Tread reinforcing structure and aircraft tire
By incorporating semi-reinforcing and full-reinforcing layers into the tread reinforcement structure of aircraft tires, and employing high-strength nylon cords and tread groove exhaust lines, the rigidity and stability issues of existing tires during high-speed flight are resolved, thereby improving tire speed performance and service life.
Patent Information
- Application Number
- CN202520063487.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-13
- Publication Date
- 2026-02-03
- Estimated Expiration
- 2035-01-13
AI Technical Summary
Existing aircraft tire structures cannot meet the takeoff speed requirements of over 450 km/h, especially tires with a section aspect ratio of less than 0.72, which lack sufficient rigidity and stability during high-speed flight.
The tread reinforcement structure includes a semi-reinforcement layer and a full reinforcement layer, which are connected by the reinforcement layer adhesive and the tread adhesive. High-strength nylon cords are used, combined with the tread groove and exhaust line design, to improve the tire's circumferential clamping force and reduce heat generation in the tread area.
It improves the tire's speed performance and aspect ratio, reduces the strain energy density of the tire during high-frequency rolling, extends the tire's service life, and meets the aircraft's takeoff speed requirements.
Smart Images
Figure CN223865098U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of tire technology, and in particular to a tread reinforcement structure and an aircraft tire, or a tread reinforcement structure and an aircraft tire using high-strength nylon cords. Background Technology
[0002] As a critical component during aircraft takeoff and landing, the performance of aircraft tires directly affects the safety and operational efficiency of the aircraft. Among these performance indicators, speed capability is paramount, primarily determined by the tire's aspect ratio. The aspect ratio, the ratio of the tire's section height to its section width, directly impacts the tire's rigidity and flexibility, thus affecting its stability and durability at different speeds.
[0003] According to data published in the 2019 AIRCRAFT YEAR BOOK THE TIRE and RIM ASSOCIATION, INC. (as shown in Table 1), there is a clear correlation between the speed capability of aircraft tires and the aspect ratio of pneumatic tires. As speed increases, the maximum permissible aspect ratio gradually decreases, reflecting the higher requirements for tire rigidity and stability placed on high-speed flight.
[0004] Table 1. Relationship between speed capability of aircraft tires and aspect ratio of pneumatic tires
[0005] speed km / h Maximum cross-sectional height-to-width ratio 258 1.00 306 0.87 338 0.82 362 0.77 378 and above 0.72
[0006] However, with the continuous advancement of aircraft technology, the takeoff speed of modern aircraft has significantly increased, with some even reaching speeds exceeding 450 km / h. This poses a more stringent challenge to the speed performance of aircraft tires. To address this challenge, the aircraft tire industry has developed several new tire structures, such as fully reinforced tires and belted bias-ply tires.
[0007] Fully reinforced tires enhance rigidity and durability by attaching large-angle reinforcing layers to the outside of the tread compound. However, due to limitations in the width and adhesion of these large-angle reinforcing layers, these tires can only use lower-strength, lower-density cord fabrics, and the number of layers is generally limited to no more than two. Therefore, the clamping force they provide is insufficient to meet takeoff speeds above 450 km / h.
[0008] Tires with a bias-ply construction mimic the radial tire forming process, employing a two-stage forming method and attaching a high-angle reinforcing layer to the expansion drum. This structure is primarily used to increase the crown angle of the inflated tire, thereby improving its high-speed performance. However, it is only suitable for tires with a maximum aspect ratio greater than 0.72. For tires with an aspect ratio less than 0.72, this structure does not provide the corresponding improvement.
[0009] Therefore, under current technological conditions, neither fully reinforced tires nor belted bias-ply tires can fully meet the takeoff speed requirements of some aircraft, which reach 470 km / h. This urgently necessitates further exploration and innovation based on existing fully reinforced tires to improve the speed performance of bias-ply aircraft tires and meet the demands of modern aircraft for high-speed takeoff and landing. Utility Model Content
[0010] The purpose of this invention is to provide a tread reinforcement structure and an aircraft tire to solve the problems existing in the prior art. The tread reinforcement structure is provided with a semi-reinforcing layer and a full reinforcing layer, which are connected by the reinforcing layer adhesive and the tread adhesive. This can improve the circumferential clamping force of the tire, make it smoother when in contact with the ground, reduce the strain energy density of the tire during high-frequency rolling, effectively reduce the heat generation in the tread area, thereby improving speed performance and meeting the requirements of aircraft takeoff speed and cross-sectional aspect ratio.
[0011] To achieve the above objectives, this utility model provides the following solution:
[0012] This utility model provides a tread reinforcement structure, including a reinforcement layer adhesive, a semi-reinforcing layer, a tread adhesive, a full reinforcement layer, and a tread reinforcement adhesive. The reinforcement layer adhesive is used to adhere to the tire body; the semi-reinforcing layer is disposed on the reinforcement layer adhesive; the tread adhesive is disposed on the semi-reinforcing layer; the full reinforcement layer is disposed on the tread adhesive; and the tread reinforcement adhesive is disposed on the full reinforcement layer.
[0013] In one embodiment, the semi-reinforcing layer is provided with 1 to 2 layers, and the full reinforcing layer is provided with 4 to 5 layers.
[0014] In one embodiment, the difference between each of the semi-reinforcing layers is 5mm to 10mm, and the difference between each of the full reinforcing layers is 5mm to 10mm.
[0015] In one embodiment, the cutting angle of the semi-reinforcing layer is 40 to 45 degrees, and the cutting angle of the full reinforcing layer is 45 to 50 degrees.
[0016] In one embodiment, the tread reinforcement has tread grooves, which are one or more grooves arranged circumferentially along the tire crown; the width of the semi-reinforcing layer does not exceed the width of the full reinforcing layer and does not extend beyond the outer position of the tread groove in the tire width direction.
[0017] In one embodiment, the tread reinforcement is provided with a venting line, which is one or more turns of thin wire disposed between the tread and the sidewall; the width of the full reinforcement layer exceeds the tread contact point, is greater than the width of the half reinforcement layer, does not exceed the position of the venting line on the outer side of the tire width direction, and does not enter the sidewall.
[0018] In one embodiment, both the semi-reinforcing layer and the full reinforcing layer are made of high-strength nylon cord. The high-strength nylon cord is a nylon cord with a breaking strength ≥303.8N / cord, a constant load elongation of 10.0±0.8%, a breaking elongation of 22±2.5%, an adhesive strength ≥180N / cm, and a single cord diameter of 0.78±0.05mm. The cord is produced by calendering and has a cord density of 94 cords / 10mm.
[0019] In one embodiment, the reinforcing layer adhesive is a compound with a tensile strength ≥29MPa, hardness ≥70 degrees, elongation at break ≥515%, and H-pull-out value ≥230N / 10mm.
[0020] In one embodiment, the tread reinforcement adhesive is a rubber compound with a tensile strength ≥29MPa, hardness ≥75 degrees, elongation at break ≥525%, and H-pullout value ≥240N / 10mm.
[0021] This utility model provides an aircraft tire, including a tire carcass and a tread reinforcement structure as described above, wherein the reinforcement layer is adhesively bonded to the tire carcass.
[0022] The present invention achieves the following technical advantages over the prior art:
[0023] This invention incorporates a semi-reinforcing layer and a full reinforcing layer in the tread reinforcement structure, which are connected by the reinforcing layer adhesive and the tread adhesive. This improves the tire's circumferential clamping force, resulting in a smoother contact with the ground. It also reduces the strain energy density of the tire during high-frequency rolling, effectively reducing heat generation in the tire crown area and thus improving speed performance. This meets the requirements of aircraft takeoff speed and cross-sectional aspect ratio.
[0024] Other technical solutions included in this utility model can also achieve the following technical effects:
[0025] The full and semi-reinforcing layers of this invention use high-strength nylon cords, which significantly increase the cord density and reduce the amount of adhesive applied. Combined with the reduction in width, this effectively reduces the overall weight of the tire.
[0026] This invention uses a tread reinforcement rubber with a hardness similar to that of ordinary tread rubber on the outer side of the full reinforcement layer, which can greatly improve the wear resistance of the tire in actual use and effectively increase the actual number of tire uses. Attached Figure Description
[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0028] Figure 1 This is a schematic diagram of the tire cross-sectional structure in an embodiment of this utility model;
[0029] Figure 2 Diagram showing the maximum grounding pressure of a typical fully reinforced structure;
[0030] Figure 3 This is a diagram showing the maximum ground pressure of the tread reinforcement structure in this embodiment of the invention.
[0031] Figure 4 This is a strain energy density diagram of a typical fully reinforced tire shoulder.
[0032] Figure 5 Strain energy density diagram of the tire shoulder of the tread reinforcement structure in this embodiment of the present invention;
[0033] The components are: 1. Tire carcass; 2. Semi-reinforced layer; 3. Tread compound; 4. Full-reinforced layer; 5. Tread grooves; 6. Exhaust lines; 7. Tread reinforcement compound; 8. Reinforced layer compound; 10. Cross-sectional centerline. Detailed Implementation
[0034] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0035] The purpose of this invention is to provide a tread reinforcement structure and an aircraft tire to solve the problems existing in the prior art. The tread reinforcement structure is provided with a semi-reinforcing layer and a full reinforcing layer, which are connected by the reinforcing layer adhesive and the tread adhesive. This can improve the circumferential clamping force of the tire, make it smoother when in contact with the ground, reduce the strain energy density of the tire during high-frequency rolling, effectively reduce the heat generation in the tread area, thereby improving speed performance and meeting the requirements of aircraft takeoff speed and cross-sectional aspect ratio.
[0036] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0037] Tire components are bonded together by rubber and cords through a vulcanization cross-linking reaction, creating a rubber-cord interface between the materials. When the tire rotates at high speed, the centrifugal force increases dramatically, and the temperature rises due to heat generation, causing a decrease in the adhesion between the rubber and cords. Under the action of large centrifugal force, insufficient circumferential clamping force of the tire can easily lead to phenomena such as tread chipping and tread spalling.
[0038] Conventional fully reinforced tires, due to limitations in the width of their large-angle reinforcement layers and bonding, can only use lower-strength, lower-density cord fabrics, and typically have ≤2 layers. The clamping force they provide is insufficient to meet takeoff speeds exceeding 450 km / h. Belt-driven bias-ply tires are only suitable for tires with a maximum aspect ratio greater than 0.72, addressing the issue of a small crown angle in inflated tires. They are ineffective for tires with a maximum aspect ratio that meets the requirements (i.e., less than 0.72). Currently, existing technologies are insufficient to handle takeoff speeds of 470 km / h.
[0039] like Figure 1 As shown, this utility model provides a tread reinforcement structure, including a reinforcing layer 8, a semi-reinforcing layer 2, a tread compound 3, a full reinforcing layer 4, and a tread reinforcement 7. The tire cross-section is symmetrical about the central axis 10. The reinforcing layer 8 is attached to the tire body 1; the semi-reinforcing layer 2 is disposed on the reinforcing layer 8; the tread compound 3 is disposed on the semi-reinforcing layer 2; the full reinforcing layer 4 is disposed on the tread compound 3; and the tread reinforcement 7 is disposed on the full reinforcing layer 4. This forms a structure in which the reinforcing layer 8, semi-reinforcing layer 2, tread compound 3, full reinforcing layer 4, and tread reinforcement 7 are sequentially arranged from the tire body 1 away from the tire body 1.
[0040] This invention incorporates a semi-reinforcing layer 2 and a full reinforcing layer 4 in the tread reinforcement structure, which are connected by a reinforcing layer adhesive 8 and a tread adhesive 3. This improves the tire's circumferential clamping force, resulting in a smoother contact with the ground. It also reduces the strain energy density of the tire during high-frequency rolling, effectively reducing heat generation in the tire crown area and thus improving speed performance. This design meets the requirements of aircraft takeoff speed and cross-sectional aspect ratio.
[0041] Traditional full-reinforcement tires require the full-reinforcement layer to be placed on the outermost layer. However, due to its extremely thin rubber layer, these tires exhibit poor wear resistance during field use. This invention utilizes a tread reinforcement rubber 7 with a hardness similar to that of ordinary tread rubber on the outer side of the full-reinforcement layer 4. This significantly improves the tire's wear resistance in actual use and effectively increases the number of tires it can withstand.
[0042] In one embodiment, the semi-reinforcing layer 2 is provided with 1 to 2 layers, and the full reinforcing layer 4 is provided with 4 to 5 layers. The multi-layer arrangement can further improve the circumferential clamping force of the tire.
[0043] In one embodiment, the difference between each semi-reinforcing layer 2 is 5mm to 10mm, and the difference between each full reinforcing layer 4 is 5mm to 10mm. This results in a uniform thickness distribution and reduces stress concentration.
[0044] In one embodiment, the cutting angle of the semi-reinforcing layer 2 is 40 to 45 degrees, and the cutting angle of the full reinforcing layer 4 is 45 to 50 degrees. As a bias-ply tire, these angles are determined to ensure the stability and durability of the tire during driving.
[0045] In one embodiment, the tread reinforcement 7 is provided with tread grooves 5, which are one or more grooves arranged circumferentially along the tire crown. The tread grooves 5 help the tire effectively expel water between itself and the ground during driving, preventing the formation of a water film between the tire and the ground, thereby avoiding wheel slippage and improving the vehicle's grip and braking performance. The width of the semi-reinforcing layer 2 does not exceed the width of the full reinforcing layer 4 and does not extend beyond the outer edge of the tread grooves 5 in the tire width direction.
[0046] In one embodiment, the tread reinforcement 7 is provided with venting lines 6, which are one or more thin lines located between the tread and the sidewall. The venting lines 6 help the tire effectively expel accumulated heat and moisture during driving, especially at high speeds, thereby improving the tire's heat dissipation performance and reducing tire wear and the risk of blowout due to overheating. The width of the full reinforcement layer 4 extends beyond the tread contact patch and is greater than the width of the half reinforcement layer 2, but does not exceed the outermost position of the venting lines 6 in the tire width direction and does not enter the sidewall. This arrangement ensures proper stress distribution and reduces fatigue wear.
[0047] In one embodiment, both the semi-reinforcing layer 2 and the full reinforcing layer 4 are made of high-strength nylon cord. The high-strength nylon cord has a breaking strength ≥303.8 N / cord, a constant load elongation of 10.0±0.8%, a breaking elongation of 22±2.5%, an adhesive strength ≥180 N / cm, and a single cord diameter of 0.78±0.05 mm. The cord density, produced by calendering, is 94 cords / 10 mm. This significantly increases the cord density and reduces the amount of adhesive applied, which, combined with the reduced width, effectively reduces the overall weight of the tire.
[0048] In one embodiment, the reinforcing layer adhesive 8 is a rubber compound with a tensile strength ≥29MPa, hardness ≥70 degrees, elongation at break ≥515%, and H-pull-out value ≥230N / 10mm. The H-pull-out value mentioned here and below is an important indicator for measuring the bonding performance between vulcanized rubber (rubber compound) and the cord. It represents the maximum force required to pull the cord out of the vulcanized rubber under specific conditions; a higher H-value indicates better bonding performance between the cord and the rubber compound.
[0049] This invention uses a reinforcing layer adhesive 8 with high adhesion and hardness in the tire crown area, combined with a high-strength semi-reinforcing layer 2 and a high-strength full reinforcing layer 4. The width of both the full reinforcing layer 4 and the semi-reinforcing layer 2 does not exceed the width of the tire crown area. The full reinforcing layer 4 has a higher number of structural layers than a typical full reinforcing layer, which further improves the tire's circumferential clamping force, resulting in a smoother contact with the ground. This reduces the strain energy density of the tire during high-frequency rolling, further reducing heat generation in the tire crown area and improving speed performance.
[0050] In one embodiment, the tread reinforcement adhesive 7 is a rubber compound with a tensile strength ≥29MPa, hardness ≥75 degrees, elongation at break ≥525%, and H-pullout value ≥240N / 10mm.
[0051] This utility model provides an aircraft tire, including a tire body 1 and a tread reinforcement structure as described above. The reinforcement layer adhesive 8 is attached to the tire body 1, and a semi-reinforcing layer 2, a tread adhesive 3, a full reinforcing layer 4 and a tread reinforcement adhesive 7 are sequentially arranged on the reinforcement layer adhesive 8.
[0052] The manufacturing method of this utility model's aircraft tire is as follows:
[0053] The tire body 1 adopts a normal bias-ply aircraft tire structure design, and the tread reinforcement structure adopts the tread reinforcement structure of this utility model. Therefore, the manufacturing process of this utility model's aircraft tire includes the manufacturing process of a bias-ply aircraft tire, which includes the following steps:
[0054] S1. The tire body part 1 is manufactured using the normal bias tire forming process on the forming machine head.
[0055] S2. Adhere the reinforcing layer 8, the semi-reinforcing layer 2, and the tread layer 3 onto the tire body 1.
[0056] S3. Apply the full reinforcement layer 4 to the outside of the tread rubber 3 in layers using a layering method;
[0057] S4. Apply tread reinforcement adhesive 7 to the outside of the full reinforcement layer 4.
[0058] like Figure 1 As shown in the specific embodiment of the aircraft tire of this utility model:
[0059] The tire carcass 1 adopts a normal bias-ply aviation tire structure design, with a high-strength nylon cord semi-reinforcing layer 2, cut at a 45-degree angle, and 240mm wide, not exceeding the range of the tread groove 5; four high-strength nylon cord full-reinforcing layers 4 are provided, cut at a 50-degree angle, and with widths of 290mm, 295mm, 300mm, and 305mm, all greater than the width of the semi-reinforcing layer 2 and not exceeding the range of the exhaust line 6; a reinforcing layer rubber 8 is provided between the tire carcass 1 and the semi-reinforcing layer 2, and its relevant physical performance parameters meet the requirements mentioned above; a tread rubber 3 is provided between the semi-reinforcing layer 2 and the full-reinforcing layer 4; a tread reinforcing rubber 7 is provided outside the full-reinforcing layer 4, with a width of 320mm, and its relevant physical performance parameters meet the requirements mentioned above.
[0060] A 620×200 tire was manufactured according to the aircraft tire manufacturing method described above. It passed the dynamic simulation test under the operating conditions of 470km / h and met the requirements for aircraft use and maintenance.
[0061] like Figures 2-5 As shown, through finite element analysis, compared with a tire with a conventional fully reinforced structure, such as... Figure 2 and Figure 3 As shown, the maximum grounding pressure of the ordinary fully reinforced structure is 3.16 MPa, while the maximum grounding pressure of the improved structure (the tread reinforcement structure in this embodiment) is 2.422 MPa, representing a 23.4% reduction in grounding pressure. Figure 4 and Figure 5 As shown, the strain energy density of a typical fully reinforced tire shoulder is 0.192 J / mm². 3 The improved structure (tread reinforcement structure in this embodiment) has a tire shoulder strain energy density of 0.142 J / mm². 3 The strain energy density is reduced by 26%. The reduction in both can effectively reduce heat generation in the tire crown and shoulder areas, and effectively improve tire speed performance. Therefore, the speed performance of the improved structure is significantly better than that of the ordinary fully reinforced structure.
[0062] This utility model uses specific examples to illustrate its principles and implementation methods. The above description of the embodiments is only for the purpose of helping to understand the method and core idea of this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the idea of this utility model. In summary, the content of this specification should not be construed as a limitation of this utility model.
Claims
1. A tread reinforcement structure, characterized in that, include: Reinforcing layer adhesive, which is used to adhere to the tire carcass; A semi-reinforcing layer, wherein the semi-reinforcing layer is disposed on the reinforcing layer adhesive; Tread compound, wherein the tread compound is disposed on the semi-reinforcing layer; A full reinforcement layer is disposed on the tread compound, and the full reinforcement layer consists of 4 to 5 layers; and tread reinforcement adhesive, wherein the tread reinforcement adhesive is disposed on the full reinforcement layer; The tread reinforcement is provided with a venting line, which is one or more turns of thin thread between the tread and the sidewall; the width of the full reinforcement layer exceeds the tread contact point, is greater than the width of the half reinforcement layer, does not exceed the position of the venting line on the outer side of the tire width direction, and does not enter the sidewall.
2. The tread reinforcement structure according to claim 1, characterized in that: The semi-reinforcing layer has 1 to 2 layers.
3. The tread reinforcement structure according to claim 1, characterized in that: The difference between each semi-reinforcing layer is 5mm to 10mm, and the difference between each full reinforcing layer is 5mm to 10mm.
4. The tread reinforcement structure according to claim 1, characterized in that: The cutting angle of the semi-reinforcing layer is 40 degrees to 45 degrees, and the cutting angle of the full reinforcing layer is 45 degrees to 50 degrees.
5. The tread reinforcement structure according to claim 1, characterized in that: The tread reinforcement has tread grooves, which are one or more grooves arranged circumferentially along the tire crown; the width of the semi-reinforcement layer does not exceed the width of the full reinforcement layer and does not extend beyond the outer position of the tread groove in the tire width direction.
6. The tread reinforcement structure according to claim 1, characterized in that: Both the semi-reinforcing layer and the full reinforcing layer are made of high-strength nylon cord. The high-strength nylon cord has a breaking strength ≥303.8 N / cord, a constant load elongation of 10.0±0.8%, a breaking elongation of 22±2.5%, an adhesive strength ≥180 N / cm, and a single cord diameter of 0.78±0.05 mm. The cord made by calendering has a cord density of 94 cords / 10 mm.
7. The tread reinforcement structure according to claim 1, characterized in that: The reinforcing layer adhesive is a compound with a tensile strength ≥29MPa, hardness ≥70 degrees, elongation at break ≥515%, and H-pull-out value ≥230 N / 10mm.
8. The tread reinforcement structure according to claim 1, characterized in that: The tread reinforcement rubber is a rubber compound with a tensile strength ≥29MPa, hardness ≥75 degrees, elongation at break ≥525%, and H-pull-out value ≥240 N / 10mm.
9. An aircraft tire, characterized in that: It includes a tire carcass and a tread reinforcement structure as described in any one of claims 1-8, wherein the reinforcement layer is adhesively bonded to the tire carcass.