Abstract: A self-supporting pneumatic tire, capable of continued operation during under-inflation conditions, has at least one insert located in each tire sidewall. Forming the interior surface of the self-supporting tire is a stiffening layer of material having characteristics similar to that of the insert. In the tread region of the tire, and radially inward of the innermost carcass layer, and possibly in the interior bead region of the tire, is a partial inner liner layer of the bromobutyl rubber.

Abstract: An automobile pneumatic tire comprises a multiple-ply carcass extending in-between two bead rings having allocated bead fillers, a belt arrangement between the plies of the carcass and a tread strip, and rubber reinforcement plies in the sidewall sections assuming a supporting function where the tire is deflated. A first rubber reinforcement ply is inside a first ply of the carcass, a second rubber reinforcement ply is between the first ply of the carcass and the second ply of the carcass, and a third rubber reinforcement ply is between the second ply of the carcass and a third ply of the carcass. The three rubber reinforcement plies extend down with their ends staggered in relation to each other from the bead core area to the edge area of the belt ply. The three rubber plies have different heights in radial direction and different thickness over the height of the sidewall.

Abstract: A pneumatic tire has a crown-reinforcing insert which extends from under the tread substantially, such as at least one-third of the sidewall height, into the sidewall of the tire. Apexes extend from the beads substantially, such as at least one-third of the sidewall height, into the sidewall of the tire, thereby effecting a substantial, such as at least one-third of the sidewall height, “overlap” between end portions of the crown-reinforcing insert and the apexes. Additionally, at least one belt extends from under the tread substantially into the sidewall, and the turn-ups of at least some of the plies extend quite high, such as at least one-third of the sidewall height, into the sidewall. This combination of features yields superior runflat performance.

Abstract: A tire for a vehicle wheel, capable of withstanding the load at low pressure or zero pressure, includes a carcass, a crown, two axially opposed sidewalls, two bead cores, two compression-resistant annular reinforcing elements, and, optionally, a belt structure. The annular reinforcing elements are made of material having high rigidity and very low elastic hysteresis. Each annular reinforcing element is in or adjacent to a zone joining the crown to a sidewall and in a first plane parallel to an equatorial plane of the tire. Each bead core is in a second plane parallel to the equatorial plane. The distance between the first planes is greater than or equal to the distance between the second planes. A camber of an arc between a bead core and an intersection of a carcass ply line with a cylindrical surface passing through the reinforcing elements does not exceed 15% of the arc length.

Abstract: A runflat radial ply tire (70) having a thread (72), a carcass (86) and a belt structure (74) radially located between the thread and the carcass has two sidewalls (80, 82) each reinforced with a circumferentially disposed wedge insert (50a?, 50b?) having a saw-tooth cross-sectional shape. The saw-tooth cross-sectional shape of each wedge insert (50a?, 50b?) is defined by a plurality of circumferentially disposed segments (52a–52e), each of which is separated from adjacent segments by circumferentially disposed grooves (54a–54d). During heavy loading of the tire, or during runflat operation, the radially loaded sidewall portions deform until the grooves (54a?–54d?) undergo closure.

Abstract: A pneumatic tire includes a carcass folded turned up around a bead core, a belt layer arranged outside of a crown portion of the carcass to have an overlapping portion with the carcass folded portion, a first reinforcing rubber layer arranged between a carcass body portion and the carcass folded portion, and a second reinforcing rubber layer arranged inside the carcass body portion, wherein an overlapping width W1 from an upper end position RE of the first reinforcing rubber layer to an end BE of the belt layer is specified; an overlapping width W2 from an upper end position RF of the second reinforcing rubber layer to the end BE of the belt layer is specified; and thickness RW of the second reinforcing rubber layer on a line TL connecting the end BE of the belt layer and a tread end TE is specified.

Abstract: There is provided a pneumatic tire having an aspect ratio of not less than 60 and considerably improving run flat durability as compared with the conventional type of the run flat tire, wherein at least one cushion rubber layer having a loss tangent lower than a loss tangent (tan ?) of a coating rubber for cords of a carcass ply is arranged between an end portion of a belt and a reinforcing rubber layer in a shoulder region and between mutually adjacent tire constitutional members. And also, when the carcass is comprised of plural plies, at least one ply is separated off in a zone beneath the belt, whereby the ride comfort against vibrations can be more improved.

Abstract: A pneumatic radial ply tire (86, 104) having a tread (106), a carcass (96, 108) with two sidewalls (88a, 88b, 116a, 116b), a radial ply structure (98, 110), and a belt structure (103, 117) located radially between the tread and the radial ply structure. Each sidewall is reinforced with at least one wedge insert (89a, 89b, 118a, 118b, 120a, 120b) which comprises alternating regions (90a, 90b, 122a, 122b) of flexible material and layers (91a, 91b, 124a, 124b) of stiffer material. The layer (91a, 91b, 124a, 124b) of stiffer material constrain the lateral expansion of the wedge insert (89a, 89b, 118a, 118b, 120a, 120b) during runflat operation to provide good riding comfort during normal inflation operation and good sidewall reinforcement during runflat operation.

Abstract: The present invention is directed to a runflat tire having at least one of its components comprising the radial carcass ply, the underlay, the overlay, the bead inserts or the chippers, reinforced with polyester cords having a polyepoxide disposed on its surface. The polyester cord is formed by first obtaining a cord through twisting together a plurality of polyester yarns, secondly treating the cord with an aqueous dispersion comprising a polyepoxide, and thirdly treating the cord with an aqueous RFL dispersion comprising a resorcinol-formaldehyde resin, a styrene-butadiene copolymer latex, a vinylpyridine-styrene-butadiene terpolymer latex, and a blocked isocyanate.

Abstract: A runflat tire is provided that may be used in applications currently requiring a large aspect ratio tire. The runflat tire of the invention may be substituted in these applications while providing desirable ride characteristics. The runflat tire includes a sidewall with a radial portion and a cantilever portion. The cantilever portion may be fabricated by extending a sidewall insert in the axially inward direction or by extending the bead filler in the axially outward direction. In other embodiments, the cantilever sidewall portion is formed by a combination of the sidewall insert and the bead filler. The resulting runflat tire has desired durability in the uninflated operating condition while having desired ride characteristics in the inflated condition. The sidewall structure allows the tire to be used in applications presently requiring a tire with a high aspect ratio.

Abstract: The present invention provides a rubber composition which when vulcanized may be used to form a safety support intended to be mounted on a wheel rim within a tire. The invention also is directed to such a support, capable of supporting a tread of the tire in the event of a drop in inflation pressure, and to a mounted assembly comprising this support. A rubber composition according to the invention comprises (phr: parts by weight per 100 parts of diene elastomer(s)): (a) a diene elastomer, (b) particles of an &agr;-olefinic thermoplastic polymer having a melting point greater than or equal to 150° C., in an amount of 5 to 30 parts by weight per 100 parts diene elastomer (phr), wherein the mean size by weight of the particles is between 50 &mgr;m and 500 &mgr;m, (c) greater than 60 phr of reinforcing filler, and (d) from 3 to 8 phr of sulphur.

Abstract: The innermost carcass ply of a runflat tire (50) having a radial carcass ply is a discontinuous ply (52) that includes two portions (52a,52b) each disposed within one of the sidewalls (43,45). In one embodiment, each of the two discontinuous ply portions is composed of two layers (64,66) of cross-biased cords (65,67) which are disposed between the two wedge inserts (58b,59b) in each sidewall. In another embodiment, the two portions (72a,72b) of the discontinuous ply (72) are composed of wavy metal cords. In a third embodiment, a runflat tire incorporating either embodiment of the discontinuous ply (92a,92b) is built using the locked, tie-in construction for the carcass ply.

Abstract: A self-supporting tire for vehicle wheels includes a carcass structure having at least one carcass ply, a belt structure, a tread band, at least one pair of sidewalls, and at least one pair of resilient stiffening inserts incorporated into the carcass structure. The at least one carcass ply includes axially-inner strip lengths and axially-outer strip lengths, and may also include axially-intermediate strip lengths. Each of the strip lengths extend in a U-shaped configuration around a cross-section outline of the carcass structure to define two side portions spaced apart from each other in an axial direction and a crown portion extending at a radially-outer position between the side portions. The resilient stiffening inserts are axially interposed between the side portions of the axially-inner strip lengths and the side portions of the axially-outer strip lengths.

Abstract: Fabric treatment layers (130a, 130b, 132a, 132b) are deployed in the sidewall regions of a runflat tire (100) having a metal-reinforced first ply (120). In one embodiment, parallel cord, reinforced fabric treatment layers (130a, 130b, 132a 132b) sandwich the metal forced first ply (120) and inhibit buckling of the reinforcing cords (70) of the first ply during runflat operation when the ply cords or wires are bearing compression loads. In another embodiment, a single woven fabric treatment layer (170a, 170b) is disposed in each sidewall region (152,154) at a location immediately axially inward of the metal-reinforced first ply (160).

Abstract: The invention is directed to a radial medium truck tire having a tread component comprising a vulcanizable rubber composition comprising, based on 100 parts by weight of elastomer (phr), from about 5 to about 30 phr of high trans random SBR; from about 70 to about 95 phr of a combination of high cis-1,4-polybutadiene rubber (BR) and cis 1,4-polyisoprene natural rubber (IR) in a IR/BR weight ratio of from about 1 to about 3; from about 20 to about 40 phr of carbon black; and from about 15 to about 35 phr of precipitated silica.

Abstract: A pneumatic tire having an aspect ratio of not less than 60 comprises a radial carcass of one or more plies, a belt, a bead filler rubber and a rubber reinforcing layer of substantially a crescent shape in section extending from a position near to a bead core to a position near to a tread end along an inner surface of an innermost carcass ply, wherein at least one rubber protection sheet being relatively soft is disposed between the bead filler rubber and the carcass ply surrounding it and/or between the rubber reinforcing layer and the carcass ply nearest thereto.

Abstract: An automobile pneumatic tire comprises a multiple-ply carcass extending in-between two bead rings having allocated bead fillers, a belt arrangement between the plies of the carcass and a tread strip, and rubber reinforcement plies in the sidewall sections assuming a supporting function where the tire is deflated. A first rubber reinforcement ply is inside a first ply of the carcass, a second rubber reinforcement ply is between the first ply of the carcass and the second ply of the carcass, and a third rubber reinforcement ply is between the second ply of the carcass and a third ply of the carcass. The three rubber reinforcement plies extend down with their ends staggered in relation to each other from the bead core area to the edge area of the belt ply. The three rubber plies have different heights in radial direction and different thickness over the height of the sidewall.

Abstract: A pneumatic radial ply tire (50) has a tread (52), a carcass (61) with two sidewalls (77, 78), a single radial ply (70) reinforced with inextensible metal cords, two annular beads (36a′, 36b′), and a belt structure (58) located radially between the tread and the radial ply structure (56). Each sidewall (77, 78) is reinforced with wedge inserts (59a, 59b) containing stiffener layers (72a, 72b, 73a, 73b) that carry the compressive loading to which the tire is subjected during runflat operation. The incorporation of wedge-insert stiffeners (72a, 72b, 73a, 73b) provides a light-weight runflat tire having a simplified construction.

Abstract: A self-supporting pneumatic tire, capable of continued operation during under-inflation conditions, has at least one insert located in each tire sidewall. Forming the interior surface of the self-supporting tire is a stiffening layer of material having characteristics similar to that of the insert. In the tread region of the tire, and radially inward of the innermost carcass layer, and possibly in the interior bead region of the tire, is a partial inner liner layer of the bromobutyl rubber.

Abstract: The invention is directed to a pneumatic tire having at least one component comprising a vulcanizable rubber composition, wherein the vulcanizable rubber composition comprises, based on 100 parts by weight of elastomer (phr), from about 5 to 30 phr of high trans random SBR, and from about 70 to about 95 phr of at least one additional elastomer, wherein the high trans random SBR comprises from about 3 to about 30 percent by weight of styrene.

Abstract: A self-supporting tyre (1) has reinforcing structures at the beads (4) defining rest surfaces (4a) for a corresponding rim (1a) which have a profile converging towards the tyre rotation axis away from the equatorial plane (X-X) of the tyre itself. The carcass plies (3a, 3b) are each made by sequential deposition of strip-like sections circumferentially distributed on a toroidal support (11). Elastic-support inserts (16, 21) are interposed between the side portions (13a, 14a) of axially internal sections (13), axial intermediate sections (15). In this manner around at least one of said support inserts opening degree of which can be modulated depending on requirements, by modifying the land/empty space ratio determined by the distance existing between the side portions (13a, 14a, 15a) of the strip-like sections (13, 14, 15) covering each of the axially opposite sides of the support insert itself.

Abstract: Runflat tire construction is optimized for tire ride comfort by reducing tire wall gauges in the tread-shoulder-to-upper-sidewall transition region and compensating with supporting sidewalls that constantly increase in thickness (gauge) from the transition region to a bead/flange area where a chafer extends above a wheel rim flange. Thus the bead and lower sidewall area are reinforced to a maximum and the shoulder area gets only the minimum stiffness necessary to achieve the required runflat performance. Within the context of wall gauges that constantly increase from the transition region to the bead/flange area, a mid-sidewall gauge ratio MSGR, being equal to a mid-sidewall gauge G2 divided by a shoulder gauge G1, is approximately within the range of 1.1 to 1.4, preferably approximately equal to 1.3; and a bead/flange gauge ratio BFGR, being equal to a bead/flange gauge G3 divided by a shoulder gauge G1, is approximately within the range of 1.5 to 1.8, preferably approximately equal to 1.7.

Abstract: The innermost carcass ply of a runflat tire (50) having a radial carcass ply is a discontinuous ply (52) that includes two portions (52a, 52b) each disposed within one of the sidewalls (43, 45). In one embodiment, each of the two discontinuous ply portions is composed of two layers (64, 66) of cross-biased cords (65, 67) which are disposed be-tween the two wedge inserts (58b, 59b) in each side-wall. In another embodiment, the two portions (72a, 72b) of the discontinuous ply (72) are composed of wavy metal cords. In athird embodiment, a runflat tire incorporating either embodiment of the discontinuous ply (92a, 92b) is built using the locked, tie-in construction for the carcass ply.

Abstract: A pneumatic tire has a crown-reinforcing insert which extends from under the tread substantially, such as at least one-third of the sidewall height, into the sidewall of the tire. Apexes extend from the beads substantially, such as at least one-third of the sidewall height, into the sidewall of the tire, thereby effecting a substantial, such as at least one-third of the sidewall height, “overlap” between end portions of the crown-reinforcing insert and the apexes. Additionally, at least one belt extends from under the tread substantially into the sidewall, and the turn-ups of at least some of the plies extend quite high, such as at least one-third of the sidewall height, into the sidewall. This combination of features yields superior runflat performance.

Abstract: A pneumatic tire (10) incorporates a plurality of parallel-aligned, tread-stiffening support members (23) typically disposed laterally between the tread (12) and the ply structure (16). The support members (23) inhibit lateral and circumferential tread lift during runflat operation. Support members (23) can each be a monolithic rib (22) made of a fiber reinforced plastic material. An alternative layered rib (24) has two outer layers (40, 44) of a fiber reinforced plastic material while the central layer (42) is an elastomer.

Abstract: A pneumatic tire comprises a tread portion, a pair of sidewall portions, a pair of bead portions, a carcass extending between the bead portions, and a tread reinforcement disposed radially outside the carcass in the tread portion. The tread reinforcement comprises a reinforcing rubber layer and a radially outer reinforcing cord layer. The radially outer reinforcing cord layer is made of cords disposed radially outside the reinforcing rubber layer. The reinforcing rubber layer extends across the substantially overall tread width and made of a rubber material having a hardness of not less than 70 degrees and a loss tangent of not more than 0.15. In a tire meridian section, the thickness of the reinforcing rubber layer being in a range of not less than 2 mm at the tire equator and gradually decreasing towards the axial edges of the reinforcing rubber layer.

Abstract: There is provided a rubber composition whose run-flat durability is improved and in which precipitation of sulfur and a vulcanization accelerator on the rubber surface before vulcanization is prevented. Sulfur in an amount of 2 to 8 parts by weight and two or more vulcanization accelerators in a total amount of at least 5 parts by weight based on 100 parts by weight of a rubber component are used, at least one of the accelerators being a sulfen amide accelerator.

Abstract: Runflat tire construction is optimized for tire ride comfort by reducing tire wall gauges in the tread-shoulder-to-upper-sidewall transition region and compensating with supporting sidewalls that constantly increase in thickness (gauge) from the transition region to a bead/flange area where a chafer extends above a wheel rim flange. Thus the bead and lower sidewall area are reinforced to a maximum and the shoulder area gets only the minimum stiffness necessary to achieve the required runflat performance. Within the context of wall gauges that constantly increase from the transition region to the bead/flange area, a mid-sidewall gauge ratio MSGR, being equal to a mid-sidewall gauge G2 divided by a shoulder gauge G1, is approximately within the range of 1.1 to 1.4, preferably approximately equal to 1.3; and a bead/flange gauge ratio BFGR, being equal to a bead/flange gauge G3 divided by a shoulder gauge G1, is approximately within the range of 1.5 to 1.8, preferably approximately equal to 1.7.

Abstract: It is to provide a pneumatic tire in which a bulk modulus of elasticity of a tread rubber is small and an inverse V-shaped bending in a tread portion is suppressed to effectively prevent separation failure, breakage and the like of a belt layer, which comprises a radial carcass, a belt of two belt layers with a cross cord arrangement reinforcing a tread portion at an outer peripheral side of a crown portion of the radial carcass and a rubber reinforcing layer having a crescent-shaped form at a cross section, wherein the tread rubber forming a ground contact face of the tread is made of rubber having a bulk modulus of elasticity of not more than 4 GPa and an additional belt layer of cords having a cord angle with respect to an equatorial plane of the tire larger than that of cords in each of belt layers is arranged on an outer peripheral side of the belt and a compression rigidity of the additional belt layer in a widthwise direction of the tread is made 2 times or more larger than that of the belt layer.

Abstract: A tire having a radial carcass reinforcement winding within each bead around at least one heel reinforcement element and whose meridian profile, when the tire is mounted and inflated, has a constant direction of curvature in a first bead and a sidewall extending it radially, and has a tangent TT′ to the point of tangency T of the carcass reinforcement profile with the annular element of the first bead which forms with the axis of rotation an angle &phgr; which is open towards the outside and is greater than 45°, wherein, viewed in meridian section, at least the aforesaid sidewall comprises a reinforcing profiled element having, viewed in section, substantially the form of a crescent, one of the axially inner or outer faces of the crescent-shaped profiled element follows the profile of the carcass reinforcement, and the trace of the face of the crescent-shaped profiled element opposite the face of such profiled element closest to the carcass reinforcement has a single direction of curvature.

Abstract: An automobile pneumatic tire comprises a multiple ply carcass extending in-between two bead rings having allocated bead fillers, a belt arrangement between the plies of the carcass and a tread strip, and rubber reinforcement plies in the sidewall sections assuming a supporting function where the tire is deflated. A first rubber reinforcement ply is inside a first ply of the carcass, a second rubber reinforcement ply is between the first ply of the carcass and the second ply of the carcass and a third rubber reinforcement ply is between the second ply of the carcass and a third ply of the carcass. The three rubber reinforcement plies extend down with their ends staggered in relation to each other from the bead core area to the edge area of the belt ply. The three rubber plies have different heights in radial direction and different thickness over the height of the sidewall.

Abstract: A tire/wheel assembly in which a run-flat support member 3 is inserted into a cavity of a pneumatic tire 2, the run-flat support member 3 including a circular shell 4 in which the outer circumferential side thereof is used as a support surface and the inner circumferential side thereof is opened to have two leg portions, and elastic rings 5 supporting the ends of the two leg portions on a rim. The outer circumferential surface of the circular shell 4 in a cross-section cut in a tire width direction has a shape with a plurality of convex portions 4a, 4b, aligned in a tire width direction, and these convex portions have a plurality of different kinds of radius of curvatures and/or thickness.

Abstract: A vehicle tire comprises a carcass ply (1) extending between two bead regions, a tread region disposed between side walls (7,8) and having a tread surface (6) curved in the axial direction and also a breaker (5) reinforcing the tread region and arranged between the carcass ply and tread region, characterised in that in the normally inflated state of the tyre mounted on a tyre rim, the vertical spacing of the tread surface (6) with respect to the breaker continuously reduces, starting from the region of the tyre centre (3), towards the breaker edges (13, 14) and in that the side walls (7, 8) are made at least substantially self-supporting.

Abstract: This invention relates to a composite of a melamine derivative, particularly a liquid melamine derivative, and carbon black. A representative melamine derivative is, for example, comprised of an alkoxymethylmelamine such as hexamethoxymethylmelamine. The invention further relates to a rubber composition containing such composite of a melamine derivative and carbon black and to a rubber composition containing such composite as a methylene donor in combination with a methylene acceptor and the reaction product thereof in situ within said rubber composition. Such rubber composition may be a component of an article of manufacture, which may contain or be exclusive of, wire reinforcement, such as for example a component of a tire, vehicular track or industrial belt or hose.

Abstract: There is provided a pneumatic tire having an aspect ratio of not less than 60 and considerably improving run flat durability as compared with the conventional type of the run flat tire, wherein at least one cushion rubber layer having a loss tangent lower than a loss tangent (tan &dgr;) of a coating rubber for cords of a carcass ply is arranged between an end portion of a belt and a reinforcing rubber layer in a shoulder region and between mutually adjacent tire constitutional members. And also, when the carcass is comprised of plural plies, at least one ply is separated off in a zone beneath the belt, whereby the ride comfort against vibrations can be more improved.

Abstract: A pneumatic tire having an aspect ratio of not less than 60 comprises a radial carcass of one or more plies, a belt, a bead filler rubber and a rubber reinforcing layer of substantially a crescent shape in section extending from a position near to a bead core to a position near to a tread end along an inner surface of an innermost carcass ply, wherein at least one rubber protection sheet being relatively soft is disposed between the bead filler rubber and the carcass ply surrounding it and/or between the rubber reinforcing layer and the carcass ply nearest thereto.

Abstract: A pneumatic radial ply passenger tire (10) having a tread (12), a casing with two sidewalls (20), two radial plies (38, 40) extending from and wrapped about two annular beads (26) and a belt reinforcement structure (36) located radially between the tread and the plies. Inner ply (38) is reinforced with essentially inextensible metal cords and is designed to carry a compressive load during runflat operation. Outer ply (40) is reinforced with organic-fiber cords designed to withstand tensile stresses during runflat operation. A circumferentially deployed insert (42) is disposed between the inner and outer radial plies (38, 40) in each sidewall (20) adjacent to the shoulder of the tread. The metal cords (41) of inner ply (38) have compressive-load-hearing capacity which reduces the mass of the insert material (42). The metal cords (41) also have thermal conductivity properties that dissipate heat buildup from both ply (38) and insert (42).

Abstract: It is to provide a pneumatic safety tire capable of continuing safe running even if an internal tire pressure drops to an atmospheric pressure and easily producing the tire, in which a side reinforcing rubber layer having substantially a crescent form at a section in a widthwise direction is mainly arranged on the sidewall portion and at least one annular depression convexly protruding inward in the radial direction and continuously extending in the circumferential direction is arranged on the belt.

Abstract: There is provided a pneumatic tire having an aspect ratio of not less than 60 and considerably improving run flat durability as compared with the conventional type of the run flat tire, wherein at least one cushion rubber layer having a loss tangent lower than a loss tangent (tan &dgr;) of a coating rubber for cords of a carcass ply is arranged between an end portion of a belt and a reinforcing rubber layer in a shoulder region and between mutually adjacent tire constitutional members. And also, when the carcass is comprised of plural plies, at least one ply is separated off in a zone beneath the belt, whereby the ride comfort against vibrations can be more improved.

Abstract: A pneumatic tire comprises a rubber bead apex extending radially outwards from a bead core; a carcass composed of an inside carcass ply and an outside carcass ply, the inside carcass ply turned up around the bead core in each bead portion from the tire inside to the tire outside to form a pair of turned up portions and a main portion therebetween, the outside carcass ply extending to a position between the bead apex and the turned up portion; a steel cord reinforcing layer comprising an axially inner portion and an axially outer portion which extend radially outwardly from the bead core underside into the sidewall portion; the sidewall portion provided with an axially inner reinforcing rubber layer disposed axially inside the inside carcass ply's main portion, and an axially outer reinforcing rubber layer disposed between the outside carcass ply and the steel cord reinforcing layer's axially outer portion.

Abstract: Methods for improving vehicle steering performance and robustness through control of non-uniformities in the vehicle's tires, wheels and tire/wheel assemblies. While minimizing lateral force variations (e.g., couple imbalance), a controlled amount of radial and/or tangential force variation is induced in one or more tire/wheel assemblies by imparting mass non-uniformnity, dimensional non-uniformity, and/or stiffness non-uniformity. The tire non-uniformities are preferably distributed meridionally symmetrically about the equatorial plane of the tire, so as to induce tangential and/or radial force variations but not lateral force variations. Beneficial tangential and/or radial force variations will result from the operation of such a tire, even if the tire/wheel assembly is balanced by weights added to the wheel.

Abstract: A pneumatic tire, includes at least one carcass ply having a steel cord arranged substantially in a radial direction of the tire, folded turned up around a bead cord, a belt layer arranged on an outer side of a crown portion of the carcass ply to have an overlapping portion with the folded portion of the carcass, a first reinforcing rubber layer arranged between body portion of the carcass ply and the folded portion of the carcass ply, and a second reinforcing rubber layer arranged inside the body portion of the carcass ply, over a region corresponding to a tire shoulder portion to a bead portion, with its thickness gradually reduced from a central portion to opposing end portions, wherein overlapping width W2 from an upper end position RF of the second reinforcing rubber layer to an end BE of the belt layer is 7% to 33% of the width BW of the belt layer; and cross sectional widths G1W, G2W, and G3W representing minimum widths between an inner surface of the tire and respective side-wall outer surface positio

Abstract: A pneunatic radial ply tire (500, 600, 900, 1000, 1100, 1200, 1300, 1400) having a tread (538, 638, 938, 1038, 1138, 1238, 1338, 1438), a carcass structure (560, 660, 960, 1060, 1160, 1260, 1360, 1460) and a belt structure (546, 646, 946, 1046, 1146, 1246, 1346, 1446) has an electrically conductive and electrically continuous single-turn hoop (510, 610, 910, 1010, 1110, 1410) disposed about the circumference of the tire. The hoop might be provided as a coupling element in a transponder and interrogator system and in some designs as a structural element of the tire.

Abstract: A tire having at least a first bead, the seat of which has a generatrix whose axially inner end lies on a circle of diameter greater than the diameter of the circle on which the axially outer end is located, and a radial carcass reinforcement winding within each bead around at least one heel reinforcement element, passing from the inside to the outside to form an upturn, the meridian profile of the carcass reinforcement, when the tire is mounted on its operating rim and inflated to the recommended pressure, having a constant direction of curvature in the first bead and a sidewall extending it radially, and having a tangent TT′ to the point of tangency T of the carcass reinforcement profile with the annular element of the first bead which forms with the axis of rotation an angle &phgr; which is open towards the outside and is greater than 45°, wherein, viewed in meridian section, at least the sidewall extending the first bead comprises a reinforcing profiled element having, viewed in section, substan

Abstract: A pneumatic radial ply tire (50) having a tread (52), a carcass (60) with two sidewalls (77, 78), two or more radial plies (70, 72), two annular beads (36a′, 36b′), a belt structure (56) located radially between the tread and the radial ply structure (58), one or more circumferentially deployed high-modulus incompressible belt reinforcements (66) and/or two or more circumferentially deployed high-modulus tensile-stress-bearing fabric reinforcements (59). Belt reinforcement(s) (66) and/or fabric reinforcement(s) (59) work to increase the lateral and circumferential rigidity of the tread (52) and underlying structures of the carcass (60). The lateral and circumferential stiffening of the tread (52) enhances high-speed runflat handling and contributes to improved runflat operational life.

Abstract: A radial ply runflat tire (50) having a tread (52), a carcass (60) with two sidewalls (77,78), one or more radial plies (70,72), two annular beads (36a′,36b′), and a belt structure (56) located radially between the tread and the radial ply structure (58). The tread has laterally disposed tread ribs (64a,64b) whose contours are defined by circular curves intersecting nontangentially with the circular curve that defines the contour of the central portion of the tread. Each sidewall portion (77,78) has a rib (63a,63b) that is out of contact with the road during normal inflation operation and that engages the road during runflat operation. The tread ribs (64a,64b) are separated from the respective sidewall ribs (63a,63b) by decoupling grooves (65a,65b) which overlie the point of nontangential intersection of the circular curves that define the respective contours of the sidewall ribs and the laterally disposed tread ribs.

Abstract: A pneumatic tire comprises a tread portion, a pair of sidewall portions, a pair of bead portions, a radial carcass toroidally extending between a pair of bead cores and wound around the bead core from an inside toward an outside in the radial direction, a bead filler, and a reinforcing rubber arranged at the inside of the sidewall portion in the widthwise direction of the tire, wherein at least one cord reinforcing layer made from a cord(s) extending in an angle direction of approximately 90° with respect to a radial line segment is arranged in a region ranging outward from a vicinity of the bead core in the radial direction and has a width in the radial direction of the tire corresponding to 10-50% of a section height of the tire.

Abstract: A pneumatic tire constituting part or all of the part members constituting the pneumatic tire by a rubber composition containing, based on a total 100 parts by weight of a rubber containing at least 70 parts by weight of an ethylenic unsaturated nitrile-conjugated diene-based highly saturated rubber having a content of conjugated diene units of not more than 30 percent by weight, 0 to 120 parts by weight of zinc methacrylate and 0 to 60 parts by weight of carbon black and having a total formulations of zinc methacrylate and carbon black of 10 to 120 parts by weight, and providing, between the above part members and the adjoining diene-based rubber layer, a bonding rubber layer comprising of a rubber composition containing, based on a total 100 parts by weight of a predetermined diene-based rubber and acrylonitrile butadiene copolymer rubber, 5 to 80 parts by weight of a predetermined aromatic petroleum resin.

Abstract: A pneumatic tire constituting part or all of the part members constituting the pneumatic tire by a rubber composition containing, based on a total 100 parts by weight of a rubber containing at least 70 parts by weight of an ethylenic unsaturated nitrile-conjugated diene-based highly saturated rubber having a content of conjugated diene units of not more than 30 percent by weight, 0 to 120 parts by weight of zinc methacrylate and 0 to 60 parts by weight of carbon black and having a total formulations of zinc methacrylate and carbon black of 10 to 120 parts by weight, and providing, between the above part members and the adjoining diene-based rubber layer, a bonding rubber layer comprising of a rubber composition containing, based on a total 100 parts by weight of a predetermined diene-based rubber and acrylonitrile butadiene copolymer rubber, 5 to 80 parts by weight of a predetermined aromatic petroleum resin.

Abstract: A pneumatic tire constituting part or all of the part members constituting the pneumatic tire by a rubber composition containing, based on a total 100 parts by weight of a rubber containing at least 70 parts by weight of an ethylenic unsaturated nitrile-conjugated diene-based highly saturated rubber having a content of conjugated diene units of not more than 30 percent by weight, 0 to 120 parts by weight of zinc methacrylate and 0 to 60 parts by weight of carbon black and having a total formulations of zinc methacrylate and carbon black of 10 to 120 parts by weight, and providing, between the above part members and the adjoining diene-based rubber layer, a bonding rubber layer comprising of a rubber composition containing, based on a total 100 parts by weight of a predetermined diene-based rubber and acrylonitrile butadiene copolymer rubber, 5 to 80 parts by weight of a predetermined aromatic petroleum resin.