An aircraft tire having improved wear properties is provided. The tire includes a belt reinforcement structure that provides a flatter crown and reduces localized tensions. The belt reinforcement structure includes at least four hybrid belt plies having free ends that are positioned radially inward of at least one non-hybrid belt ply. The hybrid belt plies allow for reductions in the overall mass of the tire and improved thermal properties while still meeting requirements for burst pressure and size for aircraft tires.

Provided is a pneumatic radial tire for an aircraft including a bead core, a radial carcass and a stiffener, the radial carcass including one or more turn-up plies and one or more down plies, wherein in tire axial direction cross-sectional view, when an intersection point of a virtual circle with a ply closest to a tire axial direction inner side of the stiffener among the plies intersecting with the virtual circle having a radius that is twice as large as a diameter D of the bead core from a center O of the bead core is a point A, an intersection point of the virtual circle with a ply closest to a tire axial direction outer side of the stiffener is a point B, and a midpoint between the point A and the point B is a reference point C, then a line segment OC connecting the center O of the bead core to the reference point C has an inclination angle θ of 17° or less to a tire radial direction line passing the center O of the bead core on the tire axial direction outer side.

The tire comprises a tread, a crown reinforcement and at least one crown layer. The crown layer has an axial width (L.sub.2) that is at least two-thirds of a maximum axial width (L.sub.1) of the tire and has a concave portion with axial limits (M.sub.2, M′.sub.2) on either side of an equatorial plane (XZ). The tire further includes a carcass reinforcement which has at least one carcass layer with a concave portion that has axial limits (M.sub.3, M′.sub.3) on either side of the equatorial plane (XZ). The radial distance (d) between the respective concave portions is at a maximum in the equatorial plane (XZ) and decreases continuously from the equatorial plane (XZ) as far as the axial limits (M.sub.2, M′.sub.2) of the said concave portions axially closest to the equatorial plane (XZ), where it reaches a minimum value (d.sub.M).

An aircraft tire capable of suppressing rubber tire wear during landing and shocks which accelerate or decelerate an aircraft at touchdown includes, on a side of a tire body constituting an outer peripheral part of an aircraft wheel, a protrusion for receiving flight wind pressure. The wheel is rotated ahead of the touchdown by the action of the wind pressure received by the protrusion in a direction in which the wheel rotates during a landing roll. Weight is inserted into a hollow part of the protrusion. Through use of centrifugal force on the weight in association with a rotational motion of the wheel, the protrusion is deformed to change its wind pressure receiving area for bringing rotational speed of the wheel ahead of the touchdown close to a rotating speed of the wheel that is consistent with a flying speed of the aircraft making the touchdown.

This invention relates generally to tires having multiple carcasses that wrap around multiple bead cores on a single side of the tire, and, more specifically, to a tire that has a bead core locking insert that eliminates a pullout step for one of the carcass plies or bands during fabrication, This step includes wrapping one of the plies or bands completely around said multiple bead cores that are found on a single side of the tire. In certain embodiments, the tire is an aviation tire that has bands of multiple plies that are wrapped about multiple bead cores found on each side of the tire. The bead core locking insert is found below the multiple bead cores found on each side of the tire and is adjacent to the bands that wrap around the inside and outside head cores, thereby locking these beads and associated bands together.

A system includes a wheel, a hubcap coupled to the wheel and a tire pressure sensor coupled to the wheel. The system also includes a brake control unit (BCU) and an active hubcap circuit coupled to the hubcap. The active hubcap circuit is electrically coupled to the tire pressure sensor and the BCU and configured to receive an input signal from at least one of the tire pressure sensor or the BCU, generate an output signal by increasing a signal to noise ratio of the input signal and output the output signal to at least one of the BCU or the tire pressure sensor.

An aircraft tire having improved wear properties is provided. The tire includes a belt reinforcement structure (128) that provides a flatter crown and reduces localized tensions. The belt reinforcement structure includes at least two hybrid belt plies (130,132) having free ends that are positioned radially inward of at least one non-hybrid belt ply (134,136). The hybrid belt plies allow for reductions in the overall mass of the tire and improved thermal properties while still meeting requirements for burst pressure and size for aircraft tires.

A vulcanizable rubber composition comprising (i) a rubber component including a polyisoprene elastomer, (ii) a sulfur-based curative, (iii) zinc oxide, and (iv) a eutectic composition.

A pneumatic tire includes at least one balance patch arranged on a tire inner surface that is a surface on the inner side of the tire, and a functional component having a communication function and arranged on the tire inner surface at a position separated at a predetermined angle θ from the balance patch in a tire circumferential direction.

A radial tire for an aircraft, the radial tire having a rim diameter of 20 inches or less includes a pair of bead portions; a pair of sidewall portions extending outward from the bead portions in a substantially radial direction; a tread portion that couples together respective radial outer ends of the sidewall portions; a toroidal carcass layer reinforcing a portion between bead cores embedded in the bead portions; a belt layer and a tread that are sequentially laminated on an outer side of the carcass layer in the radial direction, wherein a value M obtained by dividing a tire external diameter D by a distance L between bead heels of the bead portions is in a range of from 4.1 to 5.4.