JPH0657483B2 - Belted tires for motorcycles - Google Patents
Belted tires for motorcyclesInfo
- Publication number
- JPH0657483B2 JPH0657483B2 JP60057679A JP5767985A JPH0657483B2 JP H0657483 B2 JPH0657483 B2 JP H0657483B2 JP 60057679 A JP60057679 A JP 60057679A JP 5767985 A JP5767985 A JP 5767985A JP H0657483 B2 JPH0657483 B2 JP H0657483B2
- Authority
- JP
- Japan
- Prior art keywords
- cord
- tire
- carcass
- layers
- angle
- 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.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
-
- 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
- B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
- B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
-
- 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
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Springs (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 この発明はオートバイ用ベルテツドタイヤであつて、カ
ーカスと、ベルトと、カーカスのサイドウオールの範囲
まで広がつたトレツド部分と、タイヤ中心線に対し対称
に配置されたゴム引き減衰層とを備えたものに関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a belted tire for a motorcycle, in which a carcass, a belt, a tread portion extending to the side wall of the carcass, and a tire center line are symmetrical. And a rubberized damping layer disposed on the.
かかるベルテツドタイヤはドイツ連邦共和国特許出願公
開公報第3005543号により知られており、且つカーカス
詳しく言うとバイアスカーカスと、ベルトと、カーカス
のサイドウオールの範囲まで広がつたトレツド部分と、
タイヤ中心線に対し対称に配置されたゴム引き減衰層と
を備えている。「応力を相殺する」又は「振動を吸収す
る」と呼ばれるこの減衰層は、ゴムから成ると共にカー
カスの二つの層の間に配置されている。この減衰層はト
レツドの約１０％ないし５０％に達する範囲にわたつて
広がつている。Such a belted tire is known from German Patent Application Publication No. 3005543, and the carcass, in detail, the bias carcass, the belt, and the treaded portion that extends to the side wall of the carcass,
And a rubberized damping layer disposed symmetrically with respect to the tire center line. This damping layer, called "stress cancellation" or "vibration absorption", consists of rubber and is arranged between two layers of the carcass. This damping layer extends over a range of up to about 10% to 50% of the tread.
この減衰層によりオートバイの恐ろしい「首振り」を避
けようとするものである。この首振りは、高速で真直ぐ
に走るオートバイが外部の影響例えば車線標識又はうね
つた路面の上を走ることにより乱されて、それにより振
動し始めるときに起きる。その際ハンドル軸の回りのハ
ンドルの著しい振動を発生することがあり、この振動は
ゆつくりとしか減衰しない。その際しばしばオートバイ
の運転車は恐慌状態に陥るので、事故が起こり得る。This damping layer seeks to avoid the horrifying "head swing" of motorcycles. This yaw occurs when a motorcycle running at high speed and straightness is disturbed by external influences, such as running over lane markings or undulating road surfaces, and thus begins to vibrate. At that time, a significant vibration of the steering wheel around the steering wheel shaft may occur, and this vibration is damped only slowly. Accidents can occur as motorcycle drivers often fall into a depression.
カーカスの二つの層の間に配置され純粋のゴムから成る
減衰層は首振り振動の減衰時間を短縮する一つの道を明
示するが、しかしながらまた新しい問題を引き起こす。
なぜならばカーカスの二つの層の間にねじりモーメント
が発生し、このモーメントの大きさは両層の間の距離と
共に増すからである。両層の間に減衰層を配置すればね
じりモーメントは比較的大きくなるので、カーカスの両
層は相互にはがれることがあり、従つてカーカスはもは
や希望する強さを持たない。このことは特に高速の際に
強く現われる。A damping layer made of pure rubber, placed between the two layers of the carcass, reveals one way to reduce the damping time of the oscillating vibration, but also introduces new problems.
This is because a torsion moment is generated between the two layers of the carcass, and the magnitude of this moment increases with the distance between the layers. By placing a damping layer between the two layers, the torsional moment is relatively large, so that the two layers of the carcass may peel off from each other and thus the carcass no longer has the desired strength. This is especially true at high speeds.
従つてこの発明は頭記の種類のベルテツドタイヤにおい
て、上記の問題がもはや発生しないタイヤを提供するこ
とを目的とする。It is therefore an object of the present invention to provide a belted tire of the type mentioned above in which the abovementioned problems no longer occur.
特に一方では上記の首振り振動を望ましい量に減衰し、
また同時にカーカスの強度が損なわれないようなベルテ
ツドタイヤを提案しようとするものである。Especially on the one hand, the above swing vibration is attenuated to the desired amount,
At the same time, it is an attempt to propose a belted tire that does not impair the strength of the carcass.
この目的はこの発明に基づき、サイドウォールの範囲ま
で広がったトレッド部分と、カーカスと、少なくとも一
つのコード層を有し、そのコード角度がタイヤの周方向
に対し０°ないし８°であり少なくとも６０００Ｎ／mm
2の弾性係数を有するベルトと、タイヤ中心線に対し対
称に配置されたゴム引き減衰層とを備え、この減衰層が
カーカスとベルトの間に配置されると共に交差した二つ
のコード層から成り、これらのコード層はコード角度が
タイヤの周方向に対し６０°ないし９０°の角度で互い
に交差すると共に６０００Ｎ／mm2を超える弾性係数と
最大で５０本／ｄｍのコード密度を有し、両コード層の
ゴム混合物が0.30を超える損失角tanδを有することに
より達成される。This object is based on the present invention that it has a tread portion that extends to the extent of the sidewall, a carcass, and at least one cord layer, the cord angle of which is 0 ° to 8 ° with respect to the tire circumferential direction and is at least 6000 N. / Mm
A belt having a modulus of elasticity of 2 and a rubberized damping layer symmetrically arranged with respect to the tire center line, the damping layer being arranged between the carcass and the belt and consisting of two cord layers intersecting each other, These cord layers intersect each other at a cord angle of 60 ° to 90 ° with respect to the tire circumferential direction, have a modulus of elasticity of more than 6000 N / mm 2 and a cord density of 50 cords / dm at the maximum. This is achieved by the rubber mixture of the layers having a loss angle tan δ of greater than 0.30.
この発明によつて得られる長所は、減衰層が比較的強い
運動の生じる場所に配置されているために、首振り振動
の望ましい強い減衰が生じるということに特に基づいて
いる。この運動は減衰層において熱に変換され、この熱
は問題無く外に向かつて放散できる。なぜならば減衰層
はカーカスの中にではなくトレツドの比較的そばに設け
られているからである。The advantage obtained with the invention is based in particular on the fact that the damping layer is arranged at a place where relatively strong movements occur, so that a desirable strong damping of the swinging vibration occurs. This movement is converted into heat in the damping layer, which heat can be dissipated outwards without any problems. This is because the damping layer is provided relatively close to the tread rather than in the carcass.
かかるベルテツドタイヤの接地面の移動の際にカーカス
の強制変形が起きる。タイヤの内圧と走行の際に生じる
遠心力とによりバイアスをかけられた各層は、そのとき
負荷を軽減され、その上圧縮ひずみに至ることもある。
交差した層から成るカーカスの変形は、コードの伸びと
コードの周方向に対する角度の変化とから構成される。
この角度の変化はコードの間にあるゴムの変形に結び付
く。高い弾性係数を有するコードを使用するときには限
られたコードの伸びしか起きないが、一方増大した角度
の変化従つてゴムの変形が生じる。0.30を超える損失角
tanδを有する高減衰性のゴム混合物を使用することに
より、その減衰特性が従来のベルテツドタイヤの減衰特
性より勝つており、すなわち首振り振動が非常に速やか
に減衰するようなタイヤを製造することが可能となる。When the contact surface of the belted tire is moved, the carcass is forcibly deformed. Each layer biased by the internal pressure of the tire and the centrifugal force generated during traveling is then relieved of the load and may even lead to compressive strain.
Deformation of a carcass consisting of intersecting layers consists of elongation of the cord and change in the angle of the cord with respect to the circumferential direction.
This change in angle results in deformation of the rubber between the cords. When using a cord with a high modulus of elasticity, only limited cord elongation occurs, whereas an increased angle change results in rubber deformation. Loss angle over 0.30
By using a highly dampening rubber mixture with tan δ, it is possible to manufacture a tire whose damping characteristics are superior to those of conventional belted tires, i.e. swing vibrations are damped very quickly. Becomes
減衰層がカーカスの二つの層の間にはもはや存在しない
ので、カーカスの強度を全く損なうことなく上記のこと
が達成される。The above is achieved without any loss of strength of the carcass, since the damping layer is no longer present between the two layers of the carcass.
上記の角度変化は交差した二つの減衰層ではひし形の変
形となつて現われ、この変形はゴムの減衰特性と結び付
いて望ましい強い減衰作用を生じる。The above-mentioned change in angle manifests itself as a rhombic deformation in the two intersecting damping layers, which deformation, in combination with the damping properties of the rubber, produces the desired strong damping action.
原理的にはカーカスは任意の構造を持つことができるけ
れど、セミラジアルカーカス又はラジアルカーカスとし
たときに特に良好な結果が得られる。In principle, the carcass can have any structure, but particularly good results are obtained when a semi-radial carcass or a radial carcass is used.
ベルトの天頂角が極端に小さいことによりカーカスは周
方向に高い弾性係数を持つ。それにより、タイヤの遠心
力による伸びがほとんど完全に減少され、そしてタイヤ
の輪郭が高速の場合にもほとんど変化しないので、幅広
い接地面が保証される。従つてかかるベルテツドタイヤ
は高速の際にも従来のオートバイ用タイヤより大きい力
伝達の役を果たす面を持つている。この接地面の増大に
よりまた摩耗が減少し従つて寿命が伸びる。Due to the extremely small zenith angle of the belt, the carcass has a high elastic modulus in the circumferential direction. A wide contact surface is thus ensured, as the centrifugal elongation of the tire is almost completely reduced and the contour of the tire changes little even at high speeds. Therefore, such belted tires have the function of transmitting force more than conventional tires for motorcycles even at high speeds. This increased contact area also reduces wear and thus extends life.
次にこの発明に基づくベルテツドタイヤの１実施例を示
す図面を参照しながら、この発明を詳細に説明する。Next, the present invention will be described in detail with reference to the drawings showing one embodiment of a belted tire according to the present invention.
全体を符号１０で表わしたベルテツドタイヤは、チュー
ブレスタイヤの場合に設けられているような通常のイン
ナライナ１２を有する。このインナライナ１２は上下に
重ねて配置された二つのコード層１４と１６により囲ま
れ、これらコード層は一緒にカーカスを形成する。図に
はラジアルカーカスが示されており、すなわちカーカス
の両コード層のコード角度はタイヤの周方向に対し９０
°である。A belted tire, generally designated by 10, has a conventional inner liner 12 such as is provided in the case of tubeless tires. The inner liner 12 is surrounded by two cord layers 14 and 16 arranged one above the other, which cord layers together form a carcass. The figure shows a radial carcass, that is, the cord angle of both cord layers of the carcass is 90 with respect to the tire circumferential direction.
°.
カーカスの両コード層１４，１６は通常のようにビード
からビードへ広がつている。Both carcass cord layers 14, 16 extend from bead to bead in the usual manner.
しかしながら図示の構造の代案として、セミラジアルカ
ーカス又はバイアスカーカスでさえも用いることができ
る。However, as an alternative to the structure shown, a semi-radial carcass or even a bias carcass can be used.
カーカスの両コード層１４，１６の上に交差した二つの
コード層１８，２０が配置されており、この二つの層は
減衰層を形成し且つコード角度がタイヤの周方向に対し
６０°ないし９０°で互いに交差するように配置されて
いる。これら両コード層はレーヨン、ポリエステル又は
芳香属ポリアミドから成り、且つ少なくとも６０００Ｎ
／mm2の弾性係数を有する。両コード層１８，２０が埋
め込まれているゴム混合物は少なくとも0.30の損失角ta
nδを有する。コード方向に垂直に測られたコード密度
は５０本／ｄｍを超えないようにするとよい。Disposed above both carcass cord layers 14, 16 are two intersecting cord layers 18, 20 which form a damping layer and whose cord angle is between 60 ° and 90 ° with respect to the tire circumferential direction. They are arranged so that they cross each other at °. Both of these cord layers consist of rayon, polyester or aromatic polyamide and are at least 6000N.
It has an elastic modulus of / mm 2 . The rubber mixture in which both cord layers 18 and 20 are embedded has a loss angle ta of at least 0.30.
have n δ. The cord density measured perpendicularly to the cord direction should not exceed 50 cords / dm.
図から分かるように、下側のコード層１８はタイヤの周
方向に対し約５６°の角度を成し、また上側のコード層
２０はタイヤの周方向に対し約１３５°の角度を成す。As can be seen, the lower cord layer 18 makes an angle of approximately 56 ° with the tire circumferential direction and the upper cord layer 20 makes an angle of approximately 135 ° with the tire circumferential direction.
連続的な移行を保証するために、両コード層１８，２０
は半径方向に段状になつており、その際両コード層はタ
イヤの中心線に対し対称にタイヤ１０のトレツド２４の
幅の約５０％ないし６０％を占める。To ensure a continuous transition, both code layers 18, 20
Are radially stepped, with both cord layers occupying approximately 50% to 60% of the width of the tread 24 of the tire 10 symmetrically with respect to the tire centerline.
減衰層の両コード層１８，２０の上には単一のベルト層
２２を有するベルトが配置されており、そのコード角度
はタイヤ１０の周方向に対し０°である。ベルト層２２
の弾性係数は少なくとも６０００Ｎ／mm2とするとよ
い。A belt having a single belt layer 22 is arranged on both the cord layers 18 and 20 of the damping layer, and the cord angle thereof is 0 ° with respect to the circumferential direction of the tire 10. Belt layer 22
The elastic modulus of is preferably at least 6000 N / mm 2 .
ベルト２２の上に最後にタイヤ１０の通常のトレツド２
４が設けられ、このトレツドはオートバイ用タイヤの際
には比較的幅広くサイドウオールの範囲まで達してい
る。Finally on the belt 22 the normal tread 2 of the tire 10.
4 is provided, and this tread is relatively wide in the case of a motorcycle tire and reaches the range of the side wall.
図面はこの発明に基づくベルテツドタイヤの１実施例の
層ごとに切り開かれた部分斜視図である。 １０…ベルテツドタイヤ全体、１４，１６…カーカス、
１８，２０…コード層（減衰層）、２２…ベルト、２４
…トレツド。The drawings are partial perspective views cut open layer by layer of an embodiment of a belted tire according to the present invention. 10 ... whole belted tire, 14, 16 ... carcass,
18, 20 ... Cord layer (attenuation layer), 22 ... Belt, 24
… Treed.
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特公 昭49−44123（ＪＰ，Ｂ１) 特公 昭52−49606（ＪＰ，Ｂ２) 特公 昭55−45402（ＪＰ，Ｂ２) 特公 昭54−11562（ＪＰ，Ｂ２) ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References Japanese Patent Publication No. 49-44123 (JP, B1) Japanese Patent Publication No. 52-49606 (JP, B2) Japanese Publication No. 55-45402 (JP, B2) Japanese Publication No. 54- 11562 (JP, B2)
Claims (2)
ッド部分（２４）と、 b)カーカス（１４，１６）と、 c)少なくとも一つのコード層を有し、そのコード角度が
タイヤの周方向に対し０°ないし８°であり少なくとも
６０００Ｎ／mm2の弾性係数を有するベルト（２２）
と、 d)タイヤ中心線に対し対称に配置されたゴム引き減衰層
とを備え、この減衰層がカーカス（１４，１６）とベル
ト（２２）の間に配置されると共に交差した二つのコー
ド層（１８，２０）から成り、これらのコード層はコー
ド角度がタイヤの周方向に対し６０°ないし９０°の角
度で互いに交差すると共に６０００Ｎ／mm2を超える弾
性係数と最大で５０本／ｄｍのコード密度を有し、両コ
ード層（１８，２０）のゴム混合物が0.30を超える損失
角tanδを有することを特徴とするオートバイ用ベルテ
ッドタイヤ。1. A tread portion (24) extending to the extent of a sidewall, b) a carcass (14, 16), and c) at least one cord layer, the cord angle of which is the circumferential direction of the tire. A belt having a modulus of elasticity of 0 ° to 8 ° with respect to at least 6000 N / mm 2 (22)
And d) a rubberized damping layer disposed symmetrically with respect to the tire center line, the damping layer being disposed between the carcass (14, 16) and the belt (22) and intersecting two cord layers. (18, 20), these cord layers intersect each other at an angle of 60 ° to 90 ° with respect to the circumferential direction of the tire and have an elastic modulus of more than 6000 N / mm 2 and a maximum of 50 cords / dm 2. A belted tire for motorcycles, which has a cord density and the rubber mixture of both cord layers (18, 20) has a loss angle tan δ of more than 0.30.
エステル又は芳香属ポリアミドから成ることを特徴とす
る特許請求の範囲第１項記載のタイヤ。2. Tire according to claim 1, characterized in that the cord layers (18, 20) consist of rayon, polyester or aromatic polyamide.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3410857.2 | 1984-03-23 | ||
| DE3410857A DE3410857C2 (en) | 1984-03-23 | 1984-03-23 | BELT TIRES |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60213504A JPS60213504A (en) | 1985-10-25 |
| JPH0657483B2 true JPH0657483B2 (en) | 1994-08-03 |
Family
ID=6231480
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60057679A Expired - Lifetime JPH0657483B2 (en) | 1984-03-23 | 1985-03-22 | Belted tires for motorcycles |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JPH0657483B2 (en) |
| DE (1) | DE3410857C2 (en) |
| ES (1) | ES285564Y (en) |
| FR (1) | FR2561588B1 (en) |
| GB (1) | GB2157239B (en) |
| IT (2) | IT8521081V0 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100375681C (en) * | 2002-08-09 | 2008-03-19 | 米其林技术公司 | Tyre for two-wheeled vehicles |
| CN100408357C (en) * | 2002-08-09 | 2008-08-06 | 米其林技术公司 | Tire for two-wheeled vehicles |
Families Citing this family (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62261504A (en) * | 1986-05-08 | 1987-11-13 | Yokohama Rubber Co Ltd:The | Radial tire for heavy load |
| US5339878A (en) * | 1990-05-18 | 1994-08-23 | Bridgestone Corporation | Pneumatic tires for motorcycles including a spirally wound belt cord layer |
| EP0456933B1 (en) * | 1990-05-18 | 1995-06-14 | Bridgestone Corporation | Pneumatic tires for motorcycles |
| US5301730A (en) * | 1991-01-07 | 1994-04-12 | Compagnie Generale De Etablissements Michelin - Michelin & Cie | Motorcycle tires |
| JP3083862B2 (en) * | 1991-03-05 | 2000-09-04 | 株式会社ブリヂストン | Pneumatic tires for motorcycles |
| GB2283215B (en) * | 1993-10-29 | 1997-07-23 | Sumitomo Rubber Ind | Motor-cycle radial tyre |
| US5529102A (en) * | 1994-02-19 | 1996-06-25 | Sumitomo Rubber Industries, Ltd. | Motorcycle radial tire with supplementary breaker ply |
| IT1277400B1 (en) | 1995-08-01 | 1997-11-10 | Pirelli | TIRE WITH HIGH TRANSVERSAL CURVATURE PARTICULARLY FOR TWO WHEEL VEHICLES |
| IT1283051B1 (en) | 1996-05-22 | 1998-04-07 | Pirelli | PAIR OF HIGH TRANSVERSAL CURVATURE TIRES, ESPECIALLY FOR TWO-WHEELED VEHICLES AND METHOD FOR BEHAVIORAL CONTROL |
| IT1283351B1 (en) | 1996-07-29 | 1998-04-17 | Pirelli | TIRE WITH HIGH TRANSVERSAL CURVATURE IN PARTICULAR FOR FRONT WHEELS |
| JP4523722B2 (en) * | 1999-02-19 | 2010-08-11 | ソシエテ ド テクノロジー ミシュラン | Motorcycle tire having a crown reinforcement with a ply comprising circumferential elements |
| JP4109468B2 (en) * | 2002-03-05 | 2008-07-02 | 住友ゴム工業株式会社 | Radial tires for motorcycles |
| FR2864467B1 (en) | 2003-12-24 | 2007-07-06 | Michelin Soc Tech | PNEUMATIC FOR TWO WHEELS |
| FR2864468B1 (en) * | 2003-12-24 | 2007-07-06 | Michelin Soc Tech | PNEUMATIC FOR TWO WHEELS |
| JP2006103420A (en) * | 2004-10-01 | 2006-04-20 | Sumitomo Rubber Ind Ltd | Radial tire for motorcycle |
| FR2885846B1 (en) * | 2005-05-18 | 2007-07-06 | Michelin Soc Tech | PNEUMATIC FOR TWO WHEELS |
| FR2886215A1 (en) * | 2005-05-24 | 2006-12-01 | Michelin Soc Tech | PNEUMATIC FOR TWO WHEELS |
| FR2924978B1 (en) | 2007-12-18 | 2011-06-10 | Michelin Soc Tech | ALLEGE PNEUMATIC COMPRISING A NON-RADIAL CARCASS STRUCTURE |
| JP5723412B2 (en) * | 2013-05-20 | 2015-05-27 | 住友ゴム工業株式会社 | Method for manufacturing motorcycle tire |
| WO2015097609A1 (en) * | 2013-12-23 | 2015-07-02 | Pirelli Tyre S.P.A. | Tyre for heavy load vehicle wheels |
| WO2024105422A1 (en) * | 2022-11-16 | 2024-05-23 | Evgenios Erotokritou | Soft treading tire |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB944876A (en) * | 1959-12-10 | 1963-12-18 | Dunlop Rubber Co | Improvements in or relating to pneumatic tyres |
| FR489255A (en) * | 1961-07-06 | 1919-01-11 | Edward Bullock Webster | Mechanical device suitable for preventing the skidding of automobiles and for propelling boats, sleds, bicycles, or other vehicles, on ice or on water, as well as for other uses |
| JPS5545402A (en) * | 1978-09-07 | 1980-03-31 | Tiger Vacuum Bottle Ind | Water stopping apparatus of pump pouring type pot at fallldown case |
| JPS55110605A (en) * | 1979-02-19 | 1980-08-26 | Bridgestone Corp | Pneumatic bicycle tire having good high-speed stability |
| JPS5822704A (en) * | 1981-08-04 | 1983-02-10 | Bridgestone Corp | Pneumatic semiradial tire for motorcycle |
| JPS5847606A (en) * | 1981-09-17 | 1983-03-19 | Yokohama Rubber Co Ltd:The | Radial belt tire for passenger car |
| DE3231548A1 (en) * | 1982-08-25 | 1984-03-01 | Metzeler Kautschuk GmbH, 8000 München | TIRES FOR TWO-WHEELED VEHICLES |
| DE3231547A1 (en) * | 1982-08-25 | 1984-03-01 | Metzeler Kautschuk GmbH, 8000 München | TIRES FOR TWO-WHEELED VEHICLES |
-
1984
- 1984-03-23 DE DE3410857A patent/DE3410857C2/en not_active Expired - Fee Related
-
1985
- 1985-03-12 FR FR8503593A patent/FR2561588B1/en not_active Expired
- 1985-03-13 IT IT8521081U patent/IT8521081V0/en unknown
- 1985-03-13 IT IT19896/85A patent/IT1187639B/en active
- 1985-03-21 GB GB08507414A patent/GB2157239B/en not_active Expired
- 1985-03-22 JP JP60057679A patent/JPH0657483B2/en not_active Expired - Lifetime
- 1985-03-22 ES ES1985285564U patent/ES285564Y/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100375681C (en) * | 2002-08-09 | 2008-03-19 | 米其林技术公司 | Tyre for two-wheeled vehicles |
| CN100408357C (en) * | 2002-08-09 | 2008-08-06 | 米其林技术公司 | Tire for two-wheeled vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| IT1187639B (en) | 1987-12-23 |
| ES285564Y (en) | 1986-07-16 |
| GB2157239A (en) | 1985-10-23 |
| GB2157239B (en) | 1987-12-09 |
| ES285564U (en) | 1985-12-16 |
| JPS60213504A (en) | 1985-10-25 |
| IT8519896A0 (en) | 1985-03-13 |
| GB8507414D0 (en) | 1985-05-01 |
| DE3410857A1 (en) | 1985-10-03 |
| FR2561588A1 (en) | 1985-09-27 |
| IT8521081V0 (en) | 1985-03-13 |
| DE3410857C2 (en) | 1993-11-04 |
| FR2561588B1 (en) | 1987-03-20 |
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