54results about "Aircraft tyres" patented technology

A pneumatic tire (10) is disclosed comprising a carcass (22) and a belt structure (40). The belt structure (40) comprises a plurality of belt layers that include at least one spiral belt layer (60) and at least one zigzag belt layer (70). Each of the at least one spiral belt layers (60) has cords arranged at an angle of 5° or less with respect to an equatorial plane of the pneumatic tire (10) and each of the at least one zigzag belt layers (70) has cords arranged at an angle in a range of from of 2° to 40°, alternatively from 5° to 30°, with respect to the equatorial plane of the pneumatic tire (10) and extending in alternation to turnaround points at each lateral edge of the belt structure (40). A first belt layer of the plurality of belt layers located radially outward of the carcass (22) is one of the at least one spiral belt layers (60). The first belt layer has an axial width less than the axially widest belt layer of the plurality of belt layers. The pneumatic tire (10) further comprises a tread (20) comprising two or more main grooves (17a, 19a, 17b, 19b) extending circumferentially continuously around the pneumatic tire (10) and defining a plurality of ribs (25a, 23a, 21, 23b, 25b) that include an axially outermost rib (25a, 25b) on each lateral side of the tread (20). At 10% to 100% of the rated inflation pressure of the pneumatic tire (10) and no load, each of the two axially outermost ribs (25a, 25b) is radially raised in relation to a respective next nearest rib (23a, 23b) located axially inward of the respective axially outermost rib (25a, 25b).

This invention relates to a radial aircraft tire crown belt structure and a radial aircraft tire. The radial aircraft tire crown belt structure includes: a reinforcing ply, a carcass layer, and a crown region; the reinforcing ply includes: a first belt layer, a second belt layer, and a third belt layer. In this embodiment, the first belt strip is wound circumferentially at a near-zero angle in a spiral manner. The circumference of each layer is set to s*n+(1 / 6-1 / 2)n, that is, the first layer of the layered structure is wound from point O to point D in a second direction, and then wound for n / 4 more to reach point F. Then, the second layer of the layered structure is wound from point F in the opposite direction to the second direction to point G. Then, the third layer of the layered structure is wound sequentially from point G to point H in an axial direction. The fourth layer of the layered structure is wound from point H to point O. This configuration of the first belt layer allows for a more uniform width of the first belt layer wound at each position in the carcass layer, making the first belt layer more stable in terms of stress and other aspects.

The invention relates to a rod (20) for a pneumatic tire (10), comprising: at least one strand of glass fiber embedded in an organic matrix, wherein the diameter D of the rod (20) is from 14 to 25 mm and wherein the breaking strength (Fm) of the rod (20) is greater than or equal to 150 kN. Figure for abbreviation: Fig. 2

A wheel assembly is provided that includes a structure defining a wheel portion configured to receive a portion of a tire. The wheel assembly further includes a structure of the wheel portion defining an air channel from a face of the wheel portion to an area that receives the portion of the tire, an end of the air channel proximate to the face being configured to receive a valve, where the structure is further configured to receive a corrosion mitigation device within the air channel.

The present disclosure provides an inflation system for inflating inflatable objects, such as aircraft tires. The inflation system includes a flow sensor arranged to sense a flow rate of pressurized air supplied to an inflatable object by way of a supply path. The inflation system also includes a computing system. The computing system is configured to inflate, using feedback from the flow sensor, the inflatable object with a learned volume of pressurized air specific to the inflatable object.

Disclosed is an aircraft wheel 20 comprising a tyre 4 and a heater mechanism, the heater mechanism comprising a heater 22 that is configured to heat a gas enclosed by the tyre to increase pressure of the gas. Also disclosed are an aircraft tyre pressure control system, and a method of controlling pressure of a gas enclosed by a tyre of an aircraft wheel. The heater mechanism may be attached to either the wheel rim 2 or be integral to the tyre and may be controlled wirelessly through two communication interfaces 202, 104. The heater mechanism may also include an energy harvester 110.

Disclosed is a method of exchanging cryptographic parameters in a network of tire monitoring devices, the method including broadcasting, from each tire monitoring device to a plurality of other tire monitoring devices, a message comprising a cryptographic parameter generated by that respective tire monitoring device.

The invention provides a pneumatic tire having a tire tread with a ground engaging outer surface. The tread further has a first or central tread zone located on the central or crown portion of the tread and formed of a first rubber compound. Additionally, the tread has a second or shoulder tread zone located axially outward of the first or central tread zone on each lateral end of the tread. The second or shoulder tread zone is formed of a second rubber compound. In one example, the first rubber compound has a G′ (at 50% strain) in the range of 1.6 to 1.8 MPa. In another example, the second rubber compound has a G′ (at 100% strain) in the range of 800 to 830 KPa.

The present disclosure provides an inflation system (100) for inflating an inflatable object, such as an aircraft tire (104). The inflation system (100) includes a flow sensor (118) arranged to sense a flow of pressurized air supplied to the inflatable object through a supply path (112). The inflation system (100) also includes a computing system (130). The computing system (130) is configured to use feedback from the flow sensor (118) to inflate the inflatable object with an acquired volume (148) of pressurized air specific to the inflatable object.

The invention discloses an aircraft tire vulcanization simulation method, device, equipment and medium, and relates to the technical field of tire vulcanization simulation, the method comprises the following steps: dividing the vulcanization reaction of an aircraft tire into a plurality of key modules, and constructing a vulcanization reaction kinetic model, a vulcanization reaction heat generation model and a dynamic thermophysical parameter model based on the key modules; obtaining a to-be-processed tire model and vulcanization reaction parameters; coupling the vulcanization reaction kinetic model, the vulcanization reaction heat generation model and the dynamic thermophysical parameter model, and dynamically simulating the whole vulcanization process of the tire model to be treated according to vulcanization reaction parameters to obtain a simulation result. According to the method, the whole vulcanization dynamic process of the to-be-processed tire model can be more comprehensively and accurately restored, and the accuracy of simulation result determination is greatly improved.

An aircraft tire (T) has a pair of bead sections (100), sidewall sections (104) extending from outer side in a radial direction of the bead sections, and a tread section (106) extending between the sidewall sections; the aircraft tire includes an RFID tag (10) having a tag main body (IC chip) (11) configured to store an information about the aircraft tire and an antenna (A1, A2) extended from the tag main body, wherein, when a diameter size of the aircraft tire is 15 inches or less, in a tread surface view, the antenna is disposed such that the antenna is parallel to a tire circumferential direction or intersects the tire circumferential direction within a predetermined angle range, and a belt part (103) disposed in the tread section (106) is made of non-metal material.

Disclosed is a tire monitoring device including a pressure sensor, an accelerometer, a gyroscope, and a wireless communication interface. The pressure sensor is for sensing an internal pressure of a tire of an aircraft wheel. The accelerometer is for sensing an acceleration of the tire monitoring device. The gyroscope is for sensing an angular velocity of the tire monitoring device. The wireless communication interface is for wirelessly communicating a signal based on at least one of a sensed internal pressure sensed by the pressure sensor, a sensed acceleration sensed by the accelerometer, and a sensed angular velocity sensed by the gyroscope.

A tire (100) is disclosed comprising an outer layer of rubber forming a tread (113) and a sidewall (109) and comprising a shoulder region (116) positioned between the tread and the sidewall. In a first aspect, a plurality of carcass plies (133) is disposed along a radially inward side of the tread (113), the carcass plies (133) having at least one carcass ply (133a) with a first end wrapping 270 degrees or less around a bead core (106). In a second aspect, a cushion (129) is disposed on a radially inward side of the tread (113) and a belt package (126) is disposed on a radially inward side of the cushion (129), wherein the shoulder region (116) includes a region of interest (136) disposed between or defined by a radially innermost lateral edge of the belt package (126) and a radially outermost lateral edge of the belt package (126). A first ratio between a thickness (139) of the outer layer of rubber in the region of interest (136) and a total thickness (139, 143) of rubber in the region of interest (136) is in a range of from 0.37 to 0.73 and a second ratio between the thickness (139) of the outer layer of rubber in the region of interest (136) and a thickness (149) of the cushion (129) beneath or underneath the tread (113) is in a range of from 1.4 to 3.1. In a third aspect, a cushion (129) is disposed on a radially inward side of the tread (113), a belt package (126) is disposed on a radially inward side of the cushion (129), and a region of interest (136) is disposed between the tread (113) and the sidewall (119), the region of interest (136) comprising a shoulder of the belt package (126), and a plurality of carcass plies (133) is disposed along a radially inward side of the tread (113), the plurality of carcass plies (133) having at least one carcass ply (133a) with an end wrapping 270 degrees or less around a bead core (106).

The invention relates to a bead core (20) for a tire (10), consisting of: at least one strand of a glass fibre embedded in an organic matrix, wherein the diameter D of the bead core (20) ranges from 14 to 25 mm and wherein the force at break (Fm) of the bead core (20) is greater than or equal to 150 kN.

The present invention relates to a radial tyre for an aircraft, comprising at least one carcass ply (51) comprising reinforcing elements, each carcass ply (51) having a first main portion (52) which connects one bead wire to the other and is connected at the ends thereof to two other portions or turn-ups (53) each having a free end (531). The free ends (531) of the two turn-ups (53) of at least one carcass ply (52) are positioned axially so as to form an overlay (6) between the two axially outer walls (2112) of the two axially outermost grooves (211) of the tread, each overlay having an axial width (L) of less than one third of the axial width (L1) of the crown reinforcement.

Disclosed is a tire monitoring system (500) that includes a tire monitoring device (100) and a remote device (102). The tire monitoring (100) device includes a processor (102), a memory (114), and a f

The invention provides a pneumatic tire having a tire tread with a ground engaging outer surface. The tread further has a first or central tread zone located on the central or crown portion of the tread and formed of a first rubber compound. Additionally, the tread has a second or shoulder tread zone located axially outward of the first or central tread zone on each lateral end of the tread. The second or shoulder tread zone is formed of a second rubber compound. In one example, the first rubber compound has a G′ (at 50% strain) in the range of 1.6 to 1.8 MPa. In another example, the second rubber compound has a G′ (at 100% strain) in the range of 800 to 830 KPa.

A method of determining a tire performance characteristic of a tire including querying, using a processing system, a memory as to a presence of a first set of values indicative of a tire parameter of a tire in the memory, and determining, using the processing system, that the first set of values is insufficient to determine the tire performance characteristic of the tire, The method includes performing steps, using the processing system, comprising one or more of providing an indication that a second set of values indicative of the tire parameter is required to determine the tire performance characteristic of the tire, and retrieving, from the memory, a performance coefficient of the tire corresponding to performance of the tire associated with the first set of values, and determining, based on the performance coefficient, the tire performance characteristic of the tire.

The invention discloses an anti-explosion aircraft tire made of a novel composite material, and belongs to the technical field of novel aircraft materials. It is well known that in the takeoff / landing sliding process of an airplane, if tire burst happens to inflatable rubber tires, the airplane is likely to be unbalanced, and safety accidents are caused. Metal aluminum alloy powder and carbon nano tubes are creatively used as raw materials, the carbon nano tube reinforced netted foam aluminum alloy composite material airplane wheel hub is prepared through special technological methods such as mixed melting and pressure casting, then a replaceable rubber wheel rim belt is directly embedded and wrapped on the outer ring of the airplane wheel hub in a wedged mode, and the airplane wheel hub is manufactured. And obtaining the reticular foam aluminum alloy anti-explosion airplane rubber tire product (as shown in the abstract drawing). The foam aluminum alloy airplane rubber tire does not need to be inflated, cannot burst, and has the characteristics of light weight, high strength, good elasticity, good buffering effect, explosion resistance, vibration reduction, smooth driving and the like. If the novel anti-explosion aircraft tire disclosed by the invention can be configured for C919 and other aircraft types in China, the safety and reliability of the novel anti-explosion aircraft tire can be further improved.

Disclosed is a method of determining a tire performance characteristic of a tire. The method includes obtaining, using a processing system, a performance coefficient of the tire corresponding to performance of the tire during a first time period, wherein the performance coefficient is based on a first plurality of values indicative of a tire parameter over the first time period. The method includes obtaining a second plurality of values indicative of the tire parameter over a second time period, and determining, based on the second plurality of values and the performance coefficient, the tire performance characteristic.

To provide a tire for an aircraft which improves belt edge durability and cut resistance while achieving balanced landing performance, and can reduce a total weight.SOLUTION: In a tire having a shoulder area between a tread and a side wall, which includes an area of interest arranged between a lateral direction edge part in a radial innermost side of a belt package and a lateral edge part in a radial outermost side of the belt package, a first ratio of thickness of an outside rubber layer in the area of interest to a total rubber thickness in the area of interest is within a range of 0.37 to 0.73. In the tire, a second ratio of the thickness of the outside rubber layer in the area of interest to a thickness of a cushion below the tread is within a range of 1.4 to 3.1. In one example, at least a first carcass ply of the tire is wound around a bead core at 270 degrees or less.SELECTED DRAWING: Figure 2

A pneumatic tire, preferably a pneumatic truck tire, comprising a tread, a carcass (18) and a belt package (40) interposed between the carcass (18) and the tread is disclosed. The belt package (40) includes a first working belt (41, 110), wherein the first working belt (41, 110) is the radially innermost belt and is the axially widest belt of the belt package (40), The belt package (40) further includes a relatively low angle belt (43, 120) located radially outward of the first working belt (41, 110) and comprising parallel reinforcement elements angled at an angle of less than 10 degrees with respect to the circumferential direction of the tire (10, 100). The relatively low angle belt (43, 120) is formed of a spirally wound strip comprising reinforcement cords. The relatively low angle belt (43, 120) is formed of a central portion (124) wherein the strips comprising the reinforcement cords are not overlapped, and an axially outer portion (122), preferably on each axially outer side of the central portion (120), wherein the strips comprising the reinforcement cords are overlapped. The reinforcement elements of the relatively low angle belt (43, 120) are extensible and / or the belt package (40) further includes a second working belt (45, 130) that is located radially outward of the relatively low angle belt (43, 120), the second working belt (45, 130) having a first lateral end section (46) and a second lateral end section (50).

A radial tire (10) is disclosed comprising a pair of bead cores (14), a carcass (16) having one or a plurality of carcass plies (22) extending from one of the bead cores (14) to the other of the bead cores (14) in a toroidal form, a tread portion (18) circumferentially encircling the toroidal form of the carcass (16), and a belt structure (20) disposed radially between the carcass (16) and the tread portion (19). The belt structure (20) has a main belt structure (26), a first, unreinforced rubber layer (30) disposed on a radially outer side of the main belt structure (26), a second, unreinforced rubber layer (32) disposed within the main belt structure (26), and a protective belt layer (28) disposed on a radially outer side of the first, unreinforced rubber layer (30) and a radially inner side of the tread portion (18). A radially outermost belt ply of the main belt structure (26) has a plurality of reinforcement cords. The first, unreinforced rubber layer (30) has a first radial thickness between 0.5 and 4.0 times the diameter of the reinforcement cords of the radially outermost belt ply of the main belt structure (26), and the second, unreinforced rubber layer (32) has a second radial thickness between 0.5 and 2.5 times the diameter of the reinforcement cords of the radially outermost belt ply of the main belt structure (26).

The application discloses an aviation tire bead buffer structure with super-large deformation resistance and a preparation method thereof. The bead buffer structure comprises a bead wire, a bead apex, a bead core wrap and a buffer rubber. The bead apex comprises a top end, a bottom and first and second side walls extending between the top end and the bottom. The bottom of the bead apex is arranged on the top of the bead wire. The bead core wrap surrounds the bead apex and the bead wire into an integral structure. The bead core wrap comprises a top region corresponding to the top end of the bead apex, a first region corresponding to the first side wall and a second region corresponding to the second side wall. The buffer rubber is arranged on the outside of the bead core wrap and covers at least part of the top region, the first region and the second region. According to the characteristics and performance requirements of the aviation tire bead structure, the position, size structure and material performance of the buffer rubber are optimized, and the shear resistance and overall durability of the bead structure and the aviation tire under the condition of super-large deformation are comprehensively improved.

A tire management apparatus (10) includes a remaining tread amount acquisition unit (12) configured to acquire a remaining tread amount of tires, a traveling information acquisition unit (13) configured to acquire traveling information of moving objects to which the tires are attached, a replacement time calculation unit (14) configured to calculate a replacement time of the tires in accordance with the remaining tread amount and the traveling information, and a notification unit (15) configured to notify a particular notification target of information on the number of the tires to be replaced at the replacement time when the number exceeds a threshold.

An aircraft tire monitoring system including a processor, and a data carrier having machine readable instructions that, when executed, cause the processor to, based on a plurality of sets of values indicative of tire parameters of aircraft tires, each set of values corresponding to an aircraft comprising a plurality of the aircraft tires, perform operations including determining a remedial action associated with each set of values. The operations include determining a priority associated with the determined remedial actions, and generating, based on the determined remedial actions, a list of aircraft, the list of aircraft ranked based on the determined priority of remedial action. The operations include causing a display device to display the list of aircraft, such that aircraft with a relatively higher priority remedial action are shown higher up the list on the display than aircraft with a relatively lower priority remedial action.

The application relates to the technical field of tires and discloses a radial aviation tire, which comprises a tire body inner liner, a tire body layer, a belt layer and a tread layer. The curvature radius of the belt layer is limited to be greater than the inner surface of the tire body inner liner, sequentially greater than the outer surface of the tread layer, and the curvature radius change rate of the belt layer compared with the inner surface of the tire body inner liner is limited, and the curvature radius change rate of the belt layer compared with the outer surface of the tread layer is also limited, so that the belt layer can tightly clamp the tire body layer after inflation, the larger tensile circumferential stress can be borne, the wear resistance of the tire shoulder part is improved, and the eccentric wear phenomenon is solved.

Disclosed are various examples of a tire having a shoulder region between the tread and the sidewall which includes a region of interest disposed between a radially innermost lateral edge of the belt package and a radially outermost lateral edge of the belt package. In the tire, a first ratio between a thickness of the outer layer of rubber in the region of interest and a total thickness of rubber in the region of interest is in a range of 0.37 to 0.73. The tire also has a second ratio between the thickness of the outer layer of rubber in the region of interest and a thickness of the cushion beneath the tread is in a range of 1.4 to 3.1. Also, in one example, at least a first carcass ply of the tire wraps 270 degrees or less around a bead core.