A circumferential direction protrusion is provided extending longitudinally mainly along a tire circumferential direction on a side outward in a tire radial direction from a maximum tire width position on at least a first tire side portion of a tire.

The invention is directed to a valve stem system (1) for tubeless wheels. The valve stem system (1) includes a valve stem body (2) with a first end (3) and a second end (4), wherein the second end (4) is located in a tire/rim-volume when mounted at the wheel. A first valve (5) is arranged at the second end (4) of the valve stem body (2). The first valve (5) is a self-sealing one-way valve. A second valve (10) is removably mountable at the first end (3) and is, when mounted, at least partially housed in the valve stem body (2). The second valve (10) comprises a valve stem core inserted in the valve stem body (2) and can be added or removed from the valve stem body (2) while pressure is maintained within the tire by the first valve (5). The invention further concerns a probe (30) for a valve stem system, a method to test the amount of sealant in a wheel and a refilling assembly (80) for a wheel.

The invention is directed to a valve stem system (1) for tubeless wheels. The valve stem system (1) includes a valve stem body (2) with a first end (3) and a second end (4), wherein the second end (4) is located in a tire/rim-volume when mounted at the wheel. A first valve (5) is arranged at the second end (4) of the valve stem body (2). The first valve (5) is a self-sealing one-way valve. A second valve (10) is removably mountable at the first end (3) and is, when mounted, at least partially housed in the valve stem body (2). The second valve (10) comprises a valve stem core inserted in the valve stem body (2) and can be added or removed from the valve stem body (2) while pressure is maintained within the tire by the first valve (5). The invention further concerns a probe (30) for a valve stem system, a method to test the amount of sealant in a wheel and a refilling assembly (80) for a wheel.

A studless tyre includes a tread portion having sipes. In a cross-sectional view of the tyre perpendicular to a circumferential direction, a profile of a tread face between an equatorial plane and each of tread edges is formed by three arcs convex radially outwardly. The arcs include an arc Ci counted an i-th from the equatorial plane in an axially outward direction and having a radius Ri and a tangent line of an arc C1 on the equatorial plane extends exactly in the axial direction. An arc C(i+1) and the arc Ci make contact at a point where they intersect. A radius R(i+1) is not greater than the radius (Ri). A ratio of a radius R2 with respect to a radius R1 is 40% or more and 70% or less. A ratio of a radius R3 with respect to the radius Ri is 15% or more and 30% or less.

A studless tyre includes a tread portion having sipes. In a cross-sectional view of the tyre perpendicular to a circumferential direction, a profile of a tread face between an equatorial plane and each of tread edges is formed by three arcs convex radially outwardly. The arcs include an arc Ci counted an i-th from the equatorial plane in an axially outward direction and having a radius Ri and a tangent line of an arc C1 on the equatorial plane extends exactly in the axial direction. An arc C(i+1) and the arc Ci make contact at a point where they intersect. A radius R(i+1) is not greater than the radius (Ri). A ratio of a radius R2 with respect to a radius R1 is 40% or more and 70% or less. A ratio of a radius R3 with respect to the radius Ri is 15% or more and 30% or less.

A tubeless pneumatic tire. A first bead at one side of the tire has a greater rigidity and/or strength, or outer size; a first lip at the same side as the first bead is provided on a first bead seat away from a hub groove and a second lip at the same side as the second bead is provided on a second bead seat close to the hub groove. An outer side of the hub is adjacent to the hub groove, so that when a vehicle is stationary on a horizontal ground and the tire is flattened without gas support, the bears all or most of a load at a side away from the hub groove. Therefore, this application can prevent the second tire bead provided on the second bead seat adjacent to the hub groove from sliding into the hub groove once a puncture occurs during the high-speed driving, avoiding the traffic accidents caused by the loss of control of braking and steering.

A tubeless pneumatic tire. A first bead at one side of the tire has a greater rigidity and/or strength, or outer size; a first lip at the same side as the first bead is provided on a first bead seat away from a hub groove and a second lip at the same side as the second bead is provided on a second bead seat close to the hub groove. An outer side of the hub is adjacent to the hub groove, so that when a vehicle is stationary on a horizontal ground and the tire is flattened without gas support, the bears all or most of a load at a side away from the hub groove. Therefore, this application can prevent the second tire bead provided on the second bead seat adjacent to the hub groove from sliding into the hub groove once a puncture occurs during the high-speed driving, avoiding the traffic accidents caused by the loss of control of braking and steering.

An air deflector that is at least partially disposable within a tubeless tire of a bicycle wheel includes a body. The body includes at least one wall defining an air input end and an air output end of the body. The body is attachable to a valve of the tubeless tire at the air input end, such that when air is introduced into the body via the valve, at least some of the air is deflectable by one or more walls of the at least one wall out of the body at the air output end.

An air deflector that is at least partially disposable within a tubeless tire of a bicycle wheel includes a body. The body includes at least one wall defining an air input end and an air output end of the body. The body is attachable to a valve of the tubeless tire at the air input end, such that when air is introduced into the body via the valve, at least some of the air is deflectable by one or more walls of the at least one wall out of the body at the air output end.

A vehicle tire comprises first and second bead cores spaced apart from each other, a first casing layer wrapped around the bead cores, a second casing layer wrapped around the bead cores, and a tread layer. The first casing layer has first edge sections that overlap with each other at a zenith of the tire and terminate at first edges on opposing sides of the zenith. The second casing layer has second edge sections that do not overlap with each other and that terminate at second edges that are each substantially aligned with one of the first edges. The first and second casing layers are each made of a single unidirectional ply that are in different directions to each other. The sidewall regions and the zenith comprise four plies of casing layers throughout the tire. The tire can further include first and second sidewall reinforcements (e.g., rubber strips) positioned in the first and second sidewall regions.