WO2021085005A1 - Bandage pneumatique - Google Patents

Bandage pneumatique Download PDF

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Publication number
WO2021085005A1
WO2021085005A1 PCT/JP2020/036756 JP2020036756W WO2021085005A1 WO 2021085005 A1 WO2021085005 A1 WO 2021085005A1 JP 2020036756 W JP2020036756 W JP 2020036756W WO 2021085005 A1 WO2021085005 A1 WO 2021085005A1
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WO
WIPO (PCT)
Prior art keywords
tire
region
regions
stud pins
stud
Prior art date
Application number
PCT/JP2020/036756
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English (en)
Japanese (ja)
Inventor
孝志 芝井
Original Assignee
横浜ゴム株式会社
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 横浜ゴム株式会社 filed Critical 横浜ゴム株式会社
Priority to CN202080074749.4A priority Critical patent/CN114599528B/zh
Priority to FI20225425A priority patent/FI130329B/fi
Publication of WO2021085005A1 publication Critical patent/WO2021085005A1/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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • 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
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • 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
    • B60C11/14—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
    • B60C11/1625—Arrangements thereof in the tread patterns, e.g. irregular
    • 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
    • B60C11/1643—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug-body portion, i.e. not cylindrical

Definitions

  • the present invention relates to a pneumatic tire in which a stud pin is planted on the tread of a tread portion.
  • studless tires are mainly used as winter tires.
  • a plurality of implantation holes for implanting the stud pins are provided in the tread portion, and the stud pins are implanted in these implantation holes (see, for example, Patent Document 1).
  • Such a stud pin exerts an effect of scratching the ice-snow road surface when traveling on the ice-snow road surface, so that the performance on ice can be improved.
  • the impact of the hard stud pin hitting the paved road surface is transmitted as a shock feeling, which may cause deterioration of riding comfort.
  • An object of the present invention is to provide a pneumatic tire in which a stud pin is planted on a tread portion of a tread portion, which makes it possible to improve riding comfort performance on a dry road surface while improving performance on ice. There is.
  • the pneumatic tire of the present invention that achieves the above object has a tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and a tire of these sidewall portions.
  • the distance on the tire equatorial line is arranged so as to be 1/4 of the tire contact length.
  • the region partitioned between the pair of tire meridional lines is defined as a band-shaped region and the plurality of strip-shaped regions are arranged over the entire circumference of the tire by shifting the angle by 1 degree along the tire circumferential direction, the plurality of strip-shaped regions
  • the number n of stud pins included in each band-shaped region in all of the regions is 4.0% or less of the total number N of stud pins in the entire circumference of the tire, and the strip-shaped region is 2/3 or more of the plurality of strip-shaped regions.
  • the number n of stud pins included in the above is 2.0% or more of the total number N.
  • the stud pin as described above, it is possible to effectively enhance the performance on ice and to satisfactorily exhibit the riding comfort performance on a dry road surface. Specifically, in all the strip-shaped regions, the ratio of the number n of the stud pins to the total number N of the stud pins is suppressed to 4.0% or less, so that the stud pins come into contact with the road surface when traveling on a dry road surface. It is possible to suppress the feeling of shock when doing so, and it is possible to improve the riding comfort performance.
  • the ratio of the number n of stud pins to the total number N of stud pins N is set to an appropriate range of 2.0% or more, and a strip-shaped region is sufficiently provided all around the tire, so that the performance on ice is good. Can be demonstrated.
  • the total number of stud pins is preferably 135 to 250.
  • the present invention among the plurality of strip-shaped regions, there is one or more concentrated regions in which the number n of stud pins included in the strip-shaped region is 3.0% or more of the total number of N, and among the plurality of strip-shaped regions. It is preferably present in 1/3 or less of. In this way, by providing a concentrated region having a large number of stud pins and excellent on-ice performance, it is possible to further improve the on-ice performance. On the other hand, since the number of concentrated regions is suppressed to 1/3 or less of the plurality of strip-shaped regions, the riding comfort performance on a dry road surface can be satisfactorily exhibited even if the concentrated regions are provided.
  • the dense region there are two or more dense regions in which the number n of stud pins included in the strip-shaped region is 3.5% or more of the total number N, and the dense regions adjacent to each other in the tire circumferential direction. It is preferable that the interval between the tires is 100% or more of the tire contact length. Since the dense area is particularly excellent in the performance on ice among the concentrated areas, it is possible to further improve the performance on ice. On the other hand, since the distance between the dense areas is larger than the tire contact patch length, the number of dense areas existing in the contact patch when the tire rolls is always one or less, and even if the dense area is provided, riding on a dry road surface Comfortable performance can be exhibited well.
  • the average protrusion amount Px of the stud pins included in the concentrated region and the average protrusion amount Pav of the stud pins in the region excluding the concentrated region satisfy the relationship of Px ⁇ 0.9 ⁇ Pav.
  • the region located on the equator of the tire is defined as the center region, and the pair of regions located on both sides of the center region in the tire width direction are shoulder shoulders.
  • the region it is preferable that at least one stud pin is present in each of the center region and the pair of shoulder regions in the band-shaped region in which the number n of stud pins is 3 or more.
  • the "ground contact length” is the tire equatorial line of the ground contact region formed when the tire is rim-assembled on the regular rim, placed vertically on a flat surface with the regular internal pressure charged, and a regular load is applied. Is the length in the tire circumferential direction. Further, the “ground contact ends” are both ends of the above-mentioned ground contact region in the tire axial direction.
  • a “regular rim” is a rim defined for each tire in a standard system including a standard on which a tire is based. For example, a standard rim for JATTA, a "Design Rim” for TRA, or an ETRTO. If so, use “Measuring Rim".
  • Regular internal pressure is the air pressure defined for each tire in the standard system including the standard on which the tire is based. If it is JATTA, it is the maximum air pressure, and if it is TRA, it is the table “TIRE LOAD LIMITED AT VARIOUS". The maximum value described in "COLD INFLATION PRESSURES", if it is ETRTO, it is “INFRATION PRESSURE", but if the tire is for a passenger car, it is 250 kPa.
  • Regular load is the load defined for each tire in the standard system including the standard on which the tire is based. If it is JATTA, it is the maximum load capacity, and if it is TRA, it is the table “TIRE LOAD LIMITED AT VARIOUS". The maximum value described in "COLD INFLATION PRESSURES" is "LOAD CAPACITY" in the case of ETRTO, but when the tire is for a passenger car, the load is equivalent to 80% of the above load.
  • FIG. 1 is a meridian cross-sectional view of a pneumatic tire according to an embodiment of the present invention.
  • FIG. 2 is a front view showing a tread surface of a pneumatic tire according to an embodiment of the present invention.
  • FIG. 3 is a cross-sectional view schematically showing an example of a stud pin planted in a tread portion.
  • FIG. 4 is an explanatory diagram schematically showing a change in the number of stud pins for each strip-shaped region.
  • the pneumatic tire of the present invention is arranged inside the tread portion 1, a pair of sidewall portions 2 arranged on both sides of the tread portion 1, and the sidewall portion 2 in the tire radial direction. It is provided with a pair of bead portions 3.
  • reference numeral CL indicates a tire equator
  • reference numeral E indicates a ground contact end.
  • FIG. 1 is a cross-sectional view of the meridian, the tread portion 1, the sidewall portion 2, and the bead portion 3 each extend in the tire circumferential direction to form an annular shape, whereby the pneumatic tire is formed.
  • the toroidal basic structure of is constructed.
  • the description using FIG. 1 is basically based on the illustrated meridian cross-sectional shape, but each tire component extends in the tire circumferential direction to form an annular shape.
  • a carcass layer 4 is mounted between the pair of left and right bead portions 3.
  • the carcass layer 4 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded back from the inside to the outside of the vehicle around the bead cores 5 arranged in each bead portion 3.
  • a bead filler 6 is arranged on the outer periphery of the bead core 5, and the bead filler 6 is wrapped by a main body portion and a folded portion of the carcass layer 4.
  • a plurality of layers (two layers in FIG. 1) of belt layers 7 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1.
  • Each belt layer 7 includes a plurality of reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged so as to intersect each other between the layers.
  • the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set in the range of, for example, 10 ° to 40 °.
  • a belt reinforcing layer 8 is provided on the outer peripheral side of the belt layer 7.
  • the belt reinforcing layer 8 contains an organic fiber cord oriented in the tire circumferential direction.
  • the angle of the organic fiber cord with respect to the tire circumferential direction is set to, for example, 0 ° to 5 °.
  • the present invention is applied to a pneumatic tire having such a general cross-sectional structure, but the basic structure thereof is not limited to the above. Further, since the present invention relates to the arrangement of the stud pin P in the pneumatic tire in which the stud pin P is planted on the tread surface of the tread portion 1, the structure of the groove and the land portion formed on the surface of the tread portion 1 (Tread pattern) is not particularly limited.
  • the pneumatic tire shown in FIG. 2 has a plurality of lug grooves 11 extending along the tire width direction and a plurality of circumferential grooves 12 extending along the tire circumferential direction.
  • the portion 13 has a partitioned tread pattern.
  • the lug groove 11 extends inclined with respect to the tire width direction, one end is located on the tire equatorial CL, and the other end extends beyond the ground contact end E on one side in the tire width direction.
  • the existing first lug groove 11a extends at an angle with respect to the tire width direction, one end is located on the tire equatorial CL, and the other end extends beyond the contact end E on the other side in the tire width direction.
  • the second lug groove 11b is included.
  • first lug groove 11a and the second lug groove 11b one end of the first lug groove 11a and one end of the second lug groove 11b are alternately arranged in the tire circumferential direction on the tire equator CL, and the first lug groove 11a and the second lug groove 11b are arranged in the tire circumferential direction.
  • the 11a and the second lug groove 11b are arranged so as to form a substantially V shape.
  • the circumferential groove 12 extends so as to be inclined with respect to the tire circumferential direction so as to connect the adjacent lug grooves 11 in the tire circumferential direction in the middle portion of each lug groove 11 in the length direction.
  • the center land portion 13a is partitioned inside the tire width direction of the circumferential groove 12, and the shoulder land portion 13b (shoulder block) is partitioned outside the tire width direction of the circumferential groove 12. Further, in the illustrated example, one end communicates with the circumferential groove 12 in the middle portion in the length direction of each circumferential groove 12, extends from the circumferential groove 12 toward the tire equator CL side, and the other end ends.
  • An auxiliary groove 14 is provided that terminates within the center land portion 13a.
  • each land portion 13 is provided with a plurality of sipes 14.
  • the stud pin P can be planted on any land portion 13.
  • FIG. 3 is a cross-sectional view schematically showing a state in which the stud pin P is planted in the implantation hole of the tread portion 1.
  • the double flange type stud pin P is described as the stud pin P, but a stud pin P having a different structure such as a single flange type can also be used.
  • the stud pin P is composed of a columnar body portion P1, a tread side flange portion P2, a bottom side flange portion P3, and a tip portion P4.
  • the tread side flange portion P2 and the bottom side flange portion P3 have a larger diameter than the body portion P1, and the tread side flange portion P2 is formed on the tread surface side (outside in the tire radial direction) of the body portion P1 and the bottom side flange portion.
  • P3 is formed on the bottom side (inside in the tire radial direction) of the body portion P1.
  • the tip portion P4 protrudes outward in the tire radial direction from the tread side flange portion P2 on the pin shaft (center of the stud pin P).
  • the tip portion P4 protrudes from the tread surface in a state where the stud pin P is planted in the tread portion 1, it can bite into the ice and snow road surface and exhibits traction on ice.
  • the tip portion P4 is made of a material (for example, a tungsten compound) that is harder than other portions (body portion P1, tread side flange portion P2, bottom side flange portion P3) made of, for example, aluminum or the like.
  • the number of stud pins P included in the strip-shaped region described later is defined, but if at least a part of the tip portion P4 is present in the strip-shaped region described later, the number is counted as the number included in the strip-shaped region. To do.
  • the present invention is partitioned between a pair of tire meridians arranged so that the distance on the tire equator CL is 1/4 of the tire contact length, regardless of the tread pattern formed on the surface of the tread portion 1.
  • the region is defined as a tread region A (see, for example, the shaded area in FIG. 2).
  • a plurality of strip-shaped regions A (A1, A2, A3 ...) are arranged over the entire circumference of the tire by shifting the angles by 1 degree along the tire circumferential direction.
  • the number n of the stud pins P included in each band-shaped region A (A1, A2, A3 ...) Is measured. Note that FIG.
  • FIG. 4 schematically shows the arrangement of the band-shaped region A, and the details of the tread pattern formed in the tread portion 1 and the specific arrangement of the stud pins P are omitted. Further, the strip-shaped region A after the reference numeral A3 is omitted.
  • the reference numeral R in the figure represents the tire circumferential direction.
  • the number n of stud pins P included in each strip-shaped region A is set to 4.0% or less of the total number N of stud pins P in the entire circumference of the tire. ..
  • the number n of the stud pins P is 7 or less.
  • the number n of the stud pins P is 7 or less in each of the three strip-shaped regions A (hatched lines) surrounded by the alternate long and short dash line, which is described above. Meet the conditions of.
  • the above condition is satisfied.
  • the ratio of the number n of the stud pins P to the total number N of the stud pins P is suppressed to 4.0% or less, so that the stud pins P are suppressed when traveling on a dry road surface. It is possible to suppress the feeling of shock when the vehicle comes into contact with the road surface, and it is possible to improve the riding comfort performance.
  • the band-shaped region A in which the ratio of the number n of the stud pins P to the total number N of the stud pins P is set to an appropriate range of 2.0% or more is sufficiently provided on the entire circumference of the tire, it is on ice. The performance can be exhibited well.
  • a region in which the number n of stud pins P included in the strip-shaped region A is 3.0% or more of the total number N of stud pins P is distinguished as a concentrated region A'. It is preferable that the region A'is present at one or more locations on the tire circumference.
  • the total number N 190 is assumed as described above, and 3.0% of the total number N is 5.7. Therefore, in the example of FIG. 4, 6 or more are used.
  • the band-shaped region A provided with the stud pin P corresponds to the concentrated region A'. Further, in the three strip-shaped regions A (hatched portions) shown in FIG.
  • the locations where the number n of the stud pins P is 6 or 7 correspond to the concentrated region A'.
  • the portion where the number n of the stud pins P is 7 also corresponds to the dense region A ′′ described later, so the reference numeral in the figure is indicated as A (A ′′), but this portion is also concentrated.
  • region A' Corresponds to region A'.
  • the number n of stud pins P is larger than that of the other strip-shaped regions A, and the performance on ice is excellent. Therefore, by providing such a concentrated region A', the performance on ice can be further improved.
  • the number of concentrated regions A' is suppressed to 1/3 or less of the plurality of strip-shaped regions A, even if the concentrated regions A'are provided, the riding comfort performance on a dry road surface can be satisfactorily exhibited. ..
  • the concentrated area A' When the number of concentrated areas A'exceeds 1/3 of the plurality of strip-shaped areas A, the concentrated area A'where many stud pins P that can cause a feeling of shock during running increases, so that the riding comfort performance It becomes difficult to exert well.
  • the dense region A if the region in which the number n of the stud pins P included in the band-shaped region is 3.5% or more of the total number N of the stud pins P is distinguished as the dense region A ′′, the dense region A It is preferable that "" is present at one or more locations on the tire circumference.
  • the total number N 190 is assumed as described above, and 3.5% of the total number N is 6.7. Therefore, in the example of FIG. 4, 7 or more are used.
  • the band-shaped region A provided with the stud pin P corresponds to the concentrated region A'. Further, in the three strip-shaped regions A (hatched portions) shown in FIG.
  • the portion where the number n of the stud pins P is 7 corresponds to the concentrated region A ′′.
  • the tire It is preferable that the distance between the dense regions A "adjacent to each other in the circumferential direction is 100% or more of the tire contact length.
  • the dense region A" is particularly excellent in the on-ice performance among the concentrated regions A', so that the on-ice performance can be improved. Can be improved.
  • the distance between the dense areas A is larger than the tire contact patch length, the dense area A" existing in the contact patch when the tire rolls is reduced to one or less, and the dense area A "is provided.
  • the riding comfort performance on a dry road surface can be satisfactorily exhibited.
  • the distance between the dense areas A is less than 100% of the ground contact length, there are many stud pins P that can cause a feeling of shock during running. Since there may be a plurality of dense areas A ′′ in the ground plane, it is difficult to achieve good riding comfort. Note that the distance between the dense areas A ′′ is the distance between adjacent dense areas A ′′. It is the length along the tire circumferential direction between the tire meridians facing each other.
  • the stud pins P may be arranged as described above, but the total number of stud pins in the entire tire is preferably 135 to 250, more preferably 135 to 200.
  • the total number of stud pins in the entire tire is preferably 135 to 250, more preferably 135 to 200.
  • the region located on the tire equator CL is the center region.
  • Ce is defined and the pair of regions located on both sides of the center region Ce in the tire width direction are shoulder regions Sh, the center region Ce and the pair of shoulders are formed in the band-shaped region A in which the number n of stud pins P is 3 or more. It is preferable that at least one stud pin P is present in each of the regions Sh.
  • the stud pins By arranging the stud pins in a dispersed manner in the tire width direction in this way, it is possible to efficiently obtain a force for scratching the ice and snow road surface in the entire area in the tire width direction, which is advantageous for improving the performance on ice.
  • At least one stud pin P is provided in each of the center region Ce and the pair of shoulder regions Sh in two-thirds or more of the plurality of strip-shaped regions A. It will be distributed and arranged. Therefore, it is very effective for improving the performance on ice.
  • the protruding amount h of the stud pin P may be uniform, but the average value of the protruding amount h of the stud pin P included in the concentrated region A'is provided in the region excluding the average protruding amount Px and the concentrated region A'.
  • the average value of the protrusion amount h of the stud pin P is the average protrusion amount Pav
  • the protruding amount h of the stud pin P By setting the protruding amount h of the stud pin P in this way, the protruding amount of the stud pin can be suppressed low in the concentrated region A'in which the number of stud pins is relatively large, and the riding comfort performance can be improved. It will be advantageous. Further, from the viewpoint of ensuring sufficient performance on ice, it is preferable to satisfy the relationship of Px ⁇ 0.7 ⁇ Pav.
  • Example 1 Comparative Examples 1 and 2, which have a tire size of 205 / 55R16 94T, have the basic structure illustrated in FIG. 1, and have the structure set as shown in Table 1 based on the tread pattern of FIG. Eleven types of pneumatic tires of Examples 1 to 8 were produced.
  • total number N is the total number of stud pins provided on the entire tire
  • n is the number of stud pins included in each dense area.
  • the measured value in each tire, and the magnitude relationship between them are displayed. did.
  • the magnitude relationship the case where the measured value is equal to or less than the upper limit condition (0.04N) is indicated by “ ⁇ ”, and the case where the measured value exceeds the upper limit condition (0.04N) is indicated by “x”.
  • the “standard arrangement area” means a band-shaped area in which the number n of stud pins satisfies 2.0% or more of the total number N of stud pins N.
  • Arrangement of stud pins in the width direction means arrangement of stud pins in the tire width direction in a band-shaped region having three or more studs n, and at least one stud in each of a center region and a pair of shoulder regions. The case where the pin is present is indicated as “dispersion”, and the case where the stud pin is not present in either the center area or the pair of shoulder areas is indicated as “uneven distribution”.
  • Px / Pav is the ratio of the average protrusion amount Px of the stud pins included in the concentrated region to the average protrusion amount Pav of the stud pins provided in the region excluding the concentrated region.
  • the above-mentioned 11 types of pneumatic tires (conventional example 1, comparative examples 1 to 2, and examples 1 to 8) had a common ground contact length of 120 mm. That is, in each example, the length of the strip-shaped region in the tire circumferential direction (1/4 of the tire contact length) is 30 mm.

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

Abstract

L'invention concerne un bandage pneumatique qui a des tiges de goujon implantées sur une surface de bande de roulement d'une partie bande de roulement et qui permet d'améliorer les performances sur la glace et d'améliorer les performances de qualité de conduite sur une surface de route sèche. Ce bandage pneumatique a des tiges de goujon P implantées sur une surface de bande de roulement d'une partie bande de roulement 1. Lorsqu'une région délimitée entre une paire de méridiens de pneu est agencée de telle sorte qu'un espace entre ceux-ci sur une ligne centrale de pneu CL est 1/4 d'une longueur de contact avec le sol de pneu est définie comme une région de type ceinture A et une pluralité des régions de type ceinture A sont disposées sur toute la circonférence du pneu à un intervalle angulaire de 1 degré le long d'une direction circonférentielle du pneu, un nombre n des tiges de goujon P incluses dans chaque région de type ceinture A de toutes les régions de type ceinture A n'est pas supérieur à 4,0 % d'un nombre total N des tiges de goujon P dans toute la circonférence du pneu et le nombre n des broches de goujon incluses dans chaque région de type ceinture A de pas moins de 2/3 de la pluralité de régions de type ceinture A n'est pas inférieur à 2,0 % du nombre total N.
PCT/JP2020/036756 2019-11-01 2020-09-29 Bandage pneumatique WO2021085005A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202080074749.4A CN114599528B (zh) 2019-11-01 2020-09-29 充气轮胎
FI20225425A FI130329B (fi) 2019-11-01 2020-09-29 Paineilmatäytteinen rengas

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JP2019-199645 2019-11-01
JP2019199645A JP7172954B2 (ja) 2019-11-01 2019-11-01 空気入りタイヤ

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WO (1) WO2021085005A1 (fr)

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KR102548595B1 (ko) * 2021-05-25 2023-06-29 넥센타이어 주식회사 공기입 타이어

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JPS49132706A (fr) * 1973-04-21 1974-12-19
JPS5945203A (ja) * 1982-09-03 1984-03-14 Ohtsu Tire & Rubber Co Ltd スパイクタイヤ
JPS628105U (fr) * 1985-07-01 1987-01-19
JP2007050718A (ja) * 2005-08-15 2007-03-01 Yokohama Rubber Co Ltd:The 空気入りスタッドタイヤ
WO2019138792A1 (fr) * 2018-01-11 2019-07-18 横浜ゴム株式会社 Pneu pouvant recevoir des crampons et pneumatique

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JP4677027B2 (ja) * 2008-12-24 2011-04-27 住友ゴム工業株式会社 空気入りタイヤ及びスパイクタイヤ
JP6013732B2 (ja) * 2011-12-27 2016-10-25 株式会社ブリヂストン 空気入りタイヤ
JP5945203B2 (ja) 2012-09-27 2016-07-05 三和シヤッター工業株式会社 シャッター障害物検知システム
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