REDUCED WEIGHT AIRCRAFT TIRE

Abstract

A pneumatic tire having a carcass and a belt reinforcing structure wherein the belt reinforcing structure is a composite belt structure having at least one radially inner spiral layer and at least one zigzag belt reinforcing structure located radially outward of said spiral layer. The zigzag belt width is preferably wider than the spiral layer. The spiral layer and at least one of the zigzag belts reinforcing structures is preferably formed of a merged cord of aramid and nylon.

Claims

1. A pneumatic tire having a carcass and a belt reinforcing structure, the belt reinforcing structure comprising: a main belt structure, wherein the main belt structure includes a first belt layer having cords arranged at an angle of 5 degrees or less with respect to the midcircumferential plane, and a first zigzag belt reinforcing structure, the first zigzag belt reinforcing structure forming two layers of cords, the cords inclined at 5 to 30 degrees relative to the centerplane of the tire extending in alternation to turnaround points at each lateral edge, wherein the first zigzag belt reinforcing structure is wider than the first belt layer; said belt reinforcing structure further comprising an auxiliary belt located radially outward of the main belt, wherein the auxiliary belt is a zigzag belt; and said belt reinforcing structure further comprising a cut protector belt located radially outward of the auxiliary layer, wherein the cut protector belt is a zigzag belt.

2. The pneumatic tire of claim 1 wherein the zigzag belt reinforcing structure is located radially outward of the first belt layer.

3. The pneumatic tire of claim 1 wherein the first layer is formed from helically winding the cords.

4. The pneumatic tire of claim 1 wherein the cut protector belt is formed of nylon.

5. The pneumatic tire of claim 1 wherein the cut protector belt is formed of a merged cord of nylon and aramid.

6. The pneumatic tire of claim 1 wherein the auxiliary belt is formed of nylon.

7. The pneumatic tire of claim 1 wherein the main belt is formed of a merged cable of 2 aramid cords and 1 nylon cord.

8. The pneumatic tire of claim 1 wherein the cut protector belt is formed of aramid cords.

9. The pneumatic tire of claim 1 wherein the cut protector belt is formed of aramid and nylon cords.

10. The pneumatic tire of claim 1 wherein the cut protector belt is formed of 1 aramid and 2 nylon cords.

11. The pneumatic tire of claim 1 wherein there is a cushion layer between the cut protector belt and the auxiliary belt, and wherein the cushion layer is formed of a stiff rubber having a modulus of elasticity between 19-22 mpa.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The invention will be described by way of example and with reference to the accompanying drawings in which:

[0014] FIG. 1 is a schematic cross-sectional view of a first embodiment of a tire according to the invention;

[0015] FIG. 2 is a close-up cross-sectional view of the belt area of the tire of FIG. 1; and

[0016] FIG. 3 is a close up view of a merged chord formed of two aramid cords with one nylon cord.

DETAILED DESCRIPTION OF THE INVENTION

[0017] FIG. 1 illustrates a cross-sectional view of a radial aircraft tire 10 of the present invention. As shown, the aircraft tire 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 tire is shown in U.S. Pat. No. 6,571,847. The bead core 14 preferably has an aluminum, aluminum alloy or other light weight alloy in the center portion surrounded by a plurality of steel sheath wires. A person skilled in the art may appreciate that other bead cores may also be utilized.

[0018] The aircraft tire further comprises a sidewall portion 16 extending substantially outward from each of the bead portions 12 in the radial direction of the tire, and a tread portion 20 extending between the radially outer ends of the sidewall portions 16. Furthermore, the tire 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 is comprised of 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 tire 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 cords such as nylon-6,6 cords extending substantially perpendicular to an equatorial plane EP of the tire (i.e., extending in the radial direction of the tire). Preferably the nylon cords have an 1890 denier/2/2 or 1890 denier/3 construction. One or more of the carcass plies 24, 26 may also comprise an aramid and nylon cord structure, for example, a hybrid cord, a high energy cord or a merged cord. Examples of suitable cords are described in U.S. Pat. Nos. 4,893,665, 4,155,394, or U.S. Pat. No. 6,799,618.

[0019] The aircraft tire 10 further comprises a main belt package 40 arranged between the carcass 22 and the tread rubber 20. FIG. 2 illustrates a first embodiment of one half of a belt package 40 suitable for use in the aircraft tire. The main belt package 40 is symmetrical about the mid-circumferential plane so that only one half of the belt package is illustrated. The main belt package 40 as shown comprises a plurality of belt layers located adjacent the carcass. The belt layers are arranged to have decreasing width, with the radially outermost belt having the least width, and the radially innermost belt having the greatest width. The radially innermost belt 42 is preferably a low angle belt layer, with an angle less than 10 degrees. More preferably, the radially innermost belt is less than 5 degrees, and is helically wound. The width of the low angle belt in preferably in the range of 40% to 100% of the widest belt layer.

[0020] The main belt layer 40 further includes one or more zigzag belt layers 44. Preferably, there are at least two zigzag belt layers 44,46. More preferably, there are three zigzag belt layers 44,46,48. The angle of the zigzag belt layers range from 5 degrees to 40 degrees. The zigzag belt layers are formed by winding a strip of one or more cords in a zigzag pattern on a drum. The main belt layers are preferably formed from a hybrid or merged cord of nylon and aramid. More preferably, the main belt cord construction is 3000 d/2 aramid and 1680 d/1 nylon.

[0021] The tire further comprises an auxiliary belt layer 50 located radially outward of the main belt package 40. The auxiliary belt layer 50 is preferably a zigzag belt layer formed of nylon cords having a 1890d/4 or 1890d/3 cord construction. The angle of the auxiliary belt layer may range from 0 degrees to 30 degrees. The auxiliary belt layer has a width less than the main belt layer 40, and the belt width is preferably in the range of 50% to 110% of the main belt width widest layer.

[0022] A cushion gum layer 60 is located radially outward of the auxiliary belt layer 50. The cushion gum layer 60 is formed from a stiff rubber compound, and preferably has a modulus of elasticity of 20-22 mpa.

[0023] A cut protector belt 70 is located radially outward of the cushion gum layer 60. The cut protector belt may be formed of nylon, preferably nylon 6/6, aramid cords, or aramid/nylon cords. FIG. 3 illustrates a suitable belt cord formed of two aramid cords and one nylon cord. The cut protector belt may be a zigzag belt.

[0024] Both the auxiliary layer and cut protector belt are formed of nylon cords, thus allowing the tire to be repaired when damaged due to foreign object cut damage.

[0025] Variations in the present invention are possible in light of the description of it provided herein. While certain representative embodiments and details have been shown for the purpose of illustrating the subject invention, it will be apparent to those skilled in this art that various changes and modifications can be made therein without departing from the scope of the subject invention. It is, therefore, to be understood that changes can be made in the particular embodiments described which will be within the full intended scope of the invention as defined by the following appended claims.