DK151092B - PNEUMATIC COVER FOR WINTER TRAVEL - Google Patents

PNEUMATIC COVER FOR WINTER TRAVEL Download PDF

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Publication number
DK151092B
DK151092B DK085079AA DK85079A DK151092B DK 151092 B DK151092 B DK 151092B DK 085079A A DK085079A A DK 085079AA DK 85079 A DK85079 A DK 85079A DK 151092 B DK151092 B DK 151092B
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Denmark
Prior art keywords
tire
slats
incisions
tread
leading edge
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DK085079AA
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Danish (da)
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DK151092C (en
DK85079A (en
Inventor
Yves Herbelleau
Charles Flechtner
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Michelin & Cie
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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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—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
    • B60C11/124—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern inclined with regard to a plane normal to the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface

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

Description

151092 i151092 i

Opfindelsen angår et pneumatisk dæk til vinterkørsel og af den art, der har en slidbane udformet med fremspring, hvori der er tilvejebragt tæt op ad hinanden beliggende indsnit, der indbyrdes afgrænser lameller, og 5 som hælder i forhold til normalen til slidbanens overflade, hvilke indsnit har en sådan bredde, forskellig fra nul, at deres sideflader ikke berører hinanden, når dækket er ubelastet, men berører hinanden, når dækket er belastet. Ved udtrykket fremspring forstås her blokke 10 eller ribber af gængs art.BACKGROUND OF THE INVENTION This invention relates to a pneumatic tire for winter driving and of a type having a tread formed with projections in which are provided interconnected intersecting boundaries of slats and inclined in relation to the normal to the surface of the tread, which incisions have such a width, different from zero, that their side surfaces do not touch each other when the tire is unloaded, but touch each other when the tire is loaded. By the term protrusion is here meant blocks 10 or ribs of a conventional nature.

Fra beskrivelserne til fransk patent nr. 759.592 og tillægspatent 48 383 er det kendt at forbedre et dæks vejgreb på tilsneet, fedtet eller våd bane, ved at opdele de fremspringende dele af slidbanen i et antal la-15 meller ved hjælp af et stort antal tæt op ad hinanden beliggende indsnit. Til tilvejebringelse af disse indsnit er det fra beskrivelsen til fransk patent nr.From the disclosures of French Patent No. 759,592 and Additional Patent 48,383, it is known to improve the tire's grip on the cut, greasy or wet web by dividing the protruding parts of the tread into a number of la-15s by a large number of tight adjacent incisions. To provide these incisions, it is from the specification to French patent no.

779.108 kendt i støbeformens væg at indsætte tynde metallameller af passende form.779,108 known in the mold wall to insert thin metal slats of suitable shape.

20 For nemmere at kunne fremstille støbeformen og fjerne det vulkaniserede dæk fra denne støbeform, anvender man udelukkende indsnit, der står vinkelret på slidbanens overflade, men hvis forløb i relation til dækkets omkredsretning kan være vilkårligt. Den lære, der også 25 kan drages fra disse patentskrifter er, at man i stedet for indsnit, der er vinkelrette på slidbanens overflade, kan have indsnit, der har en vilkårlig hældning i forhold til denne overflade.20 In order to more easily produce the mold and remove the vulcanized tire from this mold, only incisions perpendicular to the surface of the tread are used, but the course of the tire relative to the circumferential direction may be arbitrary. The lesson that can also be deduced from these patents is that instead of incisions perpendicular to the surface of the tread, incisions may have any inclination relative to this surface.

De sædvanlige vinkelrette indsnit forbedrer også 30 vejgrebet på sne og is. Det sker dog ofte, at dæk til vinterkørsel også kommer til at køre på veje, hvor der hverken er sne eller is, og man konstaterer så, når dækket igen kører på sne eller is, at den forbedring, der skyldes de vinkelrette indsnit, efter at dækket har kørt 35 et vist antal kilometer, er blevet ringere. Denne forringelse kommer frem, efterhånden som den skarpe kant ved de enkelte indsnit (set i den retning, hvori dækket 151092 2 påvirkes på vejbanen) slides og afrundes. Dette skyldes de deformationer, gummilamellerne mellem de successive indsnit udsættes for. Dette fænomen gør sig særlig gældende på radialdæk, hvor slidbanen stabiliseres af et 5 indlæg, der kun deformeres lidt.The usual perpendicular incisions also improve the grip on snow and ice. However, it often happens that tires for winter driving will also run on roads where there is no snow or ice, and it is then found, when the tire again runs on snow or ice, that the improvement due to the perpendicular incisions, after that the tire has driven 35 a certain number of kilometers has become inferior. This deterioration emerges as the sharp edge at the individual incisions (seen in the direction in which the tire 151092 2 is affected on the roadway) is worn and rounded. This is due to the deformations to which the rubber slats between the successive incisions are exposed. This phenomenon is especially true on radial tires, where the tread is stabilized by a 5 insert that is only slightly deformed.

Den opgave opfindelsen løser, er at afhjælpe den forringelse af vejgrebet på sne og is, der skyldes den nævnte afrunding af forkanten på lamellerne mellem de nævnte indsnit.The object of the invention is to remedy the deterioration of the grip on the snow and ice which results from the said rounding of the leading edge of the slats between said incisions.

10 Princippet på løsningen i overensstemmelse med opfindelsen går ud på at vælge indsnittenes hældning i forhold til normalen til slidbanens overflade, og dermed vælge hældningen af lamellerne mellem disse indsnit på en sådan måde, at man undgår den omtalte afrunding af 15 lamellernes forkant.The principle of the solution according to the invention is to choose the inclination of the incisions with respect to the normal to the surface of the tread, and thus to choose the inclination of the slats between these incisions in such a way as to avoid the said rounding of the leading edge of the slats.

I overensstemmelse hermed er et pneumatisk dæk ifølge opfindelsen ejendommeligt ved, at dækket er et radialdæk med radial dækkasse omgivet af et topindlæg, at indsnittenes hældning er på maksimalt 45°, og at 20 hældningen for nogle indsnits vedkommende vender i samme retning som den under accelerationen forekommende tangent iale kraftpåvirkning, der hidrører fra vejbanen, og for andre indsnits vedkommende vender i samme retning som den under bremsningen forekommende tangentiale 25 kraftpåvirkning, der hidrører fra vejbanen, og for yderligere indsnits vedkommende vender i retningerne for centrifugalpåvirkningen på dækket under kurvekørsel og udskridning.Accordingly, a pneumatic tire according to the invention is peculiar in that the tire is a radial tire with a radial tire enclosed by a top insert, that the incline of the incisions is at a maximum of 45 ° and that the inclination of some incisions faces in the same direction as that during acceleration. For example, the tangential impact force exerted by the roadway, and for other incisions, faces in the same direction as the tangential force effect exerted by the roadway, and for further incisions, the directions of the centrifugal impact on the tire during cornering and bending.

Opfindelsen beror på den grundtanke, at det nor-30 malt forekommende slid og den heraf følgende afrunding af forkanten af lamellerne i fremspringene (blokke eller ribber) på slidbanen kan kompenseres, hvis der på det belastede dæk under kørslen også forekommer slid ved bagkanten af lamellerne.The invention is based on the basic idea that the normal wear and tear and the resulting rounding of the leading edge of the slats in the projections (blocks or ribs) on the tread can be compensated if wear on the loaded tire during the ride also occurs at the rear edge of the slats. .

35 Når dækket presses mod vejbanen, lukker indsnit tene sig, og den heraf følgende deformation af lamellerne bevirker, at det især er bagkanten af lamellerne, der har kontakt med vejbanen.35 When the tire is pressed against the roadway, incisions tend to close, and the resulting deformation of the slats causes it to be particularly the rear edge of the slats which contacts the roadway.

3 1510923 151092

Under kørslen udsættes et dæk, i området for kontakt med vejbanen, for en tangentiel kraftpåvirkning, nemlig i dækkets rotationsretning, når bilen accelererer, i modsat retning, når bilen bremser, og i centrifugal 5 retning under kurvekørsel og udskridning.While driving, a tire, in the area of contact with the roadway, is subjected to a tangential force effect, namely in the direction of rotation of the tire as the car accelerates, in the opposite direction as the car brakes, and in the centrifugal direction during cornering and skidding.

Ved at udforme dækkets slidbane som angivet foroven er der mulighed for at kompensere for den forekommende slitage af lamellernes forkant, alt efter om indsnittenes hældning svarer til acceleration eller brems-10 ning eller centrifugal påvirkning.By designing the tread of the tire as indicated above, it is possible to compensate for the occurring wear of the leading edge of the slats, depending on whether the inclinations of the incisions correspond to acceleration or braking or centrifugal action.

Opfindelsen forklares nærmere i det følgende under henvisning til den skematiske tegning, hvor fig. 1-4 viser længdesnit gennem et opslidset fremr-spring på slidbanen på et dæk, der er udformet i overens-15 stemmelse med opfindelsen, idet fig. 1 viser et nyt dæk i ubelastet tilstand, fig. 2 viser dækket belastet, fig. 3 viser dækket kørt til, men ubelastet og fig. 4 det samme dæk i belastet tilstand.The invention is explained in more detail below with reference to the schematic drawing, in which fig. 1-4 are longitudinal sections through a slotted projection of the tread of a tire configured in accordance with the invention; 1 shows a new tire in the unloaded condition; FIG. 2 shows the tire loaded; FIG. 3 shows the tire driven but unloaded and FIG. 4 the same tire in loaded condition.

Fig. 1 viser et fremspring 10 på en ikke vist 20 slidbane af et dæk udformet med indsnit 11 i overensstemmelse med opfindelsen. Fremspringet 10 er afgrænset af to noter 9, der har en dybde H. Indsnittene 11 er placerede i nærheden af hinanden og afgrænser lameller 12. Disse indsnit har en bredde e. Den ene 25 sidevæg 13 til indsnittene 11 danner med slidbanens overflade en forkant 15, medens den anden sidevæg 13' med den samme overflade danner bagkanten 16 på lamellerne 12. Indsnittene danner en spids vinkel α med normalen N til slidbanen. Fra den ene lamel til den næste 30 kan hældningen α variere med højst 30°. Dybden h, der er omtrent lig med dybden H, kan fra det ene indsnit til det næste varierer i forhold på op til 0,5. I det viste udførelseseksempel har indsnittene 11 hældning i dækkets rotationsretning som angivet ved pilen F. Dis-35 se indsnit 11 virker, når køretøjet accelererer. For at opnå indsnit, der er virksomme under bremsning, må de bibringes en hældning i retning modsat drejeretningen. F.FIG. 1 shows a projection 10 on a tread not shown 20 of a tire formed with notches 11 in accordance with the invention. The projection 10 is bounded by two grooves 9 having a depth H. The notches 11 are located adjacent to each other and delimiting slats 12. These notches have a width e. One 25 side wall 13 of the notches 11 forms a leading edge with the tread surface 15 while the second side wall 13 'having the same surface forms the trailing edge 16 of the slats 12. The incisions form a pointed angle α with the normal N of the tread. From one slat to the next 30, the slope α can vary by a maximum of 30 °. Depth h, which is approximately equal to depth H, can vary from one incision to the next in ratios of up to 0.5. In the illustrated embodiment, the notches 11 incline in the direction of rotation of the tire as indicated by the arrow F. This notch 11 acts as the vehicle accelerates. In order to obtain incisions that are effective during braking, they must be inclined in a direction opposite to the direction of rotation. F.

4 1510924 151092

Indsnit, der skal virke mod centrifugal acceleration, må bibringes hældning i retning mod ydersiden af dækket i forhold til normalen til slidbanen.Incisions intended to act against centrifugal acceleration must be inclined toward the outside of the tire relative to the normal to the tread.

Når det nye dæk presses mod vejbanen (fig. 2), de-5 formerer lamellerne 12 i det i fig. 2 viste fremspring 10 sig, og indsnittene 11 lukker sig. Som følge heraf vokser vinklen α til en ny værdi α1, og det er nu kun bagkanterne 16, der har anlæg mod vejbanen. Efter kørsel over en vis afstand konstaterer man, at lamellerne 10 12's bæreflader 14 i forhold til deres oprindelige form (fig. 1) har fået en anden hældning som vist ved 14' i fig. 3. Det forekommende slid af lamellernes bagkant 16 (fig. 4) bringer forkanten 15 på nabolamellen til at rage ud, og ved passende valg af fordeling af 15 indsnittenes hældning og af lamellernes bredde kan man under tilkøringsperioden opnå et retningsorienteret slid på lamellernes bæreflader. Når den er etableret, opretholdes denne virkning, og det viser sig, at den praktisk taget er uafhængig af det omfang, hvori slidbanen slides.As the new tire is pressed against the roadway (Fig. 2), the slats 12 deform in the form shown in Figs. 2, the notches 10 are shown and the notches 11 close. As a result, the angle α grows to a new value α1, and it is now only the trailing edges 16 that abut the roadway. After driving over a certain distance, it is found that the supporting surfaces 14 of the slats 10 12 in relation to their original shape (Fig. 1) have a different slope as shown at 14 'in Figs. 3. The occurring wear of the trailing edge 16 of the lamellae (Fig. 4) causes the leading edge 15 of the neighboring lamella to protrude, and by appropriate selection of the inclination of the 15 incisions and the width of the lamellae, during the run-in period a directional wear on the lamellar bearing surfaces can be obtained. Once established, this effect is maintained and it turns out to be virtually independent of the extent to which the tread is worn.

20 Den velegnede værdi af indsnittenes hældning α, målt på det ubelastede dæk, er højst 45°. Som et eksempel kan man ved beregning vurdere variationen af vinklen af lamellernes forkant, under den antagelse, at det drejer sig om indsnit, der skal forbedre dækkets vejgreb i 25 længderetningen.20 The suitable value of the incline α of the incisions, measured on the unladen tire, is at most 45 °. As an example, the calculation of the variation of the angle of the leading edge of the slats can be estimated, assuming that these are incisions intended to improve the tire's longitudinal grip.

Man definerer følgende parametre: - P er afstanden mellem bagkanterne på to successive lameller i det ubelastede dæk, -ex er indsnittenes hældning i forhold til normalen, 30 -<*' er indsnittenes hældning efter bøjning af lamellerne i det belastede dæk, - e er bredden af indsnittene målt vinkelret på de sidevægge, der afgrænser disse indsnit, - E er lamellernes tykkelse, idet E = P cos <*- e, 35 - R er dækkets radius, og - d er afstanden fra slidbanens overflade til dækkets armering, hvorved forholdet mellem den nævnte af-The following parameters are defined: - P is the distance between the trailing edges of two successive slats in the unloaded tire, -ex is the incline of the incisions relative to the normal, 30 - <* 'is the incline of the incisions after bending the slats in the loaded tire, - e is the width of the notches measured perpendicular to the sidewalls defining these notches, - E is the thickness of the slats, E = P cos <* - e, 35 - R being the radius of the tire, and - d is the distance from the tread surface to the tire reinforcement, the ratio of said af-

Claims (5)

151092 stand P og den i dækkets berøringsflade reducerede afstand P' udtrykkes ved den i og for sig kendte relation: P'_ R-d P R ’ 5 Under disse betingelser opnår man følgende rela tion: . P cos <* - e R P coso< - e cos <*' = -pr- = R=a x -P- - I R P R - d ’ 10 Formindskelsen af forkantsvinklen efter tilkøring af dækket er lig differensen α - α' udledt fra de ovenfor angivne relationer, dvs. lig med . c arc cos α - arc cos α'. 15 I praksis anbefales det under hensyntagen til de ovenfor angivne relationer at tilgodese en variation af lamellernes forkantsvinkel, ved slitage, på op til 20°. I hele den foregående beskrivelse og i kravene 20 skal udtrykket "indsnit" forstås ikke alene således, at det betegner en i dybderetningen og/eller i længderetningen retliniet spalte, men også således, at det betegner en spalte med et helt andet forløb, f.eks. en krum eller bølget spalte, uanset det langsgående, tværgående 25 eller skråtliggende snitplan, man tager i betragtning.The position P and the distance P 'reduced in the tire surface of the tire are expressed by the relation known per se: P'_ R-d P R' 5 Under these conditions the following relation is obtained:. P cos <* - e RP coso <- e cos <* '= -pr- = R = ax -P- - IRPR - d' 10 The reduction of the leading edge angle after collision with the tire is equal to the difference α - α 'deduced from the above stated relationships, i.e. equal to . c arc cos α - arc cos α '. In practice, taking into account the above relationships, it is recommended to accommodate a variation of the leading edge of the slats, when worn, of up to 20 °. Throughout the foregoing description and claims 20, the term "incision" is to be understood not only to denote a rectilinear and / or longitudinal slit but also to denote a completely different slit, f. eg. a curved or wavy gap, regardless of the longitudinal, transverse or inclined sectional plan taken into account. 1. Pneumatisk dæk til vinterkørsel og af den art, der har en slidbane udformet med fremspring (10), hvori 30 der er tilvejebragt tæt op ad hinanden beliggende indsnit (11), der indbyrdes afgrænser lameller (12) , og som hælder i forhold til normalen (N) til slidbanens overflade (14), hvilke indsnit (11) har en sådan bredde (e), forskellig fra nul, at deres sideflader (13, 13') ikke 35 berører hinanden, når dækket er ubelastet, men berører hinanden, når dækket er belastet, kendetegnet ved, at dækket er et radialdæk med radial dækkasse om- 151092 givet af et topindlæg, at indsnittenes (11) hældning (a) er på maksimalt 45°,. og at hældningen for nogle indsnits vedkommende vender i samme retning som den under accele-rationen forekommende tangentiale kraftpåvirkning, der 5 hidrører fra vejbanen, og for andre indsnits vedkommende vender i samme retning som den under bremsningen forekommende tangentiale kraftpåvirkning, der hidrører fra vejbanen, og for yderligere indsnits vedkommende vender i retningerne for centrifugalkraftpåvirkningen på dækket 10 under kurvekørsel og udskridning.1. Pneumatic tire for winter driving and of the type having a tread formed with projections (10), 30 of which are provided close to each other (11), which are interlaced between slats (12) and which are inclined in proportion to the normal (N) of the tread surface (14), which notches (11) have such a width (e) different from zero that their side surfaces (13, 13 ') do not touch each other when the tire is unloaded, but touch each other when the tire is loaded, characterized in that the tire is a radial tire with a radial tire box provided by a top insert that the inclination (a) of the incisions (11) is at a maximum of 45 °. and that for some sections the inclination faces in the same direction as the tangential force effect occurring during the acceleration resulting from the roadway, and for other sections it faces in the same direction as the tangential force effect occurring from the roadway, and for further incisions, turn in the directions of centrifugal force on tire 10 during curve driving and skid. 2. Dæk ifølge krav 1, kendetegnet ved, at lamellernes (12) forkant (15) er udformede til af kunne udsættes for vinkelvariationer α-α1 på mellem 0° og 20°, idet vinklerne α og α' udledes fra relationerne: 15 E-e . E R cosa — ^ og cosoi — p , hvor P er afstanden mellem bagkanterne på to successive lameller i det ubelastede dæk, E er bredden af lamellerne (12), d er afstanden fra slidbanens overflade (14) 20 til dækkets armering og R er dækkets radius i ubelastet tilstand.Tire according to claim 1, characterized in that the leading edge (15) of the slats (12) is designed to be subjected to angular variations α-α1 of between 0 ° and 20 °, the angles α and α 'being deduced from the relations: 15 Ee . ER is cosa - ^ and cosoi - p, where P is the distance between the trailing edges of two successive slats in the unladen tire, E is the width of the slats (12), d is the distance from the tread surface (14) 20 to the tire reinforcement and R is the tire radius in unloaded condition. 3. Dæk ifølge krav 1 eller 2, kendetegnet ved, at hældningen (α) varierer fra den ene lamel til den næste med højst 30°. 25Tire according to claim 1 or 2, characterized in that the slope (α) varies from one slat to the next by not more than 30 °. 25 4. Dæk ifølge ethvert af kravene 1-3, kende tegnet ved, at dybden (L) af indsnittene (11), målt fra slidbanens overflade (14) og i normalens (N) retning, varierer fra den ene lamel til den næste i forhold på højst 0,5. 30Tires according to any one of claims 1-3, characterized in that the depth (L) of the incisions (11), measured from the surface (14) of the tread and in the direction (N) of the normal, varies from one slat to the next. ratio not exceeding 0.5. 30 5. Dæk ifølge ethvert af kravene 1-4, kende tegnet ved, at bredden (E) af en lamel (12), målt vinkelret på en af lamellens vægge (13, 13') udviser en variation i dækkets radiale retning og/eller i dækkets aksiale retning.Tire according to any one of claims 1-4, characterized in that the width (E) of a slat (12), measured perpendicular to one of the walls (13, 13 '), exhibits a variation in the radial direction of the tire and / or in the axial direction of the tire.
DK085079A 1978-03-03 1979-02-28 PNEUMATIC COVER FOR WINTER TRAVEL DK151092C (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR7806394 1978-03-03
FR7806394A FR2418719A1 (en) 1978-03-03 1978-03-03 TIRE FOR RIDING ON SNOW

Publications (3)

Publication Number Publication Date
DK85079A DK85079A (en) 1979-09-04
DK151092B true DK151092B (en) 1987-11-02
DK151092C DK151092C (en) 1988-06-20

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DK085079A DK151092C (en) 1978-03-03 1979-02-28 PNEUMATIC COVER FOR WINTER TRAVEL

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JP (1) JPS54124405A (en)
AT (1) AT367690B (en)
BE (1) BE874496A (en)
CA (1) CA1098017A (en)
CH (1) CH628293A5 (en)
DE (1) DE2908219A1 (en)
DK (1) DK151092C (en)
ES (1) ES478246A1 (en)
FI (1) FI790714A (en)
FR (1) FR2418719A1 (en)
GB (1) GB2017597B (en)
IT (1) IT1119673B (en)
LU (1) LU80985A1 (en)
NL (1) NL180734C (en)
NO (1) NO790720L (en)
SE (1) SE459854B (en)

Families Citing this family (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2461602A1 (en) * 1979-07-24 1981-02-06 Michelin & Cie PNEUMATIC FOR ROLLING ON SNOW
DE3146362A1 (en) * 1981-02-23 1982-09-02 The General Tire & Rubber Co., 44329 Akron, Ohio TIRE WITH IMPROVED TREAD
FR2544251B1 (en) * 1983-04-12 1986-05-09 Michelin & Cie RELIEF ELEMENTS OF A TIRE TREAD COMPRISING WAVY OR BROKEN TRACK INCISIONS
DE3324649A1 (en) * 1983-07-08 1985-01-31 Continental Gummi-Werke Ag, 3000 Hannover VEHICLE TIRES
JPS60240507A (en) * 1984-05-15 1985-11-29 Sumitomo Rubber Ind Ltd Low noise multi-siping tire
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FR2956357B1 (en) 2010-02-12 2012-05-18 Michelin Soc Tech TIRE FOR TWO - WHEELED VEHICLES COMPRISING A BEARING BAND HAVING INCISIONS.
FR2956355B1 (en) 2010-02-12 2012-05-18 Michelin Soc Tech TIRE FOR TWO - WHEELED VEHICLES COMPRISING A BEARING BAND HAVING INCISIONS.
FR2956354A1 (en) 2010-02-12 2011-08-19 Michelin Soc Tech TIRE FOR TWO - WHEELED VEHICLES COMPRISING A BEARING BAND HAVING INCISIONS.
FR2956356B1 (en) 2010-02-12 2012-06-08 Michelin Soc Tech TIRE FOR TWO - WHEELED VEHICLES COMPRISING A BEARING BAND HAVING A CIRCONFERENTIALLY CONTINUOUS CUT.
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FR3034356B1 (en) 2015-04-01 2018-08-10 Compagnie Generale Des Etablissements Michelin PNEUMATIC COMPRISING A TREAD
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GB727207A (en) * 1952-06-24 1955-03-30 Goodrich Co B F Improvements in or relating to a high speed tire

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ATA165379A (en) 1981-12-15
SE7901861L (en) 1979-09-04
BE874496A (en) 1979-06-18
ES478246A1 (en) 1979-11-01
GB2017597B (en) 1982-08-04
JPH0130641B2 (en) 1989-06-21
DE2908219A1 (en) 1979-09-06
NL180734B (en) 1986-11-17
NL180734C (en) 1987-04-16
LU80985A1 (en) 1979-06-18
IT7967456A0 (en) 1979-03-02
FR2418719B1 (en) 1980-09-05
NL7901681A (en) 1979-09-05
CH628293A5 (en) 1982-02-26
NO790720L (en) 1979-09-04
DE2908219C2 (en) 1990-09-06
AT367690B (en) 1982-07-26
GB2017597A (en) 1979-10-10
FR2418719A1 (en) 1979-09-28
IT1119673B (en) 1986-03-10
FI790714A (en) 1979-09-04
JPS54124405A (en) 1979-09-27
SE459854B (en) 1989-08-14
CA1098017A (en) 1981-03-24
DK151092C (en) 1988-06-20
DK85079A (en) 1979-09-04

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