Patent Application
20220024261
The present invention relates to a tire with resonators in a land between two main grooves.
In the tire attached to a vehicle, it is required to reduce noise and improve quiet performance when rolling on the road surface. Moreover, in order to reduce rolling resistance of the tire, a main groove in tread part is made shallow as well. By making the main groove shallow, the noise caused by the main groove is reduced. However, the shallower the main groove is, the bigger the input from the road surface becomes, and sound generated due to the rolling of the tire (a passing noise) is likely to increase. For coping with this, conventionally, there has been known a pneumatic tire provided with resonators reducing air column resonance sound in a land part partitioned between two circumferential grooves (main grooves) (see Patent Document 1).
In the conventional pneumatic tire described in Patent Document 1, a passing noise of the tire caused by the air column resonance sound is reduced by plural resonators in the land part. The air column resonance sound is a noise generated by resonance of air in a tube formed by the main groove and road surface and is reduced by antiresonance of the resonator. However, depending on a forming structure of the resonator, cornering power of the tire may change and steering stability of the tire is thereby likely to be affected.
Patent Literature 1: Japanese Patent Laid-Open No. 2014-213849
The present invention has been made in view of problems of conventional tires, and its object is to improve rolling resistance performance and noise performance of the tire without degrading the steering stability of the tire.
The present invention is related to a tire comprises a land part partitioned between two main grooves extending in a circumferential direction of a tire and resonators formed in the land part. A resonator has a cavity part separated from the two main grooves and is opened at the surface of the land part, a 1st sipe that is opened at one main groove and a cavity part, and a 2nd sipe that is opened at the other main groove and the cavity part. Depths of the main groove are 3 mm or more and 6.5 mm or less. A volume value of the cavity part is 3 times or more and 5 times or less the sum of cross-sectional areas of the two main grooves with the land part in between. Lengths of the 1st and the 2nd sipes are 10 mm or more and 25 mm or less.
According to the present invention, the rolling resistance performance and the noise performance of the tire can be improved without degrading the steering stability of the tire.
The present invention will be described for an embodiment of a tire with reference to the drawings.
The tire of the present embodiment is a pneumatic tire for a vehicle (for example, a passenger car tire), and is formed in a well-known structure by conventional tire constituent members. That is, the tire comprises a pair of bead parts, a pair of sidewall parts located outside the pair of bead parts in a radial direction of the tire, a tread part contacting with the road surface and a pair of shoulder parts located between the tread part and the pair of the sidewall parts. Moreover, the tire comprises a pair of bead cores, a carcass arranged between the pair of bead cores, belts arranged on the outer peripheral of the caucus, and tread rubber having a predetermined tread pattern.
As shown, the tire 1 comprises plural main grooves 10,11, plural lands 20 to 22 and plural resonators 30. Surfaces 23 to 25 of the land parts 20 to 22 are treads located outside the lands 20 to 22 in the radial direction of the tire and the outer peripheral surface of the tread part 2. When a vehicle travels, the surfaces 23 to 25 of lands 120 to 22 come into contact with the road surface and the tire 1 rolls on the road surface.
The Plural main grooves 10,11 are circumferential grooves extending in the tire circumferential direction S and are paralleled at an interval in the tire width direction H. Here, the tire 1 comprises two main grooves 10, 11 (1st main groove 10, 2nd main groove 11) continuously formed in the tire circumferential direction S. The main grooves 10,11 are formed in an annular shape along the tire circumferential direction S in the tread part 2. Moreover, the main grooves 10,11 are located on both sides of the tire equatorial surface 3 in the tire width direction H and are formed between the tire equatorial surface 3 and the shoulder parts 4, respectively. The tire equatorial surface 3 is located at the central part of the tread part 2 in the tire width direction H, and the shoulder parts 4 are located outside the tread part 2 in the tire width direction H.
Depths of main grooves 10, 11 are depths of the main grooves 10,11 in the radial direction of the tire and are 3 mm or more and 6.5 mm or less respectively. Moreover, widths of the main grooves 10,11 are widths in the direction orthogonal to the extending direction of the main grooves 10,11 and are 8 mm or more and 20 mm or less respectively. A distance between the two main grooves 10,11 in the tire width direction H is 20 mm or more and 50 mm or less. Here, the extending direction of the main grooves 10,11 is the tire circumferential direction S. In addition, various dimensions about the tire 1 are values measured in compliance with a standard to be applied to the tire 1.
Standards to be applied to tire 1 are, for example, JATMA YEAR BOOK (Japan Automobile Tire Association Standard) in Japan, YEAR BOOK of TRA (The Tire and Rim Association Inc.) in the United States and STANDARDS MANUAL of ETRT0 (The European Tyre and Rim Technical Organization) in Europe. Various dimensions about the tire 1 are the values in the tire 1 in a specified state in compliance with the standards to be applied at the place of use or manufacturing site of the tire 1. The specified state means a state, for example where the tire 1 is attached to a specified rim and an internal pressure of tire 1 is set to a specified internal pressure and no load is applied to the tire 1. In JATMA YEAR BOOK, the specified rim is a standard rim among applicable rims, and the specific internal pressure is an air pressure corresponding to the maximum load capacity (the maximum air pressure).
The tread part 2 is partitioned by the main grooves 10,11 in the tire width direction H, so that plural land parts 20 to 22 are formed in the tread part 2. The plural land parts 20 to 22 are convex parts formed outwardly in the radial direction of the tire and extend along the main grooves 10,11. And the land parts 20 to 22 are rip-like land parts extending in the tire circumferential direction S and are paralleled at intervals in the tire width direction H. Here, the tire 1 comprises three land parts 20 to 22 (1st land part 20, 2nd land part 21, 3rd land part 22) partitioned by two main grooves 10, 11. The 1st land part 20 is a central land part partitioned between the two main grooves 10,11 extending in the tire circumferential direction S and is formed in the central region of the tread part 2 including the tire equatorial surface 3 in the tire width direction H.
A width of the 1st land part 20 in the tire width direction H corresponds to the distance between the two main grooves 10,11 in the tire width direction H and is 20 mm or more and 50 mm or less. Here, the width of the 1st land part 20 in the tire width direction H is wider than widths of other land parts 21,22 in the tire width direction H, and the 1st land part 20 is the widest land part which is formed widest among the plural land parts 20 to 22. The 2nd land part 21 and the 3rd land part 22 are outer land parts formed outside the main grooves 10,11 in the tire width direction H and are formed in outer regions of the tread part 2 in the tire width direction H (the regions on the shoulder part 4 side). The 1st land part 20 is located between the 2nd land part 21 and the 3rd land part 22. The land parts 21 and 22 are located both outside the 1st land part 20 in the tire width direction H and are formed between each main groove 10,11 and each shoulder part 4.
The plural resonators 30 are formed in the 1st land part 20 at intervals in the tire circumferential direction S. The resonator 30 is a noise reduction part that reduces the passing noise of the tire 1 and is connected to the two main grooves 10,11. Air column resonance sound generated in the main grooves 10,11 is canceled and reduced by anti-resonance of the resonator 30. Here, the resonator 30 is a Helmholtz-type resonator, and the resonance frequency of the resonator 30 is set to reduce the passing noise based on the Helmholtz resonance theoretical formula. When the tire 1 rolls on the road surface, the plural resonators 30 in the 1st land part 20 reduce the passing noise of the tire 1 caused by the air column resonance sound.
The resonator 30 has a cavity part 31 that is opened at the surface 23 of the 1st land part 20 and two sipes 32, 33 (the 1st sipe 32, the 2nd sipe 33) formed between the cavity part 31 and each main groove 10,11. The cavity part 31 is an air chamber of the resonator 30 formed in the 1st land part 20 and is formed at a position separated from the two main grooves 10,11. Here, the cavity part 31 is formed in a cuboid shape, and an opening part of the cavity part 31 on the surface 23 of the 1st land part 20 is formed in a rectangular shape. Moreover, the cavity part 31 is formed at the central part of the 1st land part 20 in the tire width direction H and extends along the tire circumferential direction S. Both ends of the cavity part 31 in the tire circumferential direction S are located in the 1st land part 20, and only the sipes 32,33 are opened at the cavity part 31.
The sipes 32, 33 are narrow necks of the resonator 30 and extend from the cavity part 31 to the main grooves 10,11. One ends of the sipes 32, 33 are opened at the cavity part 31, and the other ends of the sipes 32,33 are opened at the main grooves 10, 11. The sipes 32,33 are connected to the cavity part 31 and the main grooves 10,11 and allow the cavity part 31 to communicate with the main grooves 10,11. The 1st sipe 32 is opened at the cavity part 31 and one main groove (1st main groove 10) out of two main grooves 10,11, the 2nd sipe 33 is opened at the cavity part 31 and the other main groove (2nd main groove 11) out of two main grooves 10,11. Here, the sipes 32,33 are formed inclining in the tire width direction H and extend outwardly from the cavity part 31 in the tire width direction H.
One end of the cavity part 31 is located on one side in the tire circumferential direction S, and the other end of the cavity part 31 is located on the other side of the tire circumferential direction S. The 1st sipe 32 is opened at one end of the cavity part 31 and extends from the one end of the cavity part 31 to the 1st main groove 10. The 1st sipe 32 is inclined toward the other side in the tire circumferential direction S with respect to the tire width direction H, when viewed from the one end of the cavity part 31 toward the 1st main groove 10. The 2nd sipe 33 is opened at the other end of the cavity part 31 and extends from the other end of the cavity part 31 to the 2nd main groove 11. The 2nd sipe 33 is inclined toward one side in the tire circumferential direction S with respect to the tire width direction H, when viewed from the other end of the cavity part 31 toward the 2nd main groove 11. The 1st sipe 32 and the 2nd sipe 33 are inclined toward the same side in the tire circumferential direction S with respect to the tire width direction H, when viewed from the 1st main groove 10 toward the 2nd main groove 11. Moreover, the 1st sipe 32 and the 2nd sipe 33 extend in the same extending direction.
A volume value of the cavity part 31 is 3 times or more and 5 times or less a sum of the cross-sectional areas of the two main grooves 10, 11 with the 1st land part 20 in between, and is larger than the sum of the cross-sectional areas of the two main grooves 10,11. The unit of volume of cavity part 31 is cube millimeter (mm3). The cross-sectional areas of the main grooves 10,11 are each an area in the cross section orthogonal to the extending direction of the main grooves 10,11, and the unit of cross-sectional areas of the main grooves 10,11 is square millimeter (mm2). A length of the 1st sipe 32 and a length of the 2nd sipe 33 are 10 mm or more and 25 mm or less, respectively. The length of the 1st sipe 32 is the length (extending length) along the extending direction of the 1st sipe 32, and the length of the 2nd sipe 33 is the length (extending length) along the extending direction of the 2nd sipe 33.
The cross-sectional area of the 1st sipe 32 and a cross-sectional area of the 2nd sipe 33 are 2 mm2 or more and 5 mm2 or less, respectively. The cross-sectional area of the 1st sipe 32 is an area in the cross section orthogonal to the extending direction of the 1st sipe 32, and the cross-sectional area of the 2nd sipe 33 is an area in the cross section orthogonal to the extending direction of the 2nd sipe 33. A width of the 1st sipe 32 and a width of the 2nd sipe 33 on the surface 23 of the 1st land part 20 are widths of an opening part of each sipe 32,33 on the surface 23 (opening width), respectively and 0.2 mm or more and 0.7 mm or less.
The width of the 1st sipe 32 is the width in the direction orthogonal to the extending direction of the 1st sipe 32, and the width of the 2nd sipe 33 is the width in the direction orthogonal to the extending direction of the 2nd sipe 33. Here, the 1st sipe 32 and the 2nd sipe 33 are formed to have the same cross-sectional area and the same width. Moreover, on the surface 23 of the 1st land part 20, the sipes 32, 33 are formed to have the same width from one end that is opened at cavity part 31 to the other end that is opened at the main grooves 10,11.
Here, when the depths of the main grooves 10,11 are less than 3 mm, it is likely to effect on drainage performance of the main grooves 10,11. By contrast, the depths of main grooves 10,11 are more than 6.5 mm, rigidity of the 1st land part 20 is decreased, and cornering power of the tire 1 is likely to be affected. Moreover, the volume of the 1st land part 20 increases, and the rolling resistance of the tire 1 is likely to increase. Accordingly, it is preferable that the depths of the two main grooves 10, 11 are 3 mm or more and 6.5 mm or less. In this case, the drainage performance of the main grooves 10,11 can be ensured. Moreover, rolling resistance performance of tire 1 can be improved, and the cornering power of tire 1 can be increased and steering stability performance of tire 1 is thereby improved. The drainage performance of the main grooves 10, 11 can be more surely ensured, when the depths of the two main grooves 10,11 are 5 mm or more and 6.5 mm or less.
When the volume value of the cavity part 31 is less than 3 times and more than 5 times the sum of the cross-sectional areas of the two main grooves 10,11, the resonance frequency of the resonator 30 is thereby made higher or lower, which is likely to cause an unevenness in the passing noise that is reducible by the resonator 30. Therefore, it is preferable that the volume value of the cavity part 31 is 3 times or more and 5 times or less the sum of the cross-sectional areas of the two main grooves 10,11. In this case, the air column resonance sound generated in the main grooves 10,11 and the passing noise of the tire 1 can be surely reduced. Moreover, the rigidity of the 1st land part 20 and the cornering power of the tire 1 can be prevented from being decreased, and the steering stability performance of the tire 1 can be improved.
When the lengths of the 1st sipe 32 and the 2nd sipe 33 are less than 10 mm or more than 25 mm, the resonance frequency of the resonator 30 is made higher or lower, which is likely to cause unevenness in the passing noise that is reducible by the resonator 30. Therefore, it is preferable that the lengths of the 1st sipe 32 and the 2nd sipe 33 are 10 mm or more and 25 mm or less. In this case, the air column resonance sound generated in the main grooves 10,11 and the passing noise of the tire 1 can be surely reduced.
Therefore, in the tire 1 described above, the rolling resistance performance and the noise performance of the tire 1 can be improved without degrading the steering stability performance of the tire 1. Moreover, the noise at the time of rolling of the tire 1 on the road surface can be reduced, and quietness performance of the tire 1 can be improved.
When the widths of the main grooves 10,11 are less than 8 mm, the drainage performance of the main grooves 10,11 is likely to be affected. By contrast, when the widths of the main grooves 10,11 are 20 mm or more, ratios of the widths of the main grooves 10,11 to a grounding width of the tread part 2 increases, and ratios of the widths of the land parts 20 to 22 to the grounding width of the tread part 2 become small. Accordingly, the rigidity of the 1st land part 20 and the rolling resistance performance of the tire 1 are likely to be affected. Therefore, it is preferable that the widths of the two main grooves 10,11 are 8 mm or more and 20 mm or less. In this case, the drainage performance of the main grooves 10,11 can be ensured. Moreover, the cornering power and the rolling resistance performance of the tire 1 can be improved by preventing the rigidity of the 1st land part 20 from being decreased.
When a distance between the two main grooves 10,11 in the tire width direction H is less than 20 mm, the width of the 1st land part 20 become narrow, so that the rigidity of the 1st land part 20 and the rolling resistance performance of the tire 1 are likely to be affected. By contrast, when the distance between the two main grooves 10,11 in the tire width direction H is more than 50 mm, the width of the 1st land part 20 is widened, which would cause to affect the drainage performance of the main grooves 10,11 for the 1st land part 20. Therefore, it is preferable that the distance between the two main grooves 10,11 in the tire width direction H is 20 mm or more and 50 mm or less. In this case, the drainage performance of the main grooves 10,11 can be ensured. Moreover, the cornering power and the rolling resistance performance of the tire 1 can be improved by preventing the rigidity of the 1st land part 20 from degrading.
When the cross-sectional areas of the 1st sipe 32 and the 2nd sipe 33 are less than 2 mm2, the 1st sipe 32 and the 2nd sipe 33 become easily to be closed during rolling of the tire 1, the function of the resonator 30 and the noise performance of the tire 1 are thereby likely to be affected. By contrast, when the cross-sectional areas of the 1st sipe 32 and the 2nd sipe 33 are more than 5 mm2, the cross-sectional areas of the sipes 32,33 becomes too large, and reduction performance of the passing noise by the resonator 30 is likely to be affected. Accordingly, it is preferable that the cross-sectional areas of the 1st sipe 32 and the 2nd sipe 33 are 2 m2 or more and 5 mm2 or less. In this case, the 1st sipe 32 and the 2nd sipe 33 are suppressed from being closed during rolling of the tire 1, and the function of the resonator 30 can be surely performed, and the noise performance of the tire 1 can be improved.
When widths of the 1st sipe 32 and the 2nd sipe 33 on the surface 23 of the 1st land part 20 are less than 0.2 mm, the 1st sipe 32 and the 2nd sipe 33 become easily to be closed during rolling of the tire 1, and the function of the resonator 30 and the noise performance of the tire 1 are likely to be affected. By contrast, the widths of the 1st sipe 32 and the 2nd sipe 33 on the surface 23 of the 1st land part 20 are more than 0.7 mm, the rigidity of the 1st land part 20 and the rolling resistance performance of the tire 1 are likely to be affected. Accordingly, it is preferable that the widths of the 1st sipe 32 and the 2nd sipe 33 on the surface 23 of the 1st land part 20 are 0.2 mm or more and 0.7 mm or less.
In this case, the 1st sipe 32 and the 2nd sipe 33 are suppressed from being closed during rolling of the tire 1, and the function of the resonator 30 can be surely performed, and the noise performance of the tire 1 can be improved. Moreover, the cornering power and the rolling resistance performance of the tire 1 can be improved by preventing the rigidity of the 1st land part 20 from being decreased.
As shown, the 1st sipe 32 and the 2nd sipe 33 are cut lines formed in the 1st land part 20 and may be formed in various shapes inside the 1st land part 20 and on the surface 23. Moreover, the 1st sipe 32 and the 2nd sipe 33 are opened at the surface 23 of the 1st land part 20 and formed toward the inside of the 1st land part 20 from the surface 23 of the 1st land part 20. In the 1st land part 20, walls of the sipes 32,33 are opposed each other at an interval.
In the 1st sipe 32 and the 2nd sipe 33 shown in
In the 1st sipe 32 and the 2nd sipe 33 shown in
The main body part 34 shown in
When the main body parts 34 of the sipes 32,33 are closed during rolling of the tire 1, walls of the main body part 34 come into contact with each other to support each other. As a result, the rigidity of the 1st land part 20 is increased, and the rolling resistance of the tire 1 becomes small. Accordingly, the rolling resistance performance of the tire 1 can be improved. Moreover, even when the main body part 34 is closed, the enlarged part 35 is suppressed from being closed. Accordingly, the function of the resonator 30 can be performed to reduce the passing noise of the tire 1. When the main body part 34 is the zigzag shape, the walls of the main body part 34 surely support each other, and the rigidity of the 1st land part 20 is increased.
Note that the main body part 34 may be formed in a shape other than the linear shape and the zigzag shape (for example, a curved shape extending curvedly, a bending shape having a bending part) in a cross section orthogonal to the extending direction of the sipes 32,33. The enlarged part 35 may be formed in a shape other than the circular shape (for example, an oval shape, a triangular shape, a rectangular shape, a polygonal shape) in a cross section orthogonal to the extending direction of the sipes 32,33. The 1st sipe 32 and the 2nd sipe 33 may be formed to have different lengths each other, or the 1st sipe 32 and the 2nd sipe 33 may be formed to have the same length. The 1st sipe 32 and the 2nd sipe 33 may be formed such that they are opened at one end of the cavity part 31 in the tire peripheral direction S. The 1st sipe 32 and the 2nd sipe 33 may be formed in various shapes (for example, the linear shape, the curved shape, the bending shape, the zigzag shape) in the cross section of the 1st land part 20 cut along the surface 23 and on the surface 23 of the 1st land part 20.
The cavity part 31 of the resonator 30 may be formed in various shapes (for example, a groove shape, a concave shape), and the opening part of the cavity part 31 on the surface 23 of the 1st land part 20 may also be formed in various shapes (for example, the circular shape, the triangular shape, the polygonal shape, the elongated shape). In plural resonators 30 in the 1st land part 20, the volume of the cavity part 31 may be changed for each resonator 30, or the volume of the cavity part 31 may be the same volume. Even when the cross-sectional areas of the 1st main groove 10 and the 2nd main groove 11 are different from each other, the volume value of the cavity part 31 is 3 times or more and 5 times or less the sum of the cross-sectional areas of the two main grooves 10,11.
The tire 1 has only to include at least two main grooves 10, 11 that partitions the land part therebetween. Accordingly, three or more main grooves may be formed in the tread part 2 of the tire 1, and two or more land parts may be partitioned among the main grooves. For example, when two land parts are partitioned among three main grooves in between the main grooves, the resonator 30 may be formed in both two land parts or the resonator 30 may be formed in one of the two land parts.
(Tire Test)
In order to confirm effects of the tire 1 of the present embodiment, one conventional tire (referred to as conventional product), two comparative example tires (referred to as comparative products 1 and 2) and one embodiment tire corresponding to the tire 1 of the present embodiment (referred to as an implemented product) were produced. The conventional product, the comparative products 1, 2, and the implemented product are radial ply tires for passenger cars of the same tire size (205/55R16) and were mounted on same standard rims (61/2J). Comparisons of the rigidity, a rolling resistance coefficient (RRC), the cornering power (CP) and the passing noise (PBN) of the 1st land part 20 were carried out for the conventional product, the comparative products 1, 2, and the implemented product.
The rigidity of the 1st land part 20 is calculated by numerical calculation and is expressed as an index with rigidity of 100 in the conventional product. The larger the number is, the higher the rigidity of the 1st land part 20 becomes. In the cornering power test, the internal pressure of each tire was adjusted to 180 kPa, and the cornering power of each tire was measured by a flat-belt type cornering testing machine.
Test conditions of the cornering power of each tire are the same, and the belt speed is 30 km/h. The cornering power is expressed as an index with the cornering power of 100 in the conventional product. The higher the number is, the greater the cornering power and the higher the steering stability performance becomes.
A rolling resistance test and a passing noise test were conducted in accordance with international standards (ECE R117). The test conditions of each tire are same. The rolling resistance was evaluated by obtaining the rolling resistance coefficient of each tire. The rolling resistance coefficient is expressed as an index with the rolling resistance coefficient of 100 in the conventional product. The higher the number of the index is, the smaller the rolling resistance and the higher the rolling resistance performance become. In the passing noise test, the passing noise level was obtained by measuring the passing noise outside the vehicle. The standard of the passing noise level is that of the conventional product. The lower the passing noise level is, the greater the effect of reducing the passing noise and the higher the noise performance become.
As shown in Table 1, in whole of the conventional product, comparative products 1, 2 and implemented product, the grounding width (145 mm), the sum of the cross-sectional areas of the two main grooves 10,11 (168 mm2) and the ratio of the sum of the cross-sectional areas of the two main grooves 10,11 to the grounding width (the sum of cross-sectional areas of the main grooves/the grounding width) (1.16) are the same. By contrast, the depths of the main grooves 10,11 of the conventional product and the comparative product 1 are 7.4 mm, and depths of the main grooves 10,11 of the comparative product 2 and the implemented product are 5.7 mm. Moreover, the conventional product and the comparative product 2 have no resonator 30, the comparative product 1 and the implemented product have resonators 30 formed in the 1st land part 20. In the plural resonators 30 of comparative product 1 and the implemented product, the volume of the cavity part 31 is 500 to 800=3, a ratio of the volume of the cavity part 31 to the sum of the cross-sectional areas of the two main grooves 10,11 is 3 to 5.
In other words, the volume value of the cavity part 31 is 3 times or more and 5 times less the sum of the cross-sectional areas of the two main grooves 10,11. The lengths of the 1st sipe 32 and the 2nd sipe 33 are 15 to 21 mm, and the cross-sectional areas of the 1st sipe 32 and the 2nd sipe 33 are 2 mm2.
As for the rigidity of the 1st land part 20, the rigidity of the comparative product 1 is lower than that of the conventional product, and the rigidity of the comparative product 2 and the implemented product is higher than that of the conventional product. As for the rolling resistance coefficient, the rolling resistance coefficient of the comparative product 1 is the same as the rolling resistance coefficient of the conventional product, and the rolling resistance coefficients of the comparative product 2 and the implemented product are larger than the rolling resistance coefficient of the conventional product. As for the cornering power, the cornering power of the comparative product 1 is smaller than the cornering power of the conventional product, and the cornering power of the comparative product 2 and the implemented product is larger than the cornering power of the conventional product. As for the passing noise level, the passing noise level of the comparative product 1 is −0.7 dB, and the passing noise level of the comparative product 2 is +0.5 dB.
The passing noise level of the implemented product is −0.5 dB. Thus, in the implementation product, the rolling resistance performance and noise performance of the tire was able to be improved without degrading the steering stability performance of the tire.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2018-221609 | Nov 2018 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2019/046448 | 11/27/2019 | WO | 00 |
