A bias-ply aircraft tire and its manufacturing method

Abstract

This invention discloses a bias-ply aircraft tire and its manufacturing method, relating to the field of aircraft tire design and manufacturing technology. The bias-ply aircraft tire includes a carcass layer, a first bead, and a second bead. The carcass layer comprises, from the inside out, a first reverse-wrapped ply layer, a first forward-wrapped ply layer, a second reverse-wrapped ply layer, a second forward-wrapped ply layer, and a third forward-wrapped ply layer. The end of the first reverse-wrapped ply layer wraps around the first bead, the end of the first forward-wrapped ply layer wraps around the first bead, the end of the second reverse-wrapped ply layer wraps around the second bead, the end of the second forward-wrapped ply layer wraps around the second bead, and the end of the third forward-wrapped ply layer wraps around both the first and second beads. This invention, while maintaining the same number of carcass ply layers and structural strength, allows for the fixing of more ply layers onto a single bead, thereby optimizing a three-bead structure into a two-bead structure, reducing the number of beads, and consequently reducing the width of the bead portion and the overall weight of the tire.

Description

Technical Field

[0001] This invention relates to the field of aircraft tire design and manufacturing technology, and more specifically, to a bias-ply aircraft tire and its preparation method. Background Technology

[0002] Bias-ply aircraft tires have performance characteristics such as high load capacity, strong absorption of instantaneous loads during aircraft landing overload and takeoff roll, high tire strength, and long tread service life. The rim width of small-size aviation tires is only about 100mm. However, due to the high-pressure and high-load operating conditions of some tire sizes (such as 620x180-C, 560x170-C, etc.), the number of carcass ply layers is limited (the carcass ply layer needs to reach a certain number of layers to ensure structural strength). In addition, due to the limitations of existing molding processes, a single steel wire ring cannot simultaneously wrap around multiple ply layers during tire molding, otherwise it will increase the difficulty of tire molding and affect tire quality. This leads to the compromise design of small-size high-pressure and high-load bias tires with a three-rim structure. The three-rim structure is difficult to arrange within the limited rim width and will affect the subsequent vulcanization molding and inflation processes. Therefore, it is necessary to reduce the bead width by reducing the width of the mold bead seat and squeezing the bead area during vulcanization molding. This process often leads to the steel wire ring being subjected to large extrusion forces, resulting in deformation or displacement, affecting tire performance and quality, and causing low tire pass rate and poor production efficiency.

[0003] Therefore, how to solve the problem of excessively wide bead width in bias-ply aircraft tires has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a bias-ply aircraft tire to solve the problem of excessively wide bead width in bias-ply structure aircraft tires.

[0005] Another object of the present invention is to provide a method for preparing bias-ply aircraft tires, so as to prepare the above-mentioned bias-ply aircraft tires.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A bias-ply aircraft tire includes a carcass layer, a first bead, and a second bead.

[0008] The tire carcass layer includes a first reverse-wrapped plywood layer, a first positive-wrapped plywood layer, a second reverse-wrapped plywood layer, a second positive-wrapped plywood layer, and a third positive-wrapped plywood layer arranged sequentially from the inside out.

[0009] The end of the first reverse-wrapped ply wraps around the first tire bead, the end of the first positive-wrapped ply wraps around the first tire bead, the end of the second reverse-wrapped ply wraps around the second tire bead, the end of the second positive-wrapped ply wraps around the second tire bead, and the end of the third positive-wrapped ply wraps around both the first and second tire beads.

[0010] Optionally, in the above-mentioned bias-ply aircraft tire, the first reverse-wrapped ply, the first positive-wrapped ply, the second reverse-wrapped ply and the second positive-wrapped ply are single layers or multiple layers, and the number of layers of the first reverse-wrapped ply and the second reverse-wrapped ply may be the same or different, and the number of layers of the first positive-wrapped ply and the second positive-wrapped ply may be the same or different.

[0011] Optionally, in the aforementioned bias-ply aircraft tire, the first reverse-wrapped ply and the second reverse-wrapped ply have the same number of layers, and the first positive-wrapped ply and the second positive-wrapped ply have the same number of layers.

[0012] Optionally, in the above-mentioned bias-ply aircraft tire, the first reverse-wrapped ply layer has four layers, the first positive-wrapped ply layer has two layers, the second reverse-wrapped ply layer has four layers, the second positive-wrapped ply layer has two layers, and the third positive-wrapped ply layer has two layers.

[0013] Optionally, in the aforementioned bias-ply aircraft tire, the first positive-coat ply has multiple layers, and the cord directions of adjacent first positive-coat ply layers are opposite; and / or,

[0014] The second positive covering fabric layer has multiple layers, and the cord directions of adjacent second positive covering fabric layers are opposite.

[0015] Optionally, in the aforementioned bias-ply aircraft tire, the cutting angle of the first positive-coated ply is 0.5°-1° larger than the cutting angle of the first negative-coated ply; and / or,

[0016] The cutting angle of the second positive wrapping fabric layer is 0.5°-1° larger than the cutting angle of the second negative wrapping fabric layer.

[0017] Optionally, in the above-mentioned bias-ply aircraft tire, the second reverse-wrapped ply, the second positive-wrapped ply, and the second bead form a bead unit, and multiple sets of the bead units are provided between the third positive-wrapped ply and the first positive-wrapped ply.

[0018] A method for manufacturing bias-ply aircraft tires, comprising the following steps:

[0019] The first reverse wrapping involves stacking a first number of first reverse wrapping ply layers, installing the first tire bead on the first reverse wrapping ply layers, and wrapping the ends of the first reverse wrapping ply layers around the first tire bead.

[0020] The first positive wrapping layer consists of a second layer of the first positive wrapping layer attached to the outside of the first negative wrapping layer, and the end of the first positive wrapping layer is positively wrapped around the first tire bead.

[0021] The second reverse wrapping involves attaching a third layer of the second reverse wrapping ply to the outside of the first positive wrapping ply, installing the second tire bead on the second reverse wrapping ply, and wrapping the end of the second reverse wrapping ply around the second tire bead.

[0022] The second positive wrap is formed by attaching a fourth layer of the second positive wrap cord to the outside of the second negative wrap cord, and making the end of the second positive wrap cord wrap the second tire bead.

[0023] The third positive wrap is formed by attaching the fifth layer of the third positive wrap to the outside of the second positive wrap cord layer, and making the end of the third positive wrap cord layer positively wrap around the first bead and the second bead.

[0024] Optionally, in the above-described method for manufacturing bias-ply aircraft tires, the first positive wrapping step specifically involves attaching a second layer of the first positive wrapping ply to the outside of the first reverse wrapping ply, and extending the end of the first positive wrapping ply to a position corresponding to the inner ring of the first bead.

[0025] Optionally, in the above-described method for manufacturing bias-ply aircraft tires, the second positive wrapping step specifically involves attaching a fourth layer of the second positive wrapping ply to the second reverse wrapping ply, and extending the end of the second positive wrapping ply to the position corresponding to the inner ring of the second bead.

[0026] Optionally, in the above-described method for manufacturing bias-ply aircraft tires, the third positive wrapping step specifically involves bonding a fifth layer of the third positive wrapping ply onto the second positive wrapping ply, and extending the end of the third positive wrapping ply from the inner ring of the second bead to a position corresponding to the inner ring of the first bead.

[0027] The bias-ply aircraft tire provided by this invention includes a carcass layer, a first bead, and a second bead. The carcass layer includes, from the inside out, a first reverse-wrapped ply layer, a first forward-wrapped ply layer, a second reverse-wrapped ply layer, a second forward-wrapped ply layer, and a third forward-wrapped ply layer. The end of the first reverse-wrapped ply layer wraps around the first bead, the end of the first forward-wrapped ply layer wraps around the first bead, the end of the second reverse-wrapped ply layer wraps around the second bead, the end of the second forward-wrapped ply layer wraps around the second bead, and the end of the third forward-wrapped ply layer wraps around both the first and second beads, thereby connecting the ply layers on the first and second beads and forming a whole bias-ply aircraft tire. There are two first and two second beads, respectively for wrapping the ends of each ply layer forward or backward.

[0028] Compared to existing technologies, the bias-ply aircraft tire provided by this invention can fix more ply layers on a single bead while maintaining the same number of tire carcass ply layers and structural strength. This optimizes the three-bead structure into a two-bead structure, reducing the number of bead layers and consequently reducing the width of the tire bead area and the overall weight of the tire. This solves a series of molding and vulcanization difficulties caused by excessively wide beads in small-size, high-pressure, high-load bias-ply aircraft tires.

[0029] The method for preparing bias-ply aircraft tires provided by the present invention includes a first reverse wrapping step, a first forward wrapping step, a second reverse wrapping step, a second forward wrapping step, and a third forward wrapping step. The first reverse wrapping step specifically involves stacking a first number of first reverse wrapping cord layers, installing a first tire bead on the first reverse wrapping cord layer, and wrapping the end of the first reverse wrapping cord layer around the first tire bead; the first forward wrapping step specifically involves attaching a second number of first forward wrapping cord layers to the outside of the first reverse wrapping cord layer, and wrapping the end of the first forward wrapping cord layer around the first tire bead; the second reverse wrapping step specifically involves attaching a third number of second reverse wrapping cord layers to the first forward wrapping cord layer, installing second tire beads at both ends of the second reverse wrapping cord layer, and wrapping the end of the second reverse wrapping cord layer around the second tire bead; the second forward wrapping step specifically involves attaching a fourth number of second forward wrapping cord layers to the second reverse wrapping cord layer, and wrapping the end of the second forward wrapping cord layer around the second tire bead; the third forward wrapping step specifically involves attaching a fifth number of third forward wrapping cord layers to the outside of the second forward wrapping cord layer, and wrapping the end of the third forward wrapping cord layer around both the first tire bead and the second tire bead.

[0030] Compared to existing technologies, the bias-ply aircraft tire manufacturing method provided by this invention can reduce the three-bead structure of an aircraft tire to a two-bead structure by adjusting the front and back wrapping of the carcass ply, effectively reducing the number of beads and the width of the tire bead area. It can be used to manufacture small-size aircraft tires for high-pressure and high-load operating conditions. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a flowchart of the method for preparing bias-ply aircraft tires disclosed in an embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of the structure of the bias-ply aircraft tire disclosed in an embodiment of the present invention.

[0034] Among them, 100 is the first bead, 110 is the first reverse-wrapped ply, and 120 is the first forward-wrapped ply;

[0035] 200 is the second bead, 210 is the second reverse-wrapped cord layer, and 220 is the second forward-wrapped cord layer;

[0036] 300 is the third positive wrapping fabric layer;

[0037] 400 is the tread layer, 410 is the reinforcing layer, 420 is the lower tread layer, 430 is the sidewall layer, 440 is the inner liner layer, and 450 is the bead wrapping. Detailed Implementation

[0038] The core of this invention is to disclose a bias-ply aircraft tire to solve the problem of excessively wide bead width in bias-ply structure aircraft tires.

[0039] Another core aspect of this invention is the disclosure of a method for preparing bias-ply aircraft tires, in order to prepare the aforementioned bias-ply aircraft tires.

[0040] Hereinafter, embodiments will be described with reference to the accompanying drawings. Furthermore, the embodiments shown below do not limit the scope of the invention as described in the claims. Additionally, the complete contents of the structures represented in the embodiments below are not limited to those necessary for the solution of the invention as described in the claims. It should be noted that, for ease of description, only the parts relevant to the invention are shown in the drawings. Unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0041] Combination Figure 2The bias-ply aircraft tire disclosed in this embodiment of the invention includes a carcass layer, a first bead 100, and a second bead 200. The carcass layer includes a first reverse-wrapped ply layer 110, a first forward-wrapped ply layer 120, a second reverse-wrapped ply layer 210, a second forward-wrapped ply layer 220, and a third forward-wrapped ply layer 300 arranged sequentially from the inside out. The end of the first reverse-wrapped ply layer 110 wraps around the first bead 100, the end of the first forward-wrapped ply layer 120 wraps around the first bead 100, the end of the second reverse-wrapped ply layer 210 wraps around the second bead 200, the end of the second forward-wrapped ply layer 220 wraps around the second bead 200, and the end of the third forward-wrapped ply layer 300 wraps around both the first bead 100 and the second bead 200, so as to realize the connection of each ply layer on the first bead 100 and the second bead 200, so that the bias-ply aircraft tire forms a whole. There are two of each of the first bead 100 and the second bead 200, which are used to wrap the two ends of each cord layer, either forward or backward.

[0042] In order to ensure tire strength, small-sized, high-load aircraft tires in the prior art have a large number of carcass plies, usually with a three-bead structure (the bead engagement width of large and medium-sized tires is very large, so the same bead width has no effect on them), and the carcass plies on the three beads are all reverse-wrapped structures. The embodiments of the present invention optimize the reverse-wrapped structure of the carcass plies, eliminating the setting of the third bead in the prior art, and transforming the reverse-wrapped plies on the third bead into the first positive-wrapped plies 120 and the second positive-wrapped plies 220, which are respectively positively wrapped onto the first bead 100 and the second bead 200.

[0043] For example, the current molding process of wrapping six layers of cord fabric onto a single tire bead is difficult to achieve. During molding, the six layers of cord fabric need to be bonded together first and then wrapped around the tire bead. The thickness of six layers of cord fabric is too thick, making wrapping difficult and the effect is poor even if it is forced. Therefore, the industry generally wraps a maximum of four layers of cord fabric onto small-sized tires. However, if two layers of reversed cord fabric are changed to forward-wrapped cord fabric, the forward-wrapped cord fabric is not limited by the fact that the reverse wrapping thickness is too large to operate, and the forward wrapping operation can be performed after wrapping the tire bead. Therefore, the number of cord fabric layers on a single tire bead can be increased.

[0044] Compared to existing technologies, the bias-ply aircraft tire disclosed in this invention can fix more ply layers on a single bead while maintaining the same number of tire carcass ply layers and structural strength. This allows the three-bead structure to be optimized into a two-bead structure, reducing the number of bead layers and consequently reducing the width of the tire bead area and the overall weight of the tire. This solves a series of molding and vulcanization difficulties caused by excessively wide beads in small-size, high-pressure, high-load bias-ply aircraft tires.

[0045] Those skilled in the art will understand that the terms "positive wrap" and "reverse wrap" refer to different treatment methods of the tire carcass plies during the tire manufacturing process. Positive wrap means that the tire carcass plies extend from the tread portion to the bead portion, with the ends of the plies wrapped inside the bead. This treatment ensures that the carcass plies remain stable during tire use, preventing detachment or loosening. Reverse wrap, on the other hand, means that the tire carcass plies fold outwards at the bead portion, forming a reverse wrap structure. This treatment increases the thickness and strength of the bead portion, improves the tightness of the connection between the tire and the rim, thereby enhancing tire stability and safety. Both positive and reverse wrap treatments are well-known and commonly used existing technologies among those skilled in the art, and will not be described in detail here.

[0046] It should be noted that, conventionally, "positive wrapping" refers to the treatment method that wraps all tire beads, which corresponds to the structure of the third positive wrapping cord layer 300 in this invention, which simultaneously wraps the first tire bead 100 and the second tire bead 200. However, the first positive wrapping cord layer 120 and the second positive wrapping cord layer 220 in this invention differ from the existing positive wrapping structure, as they only wrap one tire bead each of the first tire bead 100 and the second tire bead 200.

[0047] A bead unit is defined as a bead and the various ply layers wrapped around it, both in the front and back. Specifically, the first reverse ply layer 110, the first forward ply layer 120, and the first bead 100 form one bead unit. The second reverse ply layer 210, the second forward ply layer 220, and the second bead 200 form another bead unit. In the above embodiment, the two bead units are connected by a third forward ply layer 300. In other embodiments, the number of bead units is greater than two; that is, at least three bead units are sequentially arranged within the third forward ply layer 300, with the ply layers and bead positions corresponding for each bead unit, thus forming tire structures with various small bead widths.

[0048] Generally speaking, the first reverse-wrapping ply 110, the first forward-wrapping ply 120, the second reverse-wrapping ply 210, the second forward-wrapping ply 220 and the third forward-wrapping ply 300 can all be single-layer (one layer) or multiple layers. The specific number of layers needs to be designed according to the actual strength requirements of the tire.

[0049] To ensure the uniformity of tire carcass strength, it is preferable that the front and back wrapping structures of the ply on each bead are the same, that is, the number of layers of the first back wrapping ply 110 and the second back wrapping ply 210 are the same, and the number of layers of the first front wrapping ply 120 and the second front wrapping ply 220 are the same.

[0050] In the prior art, a three-bead tire has four layers of ply fabric wrapped around each of its three beads. After the optimization of the structure by the present invention, the aircraft tire has only two beads: the first bead 100 and the second bead 200. The first bead 100 has four layers of first reverse-wrapped ply fabric 110 wrapped around it and two layers of first positive-wrapped ply fabric 120 wrapped around it. The second bead 200 has four layers of second reverse-wrapped ply fabric 210 wrapped around it and two layers of second positive-wrapped ply fabric 220 wrapped around it (at the same time, the third positive-wrapped ply fabric 300 wrapped around the first bead 100 and the second bead 200 is two layers).

[0051] The performance and safety of a tire can be improved by designing adjacent ply cords with opposite directions. Specifically, when the number of layers in the first reverse-wrapped ply 110, the first forward-wrapped ply 120, the second reverse-wrapped ply 210, the second forward-wrapped ply 220, and the third forward-wrapped ply 300 is greater than or equal to two, the cord directions of adjacent first forward-wrapped ply 120 layers, adjacent second forward-wrapped ply 220 layers, adjacent first reverse-wrapped ply 110 layers, adjacent second reverse-wrapped ply 210 layers, and adjacent third forward-wrapped ply 300 layers can be set to be opposite. Alternatively, the cord directions of any two adjacent ply cords in the tire carcass layer can be set to be opposite.

[0052] Furthermore, the cutting angle of the first positive wrapping ply 120 is set to be 0.5°-1° larger than the cutting angle of the first negative wrapping ply 110, and the cutting angle of the second positive wrapping ply 220 is set to be 0.5°-1° larger than the cutting angle of the second negative wrapping ply 210, in order to ensure the quality and performance of the tire after molding. The specific cutting angles of the first positive wrapping ply 120 and the second positive wrapping ply 220 can be determined by comprehensively considering the tire strength and the tire usage speed. For example, the value can be set to 37°.

[0053] In addition, the bias-ply aircraft tire disclosed in this embodiment of the invention also includes conventional tire structures such as tread 400 and reinforcing layer 410, which will not be described in detail here.

[0054] Combination Figure 1 The method for preparing bias-ply aircraft tires disclosed in this invention includes a first reverse wrapping step, a first forward wrapping step, a second reverse wrapping step, a second forward wrapping step, and a third forward wrapping step.

[0055] S10, First Reverse Packet;

[0056] A first reverse-wrapped plywood layer 110 is stacked in a first number of layers, a first tire bead 100 is installed on the first reverse-wrapped plywood layer 110, and the end of the first reverse-wrapped plywood layer 110 is reverse-wrapped around the first tire bead 100.

[0057] Specifically, the inner liner 440 is usually laid on tire forming equipment such as forming drum first, then the first reverse-wrapped ply 110 of the first layer is attached to the inner liner 440 in sequence, then the first bead 100 is installed at both ends of the first reverse-wrapped ply 110, and finally the ends of the first reverse-wrapped ply 110 are reverse-wrapped around the first bead 100.

[0058] S20, First Positive Package;

[0059] A second layer of first positive wrapping cord layer 120 is attached to the outside of the first reverse wrapping cord layer 110, and the end of the first positive wrapping cord layer 120 is positively wrapped around the first bead 100.

[0060] Specifically, S20 involves attaching a second layer of first positive ply fabric 120 to the outside of the first reverse ply fabric 110, with the end of the first positive ply fabric 120 extending to the first bead 100. Preferably, both ends of the first positive ply fabric 120 extend to positions corresponding to the inner ring of the first bead 100, so that the first bead 100 can act as an anchor to hold down the ends of the first positive ply fabric 120, preventing the ends of the first positive ply fabric 120 from being pulled out during use.

[0061] S30, Second Reverse Wrap;

[0062] A third layer of second reverse-wrapped cord fabric 210 is attached to the first positive-wrapped cord fabric layer 120. Second tire bead 200s are installed at both ends of the second reverse-wrapped cord fabric layer 210, and the ends of the second reverse-wrapped cord fabric layer 210 are reverse-wrapped around the second tire bead 200.

[0063] S40, Second Positive Package;

[0064] A fourth layer of second positive-wrapping ply 220 is attached to the second reverse-wrapping ply 210, and the end of the second positive-wrapping ply 220 is positively wrapped around the second bead 200.

[0065] S40 specifically involves attaching a fourth layer of second positive ply fabric 220 to the second reverse ply fabric 210, with the end of the second positive ply fabric 220 extending to the second bead 200. Preferably, both ends of the second positive ply fabric 220 extend to positions corresponding to the inner ring of the second bead 200, so that the second bead 200 can act as an anchor to hold down the ends of the second positive ply fabric 220, preventing the ends of the second positive ply fabric 220 from being pulled out during use.

[0066] S50, the third positive package;

[0067] The fifth layer, the third positive wrapping cord layer 300, is attached to the outside of the second positive wrapping cord layer 220, and the end of the third positive wrapping cord layer 300 simultaneously wraps around the first bead 100 and the second bead 200.

[0068] S50 specifically involves attaching a fifth layer of third positive cord fabric 300 to the second positive cord fabric 220, with the end of the third positive cord fabric 300 extending from the inner ring of the second bead 200 to the first bead 100, specifically extending to a position corresponding to the inner ring of the first bead 100, so that the end of the third positive cord fabric 300 can be pressed by both the first bead 100 and the second bead 200 simultaneously.

[0069] Compared to existing technologies, the bias-ply aircraft tire manufacturing method disclosed in this invention reduces the three-bead structure of the aircraft tire to a two-bead structure by adjusting the front and back wrapping of the carcass ply, effectively reducing the number of beads and the width of the tire bead area. It can be used to manufacture small-size aircraft tires for high-pressure and high-load operating conditions.

[0070] The scheme was further optimized so that the values ​​of the first and third layers are the same, and the values ​​of the second and fourth layers are the same, in order to ensure the uniformity of tire strength on the first bead 100 and the second bead 200.

[0071] Taking the manufacturing process of a 620x180 bias-ply aircraft tire as an example, firstly, an inner liner 440 is bonded to the forming drum. The inner liner 440 has a thickness of 2mm, a width of 380mm, and an overlap width of 5mm. Then, in step S10, four layers of the first reverse-wrapped ply fabric 110 are bonded to the forming drum, and the center of the first reverse-wrapped ply fabric 110 is positioned (aligning the center line of the ply fabric with the center line of the forming drum, for example, by laser positioning). After being properly wrapped and compacted, the first bead 100 is installed, and the first reverse-wrapped ply fabric 110 is reversed. The widths of the first reverse-wrapping ply layer 110 (in this invention, the width of each ply layer refers to the width of the ply layer in its flat state) are 500mm, 485mm, 480mm, and 460mm respectively; S20 Two more first positive-wrapping ply layers 120 are attached to the forming drum, with widths of 440mm and 430mm respectively. After center positioning, they are made to positively wrap around the first tire bead 100, and the ends of the first positive-wrapping ply layers 120 after positive wrapping are located at the corresponding positions of the inner ring of the first tire bead 100; S3 0. Continue to attach four layers of second reverse-wrapped plywood 210 to the forming drum, center-position and compact them, then install the second tire bead 200 and ensure the ends of the second reverse-wrapped plywood 210 are reverse-wrapped around the second tire bead 200. The widths of the four layers of second reverse-wrapped plywood 210 are 520mm, 505mm, 500mm and 480mm respectively. S40. Continue to attach two layers of second positive-wrapped plywood 220 to the forming drum, center-position and positive-wrappe the second tire bead 200. Their widths are 455mm and 445mm respectively, and ensure that the positive wrapping is completed. The end of the second positive wrapping cord layer 220 is located at the corresponding position of the inner ring of the second bead 200; S50 continues to attach two layers of third positive wrapping cord layer 300 on the forming drum, with widths of 485mm and 485mm respectively, and compacts them after center positioning positive wrapping, and ensures that the end of the third positive wrapping cord layer 300 after positive wrapping is located at the corresponding position of the inner ring of the first bead 100; finally, the lower tread 420, the reinforcing layer 410, the tread 400, the sidewall 430 and the bead wrapping cloth 450 are attached in sequence to complete the entire tire blank forming process.

[0072] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Specific technical means in some embodiments may be incorporated, in whole or in part, into another embodiment without being explicitly excluded by another embodiment. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A bias-ply aircraft tire, characterized in that, It includes the carcass layer, the first bead (100), and the second bead (200); The tire carcass layer includes a first reverse-wrapped plywood layer (110), a first positive-wrapped plywood layer (120), a second reverse-wrapped plywood layer (210), a second positive-wrapped plywood layer (220), and a third positive-wrapped plywood layer (300) arranged sequentially from the inside out. The end of the first reverse-wrapped ply (110) wraps around the first bead (100), the end of the first positive-wrapped ply (120) wraps around the first bead (100), the end of the second reverse-wrapped ply (210) wraps around the second bead (200), the end of the second positive-wrapped ply (220) wraps around the second bead (200), and the end of the third positive-wrapped ply (300) wraps around both the first bead (100) and the second bead (200).

2. The bias-ply aircraft tire as described in claim 1, characterized in that, The first reverse-wrapped curtain layer (110), the first forward-wrapped curtain layer (120), the second reverse-wrapped curtain layer (210), and the second forward-wrapped curtain layer (220) are single or multiple layers, and the number of layers of the first reverse-wrapped curtain layer (110) and the second reverse-wrapped curtain layer (210) are the same or different, and the number of layers of the first forward-wrapped curtain layer (120) and the second forward-wrapped curtain layer (220) are the same or different.

3. The bias-ply aircraft tire as described in claim 2, characterized in that, The first reverse-wrapped fabric layer (110) and the second reverse-wrapped fabric layer (210) have the same number of layers, and the first positive-wrapped fabric layer (120) and the second positive-wrapped fabric layer (220) have the same number of layers.

4. The bias-ply aircraft tire as described in claim 2, characterized in that, The first positive-coverage fabric layer (120) has multiple layers, and the cord directions of adjacent first positive-coverage fabric layers (120) are opposite; and / or, The second positive wrapping fabric layer (220) has multiple layers, and the cord directions of two adjacent layers of the second positive wrapping fabric layer (220) are opposite.

5. The bias-ply aircraft tire as described in claim 1, characterized in that, The cutting angle of the first positive-covering fabric layer (120) is 0.5°-1° larger than the cutting angle of the first negative-covering fabric layer (110); and / or, The cutting angle of the second positive wrapping fabric layer (220) is 0.5°-1° larger than that of the second negative wrapping fabric layer (210).

6. The bias-ply aircraft tire as described in any one of claims 1-5, characterized in that, The second reverse-wrapping ply (210), the second positive-wrapping ply (220) and the second bead (200) constitute a bead unit, and multiple sets of the bead units are provided between the third positive-wrapping ply (300) and the first positive-wrapping ply (120).

7. A method for manufacturing bias-ply aircraft tires, used to manufacture bias-ply aircraft tires as described in any one of claims 1-6, characterized in that, Including the following steps: The first reverse wrapping is arranged in layers of the first reverse wrapping ply (110), the first bead (100) is installed on the first reverse wrapping ply (110), and the end of the first reverse wrapping ply (110) is reverse wrapped around the first bead (100). The first positive wrap is formed by attaching a second layer of the first positive wrap cord layer (120) to the outside of the first negative wrap cord layer (110), and making the end of the first positive wrap cord layer (120) positively wrap the first bead (100). The second reverse wrapping involves attaching a third layer of the second reverse wrapping ply (210) to the outside of the first positive wrapping ply (120), installing the second tire bead (200) on the second reverse wrapping ply (210), and wrapping the end of the second reverse wrapping ply (210) around the second tire bead (200). The second positive wrap is formed by attaching a fourth layer of the second positive wrap cord layer (220) to the outside of the second negative wrap cord layer (210), and making the end of the second positive wrap cord layer (220) positively wrap the second bead (200). The third positive wrapping layer is a fifth layer of the third positive wrapping layer (300) attached to the outside of the second positive wrapping layer (220), and the end of the third positive wrapping layer (300) positively wraps the first bead (100) and the second bead (200).

8. The method for manufacturing bias-ply aircraft tires as described in claim 7, characterized in that, The first positive wrapping step specifically involves attaching a second layer of the first positive wrapping ply (120) to the outside of the first negative wrapping ply (110), and extending the end of the first positive wrapping ply (120) to a position corresponding to the inner ring of the first bead (100).

9. The method for manufacturing bias-ply aircraft tires as described in claim 7, characterized in that, The second positive wrapping step specifically involves attaching a fourth layer of the second positive wrapping ply (220) to the second negative wrapping ply (210), and extending the end of the second positive wrapping ply (220) to the position corresponding to the inner ring of the second bead (200).

10. The method for manufacturing bias-ply aircraft tires as described in claim 7, characterized in that, The third positive wrapping step specifically involves attaching the fifth layer of the third positive wrapping cord layer (300) onto the second positive wrapping cord layer (220), and extending the end of the third positive wrapping cord layer (300) from the inner ring of the second bead (200) to a position corresponding to the inner ring of the first bead (100).

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