A system and method for selectively removing tire material from the bead portions of a cured tire to reduce one or more harmonics of at least one uniformity parameter are disclosed. According to aspects of the present disclosure, tire material is selectively removed using a plurality of direct address commands. The direct address commands specify ablation parameters for discrete ablation segments at specific angular locations around the bead of the tire. The direct address commands are generated by analyzing the desired ablation pattern for the bead of the tire. The ablation device can then be controlled to selectively remove tire material in discrete ablation segments at identified addresses pursuant to the direct address commands to achieve the desired ablation pattern on one or more tracks along the bead portion of the tire using a single pass of the ablation device.

A system and method for selectively removing tire material from the bead portions of a cured tire to reduce one or more harmonics of at least one uniformity parameter are disclosed. According to aspects of the present disclosure, tire material is selectively removed using a plurality of direct address commands. The direct address commands specify ablation parameters for discrete ablation segments at specific angular locations around the bead of the tire. The direct address commands are generated by analyzing the desired ablation pattern for the bead of the tire. The ablation device can then be controlled to selectively remove tire material in discrete ablation segments at identified addresses pursuant to the direct address commands to achieve the desired ablation pattern on one or more tracks along the bead portion of the tire using a single pass of the ablation device.

A conductive terminal structure for a piezoelectric device used as part of a tire mountable apparatus is provided. Unlike known electrical connection structures which include a plurality of conductive terminals that are all exposed through a single insulating layer of the piezoelectric device, such as a top layer of the piezoelectric device, the electrical connection structure can be arranged in a one up, one down configuration. In this configuration, at least one conductive terminal is exposed through a top insulating layer of the piezoelectric device. In addition, at least one conductive terminal of a piezoelectric component is exposed through a bottom insulating layer of the piezoelectric device. The electrical connection structure can be used in combination with a connector assembly design to preserve the integrity of the electrical connection between the electrical and mechanical connection structure and a printed circuit board.

A conductive terminal structure for a piezoelectric device used as part of a tire mountable apparatus is provided. Unlike known electrical connection structures which include a plurality of conductive terminals that are all exposed through a single insulating layer of the piezoelectric device, such as a top layer of the piezoelectric device, the electrical connection structure can be arranged in a one up, one down configuration. In this configuration, at least one conductive terminal is exposed through a top insulating layer of the piezoelectric device. In addition, at least one conductive terminal of a piezoelectric component is exposed through a bottom insulating layer of the piezoelectric device. The electrical connection structure can be used in combination with a connector assembly design to preserve the integrity of the electrical connection between the electrical and mechanical connection structure and a printed circuit board.

A tire proposal system that proposes a tire of a vehicle to a user includes a processing unit that proposes an appropriate tire that is a tire appropriate for the vehicle based on a mileage and a driving time of each trip of the vehicle. With such processing, the appropriate tire is proposed to the user considering a traveling pattern (usage tendency) of the vehicle, which can be grasped from the mileage and the driving time of the each trip of the vehicle, thereby a tire appropriate for the traveling pattern of the vehicle can be proposed to the user as the appropriate tire.

A support assembly for a vehicle includes at least two spherical tires travelling on a road surface and rotating relative to the road surface and the vehicle and a drive system magnetically driving rotation of the tires relative to the drive system itself such that no portion of the drive system physically contacts the tires or the road surface.

A support assembly for a vehicle includes at least two spherical tires travelling on a road surface and rotating relative to the road surface and the vehicle and a drive system magnetically driving rotation of the tires relative to the drive system itself such that no portion of the drive system physically contacts the tires or the road surface. The tires each have an outer tread layer comprising a material having a first stiffness when dry and a second stiffness when wet, the first stiffness being greater than the second stiffness.

A tire cornering stiffness estimation system and method includes multiple tire-affixed sensors mounted to a supportive vehicle tire for operably measuring tire-specific parameters and generating tire-specific information relating tire pressure, temperature, wear state, tire identification and tire loading. One or more accelerometer(s) are mounted to the hub supporting the tire to generate a hub accelerometer signal. A model-based tire cornering stiffness estimator is included to generate a model-derived tire cornering stiffness estimation based upon the hub accelerometer signal adapted by the tire-specific information.

A tire cornering stiffness estimation system and method includes multiple tire-affixed sensors mounted to a supportive vehicle tire for operably measuring tire-specific parameters and generating tire-specific information relating tire pressure, temperature, wear state, tire identification and tire loading. One or more accelerometer(s) are mounted to the hub supporting the tire to generate a hub accelerometer signal. A model-based tire cornering stiffness estimator is included to generate a model-derived tire cornering stiffness estimation based upon the hub accelerometer signal adapted by the tire-specific information.

A design method for an outer contour structure of a tire capable of reducing tire wind resistance, including the following steps: step 1, establishing an initial tire model; step 2, building an tire aerodynamic drag calculation model; step 3, designing a testing scheme using tire five contour parameters; step 4, building a function relationship between tire five outer contour parameters and an aerodynamic drag coefficient values, and verifying the accuracy of the function relationship; and step 5, obtaining tire five outer contour parameters when the aerodynamic drag coefficient value is smallest by using an optimization algorithm. The design method effectively avoids the blindness problem in the design process of the tire outer contour structure and can effectively reduce the design cycle number of the tire outer contour structure, thereby improving the improvement efficiency, meanwhile, it is benefit to reduce tire aerodynamic drag and improve vehicle economy and reduce harmful emissions.