Light-weight tire
The tire design addresses durability and weight challenges by optimizing rubber layer thickness ratios and carcass ply wrap angles, enhancing performance and durability under extreme conditions.
Patent Information
- Application Number
- JP2025094339
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2024-06-07
- Filing Date
- 2025-06-05
- Publication Date
- 2025-12-18
AI Technical Summary
Aircraft tires face challenges in maintaining structural integrity and durability under extreme conditions, including high pressures, significant acceleration and deceleration, sudden impacts, and high-stress situations, while also requiring reduced weight.
The tire design includes specific ratios of rubber layer thickness in the shoulder region and carcass ply wrap angles to enhance durability and reduce weight, with a first ratio of 0.37 to 0.73 for the outer rubber layer and a second ratio of 1.4 to 3.1 for the rubber layer to cushion thickness, along with carcass plies wrapping around the bead core by 270 degrees or less.
The design achieves balanced ground contact performance, improved belt edge durability, and cut resistance, while passing stringent dynamic tests and reducing tire weight.
Smart Images
Figure 2025184848000001_ABST
Abstract
Description
[Technical Field]
[0001] FIELD OF THE DISCLOSURE This disclosure relates to tires, and more particularly to tires for aircraft or other vehicles. [Background technology]
[0002] For example, aircraft tires are specially designed to withstand very high pressures so that they do not burst on impact, and they operate under extreme conditions, including the enormous weight of the aircraft, high speeds with significant acceleration and deceleration, sudden impacts during landing, and maximum braking in emergencies and high-stress situations. Summary of the Invention [Means for solving the problem]
[0003] In a first aspect, the present disclosure provides a tire having an outer rubber layer forming a tread and sidewalls, a cushion disposed radially inward of the tread, a belt package disposed radially inward of the cushion, and a shoulder region of the tire between the tread and the sidewalls, the shoulder region including an area of interest disposed between the radially innermost lateral edge of the belt package and the radially outermost lateral edge of the belt package. A first ratio of the thickness of the outer rubber layer in the area of interest to the total rubber thickness in the area of interest is in the range of 0.37 to 0.73. A second ratio of the thickness of the outer rubber layer in the area of interest to the thickness of the cushion underlying the tread is in the range of 1.4 to 3.1.
[0004] In a second aspect, the present disclosure provides a tire having an outer rubber layer forming a tread and a sidewall, a shoulder region located between the tread and the sidewall, and a plurality of carcass plies laminated along the radially inner side of the tread, the plurality of carcass plies having at least one carcass ply having a first end wrapped around a bead core of the sidewall by 270 degrees or less.
[0005] In a third aspect, the present disclosure provides a tire having an outer rubber layer forming a tread and a sidewall, a cushion disposed radially inward of the tread, a belt package disposed radially inward of the cushion, a region of interest disposed between the tread and the sidewall and having a shoulder portion of the belt package, and a plurality of carcass plies laminated along the radially inner side of the tread, the plurality of carcass plies having at least one carcass ply whose end wraps around a bead core of the sidewall by 270 degrees or less.
[0006] (definition) "Axial" and "axially" mean lines or directions parallel to the axis of rotation of the tire.
[0007] "Axially inner" and "axially inwardly" refer to the axial direction toward the center of the tire.
[0008] "Axially outward" and "axially toward" refer to the axial direction away from the center of the tire.
[0009] "Bead" means that portion of a tire having an annular tensile member wrapped by ply cords and shaped to fit the designed rim, with or without other reinforcing members such as flippers, chippers, apex, toe guards, and chafers.
[0010] "Carcass" means the tire structure excluding the belt structure over the plies, tread, and sidewall rubber, but including the beads.
[0011] "Circumferential" means lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction.
[0012] "Equatorial Plane (EP)" means the plane perpendicular to the tire's axis of rotation and passing through the center of its tread.
[0013] "Footprint" means the contact patch or area of the tire tread that contacts a flat surface, such as the ground, as the tire rolls or moves.
[0014] "Inboard side" means the side of the tire nearest the vehicle when the tire is mounted on a wheel and the wheel is mounted on a vehicle.
[0015] "Innerliner" means the layer of elastomer or other material that forms the inside surface of a tubeless tire and that contains the inflating fluid within the tire.
[0016] "Lateral" means axially.
[0017] "Lateral edge" means a line parallel to the equatorial centerplane and tangent to the axially outermost tread contact patch or footprint measured at standard load and pressure.
[0018] "Outboard side" means the side of the tire farthest from the vehicle when the tire is mounted on a wheel and the wheel is mounted on a vehicle.
[0019] "Radial" and "radially" mean lines or directions perpendicular to the axis of rotation of the tire.
[0020] "Radially inner" and "radially inward" refer to directions radially toward the central axis of rotation of the tire.
[0021] "Radially outer" and "radially outward" refer to directions radially away from the central axis of rotation of the tire.
[0022] "Tread element" or "traction element" means a rib or block element defined by having a shape adjacent to a groove.
[0023] Many aspects of the present disclosure can be better understood with reference to the following drawings. The components in the drawings are not necessarily to scale, emphasis instead being placed upon clearly illustrating the principles of the present disclosure. Moreover, in the drawings, like reference characters indicate corresponding parts throughout the several views. [Brief explanation of the drawings]
[0024] [Figure 1] 1 is a perspective cross-sectional view of a tire according to various examples of the present disclosure. [Figure 2] 2 is a cross-sectional front view of a shoulder region of the tire shown in FIG. 1 according to various examples of the present disclosure. [Figure 3] 2 is a cross-sectional front view of the bead area of the tire shown in FIG. 1 according to various examples of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION
[0025] Referring to Figure 1, a cross-sectional view of a tire 100 usable for, for example, an aircraft or other vehicle is shown. The tire 100 has a pair of bead areas 103. A bead core 106 is embedded within the bead areas 103. An outer rubber layer defines a pair of sidewalls 109 and a ground-contacting tread 113. Each of the pair of sidewalls 109 extends radially outward from the respective bead areas 103 to the ground-contacting tread 113, thereby defining a shoulder region 1116 where the sidewalls 109 transition into the tread 113.
[0026] The tread 113 is formed by a plurality of tread elements or tread blocks 119 and defines the radially outer surface of the tire 100. In some examples, the outer rubber layer forming the tread 113 has a 100% modulus (M100) of about 3.4 megapascals (MPa) or greater and a penetration energy of about 7 joules (J) or greater. The tire 100 includes bead areas 103 and is reinforced by a carcass extending annularly from one bead area 103 to the other. An innerliner 123 is formed on the inside or inner surface of the carcass. The tire 100 can be mounted on a flange of a wheel or rim of an aircraft or other vehicle.
[0027] Turning now to Figure 2, there is shown a cross-sectional front view of the shoulder region 116 of the tire 100 shown in Figure 1. The shoulder region 116 shown in Figure 2 is located between the tread 113 and each sidewall 109 of the tire 100. Underlying the tread 113 are one or more tread reinforcing layers 124. A belt package 126 is located within the rubber of the tire 100 beneath the one or more tread reinforcing layers 124.
[0028] The belt package 126 has a plurality of belts 127 ( FIG. 2 ), each of which is wrapped in a rubber layer and extends laterally from one shoulder region 116 to the other shoulder region 116. A cushion 129 is disposed radially between the belt package 126 and the one or more tread reinforcing layers 124. The cushion 129 extends laterally across the tire 100 under the tread 113 and past the shoulder regions 116. The cushion 129 extends laterally beyond the ends of the belts 127 of the belt package 126. A plurality of carcass plies 133 are disposed radially between the belt package 126 and the inner liner 123. The carcass plies 133 are layered radially inward of the tire 100. In some examples, the multiple carcass plies 133 are rubber-coated fabric plies having cords that extend from one bead core 106, through the first sidewall 109, across the carcass of the tire 100, and through the second sidewall 109 to the other bead core 106.
[0029] Within the shoulder region 116 is a region of interest 136 that extends from where the belt 127 of the belt package 126 begins to curve axially inward into the shoulder region 116 to where the belt package 126 terminates. In some examples, the region of interest 136 originates at the radially outermost lateral end of the belt 127 of the belt package 126 and coincides with the curvature of the lateral ends of the belt package 126. According to one example, the region of interest 136 is located between the radially innermost lateral edge of the belt package 126 and the radially outermost lateral edge of the belt package 126 in the lateral direction. In another example, the region of interest 136 follows the contour of the end of the belt package 126 within the shoulder region 116.
[0030] Various measurements can be made in the region of interest 136. A thickness 139 of the outer rubber layer is measured from the cushion 129 to the surface of the tire 100 in a direction perpendicular to the surface of the tire 100 in the region of interest 136. Similarly, in some examples, a thickness 143 of the cushion 129 can be measured from the inner surface of the outer rubber layer to the belt package 126 in a direction perpendicular to the surface of the tire 100 or along a perpendicular axis 144. The thickness 139 of the outer rubber layer and the thickness 143 of the cushion 129 can be measured along an axis 144 perpendicular to the surface of the tire 100 .
[0031] In some examples, the thickness 143 of the cushion 129 is measured along a vertical axis 144 from the center point of an arc 146 that fits a lateral portion of the belt package 126 in the area of interest 136. In some examples, the arc 146 fits an average curve of the belt package 126 in the area of interest 136. Because the belt package 126 can have belts 127 that are non-uniform in length and curvature, the arc 146 can represent an average edge of the belt package 126 formed by the ends of the belts 127 within the lateral portion of the belt package 126 in the area of interest 136. The total rubber thickness in the area of interest 136 includes both the thickness 139 of the outer rubber layer and the thickness 143 of the cushion 129 in the area of interest 136. In some examples, the thickness 143 of the cushion 129 in the area of interest 136 is different from the thickness 149 of the cushion 129 under the tread 113.
[0032] A first ratio between the thickness 139 of the outer rubber layer and the total rubber thickness can be specified. According to at least one example, the first ratio between the thickness 139 of the outer rubber layer in the region of interest 136 and the total rubber thickness in the region of interest 136 is in the range of approximately 0.37 to 0.73. In some examples, the first ratio is in the range of approximately 0.4 to 0.7, approximately 0.45 to 0.65, or approximately 0.5 to 0.6, or in other ranges between 0.37 and 0.73. By setting the first ratio in this range, the tire 100 of the present disclosure can achieve balanced ground contact performance while improving belt edge durability and cut resistance. Furthermore, such a ratio improves heat resistance while passing the standard dynamic test of the Federal Aviation Administration Technical Standard C62e (TSO-C62e) (effective September 29, 2006).
[0033] A second ratio between the thickness 139 of the outer rubber layer and the thickness 149 of the cushion 129 can be specified. According to at least one example, the second ratio between the thickness 139 of the outer rubber layer in the region of interest 136 and the thickness 149 of the cushion 129 underlying the tread 113 is in a range of about 1.4 to 3.1. In some examples, the second ratio is in a range of about 1.5 to 3.0, about 1.8 to 2.7, or about 2.0 to 2.3, or other ranges between 1.4 and 3.1. By providing a second ratio in this range, the tire 100 of the present disclosure can achieve balanced ground contact performance while improving belt edge durability and cut resistance.
[0034] Turning now to FIG. 3, a cross-sectional front view of the bead area 103 of the tire 100 shown in FIG. 1 is shown. The bead area 103 includes an outer rubber layer surrounding a plurality of carcass plies 133 and a bead core 106. As discussed in the description of FIG. 2, the plurality of carcass plies 133 may extend from one bead core 106 along the sidewall 109 (FIG. 1) and tread 113 (FIG. 1) to the other bead core 106. In some examples, one or more of the plurality of carcass plies 133 includes cords having a diameter ranging from approximately 0.5 to 1.05 mm. The plurality of carcass plies 133 extend around the periphery of the bead core 106 along the axially innermost portion 153 of the sidewall 109 and then along the radially outermost portion 156 of the sidewall 109. Thus, the axially innermost carcass ply is the ply that wraps around the bead core 106 farthest from the bead core 106 compared to the other carcass plies 133. In some examples, at least one carcass ply 133a wraps partially around the bead core 106. In some examples, at least one carcass ply 133a is the axially innermost carcass ply, as shown in FIG. 3.
[0035] According to at least one example, at least one carcass ply 133a wraps 270 degrees or less around the bead core 106. In some examples, one or more carcass plies 133a wrap 270 degrees or less around the bead core 106. The carcass plies 133a can wrap around the bead core 106 at an angle (θ) of 270 degrees or less, starting from a line 159 tangent to the top of the bead core 106 and wrapping around the bead core 106 toward the radially outermost sidewall 156. The angle (θ) is referred to as the wrap angle and is a measurement of the angle at which an individual carcass ply 133a wraps around the bead core 106. An example of a wrap angle θ is shown in FIG. 3.
[0036] Because the bead core 106 is generally circular, the wrap of the carcass ply 133a can be measured by the angle (α) from the end of the carcass ply 133a to the intersection of the carcass ply 133a with a line tangent to the top of the bead core 106. In some examples, at least one carcass ply 133a wraps around the bead core at an angle θ that is less than angle α. In some examples, angle θ is in the range of about 45 to 90 degrees, about 90 to 180 degrees, or about 180 to 270 degrees. Reducing the wrap angle of one or more of the carcass plies 133 can reduce the overall weight of the tire 100 while maintaining the integrity of the bead area 103.
[0037] In this disclosure, disjunctive language, such as the phrase "at least one of X, Y, or Z," is understood in its commonly used context to indicate that an item, term, etc. can be X, Y, or Z, or any combination thereof (e.g., X, Y, and / or Z), unless otherwise indicated. Thus, such disjunctive language is generally not intended to, and should not, imply that a particular embodiment requires that at least one of X, at least one of Y, or at least one of Z, respectively, be present.
[0038] It should be emphasized that the above-described embodiments of the present disclosure are merely possible examples of implementations, set forth for a clear understanding of the principles of the present disclosure. Many variations and modifications can be made to the above-described embodiments without substantially departing from the spirit and principles of the present disclosure. All such modifications and variations are intended to be included herein within the scope of this disclosure and protected by the following claims.
Claims
1. A tire, an outer rubber layer forming the tread and sidewall; a cushion disposed radially inward of the tread; a belt package disposed radially inward of the cushion; a shoulder region of the tire between the tread and the sidewall, the shoulder region including an area of interest located between a radially innermost lateral edge of the belt package and a radially outermost lateral edge of the belt package, a first ratio between a thickness of the outer rubber layer in the region of interest and a total rubber thickness in the region of interest is in a range of 0.37 to 0.73; A tire wherein a second ratio between the thickness of the outer rubber layer in the region of interest and the thickness of the cushion underlying the tread is in the range of 1.4 to 3.
1.
2. The tire of claim 1 , wherein the total rubber thickness includes both a thickness of the outer rubber layer in the area of interest and a thickness of the cushion in the area of interest.
3. 2. The tire of claim 1, wherein the thickness of the outer rubber layer and the total rubber thickness are measured along a line perpendicular to the surface of the tire in the area of interest between a center point of an arc that fits at least one lateral portion of the belt package in the area of interest and the surface of the tire in the area of interest.
4. 2. The tire of claim 1, wherein the outer rubber layer has a 100% modulus (M100) of about 3.4 MPa or greater and a penetration energy of about 7 J or greater.
5. 2. The tire of claim 1, further comprising a plurality of carcass plies disposed along the radially inner side of the tire and wrapped around a bead core, wherein at least a first carcass ply of the plurality of carcass plies wraps around the bead core 270 degrees or less.
6. The tire of claim 5, wherein one or more of the plurality of carcass plies has cords having a diameter in the range of about 0.5 to 1.05 mm.
7. The tire of claim 5, wherein the first carcass ply wraps around the bead core in a range of about 45 to 90 degrees, about 90 to 180 degrees, or about 180 to 270 degrees.
8. A tire, an outer rubber layer forming the tread and sidewall; a shoulder region located between the tread and the sidewall; a plurality of carcass plies laminated along the radially inner side of the tread, the plurality of carcass plies having at least one carcass ply having a first end wrapped around a bead core of the sidewall by 270 degrees or less.
9. The tire of claim 8, wherein the at least one carcass ply wraps around the bead core in a range of about 45 to 90 degrees, about 90 to 180 degrees, or about 180 to 270 degrees.
10. 9. The tire of claim 8, wherein the outer rubber layer has a 100% modulus (M100) of about 3.4 MPa or greater and a penetration energy of about 7 J or greater.
11. The tire of claim 8 wherein said at least one carcass ply is an axially innermost carcass ply.
12. The tire of claim 8, wherein one or more of the plurality of carcass plies has a diameter in the range of about 0.5 to 1.05 mm.
13. a cushion disposed radially inward of the tread; a belt package disposed radially inward of the cushion; an area of interest in the shoulder region of the tire, the area of interest being located between a radially innermost lateral edge of the belt package and a radially outermost lateral edge of the belt package; a first ratio between a thickness of the outer rubber layer in the region of interest and a total rubber thickness in the region of interest is in a range of 0.37 to 0.73; 9. The tire of claim 8, wherein a second ratio between the thickness of the outer rubber layer in the area of interest and the thickness of the cushion underlying the tread is in the range of 1.4 to 3.
1.
14. The tire of claim 13 , wherein the total rubber thickness includes both the thickness of the outer rubber layer in the area of interest and the thickness of the cushion in the area of interest.
15. 14. The tire of claim 13, wherein the thickness of the outer rubber layer and the total rubber thickness are measured along a line perpendicular to the surface of the tire in the area of interest between a center point of an arc that fits at least one lateral portion of the belt package in the area of interest and the surface of the tire in the area of interest.
16. A tire, an outer rubber layer forming the tread and sidewall; a cushion disposed radially inward of the tread; a belt package disposed radially inward of the cushion; an area of interest disposed between the tread and the sidewall, the area of interest comprising a shoulder portion of the belt package; A tire comprising: a plurality of carcass plies laminated along the radially inner side of the tread, the plurality of carcass plies including at least one carcass ply having an end wrapped around the bead core of the sidewall by 270 degrees or less.
17. 17. The tire of claim 16, wherein the outer rubber layer has a 100% modulus (M100) of about 3.4 MPa or greater and a penetration energy of about 7 J or greater.
18. 17. The tire of claim 16, wherein a first ratio of the thickness of the outer rubber layer in the area of interest to the total rubber thickness in the area of interest is in the range of 0.37 to 0.
73.
19. 17. The tire of claim 16, wherein a second ratio between the thickness of the outer rubber layer in the area of interest and the thickness of the cushion underlying the tread is in the range of 1.4 to 3.
1.
20. 17. The tire of claim 16, wherein the end of the at least one carcass ply wraps around each of the bead cores in a range of about 45 to 90 degrees, about 90 to 180 degrees, or about 180 to 270 degrees.