Meridian aircraft tire

Abstract

The application relates to the technical field of tires, in particular to a radial aviation tire, which comprises a carcass, a belt layer which is pasted on the carcass along the circumferential direction of the tire, the belt layer comprising a basic layer, a stress transition layer and a stress clamping layer, the widths of the basic layer, the stress transition layer and the stress clamping layer gradually decrease, the cords of the basic layer, the stress transition layer and the stress clamping layer are all wound along the circumferential direction of the tire, a tire turning rubber sheet which is pasted on the stress clamping layer and extends along the circumferential direction of the tire, a protective layer which is pasted on the tire turning rubber sheet, the cords of the protective layer extend along the circumferential direction of the tire in an S shape, and a tread which is fixed on the protective layer. The cords arranged at 0 degrees of the belt layer can make the tire realize the same load bearing capacity with less material when bearing the circumferential load, effectively reducing the tire weight, and the S-shaped arrangement of the cords of the protective layer can effectively prevent the straight line from spreading.

Description

Technical Field

[0001] This application relates to the field of tire technology, and in particular to a radial aircraft tire. Background Technology

[0002] As a key component of aircraft takeoff and landing systems, aircraft tires bear enormous loads and operate in complex environments, and their performance directly affects flight safety. Traditional radial aircraft tires generally employ a multi-angle cord arrangement in their belt layer structure design, typically including alternating cord layers at different angles of 15° to 20° to meet the tire's strength and stability requirements.

[0003] Traditional aircraft tires typically require 4 to 16 layers of cords at different angles to meet strength requirements. This excessive stacking of cord layers significantly increases the thickness of the tire crown, forming a thicker rubber layer that severely impacts heat dissipation. During high-speed taxiing and heavy-load landings, the internal temperature of the tire rises sharply, and poor heat dissipation can easily lead to tire overheating and failure, affecting flight safety. Furthermore, the traditional multi-angle cord arrangement at the ends of the cord layers is prone to stress concentration. Differences in mechanical properties between cord layers at different angles result in uneven stress distribution, and these stress concentration points become the starting points for tire fatigue failure, reducing tire lifespan. Moreover, when existing aircraft tires are punctured by foreign objects, the damage easily spreads along the cord direction, potentially leading to instantaneous tire failure and posing a significant safety hazard. Utility Model Content

[0004] This application aims to at least partially solve one of the aforementioned technical problems in the prior art. To this end, embodiments of this application provide a radial aircraft tire in which the cords of the base layer, stress transition layer, and stress clamping layer are arranged at 0 degrees, enabling the tire to achieve the same load-bearing capacity with less material when subjected to circumferential loads, effectively reducing tire weight. The S-shaped cords of the protective layer effectively prevent the linear propagation of damage.

[0005] A radial aircraft tire, comprising:

[0006] fetus;

[0007] The belt layer is laid on the tire carcass along the circumference of the tire. The belt layer includes a base layer, a stress transition layer and a stress clamping layer distributed sequentially from the inside to the outside along the radial direction of the tire. The width of the base layer, the stress transition layer and the stress clamping layer decreases step by step. The cords of the base layer, the stress transition layer and the stress clamping layer are all wound along the circumference of the tire.

[0008] Tire retreading pads are applied to the stress-bearing clamping layer and extend along the circumference of the tire;

[0009] A protective layer is attached to the retreading pad, and the cords of the protective layer extend in an S-shape along the circumference of the tire.

[0010] The tread is fixed to the protective layer.

[0011] In optional or preferred embodiments, the cords of the base layer, the stress transition layer, and the stress clamping layer are all 1400 dtex / 3 aramid cords.

[0012] In optional or preferred embodiments, the spacing of the cords in the base layer, the spacing of the cords in the stress transition layer, and the spacing of the cords in the stress clamping layer are all 0 to 0.5 mm.

[0013] In an optional or preferred embodiment, the thickness of the treadmill rubber sheet is 2-4 mm.

[0014] In an optional or preferred embodiment, the basic layer is provided in three layers, and the starting winding direction of the cords of adjacent basic layers is opposite.

[0015] In optional or preferred embodiments, both the stress transition layer and the stress clamping layer are provided with 2-4 layers, and the winding direction of the cords in the stress transition layer is opposite to that in the stress clamping layer.

[0016] Based on the above technical solutions, the embodiments of this application have at least the following beneficial effects: The uniform cord direction eliminates the stiffness difference between cord layers at different angles, significantly reducing stress concentration and improving tire fatigue life. Furthermore, the gradient structure with progressively decreasing width achieves a smooth stress transition, avoiding the problem of end stress concentration in traditional designs. The cords arranged at 0 degrees in the basic layer, stress transition layer, and stress clamping layer allow the tire to achieve the same load-bearing capacity with less material when subjected to circumferential loads, effectively reducing tire weight. The retreading pad is tightly attached to the stress clamping layer and extends continuously along the tire's circumference, providing additional protection and restraint for the belt layer. The cords of the protective layer extend in an S-shaped curve along the tire's circumference. This wavy cord arrangement provides excellent puncture resistance; when attacked by foreign objects, the S-shaped cords effectively prevent the straight-line propagation of damage. Attached Figure Description

[0017] The present application will be further described below with reference to the accompanying drawings and embodiments;

[0018] Figure 1 This is a cross-sectional view of a radial aircraft tire provided in an embodiment of this application;

[0019] Figure 2 yes Figure 1 A side sectional view of a radial aircraft tire in the illustrated embodiment;

[0020] Figure 3 This is a schematic diagram of the cords of the protective layer of a radial aircraft tire provided in one embodiment of this application. Detailed Implementation

[0021] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0022] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0023] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0024] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0025] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0026] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0027] As a key component of aircraft takeoff and landing systems, aircraft tires bear enormous loads and operate in complex environments, and their performance directly affects flight safety. Traditional radial aircraft tires generally employ a multi-angle cord arrangement in their belt layer structure design, typically including alternating cord layers at different angles of 15°-20° to meet the tire's strength and stability requirements.

[0028] Traditional aircraft tires typically require 4-16 layers of cords at different angles to meet strength requirements. This excessive stacking of cord layers significantly increases the thickness of the tire crown, forming a thicker rubber layer that severely impacts heat dissipation. During high-speed taxiing and heavy-load landings, the internal temperature of the tire rises sharply, and poor heat dissipation can easily lead to tire overheating and failure, affecting flight safety. Furthermore, the traditional multi-angle cord arrangement at the ends of the cord layer is prone to stress concentration. Differences in mechanical properties between cord layers at different angles result in uneven stress distribution, and these stress concentration points become the starting points for tire fatigue failure, reducing tire lifespan. Moreover, when existing aircraft tires are punctured by foreign objects, the damage easily spreads along the cord direction, potentially leading to instantaneous tire failure and posing a significant safety hazard.

[0029] Reference Figure 1 The radial aircraft tire of this application includes a carcass 1, a belt layer 2, a retreading layer, a protective layer 3, and a tread 4. The carcass 1 provides the main load-bearing frame for the entire tire, and the belt layer 2 is tightly laid on the carcass 1 along the circumference of the tire to form the tire's restraint layer structure.

[0030] Reference Figure 2The belt layer 2 comprises three functional layers distributed radially from the inside to the outside: a basic layer 21, a stress transition layer 22, and a stress clamping layer 23. The basic layer 21, as the foundational load-bearing layer of the belt layer 2, bears the main circumferential constraint and has the largest width, providing stable foundation support for subsequent layers. The stress transition layer 22, located above the basic layer 21, plays a role in force transmission and dispersion; its width is reduced relative to the basic layer 21, forming a stepped, gradual structure. The stress clamping layer 23, located at the outermost layer, mainly bears the local reinforcement role in high-stress areas; its width is the smallest, enabling precise control of mechanical properties.

[0031] The three-layer design with progressively decreasing width creates a unique gradient structure. This design allows for a smooth transition of stress, avoiding abrupt changes in stiffness between different layers in traditional multi-angle designs. The cords of the basic layer 21, the stress transition layer 22, and the stress clamping layer 23 are all wound along the circumference of the tire, achieving a full 0° arrangement. This uniform cord direction ensures that the entire belt layer 2 has consistent mechanical properties.

[0032] The uniform cord orientation eliminates stiffness differences between cord layers at different angles, significantly reducing stress concentration and improving tire fatigue life. Furthermore, the gradient structure with progressively decreasing width achieves a smooth stress transition, avoiding the end stress concentration problem found in traditional designs. The cords arranged at 0 degrees in the basic layer 21, stress transition layer 22, and stress clamping layer 23 allow the tire to achieve the same load-bearing capacity with less material when bearing circumferential loads, effectively reducing tire weight. The retreading pad is tightly attached to the stress clamping layer 23 and extends continuously along the tire's circumference, providing additional protection and restraint for the belt layer 2. The protective layer 3 is attached above the retreading pad, as shown in the reference diagram. Figure 3 Its cords extend in an S-shaped curve along the circumference of the tire. This wavy cord arrangement provides excellent puncture resistance. When attacked by foreign objects, the S-shaped cords can effectively prevent the straight-line spread of damage. The tread 4 is fixed to the protective layer 3 and is in direct contact with the ground, bearing the burden of tire wear and grip.

[0033] In this embodiment, the basic layer 21 is configured as a three-layer structure, with the cords of each basic layer 21 wound in a circumferential direction. However, the initial winding directions of the cords in adjacent basic layers 21 are opposite, forming an alternating arrangement of left-hand and right-hand spirals. This reverse winding design not only enhances the overall stability of the basic layer 21 but also effectively prevents stress deformation caused by winding in a single direction. The stress transition layer 22 and the stress clamping layer 23 are both configured as 2-4 layer structures, with the initial winding directions of the cords in the stress transition layer 22 and the stress clamping layer 23 being opposite, further optimizing the overall mechanical balance. In another embodiment, the cords of the basic layer 21, the stress transition layer 22, and the stress clamping layer 23 are all made of 1400 dtex / 3 aramid cord. This high-strength aramid material has excellent tensile strength and fatigue resistance, and can withstand the extreme working loads of aircraft tires. The high modulus and low elongation of the aramid cord ensure the dimensional stability of the belt layer 2 under high loads. The cord spacing of the base layer 21, the cord spacing of the stress transition layer 22, and the cord spacing of the stress clamping layer 23 are all controlled within the range of 0 to 0.5 mm. The dense cord arrangement also effectively reduces the thickness of the rubber matrix and improves the heat dissipation performance of the tire.

[0034] In other embodiments, the base layer 21 may be configured with 2 to 10 layers.

[0035] The thickness of the retreaded tire rubber sheet is set at 2 to 4 millimeters. This thickness range ensures effective protection for the stress-bearing clamping layer 23 while avoiding the adverse effects of excessively thick rubber layers on heat dissipation. The retreaded tire rubber sheet uses a rubber compound with excellent heat resistance, which can maintain stable physical properties in high-temperature environments.

[0036] This utility model of radial aircraft tire successfully solves the technical problems existing in traditional aircraft tires, and achieves the design goals of lightweight, high strength, excellent heat dissipation and long service life, providing important technical support for the safe operation of the aviation industry.

[0037] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application.

Claims

1. A radial aircraft tire, characterized in that, include: fetus; The belt layer is laid on the tire carcass along the circumference of the tire. The belt layer includes a base layer, a stress transition layer and a stress clamping layer distributed sequentially from the inside to the outside along the radial direction of the tire. The width of the base layer, the stress transition layer and the stress clamping layer decreases step by step. The cords of the base layer, the stress transition layer and the stress clamping layer are all wound along the circumference of the tire. Tire retreading pads are applied to the stress-bearing layer and extend along the circumference of the tire; A protective layer is attached to the retreading pad, and the cords of the protective layer extend in an S-shape along the circumference of the tire. The tread is fixed to the protective layer.

2. The radial aircraft tire according to claim 1, characterized in that: The cords of the base layer, the stress transition layer, and the stress clamping layer are all 1400dtex / 3 aramid cords.

3. The radial aircraft tire according to claim 1, characterized in that: The spacing of the cords in the base layer, the tension of the cords in the stress transition layer, and the tension of the cords in the stress clamping layer are all 0~0.5mm.

4. The radial aircraft tire according to claim 1, characterized in that: The belt layer has a 0-degree winding structure, and the thickness of the tread rubber sheet is 2-4mm.

5. The radial aircraft tire according to claim 1, characterized in that: The basic layer consists of three layers, and the starting directions of the winding of the cords in adjacent basic layers are opposite.

6. The radial aircraft tire according to claim 5, characterized in that: Both the stress-bearing transition layer and the stress-bearing clamping layer are provided with 2-4 layers, and the winding direction of the cords in the stress-bearing transition layer is opposite to that in the stress-bearing clamping layer.

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