GB2507196A

GB2507196A - Pneumatic tyre

Info

Publication number: GB2507196A
Application number: GB1318546.7A
Authority: GB
Inventors: Kiyoshi Ueyoko
Original assignee: Goodyear Tire and Rubber Co
Current assignee: Goodyear Tire and Rubber Co
Priority date: 2011-06-13
Filing date: 2012-06-07
Publication date: 2014-04-23
Anticipated expiration: 2032-06-07
Also published as: GB201318571D0; GB2507198A; GB2507198B; GB201318557D0; GB2507196B; GB201318546D0; GB2507199B; GB2507199A

Abstract

A pneumatic tyre having a carcass and a belt reinforcing structure is disclosed. The belt reinforcing structure comprises a first belt layer having cords arranged at an angle of 10 degrees or less with respect to the centerplane of the tyre, and a zigzag belt reinforcing structure located radially outward of the first belt layer, the zigzag belt reinforcing structure forming two layers of cords, the cords being inclined at 5 to 30 degrees relative to the centerplane of the tyre extending in alternation to turnaround points at each lateral edge. The first belt layer is wider than the zigzag belt reinforcing structure. The ratio of the width between the wheel flange WBF to the inflated tyre section width W, WBF/W, under rated inflation pressure of the tyre, is in the range of from 0.6 to 0.75.

Description

Pneumatic Tyre

Field of the Invention

This invention relates to pneumatic tyres having a carcass and a belt reinforcing structure, and more particularly to high speed heavy load tyres such as those used on aircraft.

Background of the Invention

Pneumatic tyres for high speed applications experience a high degree of flexure in the crown area of the tyre as the tyre enters and leaves the area of the footprint. This problem is particularly exacerbated on aircraft tyres wherein the tyres can reach speed of over 200 mph (321.87 km/h) at takeoff and landing.

When a tyre spins at very high speeds the crown area tends to grow in dimension due to the high angular accelerations and velocity, tending to pull the tread area radially outwardly. Counteracting these forces is the load of the vehicle which is only supported in the small area of the tyre known as the footprint area.

Current tyre design drivers are an aircraft tyre capable of high speed, high load and with reduced weight. It is known in the prior art to use zigzag belt layers in aircraft tyres, such as disclosed in US-A-5,427,167. Zigzag belt layers have the advantage of eliminating cut belt edges at the outer lateral edge of the belt package.

The inherent flexibility of the zigzag belt layers also help improve cornering forces.

However, a tyre designed with zigzag belt layers cannot carry as heavy a load as required by current commercial aircraft design requirements. Further, there is generally a tradeoff between load capacity and weight. Thus an improved aircraft tyre is needed, which is capable of meeting high speed, high load and with reduced weight.

Definitions "Carcass" means the tyre structure apart from the belt structure, tread, undertread, and sidewall rubber over the plies, but including the beads.

"Circumferential" means lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction.

I

"Cord" means one of the reinforcement strands which the plies in the tyre comprise.

"Equatorial plane (EP)" means the plane perpendicular to the tyre's axis of rotation and passing through the center of its tread.

"Ply" means a continuous layer of rubber-coated parallel cords.

"Radial" and "radially" mean directions radially toward or away from the axis of rotation of the tyre.

"Section width" is the distance between a tyre's sidewalls measured at the widest part of the tyre when inflated to rated pressure and not under load.

Brief Description of the Drawings

FIG. 1 is a schematic cross-sectional view of a first embodiment of half of a tyre according to the invention; FIG. 2 is a schematic perspective view of a zigzag belt layer in the middle of the formation; FIG. 3 is a schematically enlarged cross-sectional view of a first embodiment of half of a composite belt package for a tyre showing the belt layer configuration; FIG. 4 is a schematically enlarged cross-sectional view of a second embodiment of a composite belt package showing the belt layer configuration; FIG. 5 is a schematically enlarged cross-sectional view of a third embodiment of a composite belt package showing the belt layer configuration; FIG. 6 is a schematically enlarged cross-sectional view of a fourth embodiment of a composite belt package showing the belt layer configuration; FIG. 7 is a schematically enlarged cross-sectional view of a fifth embodiment of a composite belt package showing the belt layer configuration; FIG. 8 is a schematically enlarged cross-sectional view of a sixth embodiment of a composite belt package showing the belt layer configuration; FIG. 9 is a schematically enlarged cross-sectional view of a seventh embodiment of a composite belt package showing the belt layer configuration; and FIG. 10 is a schematically enlarged cross-sectional view of an eighth embodiment of a composite belt package showing the belt layer configuration.

Detailed Description of the Invention

Figure 1 illustrates a cross-sectional view of one half of a radial aircraft tyre 10 of the present invention. The tyre is preferably symmetrical about the mid-circumferential plane so that only one half is illustrated. As shown, the aircraft tyre comprises a pair of bead portions 12 each containing a bead core 14 embedded therein. One example of a bead core suitable for use in an aircraft tyre is shown in US-B-6,571,847. The bead core 14 preferably has aluminum, aluminum alloy or other light weight alloy in the center portion 13 surrounded by a plurality of steel sheath wires 15. A person skilled in the art may appreciate that other bead cores may also be utilized.

The aircraft tyre further comprises a sidewall portion 16 extending substantially outward from each of the bead portions 12 in the radial direction of the tyre, and a tread portion 20 extending between the radially outer ends of the sidewall portions 16. The tyre is shown mounted on a rim flange having a rim flange width extending from one bead to the other bead and indicated as WBF in Figure 1. The section width of the tyre is indicated in Figure 1 as W and is the cross-sectional width of the tyre at the widest part when inflated to rated pressure and not under load. The aircraft tyre of the present invention preferably is an H-type rated tyre having a ratio of WBF /W in the range of from 0.65 to 0.7, and more preferably in the range of from 0.65 to 0.68. It is preferred that the ratio of the rim flange width to the maxim belt width, WBF/BW is in the range of from 0.84 to 1, and more preferably in the range of from 0.86 to 0.92, and most preferably in the range of from 0.88 to 0.9.

Furthermore, the tyre 10 is reinforced with a carcass 22 toroidally extending from one of the bead portions 12 to the other bead portion 12. The carcass 22 comprises inner carcass plies 24 and outer carcass plies 26, preferably oriented in the radial direction. Among these carcass plies, typically four inner plies 24 are wound around the bead core 14 from inside of the tyre toward outside thereof to form turnup portions, while typically two outer plies 26 are extended downward to the bead core 14 along the outside of the turnup portion of the inner carcass ply 24.

Each of these carcass plies 24,26 may comprise any suitable cord, typically nylon (FITM) cords such as nylon (RTM) 6,6 cords extending substantially perpendicular to an equatorial plane EP of the tyre (i.e. extending in the radial direction of the tyre). Preferably the nylon (RTM) cords have an 1890 denier/2/2 or 1890 denier/S construction. One or more of the carcass plies 24, 26 may also comprise an aramid and nylon (RTM) cord structure, for example, a hybrid cord, a high energy cord or a merged cord. Examples of suitable cords are described in US-A-4,893,665, US-A-4,155,394 or US-B-6,799,618. Preferably, the ply cords have a percent elongation at break greater than 8% and less than 30%, and more preferably greater than 9% and less than 28%.

The aircraft tyre 10 further comprises a belt package 40 arranged between the carcass 22 and the tread rubber 28. Figure 3 illustrates a first embodiment of one half of a belt package 40 suitable for use in the aircraft tyre. The belt package 40 is preferably symmetrical about the mid-circumferential plane so that only one half of the belt package is illustrated. The belt package 40 as shown comprises a first belt layer 50 located adjacent the carcass. The first belt layer 50 is preferably formed of cords having an angle of 10 degrees or less with respect to the mid-circumferential plane, and more preferably, 5 degrees or less. Preferably, the first belt layer 50 is formed of a rubberized strip 43 of two or more cords made by spirally or helically winding the cords relative to the circumferential direction. The first belt layer 50 is the narrowest belt structure of the belt package 40, and has a width in the range of from 13% to 100% of the rim width (width between flanges).

The belt package 40 further comprises a second belt layer 60 located radially outward of the first belt layer 50. The second belt layer 60 is preferably formed of cords having an angle of 5 degrees or less with respect to the mid-circumferential plane. Preferably, the second belt layer 60 is formed of a rubberized strip 43 of two or more cords made by spirally or helically winding the cords relative to the circumferential direction. The second belt layer has a width in the range of from 101% to 120% of the rim width, and has a width greater than the first belt layer 50.

More preferably, the second belt layer 60 is the widest belt layer of the belt package 40. It is additionally preferred that the ratio of the narrowest belt layer to the widest belt layer, BWs/BW be in the range of from 0.3 to 0.6, and more preferably 0.4 to 0.5.

The belt package 40 further comprises at least one zigzag belt reinforcing structure 70. The zigzag belt reinforcing structure 70 comprises two layers of cord interwoven together formed as shown in Figure 2. The zigzag belt structure is formed from a rubberized strip 43 of one or more cords, that is wound generally in the circumferential direction while being inclined to extend between alternating lateral edges 44 and 45 of a tyre building drum 49 or core. The strip is wound along such zigzag path many times while the strip 43 is shifted a desired amount in the circumferential direction so as not to form a gap between the adjoining strips 43. As a result, the cords extend in the circumferential direction while changing the bending direction at a turnaround point at both ends 44, 45. The cords of the zigzag belt structure cross with each other, typically at a cord angle A of S degrees to 30 degrees with respect to the equatorial plane EP of the tyre when the strip 43 is reciprocated at least once between both side ends 44 and 45 of the ply within every 360 degrees of the circumference as mentioned above. The two layers of cords formed in each zigzag belt structure are embedded and inseparable in the belt layer and wherein there are no cut ends at the outer lateral ends of the belt.

It is preferred that the zigzag belt structure 70 is the most radially outward belt structure of the belt package 40. It is additionally preferred that there is only one zigzag belt structure. The zigzag belt structure 70 is preferably wider than the first belt structure 50, and more preferably is wider than both the first belt structure 50 but has a width less than the second belt structure 60. The ratio of the zigzag belt width BWz to the second belt structure width BW is preferably as follows: (1) 0.6<BWz/BW<1.0 Figure 4 illustrates a second embodiment of the present invention. The second embodiment is the same as the first embodiment, except for the following differences. The belt package further comprises an additional third belt layer 55 located radially inward of the first belt layer 50. The third belt layer 55 preferably has a width less than the widths of all of the other belt layers 50, 60, 70. More preferably, the third belt layer 55 has a width in the range of from 13% to 47% of the rim width between the flanges.

Figure 5 illustrates a third embodiment of the present invention. The third embodiment is the same as the second embodiment as shown in Figure 4, except for the following differences. The first belt layer 50 has been deleted. A second zigzag belt structure 90 has been added radially outward of the first zigzag belt structure 70. The second zigzag belt structure 90 has a width less than the first zigzag belt structure 70. The zigzag belt structures 70, 90 have a width less than the width of the belt layer 60.

Figure 6 illustrates an additional embodiment similar to Figure 4, except for the following differences. The belt structure 40 further includes a second zigzag belt structure 92 located radially outward of the first zigzag belt structure 70. The second zigzag belt structure 92 has a width less than the first zigzag belt structure 70. The zigzag belt structures 70, 92 have a width less than the width of the belt layer 60.

Figure 7 illustrates an additional embodiment similar to Figure 6, except for the following differences. Figure 7 illustrates two outer zigzag belt structures 70, 92 and three low angle belt layers 60, 50, 56. The belt layer 60 is the widest belt layer of the belt structure 40. The middle low angle belt layer 50 is the narrowest belt layer of the belt package 40. The radially innermost belt 56 has a width greater than the middle belt layer 50 and the radially outermost zigzag belt 92.

Figure 8 illustrates yet another embodiment which is similar to the embodiment shown in Figure 6, except for the following differences. The belt package 40 includes two radially outer zigzag belts 92, 70 and three low angle belts 55, 60, 61. Two of the low angle belts 60, 61 have the same width and are the widest belts of the belt package. One of the belts 55 is located radially inward and has the narrowest width in the range of from 13% to 47 % of the rim width between the flanges.

Figure 9 illustrates still another embodiment of the present invention. Figure 9 is similar to the embodiment shown in Figure 3, except for the following differences.

The embodiment of figure 9 includes two radially inner low angle belts 50, 60. Low angle belt 60 is the widest belt of the belt package. The present embodiment further includes two additional zigzag belt structures 68, 69 wherein both belt structures are located radially outward of the first zigzag belt structure 70. The belt structures 68, 69, 70 have decreasing belt widths so that the radially innermost belt is the widest belt, and the radially outermost belt is the narrowest. Figure 10 illustrates a variation of the embodiment of Figure 9 wherein a third low angle belt 51 is located radially inward of low angle belt 50 and has a width in the range of from 13% to 47% of the rim width between the flanges.

In any of the above described embodiments, the cords are preferably continuously wound from one belt structure to the next.

The cords of any of the above described spiral or zigzag belt layers may be nylon (RTM), nylon (FITM) 6,6, aramid, or combinations thereof, including merged, hybrid, high energy constructions known to those skilled in the art. One example of a suitable cord construction for the belt cords, carcass cords (or both), may comprise a composite of aramid and nylon (FITM), containing two cords of a polyamide (aramid) with construction of 3300 dtex with a 6.7 twist, and one nylon (RIM) or nylon (RIM) 6/6 cord having a construction of 1880 dtex, with a 4.5 twist. Ihe overall merged cable twist is 6.7. Preferably, the belt cords have an elongation at break greater than about 8% and less than about 26% and break strength greater than about 400N.

More preferably, the belt cords have an elongation at break in the range of about 9% to about 25%. It is additionally preferred that the ply cords have a greater elongation at break than the belt cords elongation at break. The cord properties such as percent elongation at break, linear density and tensile strength are determined from cord samples taken after being dipped but prior to vulcanization of the tyre.

Variations of the present invention are possible in light of the description as provided herein. While certain representative embodiments and details have been shown for the purpose of illustrating the subject inventions, it will be apparent to those skilled in the art that various changes and modifications can be made without departing from the scope of the subject inventions.

Claims

Claims 1. A pneumatic tyre having a carcass and a belt reinforcing structure, the belt reinforcing structure comprising a first belt layer having cords arranged at an angle of degrees or less with respect to the centerplane of the tyre, and a zigzag belt reinforcing structure located radially outward of the first belt layer, the zigzag belt reinforcing structure forming two layers of cords, the cords being inclined at 5 to 30 degrees relative to the centerplane of the tyre extending in alternation to turnaround points at each lateral edge, wherein the first belt layer is wider than the zigzag belt reinforcing structure, and wherein the ratio of the width between the wheel flange WBF to the inflated tyre section width W, WBFJW, under rated inflation pressure of the tyre, is in the range of from 0.6 to 0.75.
2. The pneumatic tyre of claim 1 wherein the ratio of the width between the wheel flange WBF to the belt width BW, WBF/BW, is in the range of from 0.84 to 1.0.
3. The pneumatic tyre of claim 1 wherein WBFIW is in the range of from 0.65 to 0.7.
4. The pneumatic tyre of claim 1 or 3 further comprising a second belt layer having cords arranged at an angle of 10 degrees or less with respect to the centerplane, wherein the width of the second belt layer is narrower than the zigzag belt structure.
5. The pneumatic tyre of claim 4 wherein the second belt layer has a width less than the first belt layer.
6. The pneumatic tyre of claim 1 wherein the ratio of the widest belt width (W2) to the first belt width (Wi) is in the range 0.4 <W2M1 <0.6
7. The pneumatic tyre of claim 2 wherein WBF/BW is in the range of from 0.86 to 0.95.
8. The pneumatic tyre of claim 2 wherein WBF/BW is in the range of from 0.88 to 0.90.
9. The pneumatic tyre of claim 1 wherein the tyre is an aircraft tyre.