Meridian aircraft tire

Abstract

The application relates to the technical field of tires and discloses a radial aviation tire, which comprises a tire body inner liner, a tire body layer, a belt layer and a tread layer. The curvature radius of the belt layer is limited to be greater than the inner surface of the tire body inner liner, sequentially greater than the outer surface of the tread layer, and the curvature radius change rate of the belt layer compared with the inner surface of the tire body inner liner is limited, and the curvature radius change rate of the belt layer compared with the outer surface of the tread layer is also limited, so that the belt layer can tightly clamp the tire body layer after inflation, the larger tensile circumferential stress can be borne, the wear resistance of the tire shoulder part is improved, and the eccentric wear phenomenon is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of tire technology, in particular to a radial aviation tire. BACKGROUND

[0002] During landing and taking off, the rotation speed of the side part of the tire tread is faster than that of the middle part, so the braking force or traction force applied to the side part of the tire tread will cause sliding wear, and this wear is mainly concentrated in the side and shoulder parts of the tire, which leads to uneven wear of the tire side, and if the uneven wear is allowed to develop, the shoulder part will heat up rapidly, causing shoulder delamination, tire burst and other serious safety accidents.

[0003] The existing technical solutions mainly focus on adjusting the material and winding method of the belt layer in the tire to solve the uneven wear problem, but the actual effect is not ideal. The footprint of the existing radial aviation tire after the static load test shows that Figure 1 the abnormal situation of the middle footprint being shorter than the two side footprints still exists in the long axis direction of the footprint. This footprint also reflects that after the tire body is radially compressed and deformed, the contact length and area of the tire shoulder part with the ground are larger than those of the tire crown part, and the uneven wear phenomenon still exists. SUMMARY

[0004] The purpose of the present application is to provide a radial aviation tire which can improve the wear resistance of the shoulder part and solve the uneven wear phenomenon.

[0005] In order to achieve the above purpose, the present application provides a radial aviation tire which is sleeved on a hub and comprises a tire body liner, a tire body layer, a belt layer and a tread layer. The tire body liner, the tire body layer, the belt layer and the tread layer are sequentially stacked on the outer circumferential surface of the hub in the radial direction of the hub. The radial aviation tire also has an axis which passes through the axis center E of the hub and extends in the vertical direction. In the uninflated state, the intersection of the axis and the inner surface of the tire body liner is point M, the curvature radius of the tire body liner at the intersection point M is R M , the intersection of the axis and the inner surface of the belt layer is point N, the curvature radius of the belt layer at the intersection point N is R N , the intersection of the axis and the outer surface of the tread layer is point F, and the curvature radius of the tread layer at the intersection point F is R F ; wherein R F <R M ≤R N ; 10%<(R N -R F ) / R F ×100%<80%;0≤(R N -RM ) / R M X100%<8%。

[0006] Optionally, the tire further comprises a shoulder measurement line, the width of the belt layer in the axial direction of the wheel hub is W, the tire shoulder measurement point K is on the inner surface of the belt layer, the distance from the tire shoulder measurement point K to the axis of the wheel hub is D, D = 0.45W, the tire shoulder measurement line passes through the tire shoulder measurement point K and is perpendicular to the outer surface of the tire body layer, the intersection of the tire shoulder measurement line and the outer surface of the tread layer is S, the intersection of the tire shoulder measurement line and the inner surface of the tire body liner is T, the distance between the intersection M and the intersection F is the crown thickness H1, the distance between the intersection S and the intersection T is the shoulder thickness H2, the distance from the tire shoulder measurement point K to the intersection N in the radial direction of the wheel hub is H3; wherein 0.02 < H3 / W < 0.06; 0.75 < H2 / H1 < 0.98.

[0007] Optionally, the tire further comprises a corrugated protective layer, which is arranged between the belt layer and the tread layer.

[0008] Optionally, the tire body layer comprises an inner cord layer and two bead members, the two bead members are respectively arranged on both sides of the wheel hub in the axial direction of the wheel hub, and the two ends of the inner cord layer are respectively arranged on the outer circumferential surface of the two bead members, and any one end of the inner cord layer extends from the bottom end of the corresponding bead member to the top end of the bead member.

[0009] Optionally, the tire body layer further comprises an outer cord layer, one end of the outer cord layer passes through the bottom end of the inner cord layer on one of the bead members and goes to the obliquely lower side of the inner cord layer, and the other end of the outer cord layer passes through the top end and the bottom end of the inner cord layer on the other bead member and goes to the obliquely lower side of the inner cord layer, and the two ends of the outer cord layer are arranged correspondingly.

[0010] Optionally, the belt layer comprises at least three main belt layers and at least two sub-belt layers, the plurality of main belt layers are sequentially arranged on the outer surface of the tire body layer in the radial direction of the wheel hub, and the plurality of sub-belt layers are sequentially arranged on the outer surface of the outermost main belt layer in the radial direction of the wheel hub, wherein the main belt layer adjacent to the wheel hub has a larger width in the axial direction of the wheel hub than the remaining main belt layers, and has a larger width in the axial direction of the wheel hub than any one of the sub-belt layers.

[0011] Optionally, the main belt layer is formed by 6-12 first cords, the main belt layer has a ring-shaped cylindrical structure, and the material of the first cord is POK fiber or aramid.

[0012] Optionally, the first cord has a tenacity greater than 110 cN / tex.

[0013] Optionally, the sub-belt layer is formed by 6-12 second cords, the sub-belt layer is a ring cylinder structure, and the second cord is made of nylon, aramid or a mixture of nylon and aramid.

[0014] Optionally, the second cord has a tenacity greater than 70 cN / tex.

[0015] Compared with the prior art, the meridian aviation tire has the beneficial effects that: by limiting the curvature radius of the belt layer, the curvature radius of the belt layer is greater than the inner surface of the carcass inner liner, in turn greater than the outer surface of the tread layer, and the curvature radius change rate of the belt layer compared with the inner surface of the carcass inner liner is limited, and the curvature radius change rate of the belt layer compared with the outer surface of the tread layer is also limited, so that after inflation, the belt layer can tightly clamp the carcass layer, thereby bearing a larger tensile circumferential stress and improving the wear resistance of the shoulder part to solve the uneven wear phenomenon. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is the footprint of the prior meridian aviation tire after a static load test;

[0017] Figure 2 is a schematic view of the main structure of the meridian aviation tire of the embodiment of the present application;

[0018] Figure 3 is a schematic view of the main structure of the belt layer of the embodiment of the present application;

[0019] Figure 4 is the footprint of the meridian aviation tire of the embodiment of the present application after a static load test.

[0020] In the figure, 1 is a carcass inner liner, 2 is a carcass layer, 21 is an inner cord layer, 22 is a bead member, 23 is an outer cord layer, 3 is a belt layer, 31 is a main belt layer, 32 is a sub-belt layer, 4 is a tread layer, 5 is an axis, 6 is a shoulder measurement line, 7 is a corrugated protective layer, X is a vertical direction, and Y is an axial direction of a hub. DETAILED DESCRIPTION

[0021] The specific embodiments of the present application are described in further detail below in combination with the drawings and examples. The following examples are used to illustrate the present application, but are not used to limit the scope of the present application.

[0022] In the description of the present application, it should be understood that the terms "upper", "top", "vertical", "inner", "outer" and the like used in the present application indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0023] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0024] As Figure 2 shown, the preferred embodiment of the present application is a radial aviation tire, which is sleeved on a hub, comprising: a tire body liner 1, a tire body layer 2, a belt layer 3 and a tread layer 4; the tire body liner 1, the tire body layer 2, the belt layer 3 and the tread layer 4 are sequentially stacked on the outer circumferential surface of the hub along the radial direction of the hub; the radial aviation tire also has an axis 5, which passes through the axis E of the hub and extends along the vertical direction X, in the uninflated state, the intersection of the axis 5 and the inner surface of the tire body liner 1 is M, the curvature radius of the tire body liner 1 at the intersection M is R M , the intersection of the axis 5 and the inner surface of the belt layer 3 is N, the curvature radius of the belt layer 3 at the intersection N is R N , the intersection of the axis 5 and the outer surface of the tread layer 4 is F, and the curvature radius of the tread layer 4 at the intersection F is R F ; wherein, R F <R M ≤R N ; 10% < (R N -R F ) / R F ×100% < 80%; 0 ≤ (R N -R M ) / R M X100% < 8%.

[0025] Based on the above scheme, by limiting the curvature radius of the belt layer 3, the curvature radius of the belt layer 3 is greater than the inner surface of the tire body liner 1, in turn greater than the outer surface of the tread layer 2, and the curvature radius change rate of the belt layer 3 compared to the inner surface of the tire body liner 1 is limited, and the curvature radius change rate of the belt layer 3 compared to the outer surface of the tread layer 4 is also limited, so that after inflation, the belt layer 3 can tightly clamp the tire body layer, thereby bearing larger tensile circumferential stress, improving the wear resistance of the shoulder part and solving the uneven wear phenomenon.

[0026] As Figure 2 shown, in order to further improve the wear resistance, there is also a shoulder measurement line 6, the width of the belt layer 3 in the axial direction X of the wheel hub is W, the shoulder measurement point K is provided on the inner surface of the belt layer 3, the distance from the shoulder measurement point K to the axis 5 in the axial direction X of the wheel hub is D, D = 0.45W, the shoulder measurement line 6 passes through the shoulder measurement point K and is perpendicular to the outer circumferential surface of the carcass layer 2, the intersection of the shoulder measurement line 6 and the outer surface of the tread layer 4 is S, the intersection of the shoulder measurement line 6 and the inner surface of the carcass inner liner 1 is T, the distance between the intersection M and the intersection F is the crown thickness H1, the distance between the intersection S and the intersection T is the shoulder thickness H2, the distance from the shoulder measurement point K to the intersection N in the radial direction of the wheel hub is H3; wherein 0.02 < H3 / W < 0.06; 0.75 < H2 / H1 < 0.98, so as to further standardize the profile shape of the crown part of the radial aviation tire, so that the radial diameter variation of the belt layer 3 at different positions in the outward direction of the tire axis is reduced, and the problem of deterioration of the wear resistance of the tread end area is solved.

[0027] As Figure 2 shown, in order to further include a corrugated protective layer 7, the corrugated protective layer 7 is arranged between the belt layer 3 and the tread layer 4 to improve the puncture and mechanical damage resistance of the aviation tire, and at the same time, the carcass structure of the aviation tire is optimized, and the belt layer 3 is protected.

[0028] As Figure 2 shown, the carcass layer 2 includes an inner cord layer 21 and two bead members 22, the two bead members 22 are respectively arranged on both sides of the wheel hub along the axial direction X of the wheel hub, and the two ends of the inner cord layer 21 are respectively arranged on the outer circumferential surface of the two bead members 22, and any one end of the inner cord layer 21 extends from the bottom end of the corresponding bead member 22 to the top end of the bead member 22.

[0029] As Figure 2 shown, the carcass layer further includes an outer cord layer 23, one end of the outer cord layer 23 passes through the bottom end of the inner cord layer 21 on one of the bead members 22 and extends to the obliquely lower side of the inner cord layer 21, and the other end of the outer cord layer 23 passes through the top end and the bottom end of the inner cord layer 21 on the other bead member 22 and extends to the obliquely lower side of the inner cord layer 21, and the two ends of the outer cord layer 23 are arranged correspondingly.

[0030] As Figure 2 and Figure 3As shown, in order to further improve the wear resistance, the belt layer 3 comprises at least three layers of main belt layers 31 and at least two layers of auxiliary belt layers 32, the multiple layers of main belt layers 31 are sequentially stacked on the outer surface of the carcass layer 2 along the radial direction of the hub, and the multiple layers of auxiliary belt layers 32 are sequentially stacked on the outer surface of the main belt layer 31 along the radial direction of the hub, wherein the main belt layer 31 adjacent to the hub has a greater width in the axial direction Y of the hub than the remaining main belt layers 31 and the auxiliary belt layers 32.

[0031] Optionally, in order to further improve the wear resistance, the main belt layer 31 is formed by 6-12 first cords, and the main belt layer 31 is a ring-shaped cylindrical structure, and the material of the first cord is POK fiber or aramid.

[0032] Specifically, the main belt layer 31 reinforcement can be formed by 6-12 first cords of the same material or two different materials, and a special winding mechanism is used to form a multiple-layer combined ring-shaped cylindrical structure by spiral winding; or a Z-shaped winding and a spiral winding are mixed to form a belt layer ring-shaped cylindrical combined structure, the spiral winding can be single-layer winding, and the Z-shaped winding is group winding, and each group of winding forms an independent ring-shaped cylindrical structure and contains two layers of belt layers.

[0033] Optionally, in order to further improve the wear resistance, the toughness of the first cord is greater than 110 cN / tex.

[0034] Optionally, in order to further improve the wear resistance, the auxiliary belt layer 32 is formed by 6-12 second cords, and the auxiliary belt layer 32 is a ring-shaped cylindrical structure, and the material of the second cord is nylon, aramid or a mixed material of nylon and aramid.

[0035] Specifically, the auxiliary belt layer 32 on the radial outside of the main belt layer 31 is formed by 6-12 second cords, and a special winding mechanism is used to form a ring-shaped cylindrical belt layer combined structure by Z-shaped winding.

[0036] Optionally, in order to further improve the wear resistance, the toughness of the second cord is greater than 70 cN / tex.

[0037] In order to further understand the technical effects of the present application, the following examples are for illustration only and do not limit the present application.

[0038] Taking the meridian aviation tire H44.5*16.5R21 as an example, the carcass layer is selected by nylon material, and a total of 5 layers, 3 layers of inner cord layer, and 2 layers of outer cord layer; the belt layer includes 6 layers of main belt layer and 2 layers of auxiliary belt layer, the main belt layer is formed by winding 7 first cords of aramid material, the auxiliary belt is formed by winding 6 second cords of nylon material, the tenacity of the first cord is 186 cN / tex, the tenacity of the second cord is 72 cN / tex, the corrugated protective layer is selected by aramid cord, and the radially outermost layer is the tread layer.

[0039] The cross-section analysis is performed on the tire of the specification after being shaped and vulcanized, and the related data are shown in Table 1:

[0040] Table 1

[0041]

[0042] As shown in Table 1: the change rate σ of the curvature radius RN of the belt layer at the intersection N relative to the curvature radius RF of the tread layer at the intersection F is σ=(RN-RF) / RF*100%=68%, the change rate t of the curvature radius RN of the belt layer at the intersection N relative to the curvature radius RM of the carcass inner liner at the intersection M is t=(RN-RM) / RM*100%=0.59%, H3 / W=0.0475, H2 / H1=0.75, and each profile design parameter meets the technical requirements, the footprint test of the tire after being inflated is shown in Table 2, the vulcanized tire can pass the related GJB and CTSO tests, and each test data meets the design requirements. Figure 4

[0043] In summary, the embodiment of the present application provides a meridian aviation tire, by limiting the curvature radius of the belt layer, the curvature radius of the belt layer is greater than the inner surface of the carcass inner liner, in turn greater than the outer surface of the tread layer, and the change rate of the curvature radius of the belt layer relative to the inner surface of the carcass inner liner is limited, and the change rate of the curvature radius of the belt layer relative to the outer surface of the tread layer is also limited, so that after being inflated, the belt layer can tightly clamp the carcass layer, thereby bearing larger tensile circumferential stress, improving the wear resistance of the shoulder part, and solving the uneven wear phenomenon.

[0044] The above only describes the preferred embodiments of the present application, and it should be noted that for ordinary skilled persons in the technical field, some improvements and replacements can be made without departing from the technical principles of the present application, and these improvements and replacements should also be considered as the protection scope of the present application.​

Claims

1. A radial aircraft tire, fitted onto a wheel hub, characterized in that, include: The tire inner liner, tire body layer, belt layer and tread layer are stacked sequentially on the outer circumferential surface of the wheel hub along the radial direction outward. The radial aircraft tire also has an axle that passes through the hub's axis E and extends vertically. In the uninflated state, the intersection point of the axle and the inner surface of the tire liner is M, and the radius of curvature of the tire liner at intersection point M is R. M The intersection point of the axis and the inner surface of the belt layer is N, and the radius of curvature of the belt layer at intersection point N is R. N The intersection point of the axis and the outer surface of the tread layer is F, and the radius of curvature of the tread layer at intersection point F is R. F ; Among them, R F <R M ≤R N ; 10%<(R N - R F ) / R F ×100%<80%; 0 ≤(R N -R M ) / R M ×100%<8%; It also has a shoulder measuring line. The width of the belt layer in the axial direction of the wheel hub is W. There is a shoulder measuring point K on the inner surface of the belt layer. The distance from the shoulder measuring point K in the axial direction of the wheel hub to the axis is D, where D=0.45W. The shoulder measuring line passes through the shoulder measuring point K and is perpendicular to the outer surface of the tire body layer. The intersection point of the shoulder measuring line and the outer surface of the tread layer is S. The intersection point of the shoulder measuring line and the inner surface of the tire inner liner is T. The distance between the intersection point M and the intersection point F is the crown thickness H1. The distance between the intersection point S and the intersection point T is the shoulder thickness H2. The radial distance from the shoulder measuring point K to the intersection point N in the wheel hub is H3. Where, 0.02 < H3 / W < 0.06; 0.75 < H2 / H1 < 0.

98.

2. The radial aircraft tire according to claim 1, characterized in that, It also includes a corrugated protective layer, which is disposed between the belt layer and the tread layer.

3. The radial aircraft tire according to claim 1, characterized in that, The tire carcass includes an inner ply, and the radial aircraft tire also includes two bead components. The two bead components are respectively disposed on both sides of the hub along the axial direction of the hub. The two ends of the inner ply are respectively disposed on the outer peripheral surfaces of the two bead components, and any end of the inner ply extends from the bottom end of the corresponding bead component to the top end of the bead component.

4. The radial aircraft tire according to claim 3, characterized in that, The carcass layer also includes an outer ply layer. One end of the outer ply layer passes around the bottom end of the inner ply layer on one of the bead members and extends to the lower side of the inner ply layer. The other end passes around the top and bottom ends of the inner ply layer on another bead member and extends to the lower side of the inner ply layer. The two ends of the outer ply layer are correspondingly arranged.

5. The radial aircraft tire according to claim 1, characterized in that, The belt layer includes at least three main belt layers and at least two auxiliary belt layers. The multiple main belt layers are sequentially stacked on the outer surface of the tire carcass layer along the radial outward of the hub. The multiple auxiliary belt layers are sequentially stacked on the outer surface of the outermost main belt layer along the radial outward of the hub. The axial width of the main belt layer adjacent to the hub is greater than the axial width of the other main belt layers in the hub, and also greater than the axial width of any one of the auxiliary belt layers in the hub.

6. The radial aircraft tire according to claim 5, characterized in that, The main belt layer is formed by coating 6-12 first cords with adhesive. The main belt layer has an annular cylindrical structure. The first cords are made of POK fiber or aramid.

7. The radial aircraft tire according to claim 6, characterized in that, The first cord has a toughness greater than 110 cN / tex.

8. The radial aircraft tire according to claim 5, characterized in that, The secondary belt layer is formed by coating 6-12 second cords with adhesive. The secondary belt layer has an annular cylindrical structure. The second cords are made of nylon, aramid, or a mixture of nylon and aramid.

9. The radial aircraft tire according to claim 8, characterized in that, The second cord has a tensile strength greater than 70 cN / tex.

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