A tire includes a carcass, a tread disposed radially outward of the carcass, a sidewall including a shoulder extends toward the tread, and a reinforcing structure positioned radially between the carcass and the tread. The reinforcing structure includes a plurality of belts extending axially toward the shoulder and an overlapping spiral wound strip positioned at a radially outermost portion of the reinforcing structure. The overlapping spiral wound strip includes a uniform width having groups of four first cords with a single second cord therebetween. The first cords include a hybrid construction and the second cords include a single material construction.

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 tyre monitoring device configured to be mounted on a wheel is described. The device includes a pressure sensor for sensing an inflation pressure of a tyre on the wheel; a wireless communication interface configured to receive data indicative of a command to indicate tyre pressure; a storage storing a predetermined pressure value; an indicator configured to provide a first indication and a second indication, wherein the first indication is different from the second indication; and a processing system configured to operate the indicator to provide the first indication or the second indication responsive to receipt of the command to indicate tyre pressure, and based at least in part on the inflation pressure and the predetermined pressure value.

A wear state prediction device (10) is provided with a model generation unit (124) which generates a model for predicting a wear state as an objective variable by using a predetermined algorithm in which air temperature data on an aircraft (31) acquired in advance is set as an explanatory variable, and a wear state prediction unit (133) which inputs air temperature data to the model generated by the model generation unit (124) and predicts the wear state.

Protective reinforcement (3) for a tire has mean radial thickness T at least equal to two times diameter D of reinforcer (4), and comprises respectively on its radially interior face (31) and on its radially exterior face (32) parts (7) made of elastomeric compound having axial width W at least equal to diameter D of reinforcer (4). The path of any reinforcer (4), in circumferential direction (XX′), varies radially between radially interior first face (31) and radially exterior second face (32), in such a way that the set of paths of reinforcers (4) of protective reinforcement (3) constitutes a three-dimensional lattice. Furthermore, protective reinforcement (3) comprises a first family of reinforcers (41) each having a path, in the circumferential direction (XX′), contained in circumferential plane (XZ) and a second family of reinforcers (42) each having a path, in the circumferential direction (XX′), that follows a zigzag curve.

Protective reinforcement (3) for a tire has a mean radial thickness T at least equal to two times the diameter D of a −12-reinforce (4), comprises respectively on its radially interior face (31) and on its radially exterior face (32) parts (7) made of elastomeric compound having an axial width W at least equal to the diameter D of a −12-reinforcer (4), and the path of any −12-reinforce (4), in the circumferential direction (XX′), varies radially between the radially interior first face (31) and the radially exterior second face (32), in such a way that the set of paths of the reinforcers (4) of the protective reinforcement (3) constitutes a three-dimensional lattice. Furthermore, the path of any −12-reinforce (4), in the circumferential direction (XX′), is a zigzag curve extending axially over the entire axial width L of the protective reinforcement (3).

An auxiliary rotating structure adapted for a tire of an aircraft includes a first side wall and a second side wall. The first side wall is fixed on a wall of the tire and rotates along with the tire. A side of the second side wall is connected to a side of the first side wall to form a chamber between the first side wall and the second side wall. An opening is formed between the other side of the first side wall and the other side of the second side wall and communicated with the chamber. The second side wall is made of resilient material. When the auxiliary rotating structure is located at a lower side of the tire, an air flow passes through the opening into the chamber to generate a first torque along a first rotary direction for rotating the tire.

An outboard wheel half has an axis and includes an outboard wheel structure configured to receive at least a portion of a tire. The outboard wheel half also includes a structure defining an alignment hole usable to align a hubcap relative to the structure. The structure defines a pocket circumferentially aligned with the alignment hole to reduce an amount of stress at a location of the alignment hole.

A pneumatic radial tire for aircraft in the present disclosure includes a bead core formed by a pair of cable beads embedded in a respective pair of bead portions, a pair of bead fillers respectively arranged outward in a tire radial direction from the pair of bead cores, and a carcass formed by two or more carcass plies that extend toroidally between the pair of bead cores. In a tire widthwise cross-sectional view, an end of a carcass ply, among the two or more carcass plies, closest to the bead filler in a region inward in a tire width direction from the bead filler is located in a region corresponding to 45° to 90° inward in the tire width direction when 0° is defined as outward in the tire radial direction from a center of the bead core.

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