JPH10905A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH10905A JPH10905A JP8153806A JP15380696A JPH10905A JP H10905 A JPH10905 A JP H10905A JP 8153806 A JP8153806 A JP 8153806A JP 15380696 A JP15380696 A JP 15380696A JP H10905 A JPH10905 A JP H10905A
- Authority
- JP
- Japan
- Prior art keywords
- hardness
- tire
- pneumatic tire
- rubber
- jis
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
- 229920001971 elastomer Polymers 0.000 claims abstract description 31
- 230000002093 peripheral effect Effects 0.000 claims 1
- 229920001875 Ebonite Polymers 0.000 abstract description 13
- 238000005299 abrasion Methods 0.000 description 6
- 238000012360 testing method Methods 0.000 description 5
- 239000000853 adhesive Substances 0.000 description 3
- 230000001070 adhesive effect Effects 0.000 description 3
- 238000011156 evaluation Methods 0.000 description 3
- 230000000052 comparative effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000000465 moulding Methods 0.000 description 2
- ZZMVLMVFYMGSMY-UHFFFAOYSA-N 4-n-(4-methylpentan-2-yl)-1-n-phenylbenzene-1,4-diamine Chemical compound C1=CC(NC(C)CC(C)C)=CC=C1NC1=CC=CC=C1 ZZMVLMVFYMGSMY-UHFFFAOYSA-N 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000007720 emulsion polymerization reaction Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000010030 laminating Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 229920006395 saturated elastomer Polymers 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
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
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C11/1346—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls covered by a rubber different from the tread rubber
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、空気入りタイヤに
関し、さらに詳しくは、氷上摩擦力と耐摩耗性とを両立
させた空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire having both on-ice friction and abrasion resistance.
【０００２】[0002]
【従来の技術】一般に、雪氷路用のスタッドレスタイヤ
は、トレッドがブロックパターンから構成され、かつト
レッドゴムに氷面に対して高い粘着摩擦力を得るためＪ
ＩＳＡ硬度（２０°Ｃ）が３０〜５５程度の一般のタイ
ヤよりも軟質のものが使用されている。また、氷面に対
するエッジ効果を増すためブロック形状が夏用のタイヤ
に使われるブロックパターンよりも小さめにしてある。2. Description of the Related Art In general, a studless tire for snowy and icy roads has a tread formed of a block pattern, and a tread rubber having a high adhesive friction against an ice surface.
A tire that is softer than a general tire having an ISA hardness (20 ° C.) of about 30 to 55 is used. In order to increase the edge effect on the ice surface, the block shape is smaller than the block pattern used for summer tires.
【０００３】しかしながら、上記のような雪氷路用のス
タッドレスタイヤは、氷上摩擦力は向上するものの、ト
レッドゴムが柔らかく、かつブロックが小さいため耐摩
耗性が低く寿命が短いという欠点があった。すなわち、
スタッドレスタイヤの氷上摩擦力と耐摩耗性は、一方を
向上しようとすると他方が低下し、互いに相容れない関
係にあるため、両性能を共に向上させることは極めて難
しい課題であった。[0003] However, the above-mentioned studless tire for snow and ice roads has the disadvantage that although the frictional force on ice is improved, the tread rubber is soft and the block is small, so that the wear resistance is low and the life is short. That is,
As for the frictional force on ice and the wear resistance of the studless tire, when one of them is to be improved, the other is reduced, and the two are incompatible with each other. Therefore, it is extremely difficult to improve both performances.
【０００４】[0004]
【発明が解決しようとする課題】本発明の目的は、従来
のスタッドレスタイヤ並みの氷上摩擦力を維持しなが
ら、耐摩耗性も向上するようにした空気入りタイヤを提
供することにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a pneumatic tire which has improved friction resistance while maintaining a frictional force on ice comparable to that of a conventional studless tire.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
の本発明は、トレッドの表面に複数の溝とこれら溝によ
って区分された陸部とからなるトレッドパターンを有す
る空気入りタイヤにおいて、陸部の主体部をＪＩＳ Ａ
硬度（２０°Ｃ）が５０〜７０の硬質ゴムにて形成し、
該主体部の少なくとも車両進行方向の前縁部に、ＪＩＳ
Ａ硬度（２０°Ｃ）が３０〜５５で、かつ前記主体部
のゴムよりＪＩＳ Ａ硬度（２０°Ｃ）が５以上低い軟
質ゴムを一体に接合したことを特徴とするものである。SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to a pneumatic tire having a tread pattern having a plurality of grooves on a tread surface and a land portion divided by the grooves. JIS A
Hardness (20 ° C) is formed of 50-70 hard rubber,
At least a front edge of the main body in the vehicle traveling direction is JIS
A soft rubber having an A hardness (20 ° C.) of 30 to 55 and a JIS A hardness (20 ° C.) lower than that of the main portion rubber by 5 or more is integrally joined.
【０００６】このように、トレッドにおける陸部の主体
部を硬質ゴムにて形成することより軟質ゴムだけの従来
タイヤに比べ耐摩耗性が向上し、しかも主体部の車両進
行方向の前縁部に主体部のゴムより硬度が低い軟質ゴム
を一体に接合することにより、氷上における制動時の粘
着摩擦力が得られるので、従来のスタッドレスタイヤ並
みの氷上摩擦力を維持することができる。なお、本発明
において、ＪＩＳ Ａ硬度は室温２０°Ｃの条件下に測
定した値をいう。As described above, since the main portion of the land portion of the tread is formed of hard rubber, the wear resistance is improved as compared with the conventional tire using only soft rubber, and the front portion of the main portion in the vehicle traveling direction is provided. By joining together a soft rubber having a lower hardness than the rubber of the main body, an adhesive frictional force at the time of braking on ice can be obtained, so that a frictional force on ice comparable to a conventional studless tire can be maintained. In the present invention, JIS A hardness refers to a value measured under the condition of room temperature of 20 ° C.
【０００７】[0007]
【発明の実施の形態】以下、図に示す実施形態にもとづ
いて本発明を具体的に説明する。図１及び２は、本発明
の空気入りタイヤに設けたトレッドパターンの一例であ
り、トレッドＴの表面にタイヤ周方向に延びる複数本の
主溝１とこれらの主溝１と交差するようにタイヤ幅方向
に複数の横溝２が配置され、これら主溝１と横溝２によ
り多数のブロックが陸部４として形成されている。陸部
４には、タイヤ幅方向に多数のサイプ５が設けられてい
る。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be specifically described below based on an embodiment shown in the drawings. FIGS. 1 and 2 show an example of a tread pattern provided on a pneumatic tire of the present invention. A plurality of main grooves 1 extending in the tire circumferential direction on the surface of a tread T and the tire intersect with these main grooves 1 are shown. A plurality of lateral grooves 2 are arranged in the width direction, and a large number of blocks are formed as land portions 4 by the main groove 1 and the lateral grooves 2. The land portion 4 is provided with a large number of sipes 5 in the tire width direction.
【０００８】陸部４は、硬質ゴムからなるブロックの骨
格となる主体部４ａと、その周囲を軟質ゴムからなる薄
肉の縁部４ｂが囲むように一体に接合して形成されてい
る。主体部４ａは、陸部４の骨格をなすもので、その陸
部４の剛性を負担すると共に耐摩耗性が得られるように
する。他方、縁部４ｂは、制動時、駆動時或いは左右の
旋回時に撓むとき軟質ゴムの作用により粘着摩擦力を発
揮し、氷上における制動性能、駆動性能或いは操縦安定
性が得られるようにする。The land portion 4 is integrally formed such that a main body portion 4a serving as a skeleton of a block made of hard rubber and a thin edge portion 4b made of soft rubber surround the periphery thereof. The main body part 4a forms a skeleton of the land part 4, and bears the rigidity of the land part 4 so that wear resistance can be obtained. On the other hand, the edge portion 4b exerts an adhesive frictional force by the action of the soft rubber when flexing during braking, driving, or turning left and right, so that braking performance, driving performance or steering stability on ice can be obtained.
【０００９】本発明において、主体部４ａを形成する硬
質ゴムＡは、ＪＩＳ Ａ硬度（２０°Ｃ）が５０〜７０
であるようにに設定してある。ＪＩＳ Ａ硬度が５０未
満では、主体部がもたらすべき耐摩耗性を得ることがで
きなくなる。また、７０超では硬度が高くなりすぎ、乗
心地等のトレッドゴムに対する要求特性を満たせなくな
る。In the present invention, the hard rubber A forming the main portion 4a has a JIS A hardness (20 ° C.) of 50 to 70.
Is set to be. If the JIS A hardness is less than 50, it will not be possible to obtain the wear resistance that the main part should bring. On the other hand, if it exceeds 70, the hardness becomes too high, and it becomes impossible to satisfy the characteristics required for tread rubber such as riding comfort.
【００１０】また、縁部４ｂに配置する軟質ゴムＢは、
ＪＩＳ Ａ硬度（２０°Ｃ）が３０〜５５、好ましくは
３０〜４５であって、、かつ主体部４ａを形成する硬質
ゴムＡよりもＪＩＳ Ａ硬度の差が５以上低いゴムが使
用されている。硬質ゴムＡと軟質ゴムＢとのＪＩＳ Ａ
硬度の差が５未満では、縁部４ｂの動きが小さくなり、
本発明が目的とする良好な氷上摩擦力を得ることができ
ない。The soft rubber B disposed on the edge 4b is
A rubber having a JIS A hardness (20 ° C.) of 30 to 55, preferably 30 to 45, and a difference in the JIS A hardness of 5 or more lower than that of the hard rubber A forming the main portion 4a is used. . JIS A of hard rubber A and soft rubber B
If the difference in hardness is less than 5, the movement of the edge 4b is small,
The desired frictional force on ice cannot be obtained.
【００１１】スタッドレスタイヤに要求される最も重要
な特性は、氷上での制動性であるので、本発明におい
て、主体部４ａに接合する縁部４ｂは、少なくとも図３
（ａ）に示すように、車両進行方向Ｆに対する前縁側に
接合していなければならない。さらに、駆動性も向上さ
せるには、図３（ｂ）に示すように縁部４ｂを主体部４
ａの前後両縁部に設けるようにすればよく、さらに左右
方向の旋回性も向上させるようにするには、図１の態様
のように主体部４ａの全周囲に縁部４ｂを設ければよ
い。Since the most important characteristic required for a studless tire is braking performance on ice, in the present invention, the edge 4b joined to the main body 4a is at least as shown in FIG.
As shown in (a), it must be joined to the front edge side in the vehicle traveling direction F. Further, in order to improve the drivability, as shown in FIG.
In order to further improve the turning property in the left-right direction, it is sufficient to provide the edge 4b around the entire periphery of the main body 4a as shown in FIG. Good.
【００１２】本発明において、上述のように主体部４ａ
に接合する縁部４ｂの厚さとしては、０．５ｍｍ〜５ｍ
ｍの範囲に設定することが好ましい。０．５ｍｍ未満で
は氷上摩擦力を維持することが難しく、５ｍｍ超とする
と氷上摩擦力は飽和し、かえって低硬度ゴムの増加によ
って耐摩耗性が低下するようになる。図５のグラフは、
上記縁部の厚みによる効果を実験によって確認したもの
である。すなわち、図４に示すような幅Ｗ２５ｍｍ×長
さＬ６０ｍｍ×厚さ６．０ｍｍのゴム試験片をＪＩＳ
Ａ硬度（２０°Ｃ）が６０のゴムＡ（主体部）とＪＩＳ
Ａ硬度（２０°Ｃ）が３５の軟質ゴムＢ（縁部）から
構成し、縁部の厚さｔを０〜７ｍｍに変化させた６種類
の各試験片について、温度を−３°Ｃの氷上を、面圧
５．４ｋｇｆ／ｃｍ2 、速度２５ｍｍ／ｓｅｃで図４に
おける矢印方向に移動したときの摩擦係数を測定したと
きの結果を示すものである。In the present invention, as described above, the main body 4a
The thickness of the edge 4b to be joined to the
It is preferable to set it in the range of m. If it is less than 0.5 mm, it is difficult to maintain the frictional force on ice, and if it is more than 5 mm, the frictional force on ice is saturated, and the wear resistance is reduced due to the increase in the low hardness rubber. The graph in FIG.
The effect of the thickness of the edge was confirmed by an experiment. That is, a rubber test piece having a width of W25 mm, a length of L60 mm and a thickness of 6.0 mm as shown in FIG.
Rubber A (main part) whose A hardness (20 ° C) is 60 and JIS
A hardness (20 ° C.) was composed of soft rubber B (edge) having 35, and the thickness t of the edge was changed from 0 to 7 mm. It shows the result of measuring the coefficient of friction when moving on ice at a surface pressure of 5.4 kgf / cm 2 and a speed of 25 mm / sec in the direction of the arrow in FIG.
【００１３】評価は、ゴムＢの厚さｔが０（すなわち、
硬質ゴムＡだけ）の試験片の測定値を１００とする指数
で表示し、指数値が大きいほど氷上摩擦力が大きいこと
を意味する。本発明は、トレッドに設けた陸部の形状が
ブロックであるトレッドパターンに適用されることが好
適であるが、陸部の形状がリブ、ラグ、リブとラグとの
組合せのいずれのトレッドパターンに対しても適用でき
ることは勿論である。The evaluation is that the thickness t of the rubber B is 0 (ie,
It is indicated by an index with the measured value of the test piece of the hard rubber A only) being 100, and a larger index value means a larger frictional force on ice. The present invention is preferably applied to a tread pattern in which the shape of a land portion provided on a tread is a block, but the shape of the land portion is a rib, a lug, and any tread pattern of a combination of a rib and a lug. Of course, it can be applied to this.
【００１４】[0014]
【実施例】タイヤサイズが１８５／７０ＳＲ１３で、図
１のトレッドパターンで、各ブロックの寸法が、タイヤ
周方向２０ｍｍ、タイヤ幅方向２０ｍｍ、溝深さ９ｍｍ
でである点を共通とし、トレッドに表１に示すゴムＡ、
Ｂ、Ｃを選択使用することより、各ブロックの主体部４
ａに硬質ゴムＡ、縁部４ｂに厚さ１ｍｍの軟質ゴムＢを
被覆した本発明タイヤ、ブロック全体を硬質ゴムＡにし
た比較タイヤ、ブロック全体を軟質ゴムＣにした従来タ
イヤの各スタッドレスタイヤをそれぞれ製作した。な
お、本発明タイヤは、成型加硫前のグリーンタイヤのト
レッド部表面に、厚さ２ｍｍの軟質ゴムの未加硫シート
を積層し、成型加硫後、トレッドＴの表面を厚さ２ｍｍ
だけ、バフマシンにより切削除去して得た。EXAMPLE The tire size was 185 / 70SR13, and the dimensions of each block were 20 mm in the tire circumferential direction, 20 mm in the tire width direction, and 9 mm in the groove depth in the tread pattern shown in FIG.
And a rubber A shown in Table 1 for the tread,
By selecting and using B and C, the main part 4 of each block
Each of the tires of the present invention in which a is coated with hard rubber A and the edge 4b is coated with soft rubber B having a thickness of 1 mm, a comparative tire in which the entire block is hard rubber A, and a conventional tire in which the entire block is soft rubber C are used. Each was produced. The tire of the present invention is obtained by laminating an unvulcanized sheet of soft rubber having a thickness of 2 mm on the tread surface of a green tire before molding and vulcanizing, and after molding and vulcanizing, the surface of the tread T is 2 mm thick.
Only obtained by cutting off with a buffing machine.
【００１５】上記３種類のタイヤを排気量１８００ｃｃ
の乗用車に装着し、下記試験方法により、氷上摩擦力及
び耐摩耗性を測定した。測定の結果は表２のとおりであ
った。 氷上摩擦力：外気温−５°Ｃにおける氷上にて、走行速
度３０ｋｍ／ｈから急制動したときの停止距離を測定し
た。評価は測定値の逆数を以て行い、従来タイヤの測定
値を１００とする指数で表示した。この指数が大きいほ
ど氷上摩擦力が優れていることを意味する。 耐摩耗性：テストコース内で２，０００ｋｍ走行した後
のブロックの摩耗量を測定した。評価は測定値の逆数を
以て行い、従来タイヤの測定値を１００とする指数で表
示した。この指数が大きいほど耐摩耗性に優れているこ
とを意味する。[0015] The above three types of tires have a displacement of 1800 cc.
And the frictional force on ice and abrasion resistance were measured by the following test methods. Table 2 shows the results of the measurement. Friction force on ice: The stopping distance when sudden braking was performed at a running speed of 30 km / h on ice at an outside temperature of -5 ° C was measured. The evaluation was performed using the reciprocal of the measured value, and was represented by an index with the measured value of the conventional tire being 100. The larger the index, the better the frictional force on ice. Abrasion resistance: The amount of wear of the block after traveling 2,000 km on a test course was measured. The evaluation was performed using the reciprocal of the measured value, and was represented by an index with the measured value of the conventional tire being 100. The larger the index, the better the wear resistance.
【００１６】 １）スチレン含量２３．５％乳化重合ＳＢＲ ２）サントフレックス１３（日本モンサント） ３）Ｎ−ｔ−ブチル−２−ベンゾチアゾールスルフェンアミド[0016] 1) SBR 23.5% emulsion polymerization SBR 2) Santoflex 13 (Monsanto Japan) 3) Nt-butyl-2-benzothiazolesulfenamide
【００１７】 表２の結果から、本発明タイヤは、従来のタイヤ並みの
氷上摩擦力を維持しながら耐摩耗性が向上していること
が分かる。また、比較タイヤと比べると、耐摩耗性が同
等で、氷上摩擦力が向上していることが分かる。[0017] From the results shown in Table 2, it can be seen that the tire of the present invention has improved abrasion resistance while maintaining a frictional force on ice comparable to that of a conventional tire. Further, it can be seen that the abrasion resistance is equal and the frictional force on ice is improved as compared with the comparative tire.
【００１８】[0018]
【発明の効果】上述したように、本発明の空気入りタイ
ヤによれば、トレッドにおける陸部の主体部を特定硬度
の硬質ゴムにて形成し、少なくとも主体部の車両進行方
向の前縁部に主体部のゴムより硬度が一定以上の低い軟
質ゴムを一体に接合することにより、少なくとも制動性
において従来のスタッドレスタイヤ並みの氷上摩擦力を
維持しながら、耐摩耗性を向上することができる。As described above, according to the pneumatic tire of the present invention, the main portion of the land portion of the tread is formed of hard rubber having a specific hardness, and at least the front portion of the main portion in the vehicle traveling direction is formed. By joining together a soft rubber having a hardness lower than a certain level than the rubber of the main body, abrasion resistance can be improved while maintaining at least a frictional force on ice comparable to a conventional studless tire in braking performance.
【図１】本発明のタイヤに使用されるトレッドパターン
の一例を示す平面図である。FIG. 1 is a plan view showing an example of a tread pattern used for a tire of the present invention.
【図２】図１のＸ−Ｘ断面図である。FIG. 2 is a sectional view taken along line XX of FIG.
【図３】（ａ）、（ｂ）はそれぞれ本発明における陸部
の他の実施形態を示す平面図である。FIGS. 3A and 3B are plan views each showing another embodiment of a land portion according to the present invention.
【図４】陸部に相当する試験片を示す平面図である。FIG. 4 is a plan view showing a test piece corresponding to a land portion.
【図５】図４の試験片の軟質ゴムＢの厚さｔと氷上摩擦
係数との関係を示すグラフ図である。5 is a graph showing the relationship between the thickness t of the soft rubber B of the test piece of FIG. 4 and the coefficient of friction on ice.
１ 主溝 ２ 横溝 ４ 陸部（ブロック） ４ａ 主体部 ４ｂ 縁部 Ａ 硬質ゴム Ｂ 軟質ゴム Ｔ トレッド DESCRIPTION OF SYMBOLS 1 Main groove 2 Lateral groove 4 Land part (block) 4a Main part 4b Edge A Hard rubber B Soft rubber T Tread
Claims (4)
よって区分された陸部とからなるトレッドパターンを有
する空気入りタイヤにおいて、 前記陸部の主体部をＪＩＳ Ａ硬度（２０°Ｃ）が５０
〜７０の硬質ゴムにて形成し、該主体部の少なくとも車
両進行方向の前縁部に、ＪＩＳ Ａ硬度（２０°Ｃ）が
３０〜５５で、かつ前記主体部のゴムよりＪＩＳ Ａ硬
度（２０°Ｃ）が５以上低い軟質ゴムを一体に接合した
空気入りタイヤ。1. A pneumatic tire having a tread pattern comprising a plurality of grooves and land portions divided by these grooves on the surface of the tread, wherein the main portion of the land portion has a JIS A hardness (20 ° C.) of 50.
And a JIS A hardness (20 ° C.) of 30 to 55 at least at the front edge of the main body in the vehicle traveling direction, and a JIS A hardness (20 (C) a pneumatic tire integrally joined with a soft rubber having a low temperature of 5 or more.
部に前記軟質ゴムを一体に接合した請求項１に記載の空
気入りタイヤ。2. The pneumatic tire according to claim 1, wherein the soft rubber is integrally joined to a rear edge portion of the main portion of the land portion in a vehicle traveling direction.
ゴムを一体に接合した請求項１または２に記載の空気入
りタイヤ。3. The pneumatic tire according to claim 1, wherein the soft rubber is integrally joined to an entire peripheral portion of the main portion of the land portion.
ｍである請求項１、２または３に記載の空気入りタイ
ヤ。4. The soft rubber has a thickness of 0.5 mm to 5 m.
The pneumatic tire according to claim 1, 2 or 3, wherein m is m.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8153806A JPH10905A (en) | 1996-06-14 | 1996-06-14 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8153806A JPH10905A (en) | 1996-06-14 | 1996-06-14 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH10905A true JPH10905A (en) | 1998-01-06 |
Family
ID=15570532
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8153806A Pending JPH10905A (en) | 1996-06-14 | 1996-06-14 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH10905A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005523193A (en) * | 2002-04-19 | 2005-08-04 | ソシエテ ド テクノロジー ミシュラン | A tread having a tread pattern element composed of at least two rubber mixtures |
| JP2007283813A (en) * | 2006-04-13 | 2007-11-01 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2013525176A (en) * | 2010-04-20 | 2013-06-20 | 株式会社ブリヂストン | Tread strip having grooves with noise reduction means |
| JP2013203077A (en) * | 2012-03-27 | 2013-10-07 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
-
1996
- 1996-06-14 JP JP8153806A patent/JPH10905A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005523193A (en) * | 2002-04-19 | 2005-08-04 | ソシエテ ド テクノロジー ミシュラン | A tread having a tread pattern element composed of at least two rubber mixtures |
| JP2007283813A (en) * | 2006-04-13 | 2007-11-01 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2013525176A (en) * | 2010-04-20 | 2013-06-20 | 株式会社ブリヂストン | Tread strip having grooves with noise reduction means |
| US9333809B2 (en) | 2010-04-20 | 2016-05-10 | Bridgestone Corporation | Tread strip with grooves featuring noise-reducing means |
| JP2013203077A (en) * | 2012-03-27 | 2013-10-07 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
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