Aircraft Tire Carcass Layout for Lightweight Load Resistance
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Solution Overview
Problem
Conventional radial tires with reduced reinforcement layers face issues of inadequate durability, load resistance, and stiffness in the contact patch, particularly when using a maximum of one reinforcement layer, which affects handling and fuel efficiency.
Innovation Solution
A tire carcass design with two partially angled carcass plies, each with specific cord angles in lateral and central regions, and adjusted mass fractions to achieve high rigidity and load resistance without additional reinforcement layers.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Weight of moving object
If reinforcement layers are reduced to maximize weight reduction, then fuel consumption and rolling resistance improve, but durability and load resistance become insufficient
Solution Approach 1:
The patent applies different cord angles to different regions of the carcass plies: radial arrangement (90°) in side areas for flexibility, and angled arrangement (5°-75°) in the central region beneath the tread for enhanced stiffness and load resistance. This localized differentiation allows the tire to achieve sufficient structural performance with reduced reinforcement layers.
Solution Approach 2:
The patent uses composite material structures by combining rubberized reinforcements with specific cord angle arrangements in the carcass plies. The angled reinforcement members in the central region create a composite structure that provides both weight reduction and maintained durability, achieving a balance between lightweight design and structural integrity.
2Weight of moving object
If reinforcement layers are reduced to minimize weight, then handling and fuel efficiency improve, but stiffness in the contact patch becomes insufficient
Solution Approach 1:
The patent implements local quality by concentrating angled reinforcement members specifically in the central region of the carcass plies that corresponds to the contact patch area. This localized angular arrangement (5°-75° cord angle) provides the necessary stiffness where it is most needed for handling and performance, while other regions maintain radial arrangement for flexibility.
Solution Approach 2:
The patent introduces a dimensional change by transitioning from a purely radial (90°) reinforcement arrangement to an angled arrangement in the central region. This angular dimensioning of the reinforcement members creates additional structural support in the contact patch area, enhancing stiffness without requiring additional reinforcement layers.
3Weight of moving object
If angled cord arrangement is used to reduce reinforcement layers, then weight is reduced, but resistance to penetrating foreign particles becomes inadequate
Solution Approach 1:
The patent applies local quality by implementing angled reinforcement members specifically in the central region of the carcass plies, which is the area most susceptible to foreign object penetration during operation. This localized angular arrangement creates a reinforced barrier against penetrating objects while maintaining weight reduction benefits in other regions.
Solution Approach 2:
The patent uses composite material structures with angled reinforcement members embedded in the rubberized carcass plies. This composite arrangement in the central region creates a multi-layered defense structure that resists penetration by foreign particles while keeping the overall tire weight reduced through minimal reinforcement layer usage.
Data Source
Figure 1~2
Figure 3
AI summary
The invention relates to pneumatic vehicle tyres (10) comprising: a) a tyre carcass (12) with a first lateral region (16) extending from a first tyre bead (14), a second lateral region (20) extending from a second tyre bead (18) and a central region (22) arranged between same, comprising a first carcass ply (24) and a second carcass ply (26), each comprising a plurality of rubberised cords (28a-d), each extending through the first lateral region (16), the second lateral region (20) and the central region (22) of the tyre carcass (12), and b) a radially outer tyre tread (30) relative to the tyre carcass (12), wherein, at most, one reinforcing ply (32) is arranged between the tyre carcass (12) and the tyre tread (30), which comprises a plurality of rubberised reinforcing cords, wherein at least one portion of the rubberised cords (28a-d) of the first carcass ply (24) and the second carcass ply (26) has a cord angle in the region of 80 to 90° in the first lateral region (16) and in the second lateral region (20) and a cord angle in the region of 5 to 75° in the central region relative to the peripheral direction of the pneumatic vehicle tyre (10), and wherein the combined mass fraction of the first carcass ply (24) and the second carcass ply (26) in the pneumatic vehicle tyre (10) is in the region of 6 to 20%, relative to the mass of the pneumatic vehicle tyre (10).