Aircraft tire structure

Abstract

The invention discloses an aircraft tire structure, and relates to the field of aircraft tires, the aircraft tire structure comprises a steel wire ring, a carcass ply for reversely wrapping the steel wire ring, apex arranged above the steel wire ring and wear-resistant rubber arranged below a reversely wrapping section of the carcass ply, a rim section is arranged at the connection position of the outer side of the wear-resistant rubber and the sidewall of a tire, and the rim section is provided with a rim curve. A transition section is arranged at the connecting position of the tire side wall of the tire and the wear-resistant rubber and is an arc line, the curvature center of the rim curve of the rim section and the curvature center of the arc line of the transition section are both located on the outer side of the tire, and the rim curve of the rim section is tangent to the arc line of the transition section. According to the tire, through the structural design of the tire side transition section, the arc line of the transition section and the rim curve of the rim section form an externally tangent arc structure, the set cross gap range of the transition section and the rim section and the goodness of fit of the tangent point position are increased, and therefore transition contact pressure distribution is easier to disperse; therefore, the overall durability of the aircraft tire is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft tires, and in particular to an aircraft tire structure. Background Art

[0002] Aircraft radial tires are an important component of modern aircraft, and their performance is directly related to flight safety. In traditional aircraft tire structures, the connection between the rim section and the lower sidewall of the tire adopts an arc-shaped transition to improve the durability of the connection. However, the arc connecting the rim point and the lower sidewall of existing aircraft tires usually adopts an inscribed arc, such as Figure 1 - Figure 2 As shown, the inscribed arc is the center of curvature of the rim curve of the tire rim segment 5-c, which is located on the outside of the tire, while the center of curvature of the arc line of the transition segment 5-b is located on the inside of the tire. The rim curve of the rim segment 5-c and the arc line of the transition segment 5-b are tangent to each other, that is, the transition segment 5-b forms an inscribed arc structure that is tangent to the rim segment 5-c. This results in a relatively small set cross gap range in the connection area, that is, it diffuses from the tangent position of the arc line of the transition segment 5-b and the rim curve of the rim segment 5-c to both sides. During the diffusion process, the gap change rate between the arc line of the transition segment 5-b and the extended line of the rim curve of the rim segment 5-c is large, which directly affects the contact pressure distribution between the tire and the rim. This design causes the pressure in this area to be concentrated when the tire is under load, resulting in uneven contact pressure, that is, the pressure is mainly concentrated near the contact point. This pressure concentration phenomenon not only affects the performance of the tire, but also reduces the service life of the tire. Therefore, during long-term use, the connection area between the shoulder and the lower sidewall of the tire is prone to cracks, wear, etc., affecting the overall durability and safety of the tire.

[0003] The information disclosed in this background technology section is only intended to enhance understanding of the overall background of the invention and should not be regarded as an admission or any form of suggestion that the information constitutes the prior art already known to a person skilled in the art. Summary of the Invention

[0004] An object of the present invention is to provide an aircraft tire structure. The tire structure, through the structural design of the transition section, forms an circumscribed arc structure between the arc line of the transition section and the rim curve of the rim section, thereby forming a "predictably matched" contact surface between the transition section and the rim section. That is, the set cross gap range and the degree of fit of the tangent point position between the transition section and the rim section are increased, so that the transition contact pressure distribution is more easily dispersed, and the shear resistance at this position is easily dispersed. At the same time, the circumscribed arc structure better disperses the higher lateral stiffness under the action of lateral force, reduces tire body deformation, and thus greatly improves the overall durability of the tire.

[0005] To achieve the above object, the present application provides an aviation tire structure, comprising a bead, a tire body ply for wrapping the bead, a triangular rubber arranged above the bead, and a wear-resistant rubber arranged below the wrapped section of the tire body ply, wherein the connecting position of the outer side of the wear-resistant rubber and the sidewall of the tire is a rim section, the rim section has a rim curve, the connecting position of the sidewall of the tire and the wear-resistant rubber is a transition section, the transition section is an arc, the curvature centers of the rim curve of the rim section and the arc of the transition section are located on the outer side of the tire, and the rim curve of the rim section and the arc of the transition section are tangent, so that the transition section forms an excircle arc structure which is tangent to the rim section.

[0006] In an embodiment of the present application, the radius of the rim curve of the rim section is R2, and the value range of the radius R2 of the rim curve of the rim section is 22mm

[0007] In an embodiment of the present application, the radius of the arc of the transition section is R1, and the relationship between the radius R1 of the arc of the transition section and the radius R2 of the rim curve of the rim section is R1>R2.

[0008] In an embodiment of the present application, the value range of the arc length R1 of the transition section is 40mm

[0009] In an embodiment of the present application, the arc length of the transition section is L1, the arc length of the rim curve of the rim section is L2, and the relationship between the arc length L1 of the transition section and the arc length L2 of the rim curve of the rim section is L1

[0010] In an embodiment of the present application, the connecting position of the sidewall and the transition section is a front sidewall section, the front sidewall section is an arc, the curvature center of the arc of the front sidewall section is located on the inner side of the tire, the radius of the arc of the front sidewall section is R3, and the value range of the radius R3 of the arc of the front sidewall section is 200mm

[0011] In an embodiment of the present application, the arc length of the front sidewall section is L3, and the relationship between the arc length L3 of the front sidewall section and the arc length L1 of the transition section is L3>2L1.

[0012] In an embodiment of the present application, the bottom horizontal line of the rim section is a baseline, the included angle between the tangent line of the outer side below the wear-resistant rubber and the baseline is ∠α, and the value of the included angle ∠α is 7°≤∠α≤9°.

[0013] In an embodiment of the present application, the rim section and the front sidewall section are provided with a buffer rubber, the buffer rubber covers the transition section, and the hardness of the buffer rubber is less than the hardness of the wear-resistant rubber.

[0014] In an embodiment of the present application, the inner side of the cross section of the buffer rubber adopts a circular arc structure, one end of the buffer rubber is located at the middle section of the front section of the sidewall, and the other end is located at the inner side of the wear-resistant rubber and is between the corresponding end point positions of the upper rim section of the wear-resistant rubber.

[0015] Compared with the prior art, according to the aviation tire structure of the present application, the arc of the transition section and the flange curve of the rim section form an external tangent arc structure, and the transition section and the rim section form a “predictable fitting” contact surface, that is, the fitting degree of the set intersection gap range and the tangent point position of the transition section and the rim section is increased, so that the transition contact pressure distribution is more easily dispersed, and the shear resistance at this position is easily dispersed, and the external tangent arc structure better disperses the high lateral stiffness under the action of the lateral force, reduces the deformation of the carcass, and thus greatly improves the durability of the whole tire, and the arc line design of the front section of the sidewall makes the connection between the front section of the sidewall and the transition section more gentle, thereby further improving the durability of the tire.

[0016] In addition, the present application is provided with buffer rubber at the rim section and the front section of the sidewall of the aviation tire, and the buffer rubber covers the transition section, and the buffer rubber can form a buffer structure at the front end of the wear-resistant rubber, which can significantly improve the deformation capacity of the tire at the position of the rim connection, thereby improving the durability at this position, and the inner side of the cross section of the buffer rubber adopts a circular arc structure, so that the buffer rubber has a narrow taper structure with a large thickness in the middle and gradually narrows towards both ends at the position of the transition section, and thus the buffer rubber has a stronger buffering effect at the position of the transition section, so that the pressure is better dispersed in this area under the load state, reducing the risk of local wear. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a schematic view of the rim point position of the aviation tire in the prior art;

[0018] Figure 2 is a schematic view of the profile curve of the rim point position of the aviation tire structure in the prior art;

[0019] Figure 3 is a schematic view of the rim point position structure of an aviation tire structure according to an embodiment of the present application;

[0020] Figure 4 is a schematic view of the profile curve of the rim point position of an aviation tire structure according to an embodiment of the present application;

[0021] Figure 5 is a schematic view of the overall profile curve of an aviation tire structure according to an embodiment of the present application.

[0022] Figure numerals: 1, carcass cord; 2, apex rubber; 3, wire ring; 4, wear-resistant rubber; 5, sidewall; 5-a, front section of sidewall; 5-b, transition section; 5-c, rim section; 6, cushion rubber; 7, rim. DETAILED DESCRIPTION

[0023] The following is combined with Figure 1 - Attachment Figure 5 , the specific embodiments of the present invention are described in detail, but it should be understood that the protection scope of the present invention is not limited by the specific embodiments.

[0024] Unless expressly stated otherwise, throughout the specification and claims, the term "comprise" or variations such as "include" or "comprising", etc., will be understood to include the stated elements or components but not to exclude other elements or other components.

[0025] Example 1

[0026] like Figures 3-4 As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=40mm, and the rim curve radius of the rim section is set to R2, R2=22mm.

[0027] Example 2

[0028] like Figures 3-4As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=50mm, and the rim curve radius of the rim section is set to R2, R2=22mm.

[0029] Example 3

[0030] like Figures 3-4 As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=60mm, and the rim curve radius of the rim section is set to R2, R2=22mm.

[0031] Example 4

[0032] like Figures 3-4 As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=40mm, and the rim curve radius of the rim section is set to R2, R2=23.5mm.

[0033] Example 5

[0034] like Figures 3-4 As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=50mm, and the rim curve radius of the rim section is set to R2, R2=23.5mm.

[0035] Example 6

[0036] like Figures 3-4 As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=60mm, and the rim curve radius of the rim section is set to R2, R2=23.5mm.

[0037] Example 7

[0038] like Figures 3-4As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=40mm, and the rim curve radius of the rim section is set to R2, R2=25mm.

[0039] Example 8

[0040] like Figures 3-4 As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=50mm, and the rim curve radius of the rim section is set to R2, R2=25mm.

[0041] Example 9

[0042] like Figures 3-4 As shown, an aviation tire structure according to a preferred embodiment of the present invention includes a steel ring 3, a carcass cord 1 with a turned-up steel ring 3, an apex rubber 2 arranged above the steel ring 3, and a wear-resistant rubber 4 arranged below the turned-up section of the carcass cord 1. The connection position between the outer side of the wear-resistant rubber 4 and the sidewall 5 of the tire is the rim section 5-c. The rim section 5-c has a rim curve. The connection position between the sidewall 5 of the tire and the wear-resistant rubber 4 is the transition section 5-b. The transition section 5-b is an arc. The centers of curvature of the rim curve of the rim section 5-c and the arc of the transition section 5-b are both located outside the tire, and the rim curve of the rim section 5-c and the arc of the transition section 5-b are tangent to each other, so that the transition section 5-b forms an circumscribed arc structure circumscribed to the rim section 5-c. The arc radius of the transition section 5-b is set to R1, R1=60mm, and the rim curve radius of the rim section is set to R2, R2=25mm.

[0043] Table 1 is the indoor durability test of the aircraft tires in Examples 1-9 and three groups of prior art aircraft tires, and the test results are as shown in Table 1 (the three groups of prior art aircraft tires are marked as Comparative Example 1, Comparative Example 2 and Comparative Example 3, respectively, the curvature center of the rim curve of the rim segment 5-c is located on the outer side of the tire, and the curvature center of the arc of the transition segment 5-b is located on the inner side of the tire, the rim curve of the rim segment 5-c and the arc of the transition segment 5-b are tangent, and the transition segment 5-b forms an inscribed arc structure that is tangent to the rim segment 5-c):

[0044] Number of durability tests / test Transition section limit temperature / °C Example 1 182 141 Example 2 185 143 Example 3 190 143 Example 4 183 140 Example 5 196 139 Example 6 188 143 Example 7 165 142 Example 8 182 144 Example 9 175 142 Comparative Example 1 148 145 Comparative Example 2 149 144 Comparative Example 3 152 144

[0045] Table 1

[0046] From the experimental data in Table 1, the aircraft tire in the present application has the advantages of low heat generation and high durability compared to the aircraft tire structure in the prior art (the durability test times are increased from about 150 times to about 185 times, and the test temperature of the transition segment is reduced by about 5 degrees compared to the existing tire). It can be seen from Table 1 that Example 5 is the best choice.

[0047] Example 10

[0048] As shown in Figure 3 , on the basis of Example 5, in this embodiment, the connection between the sidewall 5 and the transition segment 5-b is the sidewall front segment 5-a, the sidewall front segment 5-a is an arc, the arc curvature center of the sidewall front segment 5-a is located on the inner side of the tire, and the arc radius of the sidewall front segment 5-a is R3, the arc radius R3 of the sidewall front segment 5-a is 200 mm.

[0049] Example 11

[0050] As shown in Figure 3 , on the basis of Example 5, in this embodiment, the connection between the sidewall 5 and the transition segment 5-b is the sidewall front segment 5-a, the sidewall front segment 5-a is an arc, the arc curvature center of the sidewall front segment 5-a is located on the inner side of the tire, and the arc radius of the sidewall front segment 5-a is R3, the arc radius R3 of the sidewall front segment 5-a is 230 mm.

[0051] Example 12

[0052] As shown in Figure 3 , on the basis of Example 5, in this embodiment, the connection between the sidewall 5 and the transition segment 5-b is the sidewall front segment 5-a, the sidewall front segment 5-a is an arc, the arc curvature center of the sidewall front segment 5-a is located on the inner side of the tire, and the arc radius of the sidewall front segment 5-a is R3, the arc radius R3 of the sidewall front segment 5-a is 300 mm.

[0053] Table 2 is the indoor durability test of the aviation tire in examples 10-12, and the test results are as follows

[0054] Table 2:

[0055] Number of durability tests / test Transition section limit temperature / °C Example 1 195 142 Example 2 202 144 Example 3 199 145

[0056] Table 2

[0057] From the experimental data in Table 2, it can be seen that by designing the arc of the front side 5-a, the durability of the aviation tire can be further improved, and from Table 2, it can be seen that example 11 is the best choice.

[0058] In summary, the aviation tire structure is designed by the structure of the transition section 5-b, so that the arc of the transition section 5-b and the rim curve of the rim section 5-c form an excircle structure, and then the transition section 5-b and the rim section 5-c form a "known fitting" contact surface, that is, the fitting degree of the set intersection gap range and the tangent point position of the transition section 5-b and the rim section 5-c is increased, so that the contact pressure distribution of the transition section 5-b is more easily dispersed, and the shear resistance of this position is easily dispersed, and the excircle structure better disperses the high lateral stiffness under the action of lateral force, reduces the deformation of the carcass, and therefore greatly improves the durability of the whole tire. At the same time, the arc design of the front side 5-a makes the connection between the front side 5-a and the transition section 5-b more gentle, thereby further improving the durability of the tire.

[0059] On the basis of the above examples, in order to further improve the overall performance of the tire, in this embodiment, the arc length of the transition section 5-b is L1, the arc length of the rim curve of the rim section 5-c is L2, and the relationship between the arc length L1 of the transition section 5-b and the arc length L2 of the rim curve of the rim section 5-c is: L1 < 1 / 2L2.

[0060] Specifically, the arc length of the front side 5-a is L3, and the relationship between the arc length L3 of the front side 5-a and the arc length L1 of the transition section 5-b is: L3 > 2L1.

[0061] Specifically, the bottom horizontal line of the rim section 5-c is set as the baseline, the included angle between the lower outer tangent extension line of the wear-resistant glue 4 and the baseline is ∠α, and the value of ∠α is: 7°≤∠α≤9°.

[0062] On the basis of the above examples, as Figures 3-5As shown, in order to improve the durability of the aircraft tire at the connecting position of the rim 7, in the embodiment, the buffer rubber 6 is arranged at the rim segment 5-c and the front side segment 5-a, and the buffer rubber 6 covers the transition segment 5-b, the hardness of the buffer rubber 6 is less than the hardness of the wear-resistant rubber 4, and based on this, the buffer rubber 6 can form a buffer structure at the front end of the wear-resistant rubber 4, that is, the edge position of the wear-resistant rubber 4 covered by the rim 7. The buffer structure can significantly improve the deformation ability of the tire at the connecting position of the rim 7, thereby improving the durability at this position.

[0063] Specifically, the inner side of the cross section of the buffer rubber 6 adopts a circular arc structure, one end of the buffer rubber 6 is located at the middle segment of the front side segment 5-a, and the other end is located inside the wear-resistant rubber 4 and is between the corresponding end point position of the rim segment 5-c on the wear-resistant rubber 4 (the connecting position of the rim segment 5-c and the transition segment 5-b is the starting point, and the extension length inside the wear-resistant rubber 4 is the same as the arc length of the rim curve), based on this, the buffer rubber 6 forms a narrow structure with a larger middle thickness at the transition segment 5-b position and gradually narrows to both ends, therefore, the buffer rubber 6 can have a stronger buffering effect at the position of the transition segment 5-b, so that the pressure dispersion of the tire in the load state is better, and the risk of local wear is reduced.

[0064] The foregoing description of specific exemplary embodiments of the application is intended to be illustrative only and is not intended to limit the application to the precise forms described. Many modifications and variations are possible in light of the above teachings without departing from the spirit or essential characteristics of the application. The exemplary embodiments were chosen and described in order to explain the principles of the application and its practical application and to allow others skilled in the art to understand the application for various exemplary embodiments with various modifications being suited to the particular use contemplated. The scope of the application is to be defined by the claims and their equivalents.

Claims

1. An aircraft tire structure, comprising a wire bead (3), a carcass cord (1) wrapping the wire bead (3), an apex rubber (2) arranged above the wire bead (3), and a wear-resistant rubber (4) arranged below the wrapping section of the carcass cord (1), characterized in that: The connection position between the outer side of the wear-resistant rubber (4) and the sidewall (5) of the tire is a rim section (5-c), the rim section (5-c) has a rim curve, the connection position between the sidewall (5) of the tire and the wear-resistant rubber (4) is a transition section (5-b), the transition section (5-b) is an arc, the curvature centers of the rim curve of the rim section (5-c) and the arc of the transition section (5-b) are both located outside the tire, and the rim curve of the rim section (5-c) and the arc of the transition section (5-b) are tangent, so that the transition section (5-b) forms an circumscribed arc structure circumscribed to the rim section (5-c).

2. The aircraft tire structure according to claim 1, characterized in that: The wheel rim curve radius of the wheel rim section (5-c) is set to R2, and the value range of the wheel rim curve radius R2 of the wheel rim section (5-c) is: 22mm<R2≤25mm.

3. The aircraft tire structure according to claim 2, characterized in that: The arc radius of the transition section (5-b) is set to R1, and the relationship between the arc radius R1 of the transition section (5-b) and the rim curve radius R2 of the rim section (5-c) is: R1>R2.

4. The aircraft tire structure according to claim 2, characterized in that: The value range of the arc radius R1 of the transition section (5-b) is: 40mm<R1≤60mm.

5. The aircraft tire structure according to claim 4, characterized in that: The arc length of the transition section (5-b) is set to L1, and the arc length of the rim curve of the rim section (5-c) is set to L2. The relationship between the arc length L1 of the transition section (5-b) and the arc length L2 of the rim curve of the rim section (5-c) is: L1<1 / 2L2.

6. The aircraft tire structure according to claim 5, characterized in that: The connection between the sidewall (5) and the transition section (5-b) is the sidewall front section (5-a), the sidewall front section (5-a) is an arc, the center of curvature of the arc of the sidewall front section (5-a) is located on the inner side of the tire, the arc radius of the sidewall front section (5-a) is set to R3, and the value range of the arc radius R3 of the sidewall front section (5-a) is: 200mm<R3≤300mm.

7. The aircraft tire structure according to claim 6, characterized in that: The arc length of the front sidewall section (5-a) is set to L3, and the relationship between the arc length L3 of the front sidewall section (5-a) and the arc length L1 of the transition section (5-b) is: L3>2L1.

8. The aircraft tire structure according to claim 6, characterized in that: The bottom horizontal line of the rim section (5-c) is set as the baseline, and the angle between the extended line of the lower outer tangent of the wear-resistant rubber (4) and the baseline is set as ∠α, and the value of ∠α is: 7°≤∠α≤9°.

9. The aircraft tire structure according to claim 6, characterized in that: Buffer rubber (6) is provided at the rim section (5-c) and the sidewall front section (5-a), the buffer rubber (6) covers the transition section (5-b), and the hardness of the buffer rubber (6) is less than the hardness of the wear-resistant rubber (4).

10. The aircraft tire structure according to claim 9, characterized in that: The inner side of the cross section of the buffer rubber (6) adopts an arc-shaped structure, one end of the buffer rubber (6) is located in the middle section of the sidewall front section (5-a), and the other end is located on the inner side of the wear-resistant rubber (4) and between the corresponding end point position of the rim section (5-c) on the wear-resistant rubber (4).

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