A tire assembly according to the disclosure may include a wheel having a first outer circumferential surface and a second outer circumferential surface, and a tire mounted on the wheel and having a first portion that mates with the first outer circumferential surface of the wheel, and a second portion that is spaced away from the second outer circumferential surface of the wheel to form a cavity. Furthermore, the first portion may be a solid portion that extends from the first outer circumferential surface of the wheel to an outer circumferential surface of the tire.

A tire assembly according to the disclosure may include a wheel having a first outer circumferential surface and a second outer circumferential surface, and a tire mounted on the wheel and having a first portion that mates with the first outer circumferential surface of the wheel, and a second portion that is spaced away from the second outer circumferential surface of the wheel to form a cavity. Furthermore, the first portion may be a solid portion that extends from the first outer circumferential surface of the wheel to an outer circumferential surface of the tire.

Method for controlling the symmetry of the footprint area of a tyre miming on a straight trajectory with camber angle different from zero, wherein the method comprises the steps: —reducing the contact pressure of the tyre (2) on the footprint area at an inner shoulder (in case of negative camber) or at an outer shoulder (in case of positive camber); —disposing any medium line (Im) of the tread band (9) placed in correspondence with the footprint area substantially parallel to the ground; the invention also defines a tyre and a wheel for motor-vehicles, wherein the medium line (Im) of the tread hand (9) and the rotation axis (X-X) of the tyre (2) form an angle (a) substantially equal in absolute value to the camber angle (β); the invention also encompasses a process for manufacturing such tyres, wherein a green tyre with symmetric outer profile is deformed during the vulcanising and moulding step until a predetermined angle (a) different from zero is formed between any medium line (Im) of the tread band (9) and the rotation axis (X-X) of the vulcanised tyre (2).

Method for controlling the symmetry of the footprint area of a tyre miming on a straight trajectory with camber angle different from zero, wherein the method comprises the steps: —reducing the contact pressure of the tyre (2) on the footprint area at an inner shoulder (in case of negative camber) or at an outer shoulder (in case of positive camber); —disposing any medium line (Im) of the tread band (9) placed in correspondence with the footprint area substantially parallel to the ground; the invention also defines a tyre and a wheel for motor-vehicles, wherein the medium line (Im) of the tread hand (9) and the rotation axis (X-X) of the tyre (2) form an angle (a) substantially equal in absolute value to the camber angle (β); the invention also encompasses a process for manufacturing such tyres, wherein a green tyre with symmetric outer profile is deformed during the vulcanising and moulding step until a predetermined angle (a) different from zero is formed between any medium line (Im) of the tread band (9) and the rotation axis (X-X) of the vulcanised tyre (2).

An adaptive tire traction control system for motor vehicle tires for grip enhancement and rolling friction reduction. The tire surface area is radially divided into multiple zones, in the three zones configuration the tire is composed of an outer shoulder, centre and inner shoulder. The outer shoulder is equipped with a plurality of studs to increase the traction when vehicle is on icy or muddy surfaces. The centre part is made of low friction rubbers for the normal operation to increase fuel economy and lengthen the tires life, and reduced rolling noise. The inner shoulder is equipped with high grip rubber to provide better grip in case of emergency braking. In one embodiment, the tilting mechanism of the tire traction system can be connected to the anti-lock braking system (ABS). In case of emergency braking, the inner shoulder with high grip rubber is brought in contact with the ground to provide more grips.

An adaptive tire traction control system for motor vehicle tires for grip enhancement and rolling friction reduction. The tire surface area is radially divided into multiple zones, in the three zones configuration the tire is composed of an outer shoulder, centre and inner shoulder. The outer shoulder is equipped with a plurality of studs to increase the traction when vehicle is on icy or muddy surfaces. The centre part is made of low friction rubbers for the normal operation to increase fuel economy and lengthen the tires life, and reduced rolling noise. The inner shoulder is equipped with high grip rubber to provide better grip in case of emergency braking. In one embodiment, the tilting mechanism of the tire traction system can be connected to the anti-lock braking system (ABS). In case of emergency braking, the inner shoulder with high grip rubber is brought in contact with the ground to provide more grips.

A pneumatic tire may have an outboard bead portion oriented on an outboard side of the tire, an inboard bead portion oriented on an inboard side of the tire, an outboard sidewall portion oriented on the outboard side of the tire, an inboard sidewall portion oriented on the inboard side of the tire, an outboard shoulder portion oriented on the outboard side of the tire, and at least one body ply. The body ply may extend about the outboard bead portion and have a first turnup that extends to at least the outboard shoulder portion. The body ply may extend about the inboard bead portion and have a second turnup that extends to, and terminates in, the inboard bead portion or the inboard sidewall portion, wherein the first turnup height is greater than the second turnup height. At least one belt may be oriented radially outward of the body ply.

A pneumatic tire may have an outboard bead portion oriented on an outboard side of the tire, an inboard bead portion oriented on an inboard side of the tire, an outboard sidewall portion oriented on the outboard side of the tire, an inboard sidewall portion oriented on the inboard side of the tire, an outboard shoulder portion oriented on the outboard side of the tire, and at least one body ply. The body ply may extend about the outboard bead portion and have a first turnup that extends to at least the outboard shoulder portion. The body ply may extend about the inboard bead portion and have a second turnup that extends to, and terminates in, the inboard bead portion or the inboard sidewall portion, wherein the first turnup height is greater than the second turnup height. At least one belt may be oriented radially outward of the body ply.

A pneumatic tire is provided in which an inner tie rubber layer and an outer tie rubber layer are selectively disposed between a carcass layer and an innerliner layer in a region on both sides in a tire width direction excluding a center region of a tread portion. End portions of the inner tie rubber layer and outer tie rubber layer on a tire equator side are disposed within a range of from 10 mm to 25 mm on an inner side in the tire width direction from an end portion on an outermost side in the tire width direction of a belt layer. A rubber thickness t1 of the inner tie rubber layer differs from a rubber thickness t2 of the outer tie rubber layer. A rubber thickness of the outer tie rubber layer is from 120% to 200% a rubber thickness of the inner tie rubber layer.

A pneumatic tire is provided in which an inner tie rubber layer and an outer tie rubber layer are selectively disposed between a carcass layer and an innerliner layer in a region on both sides in a tire width direction excluding a center region of a tread portion. End portions of the inner tie rubber layer and outer tie rubber layer on a tire equator side are disposed within a range of from 10 mm to 25 mm on an inner side in the tire width direction from an end portion on an outermost side in the tire width direction of a belt layer. A rubber thickness t1 of the inner tie rubber layer differs from a rubber thickness t2 of the outer tie rubber layer. A rubber thickness of the outer tie rubber layer is from 120% to 200% a rubber thickness of the inner tie rubber layer.