Pneumatic tire

Abstract: A vulcanized pneumatic tire comprising a tread portion (1) which at least comprises a surface rubber layer (3) which is disposed in an outer portion of the tread portion in the radial direction of said tire and has a specific resistance of 10 8 Ω · cm or more after curing by vulcanization, and conductive rubber members (2) which are elongated in the circumferential direction and comprise a rubber composition having a specific resistance of 10 6 Ω · cm or less and with which portions of the tread portion are replaced, wherein the conductive rubber members (2) are made of a rubber that is different in type from the rubber of other portions of the tread portion (1), the conductive rubber members (2) are disposed in portions of the tread rubber portion (1) extending from a tire radial direction outer surface of the surface rubber layer to a tire radial direction inner surface of the tread rubber portion, and the conductive rubber members are formed discontinuously in both the tire circumferential direction and the tire widthwise direction, not only at the outer surface of the surface rubber layer but also at the inner surface of the tread portion.

Description: The present invention relates to a pneumatic tire, and in particular to an antistatic pneumatic tire showing improved durability. Heretofore, carbon black has generally been used as a reinforcing agent for tires. However, in recent years, improvement in the fuel economy of automobiles has been demanded to deal with environmental problems and much study has centered on how to decrease the rolling resistance of a tire. Therefore, tread rubbers having formulations containing a decreased amount of carbon black which causes hysteresis loss and using silica as a reinforcing material have been developed. Tread rubbers comprising silica as a reinforcing material provide increased braking ability on wet roads (referred to as wet traction, hereinafter) and decreased rolling resistance. However, tread rubbers comprising silica have a problem in that the electric resistance thereof is higher than that of tread rubbers comprising carbon black without silica, and electricity conducted from the body of an automobile and electricity generated by internal friction during deformation of the rubber are accumulated. To solve the problem of static electricity accumulation, for example, antistatic tires having a surface covered with a layer of a conductive rubber have been proposed in the specifications of European patent No. 705722 and European patent No. 718216. However, these tires have a problem in that the electric conductivity decreases when abrasion of the tread rubber takes place in the intermediate to final period of the life span of the tire. In the specification of European patent No. 681931 an antistatic pneumatic tire comprising a conductive rubber member disposed in the circumferential direction of the tire has been proposed. In the specifications of the United States Patent No. 5,518,055 and European Patent No. 658452, antistatic tires comprising conductive rubber members disposed between the tread portion and the sides of the tires have been proposed. However, these tires have a problem in that the tires are weak against a force applied from a transverse direction because these tires have a structure shown in Figure 6 of the accompanying drawings in which conductive rubber members 20 having the same thickness as that of tread rubbers 10 are disposed between the tread portions 10, and separation tends to takes place at the boundaries of the conductive rubber members 20 and the tread portions 10 as shown in Figure 7. When separation takes place at a portion of the tire, the separation extends in the circumferential direction over the whole tire, and the durability of the tire markedly decreases. The present invention has an object of providing a pneumatic tire showing not only excellent static discharge effects but also excellent durability. The present inventors paid attention to the arrangement of conductive rubber members, and it was found as the result of extensive studies that the above object can be achieved by the means explained below. The present invention has been made on the basis of this knowledge. The pneumatic tire of the present invention is described in the following. The pneumatic tire of the present invention comprises a tread portion which comprises a surface rubber layer which is disposed in an outer portion of the tread portion in the radial direction of said tire and has a specific resistance of 10 8 Ω·cm or more after curing by vulcanization, and conductive rubber members which comprise a rubber composition having a specific resistance of 10 6 Ω·cm or less and with which portions of the surface rubber layer are replaced, wherein the conductive rubber members are disposed in portions of the surface rubber layer extending from an outer surface to an inner surface in the radial direction of said tire, are discontinuous both in the circumferential direction and the widthwise direction of said tire at the outer surface of the surface rubber layer and also at the inner surface in the radial direction of said tire, preferably have a width of 0.1 to 3.0 mm, and are preferably disposed in such a manner that at least some of the conductive rubber members are placed inside an area of the surface of said tire which is in contact with a road surface. In this pneumatic tire, it is preferable that the conductive rubber members are disposed at at least three positions which are placed in an area of the surface of said tire which is in contact with a road surface and which are placed in the same cross section in the transverse direction of said tire. It is preferable that the length of the conductive rubber members in the circumferential direction of said tire is the same as or less than the length of an area of the surface of said tire which is in contact with a road surface. It is more preferable that the length of the conductive rubber members in the circumferential direction of said tire is 1/12 or less of the length of the circumference of said tire. It is also preferable that the conductive rubber members have a width of 0.5 to 2.0 mm. The tread portion may have a structure consisting of at least two layers comprising a surface rubber layer which is disposed in an outer portion of the tread portion in the radial direction of said tire and an inner rubber layer which is disposed at an inner portion of the tread portion in the radial direction of said tire and has a specific resistance of 10 6 Ω·cm or less after curing by vulcanization. It is preferable that the conductive rubber members are made from a rubber cement having a specific resistance of 10 6 Ω·cm or less after curing by vulcanization. The pneumatic tire of the present invention is such that, when conductive paths are formed by disposing conductive rubber members in the tread portion, the conductive rubber members are separated from each other in the circumferential direction with portions of the tread disposed between the conductive rubber members in the circumferential direction, and not in such a manner that a continuous single conductive rubber member is formed around the complete circumference. Because of the above structure, force in the transverse direction of the tire is effectively dispersed, and movement of the conductive rubber members and deformation of the rubber at the boundaries thereof is suppressed preventing separation of the conductive rubber members. As a result, the durability of the tire is improved. The pneumatic tire of the present invention shows an excellent ability to discharge electricity and does not allow static electricity to accumulate during the entire period of the life span of tire use because of the structures described above. Therefore, generation of sparks can be prevented, and noise in automobile radios can be decreased. Moreover, separation of the tread portion and the conductive rubber members can be prevented by the effective dispersion of the force applied to the tire in the transverse direction, and the durability of the tire is remarkably improved. The invention will be further described with reference to the accompanying drawings, wherein Figure 1 shows a perspective sectional view exhibiting an example of a pneumatic tire which is not of the present invention. Figure 2 shows a perspective sectional view exhibiting another example of a pneumatic tire not of the present invention. Figure 3 shows a perspective sectional view exhibiting a further example of a pneumatic tire not of the present invention. Figure 4A shows a perspective sectional view exhibiting an example of a preferred embodiment of the pneumatic tire of the present invention, in which conductive rubber members are disposed through the entire thickness of a surface rubber layer. Figure 4B shows a perspective sectional view exhibiting another example of a preferred embodiment of the pneumatic tire of the present invention, in which conductive rubber members are disposed through the entire thickness of a surface rubber layer and an inner layer. Figure 4C shows a perspective sectional view exhibiting another example of a preferred embodiment of the pneumatic tire of the present invention, in which a portion of the conductive rubber member are disposed through the entire thickness of a surface rubber layer and an inner layer. Figure 5 shows a perspective sectional view schematically exhibiting a tread portion of a conventional pneumatic tire. Figure 6 shows a perspective sectional view schematically exhibiting a tread portion of a pneumatic tire used in a comparative example. Figure 7 shows a perspective sectional view schematically exhibiting separation in a tread portion of the pneumatic tire used in the comparative example. Figure 8 shows a schematic diagram of an apparatus for the measurement of specific resistance used in the examples. Figure 9A and 9B show views of an apparatus for the measurement of specific resistance and a diagram exhibiting the method of the measurement. The rubber composition used for the conductive rubber members of the present invention comprises a rubber composition having a specific resistance of 10 6 Ω·cm or lower. In other words, the rubber composition used for the conductive rubber members has a specific resistance which is 1/100 or less of that of the rubber composition used for the tread portion which has a specific resistance of 10 8 Ω·cm or more. The smaller the specific resistance, the better. A specific resistance of 10 3 Ω·cm or less is more preferable to obtain a remarkable antistatic effect. It is preferable from the standpoint of durability that diene rubber used in the rubber composition for the conductive rubber members having a specific resistance of 10 6 . Ω·cm or lower in the present invention comprises at least one rubber selected from styrene-butadiene rubber (SBR), butadiene rubber (BR), and natural rubber (NR). It is preferable that the rubber composition for the conductive rubber members comprises carbon black having a specific surface area measured by nitrogen adsorption (N 2 SA) of 80 m 2 /g or more, more preferably 130 m 2 /g or more, and an absorption of dibutyl phthalate (DBP) of 100 ml/100 g or more, more preferably 110 ml/100 g or more. In this rubber composition, the durability of the rubber layer which forms the charge-carrying paths can be improved and the antistatic effect can be maintained until the final stages of the life span of the tire by using carbon black having a small particle diameter and a high structure as described above. N 2 SA and DBP are measured in accordance with the methods of ASTM D3037-89 and ASTM D24-9014, respectively. When the amount of carbon black used is less than 40 parts by weight per 100 parts by weight of the diene rubber, then the reinforcing properties of the carbon black are insufficient. When the amount exceeds 100 parts by weight, then the rubber becomes too hard after vulcanization and cracks appear if not enough softener is used, and, if too much softener is used, the abrasion resistance is reduced. As the components for compounding other than carbon black, ingredients generally used in rubber products, such as vulcanizing agents, vulcanization accelerators, auxiliary vulcanization accelerators; softeners, and antioxidants, can be used in amounts generally used in rubber products. In the present invention, it is preferable that the above conductive rubber members are made from a rubber cement having a specific resistance of 10 6 Ω·cm or less after vulcanization. Water may be used as the solvent for the rubber cement, but it is preferable from the standpoint of stability of quality that an organic solvent is mainly used as the solvent for the rubber cement. Examples of the organic solvent include hexane, petroleum ether, heptane, tetrahydofuran (THF), and cyclohexane. Hexane is preferable among these solvents. The rubber cement is poured into cuts formed discontinuously in the circumference of the surface rubber layer to fill the cuts with the cement. The cuts are formed by a cutting means, such as a cutter. The rubber cement has the advantage in that the cuts can be filled easily. The rubber composition used for the tread portion of the present invention comprises fillers containing at least silica so that the driving performance on wet roads and the ability to maximize fuel economy are both satisfied at high levels, and the specific resistance of the rubber composition becomes 10 8 Ω·cm or more as the result of such adjustment in the formulation. As the rubber component used in the rubber composition of the tread portion of the present invention, synthetic rubbers or natural rubber can be used singly or blended together. Examples of the synthetic rubber include polyisoprene rubber (IR), polybutadiene rubber (BR), styrene-butadiene rubber (SBR), butyl rubber, and halogenated butyl rubber. Among these rubbers, SBR, such as SBR obtained by emulsion polymerization and SBR obtained by solution polymerization, is preferably used, and oil extended SBR is more preferably used. The filler used in the present invention comprises carbon black and silica. As carbon black, carbon black having a specific surface area measured by nitrogen adsorption (N 2 SA) of 80 m 2 /g or more and an absorption of dibutyl phthalate (DBP) of 100 cm 3 /100g or more can be used. However, the carbon black is not particularly limited. As silica, synthetic silica prepared by the precipitation process is preferably used. Specific examples of such silica include "NIPSIL AQ" manufactured by Nippon Silica Kogyo Co., Ltd.; "ULTRASIL VN3" and "BV3370GR" manufactured by German company Degussa AG., "RP1165MP", "ZEOSIL 165GR", and "ZEOSIL 175VP" manufactured by Rhone Poulenc Company, and "HISIL 233", "HISIL 210", and "HISIL 255" manufactured by PPG company. However, the silica is not limited to these examples. In the present invention, the rubber composition for the tread portion of the present invention preferably further comprises a silane coupling agent. Because the physical bond between silica and rubber is weaker than the bond between carbon black and rubber, abrasion resistance of the tire decreases. The silane coupling agent is used for increasing the strength of the bond between silica and the rubber component to more surely obtain good abrasion resistance. Examples of the silane coupling agent include bis(3-triethoxysilylpropyl) tetrasulfide, bis(2-triethoxysilylethyl) tetrasulfide, bis(3-trimethoxysilylpropyl) tetrasulfide, bis(2-trimethoxysilylethyl) tetrasulfide, 3-mercaptopropyltrimethoxysilane, 3-mercaptopropyltriethoxysilane, 2-mercaptoethyltrimethoxysilane, 2-mercaptoethyltriethoxysilane, 3-nitropropyltrimethoxysilane, 3-nitropropyltriethoxysilane, 3-chloropropyltrimethoxysilane, 3-chloropropyltriethoxysilane, 2-chloroethyltrimethoxysilane, . 2-chloroethyltriethoxysilane, 3-trimethoxysilylpropyl-N,N-dimethylthiocarbamoyl tetrasulfide, 3-triethoxysilylpropyl-N,N-dimethylthiocarbamoyl tetrasulfide, 2-triethoxysilylethyl-N,N-dimethylthiocarbamoyl tetrasulfide, 3-trimethoxysilylpropylbenzothiazole tetrasulfide, 3-triethoxysilylpropylbenzothiazole tetrasulfide, 3-triethoxysilylpropyl methacrylate monosulfide, and 3-trimethoxysilylpropyl methacrylate monosulfide. Among these silane coupling agents, bis(3-triethoxysilylpropyl) tetrasulfide and 3-trimethoxysilylpropylbenzothiazole tetrasulfide are preferable. Examples of the silane coupling agent also include bis(3-diethoxymethylsilylpropyl) tetrasulfide, 3-mercaptopropyldimethoxymethylsilane, 3-nitropropyldimethoxymethylsilane, 3-chloropropyldimethoxymethylsilane, dimethoxymethylsilylpropyl-N,N-dimethylthiocarbamoyl tetrasulfide, and dimethoxymethylsilylpropylbenzothiazole tetrasulfide. The amount of the silane coupling agent is preferably 5 to 20% by weight, more preferably 10 to 15% by weight, of the amount of silica. The amount of the filler is 30 to 100 parts by weight, more preferably 50 to 90 parts by weight, per 100 parts by weight of the rubber component. The amount of carbon black, among the fillers, is 0 to 40 parts by weight, more preferably 5 to 20 parts by weight, per 100 parts by weight of the rubber component. The amount of silica, among the fillers, is 30 to 100 parts by weight, more preferably 50 to 80 parts by weight, per 100 parts by weight of the rubber component. When the amount of silica is less than 30 parts by weight, the friction force on wet roads is insufficient. When the amount of silica exceeds 100 parts by weight, abrasion resistance becomes insufficient, and moreover, processing becomes difficult. The rubber composition for the tread portion of the present invention may suitably comprise other compounding ingredients generally used in the rubber industry, such as zinc oxide, stearic acid, antioxidants, wax, and vulcanizing agents, within the range that the advantages of the present invention are not adversely affected. The rubber composition for the tread portion of the present invention can be obtained by mixing the components by using a mixer, such as rolls, an internal mixer, and a Banbury mixer, vulcanized after forming, and used for the tread portion. The structure of the pneumatic tire of the present invention is specifically described in the following. Figure 1 shows a perspective sectional view exhibiting an example of a pneumatic tire not of the present invention. As shown in Figure 1, in this pneumatic tire, conductive rubber members 2 which are elongated in the circumferential direction are disposed in the tread portion 1, which has a specific resistance of 10 8 Ω·cm or more, at at least one location in the transverse direction, extending substantially through the thickness of the tire, and the tread portion 1 is divided in the transverse direction by the conductive rubber members 2. In the present invention, it is important that the conductive rubber members 2 have a width of 0.1 to 3.0 mm, preferably 0.5 to 2.0 mm, and are disposed in such a manner that the conductive rubber members extend discontinuously along the circumference of the tire, and at least some of the conductive rubber members 2 are placed in the area of the surface of the tire which is in contact with the road surface. In the tire shown in Figure 1, conductive rubber members are disposed at both sides of the center of the tire in a similar manner at the same distance from the center. When the width of the conductive rubber member 2 is less than 0.1 mm, there is the possibility of the conductive rubber layer being covered over by the tread rubber during vulcanization wherein sufficient conductivity is not obtained. When the width exceeds 3.0 mm, the rolling resistance performance of the tire deteriorates, and the formation of uneven wear is accelerated. Because the conductive rubber members 2 extend discontinuously along the circumference of the tire, force applied to the tire in the transverse direction is effectively dispersed, and movement of the conductive rubber members 2 and deformation of the rubber at the boundaries of the conductive rubber members 2 and the tread portion 1 is suppressed thereby preventing separation of the conductive rubber members 2. Moreover, because at least some of the conductive rubber members 2 are placed in the area of the surface of the tire which is in contact with the surface of the road, the antistatic effect can always be obtained. "The area of the surface of the tire which is in contact with the surface of the road" described above is the area of the surface of the tire which is in contact with the surface of the road when the tire is attached to a specific rim, inflated to a specific air pressure, placed perpendicular to a flat plate without rotation, and has a specific mass applied thereto. The specific values in the above description are as follows: in accordance with the specification of Japanese Automobile Tire Manufacturers Association (JATMA) described in JATMA YEAR BOOK, 1996, a tire is attached to a standard rim, and the maximum applicable load and the air pressure corresponding to this load (the maximum air pressure) for the size and ply rating of the tire are applied. When the specification of TRA or the specification of ETRTO is applied at the location of use or manufacture, the specific values in accordance with the applied specification are used as the above specific values. In this embodiment, the antistatic effect can be more surely exhibited when the conductive rubber members dividing the tread portion which has a specific resistance of 10 8 n cm in the transverse direction are placed at at least three positions in the area of the surface of the tire which is in contact with the road surface and in the same section of the tread portion in the transverse direction of the tire as shown in Figures 2 and 3. The force applied to the tire in the transverse direction can be more effectively dispersed, and separation of the conductive rubber members from the tread portion can be more effectively prevented when the length of the conductive rubber members in the circumferential direction is the same as or less than the length of the area of the surface of the tire which is in contact with the road surface, particularly when the length of the conductive rubber members in the circumferential direction is 1/12 or less of the circumferential length of the tire. "The length of the area of the tire which is in contact with the surface of the road" described above is the maximum diametrical length in the direction perpendicular to the direction of the axis in the area of the tire which is in contact with the surface of the road when the tire is attached to a specific rim, inflated to a specific air pressure, placed perpendicular to a flat plate without rotation, and loaded with a specific mass. The specific values in the above description are the values in accordance with the specification of JATMA as described above when the specification of JATMA is applied. When the specification of TRA or the specification of ETRTO is applied at the location of use or manufacture, the specific values in accordance with the applied specification are used as the above specific values. In the present invention, as shown in Figure 4A, the tread portion may have a structure consisting of at least two layers comprising a surface rubber layer 3 which is disposed in an outer portion in the radial direction of the tire and has a specific resistance of 10 8 Ω·cm or more and an inner rubber layer 4 which is disposed in an inner portion in the radial direction of the tire and has a specific resistance of 10 6 Ω·cm or less after curing by vulcanization and has conductive rubber members 2 disposed in portions of the surface rubber layer 3 extending in the circumferential direction of the tire with substantially the same thickness as the surface rubber layer 3. When the inner rubber layer 4 has a relatively large specific resistance in the range of 10 6 Ω·cm or less after curing by vulcanization, it is preferable for achieving better conductivity that conductive rubber members 2 are disposed in portions extending in the circumferential direction of the tire through the surface rubber layer 3 and the inner rubber layer 4 with substantially the same thickness as the total thickness of these layers as shown in Figure 4B. The effect of the present invention can be obtained in accordance with this structure. Alternatively, conductive rubber members may be disposed in such a manner that a portion of the conductive rubber members are disposed in portions extending through the surface rubber layer 3 and the inner rubber layer 4 with substantially the same thickness as the total thickness of these layers as shown in Figure 4C. The present invention is described specifically with reference to examples and comparative examples in the following. In accordance with the formulations shown in Tables 1 and 2, rubber compositions used for the tread portion and the conductive rubber members of a pneumatic tire were prepared. The rubber composition used for the conductive rubber members was prepared in the form of a rubber cement. Tread Rubber cap rubber styrene-butadiene rubber 96 (parts by weight) butadiene rubber 30 SiO 2 60 carbon black (N234) 20 silane coupling agent 6 ZnO 3 stearic acid 2 aromatic oil 10 vulcanization accelerator (CBS) 1.5 vulcanization accelerator (DPG) *7 2 sulfur 1.5 Conductive Rubber rubber composition natural rubber 40 (parts by weight) styrene-butadiene rubber 60 carbon black (N134) 60 aromatic oil 15 ZnO 2 antioxidant 1 vulcanization accelerator (DPG) 0.2 vulcanization accelerator (NS) 0.8 sulfur 1.5 The obtained conductive rubber was used for the conductive rubber members 2 disposed in the tread portion 1 in the manner shown in Figure 4 and Figure 6, and pneumatic tires of size 185/65R14 were prepared. Example 1 As shown in Figure 4C the tread used had a so-called cap/base structure comprising two layers comprising a surface rubber layer 3 and an inner rubber layer 4. The row of conductive rubber members 2 disposed along the central line of the tire were disposed in the tread portion as far as the bottom of the base layer. The row of conductive rubber members 2 disposed on either side of the central row were disposed in the portion of the tread as far as the bottom of the cap layer and the top of the base layer. Example of a Conventional Structure As shown in Figure 5, a tire having the same structure as that of the tire prepared in Figure 1 was prepared except that the conductive rubber members 2 were not placed therein. Comparative Example 1 As shown in Figure 6, a tire having the same structure as that of the tire prepared in Figure 5 was prepared except that a single continuous conductive rubber member 20 having a width of 5 mm was disposed along the central line of the circumference of the tire. The electric resistance (the specific resistance) of a tire was obtained as follows: The specific resistance was measured in accordance with the method of MERMAN RUBBER INDUSTRY ASSOCIATION, 110 Sheet 3 using a high resistance meter, model HP4339A, manufactured by Hewlett Packard Company, as shown in Figure 8. In Figure 8, 11 shows a tire, 12 shows a steel plate, 13 shows an insulating plate, and 14 shows the high resistance meter. A voltage of 1,000V was applied between the steel plate 12 placed on the insulation plate 13 and a rim of the tire 11. The specific resistance of the conductive rubber member 2 was obtained as follows: A sample having a disk shape was prepared. The specific resistance R of a portion having a radius r=2.5 cm and a thickness t=0.2 cm was measured using a test box for measuring insulation resistance manufactured by Advantest Company shown in Figure 9. The specific resistance p was calculated in accordance with the following equation: ρ = (a/t)R wherein a represents the sectional area (=p×r 2 ), and t represents the thickness. In Figure 9, A shows a main electrode, B shows a counter electrode, C shows a guard electrode, and t shows the thickness of the sample. In the tire drum test, the speed was gradually increased under a load of 420 kg with the inner pressure of the tire adjusted to 2.0 kg. When separation took place at the boundary of the conductive rubber members and the tread portions, the speed at the time of the separation and the distance before the separation took place were measured. The result obtained with the tire having a conventional structure was used as the reference which was set at 10, and the results of the test were expressed as an index relative to the reference. The larger the number, the better the result. The obtained results are shown together in Table 3. Example 1 Comparative Example 1 Conventional Structure Conductive rubber member Figure No. Fig.5 Fig.6 Fig.4 specific resistance (Ω·cm) - 10 6 10 5 width (mm) - 5 1 electric resistance (Ω) 10 11 10 6 10 8 durability (index) 10 5 9.5

Claims: A vulcanized pneumatic tire comprising a tread portion (1) which at least comprises a surface rubber layer (3) which is disposed in an outer portion of the tread portion in the radial direction of said tire and has a specific resistance of 10 8 Ω · cm or more after curing by vulcanization, and conductive rubber members (2) which are elongated in the circumferential direction and comprise a rubber composition having a specific resistance of 10 6 Ω · cm or less and with which portions of the tread portion are replaced, wherein the conductive rubber members (2) are made of a rubber that is different in type from the rubber of other portions of the tread portion (1), the conductive rubber members (2) are disposed in portions of the tread rubber portion (1) extending from a tire radial direction outer surface of the surface rubber layer to a tire radial direction inner surface of the tread rubber portion, and the conductive rubber members are formed discontinuously in both the tire circumferential direction and the tire widthwise direction, not only at the outer surface of the surface rubber layer but also at the inner surface of the tread portion. A pneumatic tire as claimed in claim 1, characterized in that the conductive rubber members (2) have a width of 0.1 to 3.0 mm and are disposed in such a manner that at least a portion of the conductive rubber members are placed inside an area of the surface of said tire which is in contact with a road surface. A pneumatic tire as claimed in claim 1, characterized in that the conductive rubber members (2) are disposed at at least three positions which are placed in an area of the surface of said tire which is in contact with a road surface and which are placed in the same cross section in the transverse direction of said tire. A pneumatic tire as claimed in claim 1, characterized in that the length of the conductive rubber members (2) in the circumferential direction of said tire is the same as or less than the length of an area of the surface of said tire which is in contact with a road surface.

Inventors: HIRUMA MASATO, KUSANO AKIO, MOURI HIROSHI, SUZUKI GEN, HIRUMA, MASATO, KUSANO, AKIO, MOURI, HIROSHI, SUZUKI, GEN
Applicants: BRIDGESTONE CORP, BRIDGESTONE CORPORATION
Application year: 1998
Main classification: B60C19
IPC codes: B60C19