
Prior art date
Application number
PCT/JP2019/048608
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English (en)
Japanese (ja)
Inventor
紗生 柴田
Original Assignee
株式会社ブリヂストン
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 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Priority to JP2020559302A priority Critical patent/JPWO2020122159A1/ja
Publication of WO2020122159A1 publication Critical patent/WO2020122159A1/fr

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    • 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
    • B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile
    • 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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel

Definitions

  • the present invention relates to a small-diameter pneumatic tire with improved load bearing capacity.
  • Such a small shuttle bus has a total length of about 5 meters and a total width of about 2 meters, and it is assumed that the total vehicle weight may exceed 3 tons.
  • Pneumatic tires mounted on such a small shuttle bus are required to have high load-bearing capacity and space-saving due to smaller diameter.
  • such a pneumatic tire needs to support a large load, and higher durability of the belt is also required.
  • an object of the present invention is to provide a pneumatic tire capable of improving the durability of a belt while achieving a high load bearing capacity and space saving. ..
  • One aspect of the present invention includes a tread (tread 20) that is in contact with a road surface, and a belt layer (belt layer 50) provided inside the tread in the tire radial direction, and is a pneumatic tire mounted on a vehicle (vehicle 1).
  • the outer diameter of the pneumatic tire is 350mm or more, 600mm or less
  • rim width of the rim wheel (rim wheel 100) assembled to the pneumatic tire is RW
  • the pneumatic When the tire width of the tire is SW, the relationship of 0.78 ⁇ RW/SW ⁇ 0.99 is satisfied
  • the belt layer includes a sheath belt (sheath belt 52) spirally wound along the tire circumferential direction.
  • FIG. 1 is an overall schematic side view of a vehicle 1 to which a pneumatic tire 10 is attached.
  • FIG. 2 is a cross-sectional view of the pneumatic tire 10 and the rim wheel 100.
  • FIG. 3 is a unit cross-sectional view of the pneumatic tire 10.
  • FIG. 4A is a perspective view of the belt layer 50 alone during manufacturing.
  • FIG. 4B is a perspective view of the belt layer 50 after manufacturing.
  • FIG. 5 is a diagram showing positioning of a typical tire size based on a combination of a tire shape (tire outer diameter OD and tire width SW) and a rim wheel shape (rim diameter RD and rim width RW).
  • FIG. 1 is an overall schematic side view of a vehicle 1 equipped with a pneumatic tire 10 according to the present embodiment.
  • the vehicle 1 is a four-wheeled vehicle.
  • the vehicle 1 is not limited to four wheels, and may have a six-wheel configuration, an eight-wheel configuration, or the like.
  • the vehicle 1 is equipped with a predetermined number of pneumatic tires 10 according to the wheel configuration. Specifically, the vehicle 1 is equipped with the pneumatic tire 10 assembled to the rim wheel 100 at a predetermined position.
  • the new small shuttle bus belongs to a new small shuttle bus that focuses on transporting people and things in the city.
  • the new small shuttle bus is assumed to be a vehicle having a total length of 4 m to 7 m, a total width of about 2 m, and a total vehicle weight of about 3 t.
  • the size and the total weight of the vehicle are not necessarily limited to the range, and may be out of the range as long as they are small.
  • the small shuttle bus may be used not only for transportation of people but also for transportation of goods, mobile shops, mobile offices, and the like.
  • the small shuttle bus is focused on transporting people and goods in the city, so a relatively low traveling speed range (maximum speed of 70 km/h or less, average speed of about 50 km/h) is assumed. .. Therefore, the hydroplaning countermeasure does not have to be emphasized.
  • the vehicle 1 is an electric vehicle having an automatic driving function (assuming level 4 or higher), but the automatic driving function is not essential and may not be an electric vehicle. Absent.
  • the vehicle 1 is an electric vehicle, it is preferable to use an in-wheel motor (not shown) as a power unit.
  • the in-wheel motor the entire unit may be provided in the inner space of the rim wheel 100, or a part of the unit may be provided in the inner space of the rim wheel 100.
  • the vehicle 1 When using an in-wheel motor, it is preferable that the vehicle 1 has an independent steering function that allows each wheel to be independently steered. As a result, turning on the spot and lateral movement are possible, and the power transmission mechanism is not required, so that the space efficiency of the vehicle 1 can be improved.
  • the pneumatic tire 10 preferably has a diameter as small as possible.
  • the pneumatic tire 10 has a load bearing capacity corresponding to the total weight of the vehicle 1 while reducing the tire outer diameter OD (not shown in FIG. 1, see FIG. 2) in order to satisfy such requirements.
  • the flatness of the pneumatic tire 10 is low from the viewpoint of improving responsiveness.
  • the rim diameter RD of 10 (not shown in FIG. 1, see FIG. 2) is preferably large.
  • FIG. 2 is a sectional view of the pneumatic tire 10 and the rim wheel 100. Specifically, FIG. 2 is a cross-sectional view along the tire width direction and tire radial direction of the pneumatic tire 10 assembled to the rim wheel 100. In FIG. 2, cross-section hatching display is omitted (the same applies to FIG. 3 and subsequent figures).
  • the Pneumatic tire 10 has a relatively small diameter but is wide.
  • the rim diameter RD which is the diameter of the rim wheel 100, is preferably 12 inches or more and 17.5 inches or less.
  • the rim diameter RD may be 10 inches or more and 22 inches or less as long as it satisfies the other numerical range.
  • the rim diameter RD is the outer diameter of the rim body of the rim wheel 100, and does not include the rim flange 110.
  • the tire width SW of the pneumatic tire 10 is preferably 125 mm or more and 255 mm or less. As shown in FIG. 2, the tire width SW means the sectional width of the pneumatic tire 10, and when the pneumatic tire 10 includes a rim guard (not shown), the rim guard portion is not included.
  • the flatness of the pneumatic tire 10 is preferably 35% or more and 75% or less.
  • the flatness ratio is calculated using Equation 1.
  • the tire outer diameter OD which is the outer diameter of the pneumatic tire 10, is 350 mm or more and 600 mm or less.
  • the tire outer diameter OD is preferably 500 mm or less.
  • the pneumatic tire 10 has the following formulas (2) and (3). Meet a relationship.
  • the pneumatic tire 10 preferably satisfies 0.78 ⁇ RW/SW ⁇ 0.98, and more preferably 0.78 ⁇ RW/SW ⁇ 0.95. Further, the pneumatic tire 10 preferably satisfies 0.56 ⁇ RD/OD ⁇ 0.72, and more preferably 0.56 ⁇ RD/OD ⁇ 0.71.
  • the pneumatic tire 10 satisfying such a relationship can have an air volume necessary for supporting the total vehicle weight of the vehicle 1 while having a small diameter.
  • the air volume needs to be 20,000 cm 3 or more in consideration of load bearing performance. Also, in consideration of space saving, it is necessary to be 80,000 cm 3 or less.
  • the rim width RW is not particularly limited as long as the above relationship is satisfied, but it is preferable that the rim width RW is as wide as possible from the viewpoint of securing an air volume.
  • the rim width can be 3.8-7.8J.
  • the ratio of the rim diameter RD to the tire outer diameter OD is small, that is, the flatness ratio is high.
  • the flatness ratio is low from the viewpoint of responsiveness, and in consideration of the accommodation space such as the in-wheel motor, it is preferable that the rim diameter RD is large. Has a trade-off relationship between the air volume and the responsiveness and the accommodation space such as the in-wheel motor.
  • the compatible rim width is about 7.5J.
  • 215/45R12 is another example of a suitable size. In this case, the compatible rim width is about 7.0J.
  • the set internal pressure (normal internal pressure) of the pneumatic tire 10 is assumed to be 400 to 1,100 kPa, and realistically 500 to 900 kPa.
  • the regular internal pressure is, for example, the air pressure corresponding to the maximum load capacity of the JATMA (Japan Automobile Tire Manufacturer's Association) YearBook in Japan, and ETRTO in Europe, TRA in the US, and tire standards of other countries correspond to it.
  • FIG. 3 is a sectional view of the pneumatic tire 10 alone. Specifically, FIG. 3 is a cross-sectional view of the pneumatic tire 10 taken along the tire width direction and the tire radial direction.
  • the pneumatic tire 10 includes a tread 20, a tire side portion 30, a carcass 40, a belt layer 50 and a bead portion 60.
  • Tread 20 is the part that contacts the road surface.
  • a pattern (not shown) is formed on the tread 20 according to the environment in which the pneumatic tire 10 is used and the type of vehicle on which the pneumatic tire 10 is mounted.
  • the tread 20 is formed with a plurality of circumferential grooves including a circumferential main groove 21 and a circumferential main groove 22 extending in the tire circumferential direction.
  • the tire side part 30 is connected to the tread 20 and is located inside the tread 20 in the tire radial direction.
  • the tire side portion 30 is an area from the tire width direction outer end of the tread 20 to the upper end of the bead portion 60.
  • the tire side portion 30 is sometimes called a sidewall or the like.
  • the carcass 40 forms the skeleton of the pneumatic tire 10.
  • the carcass 40 has a radial structure in which carcass cords (not shown) radially arranged along the tire radial direction are covered with a rubber material.
  • the structure is not limited to the radial structure, and may be a bias structure in which the carcass cords are arranged so as to intersect in the tire radial direction.
  • the belt layer 50 is provided inside the tire in the tire radial direction of the tread 20.
  • the belt layer 50 includes a core belt 51 and a sheath belt 52.
  • the core belt 51 is provided from one shoulder portion 26 of the tread 20 to the other shoulder portion 27 of the tread 20.
  • the shoulder portion 26 is an area outside the circumferential main groove 21 in the tire width direction
  • the shoulder portion 27 is an area outside the circumferential main groove 22 in the tire width direction. That is, the shoulder portion 26 and the shoulder portion 27 are regions on the outer side in the tire width direction with respect to the circumferential main groove formed on the outermost side in the tire width direction.
  • the core belt 51 is a belt in which a belt cord 51a (not shown in FIG. 3, see FIG. 4A) inclined at a low angle with respect to the tire width direction is covered with rubber.
  • the sheath belt 52 is a tape-shaped belt including a cord (not shown) and is wound around the entire circumference of the core belt 51.
  • Belt layer 50 provides the same function as the interlaced belt layer. The configuration of the belt layer 50 will be described later.
  • the bead portion 60 is continuous with the tire side portion 30 and is located inside the tire side portion 30 in the tire radial direction.
  • the bead portion 60 is locked to the rim wheel 100 and has an annular bead core 61.
  • the carcass 40 is folded back to the outside in the tire width direction via the bead core 61.
  • the folded end 41 of the carcass 40 folded back at the bead portion 60 is provided so as to be wound along the bead core 61.
  • the folded-back end portion 41 is in contact with the tire radial outer end of the bead core 61.
  • a carcass cord is wound around the bead core 61 at the tire radial outer end.
  • the bead portion 60 may be provided with a bead filler on the outer side in the tire radial direction of the bead core. Fur may be provided.
  • FIGS. 4A and 4B show the configuration of the belt layer 50. Specifically, FIG. 4A is a single perspective view of the belt layer 50 during manufacturing, and FIG. 4B is a single perspective view of the belt layer 50 after manufacturing.
  • the belt layer 50 is composed of the core belt 51 and the sheath belt 52.
  • the core belt 51 has a belt cord 51a arranged along the tire width direction.
  • the core belt 51 is an annular belt formed by coating a plurality of belt cords 51a with rubber.
  • the belt cord 51a is preferably slightly inclined with respect to the tire width direction as shown in FIG. 4A. Specifically, it is preferable that the belt cord 51a is inclined in the same direction as the inclination direction of the sheath belt 52 (upward to the left in FIG. 4A).
  • the sheath belt 52 is a tape-shaped belt having a width of about 1 cm, and is wound around the core belt 51 in a spiral shape along the tire circumferential direction. Specifically, the sheath belt 52 is helically wound around the core belt 51 along the tire circumferential direction with a predetermined distance larger than the width of the sheath belt 52.
  • the sheath belt 52 is wound over a plurality of turns in the tire circumferential direction so as not to overlap with the adjacent sheath belts 52, so that the tire radial direction outer side surface of the core belt 51 and the tire radial direction inner side surface of the core belt 51. cover.
  • the longitudinal end portion (not shown) of the tape-shaped sheath belt 52 is wound around the core belt 51 so as not to be located in the shoulder portions 26, 27 and the center region (immediately below the tire equator line).
  • the sheath belt 52 is wound around the entire circumference of the annular core belt 51 as shown in FIG. 4B.
  • the belt layer 50 is composed only of the core belt 51 and the sheath belt 52. As described above, the belt layer 50 provides the same function as the cross belt layer, but in the present embodiment, no additional belt such as a reinforcing belt is provided in addition to the core belt 51 and the sheath belt 52.
  • the number of belt cords 51a driven into the core belt 51 is preferably 15/50 mm or more and 30/50 mm or less.
  • the number of cords to be driven in the sheath belt 52 is preferably 10/50 mm or more and 25/50 mm or less. Further, it is preferable that the number of belt cords 51a driven in is greater than the number of cords driven in the sheath belt 52 (that is, dense).
  • the angle formed by the belt cord 51a and the tire width direction is preferably 20 degrees or more and 60 degrees or less.
  • the angle formed by the cord of the sheath belt 52 with the tire width direction is preferably 50 degrees or more and 80 degrees or less. Further, the angle formed by the cord of the sheath belt 52 with the tire width direction is preferably larger than the angle formed by the belt cord 51a with the tire width direction.
  • the number of turns of the sheath belt 52 in the tire circumferential direction is preferably 3 times or more and 6 times or less in consideration of ensuring performance and productivity.
  • FIG. 5 is a diagram showing a typical tire size positioning based on a combination of a tire shape (tire outer diameter OD and tire width SW) and a rim wheel shape (rim diameter RD and rim width RW).
  • the horizontal axis of the graph shown in FIG. 5 represents the ratio (RW/SW) of the rim width RW and the tire width SW, and the vertical axis represents the ratio of the rim diameter RD and the tire outer diameter OD (RD /OD).
  • typical tire size positions are plotted according to the values of RW/SW and RD/OD.
  • the area of truck/bus tires is low in both RW/SW and RD/OD.
  • the area of tires for passenger cars or light trucks is higher in both RW/SW and RD/OD than tires for trucks and buses.
  • the area A1 is included in the area A1.
  • the area A1 is in the range of 0.78 ⁇ RW/SW ⁇ 0.99 and 0.56 ⁇ RD/OD ⁇ 0.75.
  • Such an area A1 is positioned as an area of a new small-sized shuttle bus tire that focuses on transportation of people and goods in a city like the vehicle 1 described above.
  • RD/OD in the area of new small shuttle bus tires does not differ much from RD/OD in the area of passenger car or light truck tires, and some overlap.
  • RW/SW in the area of new small shuttle bus tires is higher than RW/SW in the area of passenger car or light truck tires.
  • the tire outer diameter OD of the pneumatic tire 10 is 350 mm or more and 600 mm or less. Therefore, the diameter is sufficiently smaller than the size of the vehicle 1, which can contribute to space saving of the vehicle 1.
  • the rim width RW with respect to the tire width SW is wide, that is, a wide tire can be configured and is high. It is easy to secure the air volume necessary to exert the load bearing capacity. Note that if the rim width RW becomes too wide, the tire width SW also widens, space efficiency decreases, and the bead portion 60 easily comes off the rim wheel 100.
  • the relationship of 0.56 ⁇ RD/OD ⁇ 0.75 is satisfied, so that the rim diameter RD is large with respect to the tire outer diameter OD, and the accommodation space for the in-wheel motor etc. is secured. Easy to do.
  • the rim diameter RD becomes too small, the diameter size of the disc brake or the drum brake becomes small. For this reason, the effective contact area of the brake becomes small, and it becomes difficult to secure the required braking performance.
  • the rim diameter RD of the pneumatic tire 10 is preferably 12 inches or more and 17.5 inches or less. This makes it possible to secure a necessary and sufficient air volume and a storage space for the in-wheel motor while maintaining the small diameter. In addition, braking performance and driving performance can be ensured.
  • the tire width SW of the pneumatic tire 10 is preferably 125 mm or more and 255 mm or less. Further, the flatness of the pneumatic tire 10 is preferably 35% or more and 75% or less. As a result, a necessary and sufficient air volume and a storage space for the in-wheel motor and the like can be secured.
  • the belt layer 50 includes the core belt 51 provided from the one shoulder portion 26 of the tread 20 to the other shoulder portion 27 of the tread 20, and spirals along the tire circumferential direction.
  • a sheath belt 52 that is wound around a core belt 51.
  • Such a belt layer 50 has particularly high rigidity in the shoulder portion 26 and the shoulder portion 27 of the tread 20 as compared with a general cross belt layer, and the shoulder concerned in a small diameter tire such as the pneumatic tire 10. The diameter growth of the portion can be effectively suppressed.
  • the tension of the belt layer 50 is relatively lower than that of a tire having a large tire outer diameter OD. Become. Therefore, the diameter growth of the tire is remarkable especially in the shoulder portion where the rigidity of the belt layer is low.
  • the carcass 40 is pulled more strongly in the tire width direction, and the pull in the tire radial direction is relatively low. Therefore, the diameter growth of the tire is remarkable at the shoulder portion.
  • the pneumatic tire 10 must support a large load, and since the internal pressure is set to a high value corresponding to the total weight of the vehicle, there is a concern that the durability of the belt layer may deteriorate. It
  • the belt layer 50 including the core belt 51 and the sheath belt 52 suppresses the diameter growth in the shoulder portion 26 and the shoulder portion 27 of the tread 20.
  • the durability of the belt (belt layer 50) can be improved while achieving high load bearing capacity and space saving.
  • the end portion in the longitudinal direction of the sheath belt 52 wound in a spiral shape is formed on the shoulder portions 26, 27 (that is, the tire is larger than the circumferential main groove formed on the outermost side in the tire radial direction). Since it is not located in the outer region in the width direction) or in the center region (that is, immediately below the tire equator line), it is possible to suppress the occurrence of strain due to the end portion of the sheath belt 52 in the longitudinal direction.
  • the belt cord 51a is inclined in the same direction as the sheath belt 52 is inclined.
  • the core belt 51 and the sheath belt 52 have similar characteristics at the time of deformation, so that the durability of the belt layer 50 is improved.
  • the sheath belt 52 is a tape-shaped belt, and is helically wound around the core belt 51 along the tire circumferential direction with a predetermined distance larger than the width of the sheath belt 52. Further, the sheath belt 52 covers the outer surface of the core belt 51 in the tire radial direction and the inner surface of the core belt 51 in the tire radial direction by being wound a plurality of times in the tire circumferential direction.
  • the belt layer 50 having a high rigidity particularly in the tire width direction end portion over the entire circumference of the tire. Thereby, the durability of the belt layer 50 can be further improved.
  • the belt layer 50 is composed only of the core belt 51 and the sheath belt 52.
  • the belt layer 50 including the core belt 51 and the sheath belt 52 can sufficiently suppress the diameter growth in the shoulder portion 26 and the shoulder portion 27 of the tread 20, a reinforcing belt or the like is further added. No need. As a result, the durability of the belt layer 50 can be improved while suppressing an increase in the weight of the pneumatic tire 10.
  • the pneumatic tire 10 is assumed to satisfy the relationship of 0.56 ⁇ RD/OD ⁇ 0.75, but the relationship does not necessarily have to be satisfied.
  • the folded end portion 41 of the carcass 40 is provided so as to be wound along the bead core 61, but the folded end portion 41 does not have to be wound along the bead core 61. Absent.
  • the sheath belt 52 is spirally wound around the core belt 51 along the tire circumferential direction at a predetermined distance equal to or larger than the width of the sheath belt 52, and the core belt 51 is radially outside the tire radial direction.
  • the sheath belt 52 does not necessarily have to be configured in this way.
  • the sheath belt 52 may be simply spirally wound along the tire circumferential direction without being separated by a predetermined distance, or the tire radial outside surface of the core belt 51 and the tire radial inside of the core belt 51. The sides do not have to be completely covered.
  • the core belt 51 does not necessarily have to be provided. That is, the sheath belt 52 may simply be spirally wound along the tire circumferential direction without covering the core belt 51.
  • Vehicle 10 Pneumatic tire 20 Tread 21, 22 Circumferential main groove 26, 27 Shoulder part 30 Tire side part 40 Carcass 41 Folded end part 50 Belt layer 51 Core belt 51a Belt cord 52 Sheath vest 60 Bead part 61 Bead core 100 Rim wheel 110 Rim flange

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

Abstract

Le diamètre extérieur de ce pneumatique (10) est de 350 à 600 mm et, en définissant RW comme la largeur de jante d'une roue (100) assemblée sur le pneu (10) et SW comme la largeur du pneu, on a la relation 0,78≤RW/SW≤0,99. Une couche de nappe ceinture est enroulée en spirale dans la direction circonférentielle du pneu, et comprend une nappe carcasse.
PCT/JP2019/048608 2018-12-13 2019-12-12 Pneumatique WO2020122159A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2020559302A JPWO2020122159A1 (ja) 2018-12-13 2019-12-12 空気入りタイヤ

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018233629 2018-12-13
JP2018-233629 2018-12-13

Publications (1)

Publication Number Publication Date
WO2020122159A1 true WO2020122159A1 (fr) 2020-06-18

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PCT/JP2019/048608 WO2020122159A1 (fr) 2018-12-13 2019-12-12 Pneumatique

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022177031A1 (fr) * 2021-02-22 2022-08-25 横浜ゴム株式会社 Pneumatique

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5322205A (en) * 1976-08-11 1978-03-01 Uniroyal Sa Pneumatic tire reinforcing belt assembly
JPH07315008A (ja) * 1994-05-27 1995-12-05 Fuji Seiko Kk 空気入りタイヤのブレーカベルト
JPH0939513A (ja) * 1995-07-26 1997-02-10 Yokohama Rubber Co Ltd:The 空気入りラジアルタイヤ
JP2001088502A (ja) * 1999-09-20 2001-04-03 Bridgestone Corp タイヤとホイールとの組み立て体
JP2002178720A (ja) * 2000-10-23 2002-06-26 Goodyear Tire & Rubber Co:The より高い荷重保持能力を有する空気入りタイヤ用の三角形ビード構成
JP2009190546A (ja) * 2008-02-14 2009-08-27 Bridgestone Corp 低圧空気入りタイヤ
JP2010001006A (ja) * 2008-05-19 2010-01-07 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2017043202A (ja) * 2015-08-26 2017-03-02 横浜ゴム株式会社 空気入りタイヤ

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5851046Y2 (ja) * 1982-07-05 1983-11-21 横浜ゴム株式会社 スペアタイヤ
JP2951458B2 (ja) * 1991-12-12 1999-09-20 株式会社ブリヂストン スペアタイヤ

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5322205A (en) * 1976-08-11 1978-03-01 Uniroyal Sa Pneumatic tire reinforcing belt assembly
JPH07315008A (ja) * 1994-05-27 1995-12-05 Fuji Seiko Kk 空気入りタイヤのブレーカベルト
JPH0939513A (ja) * 1995-07-26 1997-02-10 Yokohama Rubber Co Ltd:The 空気入りラジアルタイヤ
JP2001088502A (ja) * 1999-09-20 2001-04-03 Bridgestone Corp タイヤとホイールとの組み立て体
JP2002178720A (ja) * 2000-10-23 2002-06-26 Goodyear Tire & Rubber Co:The より高い荷重保持能力を有する空気入りタイヤ用の三角形ビード構成
JP2009190546A (ja) * 2008-02-14 2009-08-27 Bridgestone Corp 低圧空気入りタイヤ
JP2010001006A (ja) * 2008-05-19 2010-01-07 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2017043202A (ja) * 2015-08-26 2017-03-02 横浜ゴム株式会社 空気入りタイヤ

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022177031A1 (fr) * 2021-02-22 2022-08-25 横浜ゴム株式会社 Pneumatique

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