66results about "Aircraft tyres" patented technology

Disclosed is a method of communicating configuration data of a tire pressure monitoring device configured to be affixed to a wheel in use. The method includes, at the tire pressure monitoring device, receiving (102) a request to confirm configuration data, and responsive to receipt of the request to confirm configuration data, transmitting (104) a configuration data signal which encodes the configuration data. The configuration data signal is configured to be received and understood by a human.

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.

In a radial tire for aircraft according to this disclosure, in a tire widthwise cross-sectional view, in a reference state assembled onto an applicable rim, charged with a prescribed internal pressure, and unloaded, a rim width RW of the applicable rim and a tire maximum width W satisfy RW / W≤0.7, and in the tire widthwise cross-sectional view, in the reference state, a tread width TW and the tire maximum width W satisfy 0.73<TW / W<0.8.

A method of communicating configuration data of a tire pressure monitoring device configured to be affixed to a wheel in use. The method includes, at the tire pressure monitoring device, receiving a request to confirm configuration data, and responsive to receipt of the request to confirm configuration data, transmitting a configuration data signal which encodes the configuration data. The configuration data signal is configured to be received and understood by a human. The configuration data signal is indicative of any of an aircraft wheel location at which the tire pressure monitoring device is intended to be located, and a security code representative of security parameters of the tire pressure monitoring device.

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.

The wear state prediction device (10) comprises: a model generation unit (124) which generates a model for predicting the wear state as a target variable using a prescribed algorithm with temperature data related to an aircraft (31) acquired in advance as an explanatory variable; and a wear state prediction unit (133) which inputs the temperature data into the model generated by the model generation unit (124) to predict the wear state.

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

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.

A tire monitoring system that includes a tire monitoring device and a remote device. The tire monitoring device includes a processor, a memory, and a first wireless communication interface. The remote device includes a second wireless communication interface. The processor monitors the tire monitoring device to determine unauthorized interactions with the tire monitoring device, stores a log of determined unauthorized interactions in the memory, and transmits a signal encoding the log to the remote device via the first and second wireless communication interfaces.

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 device (100) for measuring the pressure of a tyre (2) mounted on a rim (1), comprising:a valve (110) mounted on the rim (1) and comprising a first channel (112), a pin (115) mounted so as to be able to move in translation in the first channel between an open position and a closed position;an intermediate body (120) mounted on the valve and that delimits a second channel (122) extending the first channel and receiving a fastening rod (130) for fastening the intermediate body to the valve, the fastening rod having a first end designed to move the pin from the closed position to the open position, and an intermediate portion closing the second channel;a pressure sensor (140) received in a third channel of the intermediate body leading into the second channel; andmeans (150) for retaining the pressure sensor in the third channel of the intermediate body.

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).