Diagonal aircraft tire

Abstract

The utility model relates to the technical field of aircraft tires, and discloses a diagonal aircraft tire which comprises a carcass ply, a steel wire ring and a tread, and the steel wire ring is wrapped at the end part of the carcass ply; the tire tread is located on the outer side of the tire body cord fabric layer and comprises a tire crown, a tire shoulder and a tire side, the tire crown is sequentially provided with two to three circular arcs with the radiuses gradually reduced towards the tire shoulder, the tire shoulder is provided with a circular arc for transition, and the side, close to the tire shoulder, of the section center horizontal axis of the tire side is provided with a circular arc with the radius between the circular arc of the tire crown and the circular arc of the tire shoulder. One to two sections of arcs are arranged on the side, far away from the tire shoulder, of the central horizontal axis of the section of the tire side and are transited to a curve on the inner side of the rim, and all arcs are tangentially connected and the arcs are tangentially connected; the height ratio of the tire cross section above and below the cross section central horizontal axis is less than 1. According to the utility model, the tread is designed into a form of connecting a plurality of sections of arcs and arc lines, so that the tread can adapt to the size limitation that the height-width ratio of the section of the tire is low.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of aviation tire, especially to a bias aviation tire, or a small size, low profile and high width ratio bias aviation tire. BACKGROUND

[0002] In the field of aviation, aviation tires, as the key components to ensure flight safety, play a crucial role. They are assembled with wheels and brake devices on the landing gear of the aircraft, not only bearing the taxiing task when the aircraft takes off and lands, but also bearing the huge load from the ground and effectively reducing the impact force during landing to protect the safety of the aircraft and passengers. The special structure of aviation tires combines high-performance cord, steel wire and other reinforced framework materials with functional rubber materials to form a complex structure system including the tread, sidewall, carcass and bead, each part plays an indispensable function.

[0003] Traditionally, small size aviation tires, especially those used for unmanned aerial vehicles, adopt bias structure, which has shown good adaptability and reliability in previous applications. However, with the continuous progress of aviation technology, the take-off and landing speed and load capacity of aircraft are continuously improving, and new brake systems such as electric brake technology are widely used, which puts forward more stringent requirements for the design of aviation tires. On the one hand, the increase in the size of the brake device requires aviation tires to have a larger overall diameter to accommodate larger wheels and brake devices; on the other hand, with the development of unmanned and miniaturization of aircraft, the external dimensions of aviation tires, especially the overall diameter and cross-sectional width, are strictly limited.

[0004] This contradiction brings unprecedented challenges to the design and manufacture of aviation tires. Under the premise of keeping the external dimensions unchanged, increasing the overall diameter directly leads to a significant decrease in the cross-sectional height-width ratio of the tire. Some existing small size bias aviation tire models have a cross-sectional height-width ratio of 0.5-0.6, and the cross-sectional height-width ratio after inflation reaches 0.5-0.7, and the inflated overall diameter needs to be controlled below 330mm. Such extreme size limitations not only greatly increase the complexity of tire structure design, but also put higher requirements on the precision and efficiency of the manufacturing process.

[0005] Therefore, it is an urgent need in the field of aviation tire technology to develop a new type of small size bias aviation tire that has a large overall diameter (i.e. low cross-sectional height-width ratio) to meet the comprehensive requirements of modern aircraft for tire performance, size and weight. SUMMARY

[0006] The utility model discloses a skew aviation tire, to solve the above prior art problem, the tire tread is designed into the form that multiple circular arc and arc line are connected, can adapt to the size limit of the cross section height-width ratio of tire.

[0007] To achieve the above object, the utility model provides the following scheme:

[0008] The utility model provides a skew aviation tire, including body cord layer, steel wire ring and tire tread, the steel wire ring is wrapped in the end of body cord layer, the tire tread is located the outside of body cord layer, the tire tread includes the crown, shoulder and side, the crown is sequentially provided with 2 to 3 section circular arc of gradually reducing radius to shoulder direction, the shoulder sets up 1 section circular arc as transition, the side sets up 1 section circular arc of the radius between the circular arc of crown and the circular arc of shoulder on the side of cross section center horizontal axis close to the shoulder, the side sets up 1 to 2 section arc line transition to the inner curve of rim on the side of cross section center horizontal axis away from the shoulder, all circular arc and between circular arc and arc line are tangent connection, the height ratio of tire cross section above and below cross section center horizontal axis is less than 1.

[0009] In an embodiment, the skew aviation tire has an outer diameter of less than or equal to 330 mm, a cross section width of less than or equal to 100 mm, a cross section height-width ratio of 0.5-0.6, and an outer diameter to contact diameter ratio of less than or equal to 1.7.

[0010] In an embodiment, the crown sequentially has a first circular arc and a second circular arc in the direction of the shoulder, the shoulder has a third circular arc, the side has a fourth circular arc on the side of the cross section center horizontal axis close to the shoulder, and the side has an arc line on the side of the cross section center horizontal axis away from the shoulder.

[0011] In an embodiment, the first circular arc has a radius of 240 mm, the second circular arc has a radius of 100 mm, the third circular arc has a radius of 13 mm, the fourth circular arc has a radius of 37 mm, the arc line transitions to the inner curve of the rim, and the height ratio of the tire cross section below and above the cross section center horizontal axis is 1.2.

[0012] In an embodiment, the body cord layer sequentially has a positive wrapping cord layer and a reverse wrapping cord layer from the outside to the inside, the positive wrapping cord layer has 1-4 layers, and the reverse wrapping cord layer has 2-6 layers.

[0013] In an embodiment, the reverse wrapping ply wraps around the bead core from the inside of the bead core, goes down to the bottom of the bead core, wraps around to the top of the bead core and adheres to the outside of the reverse wrapping ply; the forward wrapping ply adheres to the reverse wrapping ply from the outside of the bead core to the bottom of the bead core.

[0014] In an embodiment, the reverse wrapping ply uses high-strength nylon 66 cords with an elongation at a specified load of not less than 9.6% and a breaking strength of not less than 300 N / strand; the forward wrapping ply uses high-strength nylon 66 cords with an elongation at a specified load of not less than 9.0% and a breaking strength of not less than 200 N / strand.

[0015] In an embodiment, the carcass ply has a cutting angle of 45 degrees to 60 degrees, the reverse wrapping ply has a width difference of 5 mm to 10 mm, and the end of the reverse wrapping ply is lower than the height of the horizontal axis of the cross section.

[0016] In an embodiment, a reinforcing layer is further included between the forward wrapping ply and the tread, the reinforcing layer has a width not exceeding the shoulder, and the reinforcing layer includes 1 to 2 reinforcing layer plies, the reinforcing layer ply has a cutting angle of 45 degrees to 75 degrees.

[0017] In an embodiment, the tread is provided with 2 to 4 circumferential grooves arranged symmetrically about the central axis of the cross section.

[0018] The utility model discloses the following technical effects are obtained relative to the prior art:

[0019] The utility model discloses the tread is designed into the form that multiple circular arcs and arc lines are connected, can adapt to the size limit of the cross section height-width ratio of tire is low, aims at solving the stability, durability and manufacturing difficulty increase of the problem that the cross section height-width ratio of tire is too low in prior art, provides solid technical support for the continuous development of aviation industry.

[0020] The other technical schemes of the utility model can also realize the following technical effects:

[0021] The utility model discloses the carcass ply uses big cutting angle, high-strength nylon cord, to improve the strength and speed performance of carcass, uses big angle reinforcing layer to improve the size stability of tire, uses optimized cross section profile to improve the fatigue resistance of tread rubber and shoulder position. Compared with the prior art, the utility model can meet the demand of high pressure, high load, high speed, durability, safety and the like under the condition of small size, low cross section height-width ratio and large diameter. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained based on these drawings without creative labor.

[0023] Figure 1 The schematic diagram of the tire section structure in the embodiments of the present application;

[0024] 1, the tread; 2, the reinforcing layer; 3, the positive wrapping layer; 4, the reverse wrapping layer; 5, the steel wire ring;

[0025] 11, the first arc; 12, the second arc; 13, the third arc; 14, the fourth arc; 15, the arc line; 16, the circumferential pattern groove;

[0026] 10, the crown; 20, the shoulder; 30, the sidewall;

[0027] 100, the section center horizontal axis; 200, the section center axis. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0029] The present application provides an oblique aviation tire to solve the problems in the prior art, and the tread is designed in the form of multiple arc segments and arc lines connected, which can adapt to the size limitation of the low height-width ratio of the tire section.

[0030] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0031] As Figure 1As shown, the utility model provides a bias aviation tire, including tire body ply, steel wire ring 5 and the tread 1, steel wire ring 5 is wrapped in the end of tire body ply. The tread 1 is located the outside of tire body ply, for the different position of tread 1, including crown 10, shoulder 20 and side 30 respectively, and, the tread 1 in different position has different size of arc. The tire section is left and right symmetrical with section center axis 200 as the axle, with the half of tire section is as follows described: wherein, crown 10 is sequentially provided with 2 sections to 3 sections circular arc of gradually reducing radius from section center axis 200 to shoulder 20 direction, shoulder 20 sets up 1 section circular arc as transition, side 30 sets up 1 section circular arc of the radius between the circular arc of crown 10 and the circular arc of shoulder 20 on the side close to shoulder 20 of section center horizontal axis 100, side 30 sets up 1 section to 2 sections arc line 15 transition to the inner curve of rim on the side away from shoulder 20 of section center horizontal axis 100, all circular arc and between circular arc and arc line 15 are tangent connection. The height ratio of tire section above and below section center horizontal axis 100 is less than 1.

[0032] The utility model designs the tread 1 into the form that multiple circular arc and arc line 15 are connected, can adapt to the size limit of the low height-width ratio of tire section, aims at solving the stability, durability decline and manufacturing difficulty increase caused by the too low height-width ratio of tire section in prior art and provides solid technical support for the continuous development of aviation industry.

[0033] In an embodiment, the bias aviation tire has an overall diameter of 330 mm or less, a section width of 100 mm or less, a section height-width ratio of 0.5-0.6, and an overall diameter to bead diameter ratio of 1.7 or less.

[0034] In an embodiment, the bias aviation tire has an overall diameter of 300 mm, a section width of 90 mm, a bead diameter of 203 mm, and a section height-width ratio of 0.5389. When inflated to a rated inflation pressure of 1250 kPa, the tire has a section height-width ratio of 0.6500.

[0035] In an embodiment, the crown 10 is sequentially provided with a first circular arc 11 and a second circular arc 12 in the direction from the crown 10 to the shoulder 20, the shoulder 20 is provided with a third circular arc 13, the side 30 is provided with a fourth circular arc 14 on the side close to the shoulder 20 of the section center horizontal axis 100, and the side 30 is provided with an arc line 15 on the side away from the shoulder 20 of the section center horizontal axis 100.

[0036] In an embodiment, the first circular arc 11 has a radius of 240 mm, the second circular arc 12 has a radius of 100 mm, the third circular arc 13 has a radius of 13 mm, the fourth circular arc 14 has a radius of 37 mm, and the arc 15 transitions to the inboard curve of the rim. The ratio of the height of the tire cross section below the cross section center horizontal axis 100 to the height above the cross section center horizontal axis 100 is 1.2.

[0037] In an embodiment, the carcass ply includes, from outside to inside, a turn-up ply 3 and a turn-down ply 4, the turn-up ply 3 is provided with 1 to 4 layers, and the turn-down ply 4 is provided with 2 to 6 layers.

[0038] In an embodiment, the turn-down ply 4 is wound from the inside of the bead 5, over the bottom of the bead 5, and up to above the bead 5 and adheres to the outside of the turn-down ply 4. The turn-up ply 3 is adhered from the outside of the bead 5, down to the turn-down ply 4 at the bottom of the bead 5.

[0039] In an embodiment, the turn-down ply 4 uses high-strength nylon 66 cords with an elongation at a specified load of not less than 9.6% and a breaking strength of not less than 300 N / strand. The turn-up ply 3 uses high-strength nylon 66 cords with an elongation at a specified load of not less than 9.0% and a breaking strength of not less than 200 N / strand. The use of high-strength nylon 66 cords for the carcass ply allows the tire to have higher carcass strength at larger finished cord angles and inflated cord angles, to withstand higher air pressure, or to use fewer layers of carcass ply within the allowed range of the safety factor of the carcass strength, to reduce the thickness of the crown 10 and the sidewall 30 positions to obtain a larger tire cavity volume, and to further improve the load-carrying capacity of the tire.

[0040] In an embodiment, the turn-down ply 4 uses nylon 66 cords with an elongation at a specified load of 9.6% and a breaking strength of 304.2 N / strand, and the turn-up ply 3 uses nylon 66 cords with an elongation at a specified load of 9.0% and a breaking strength of 206.3 N / strand.

[0041] In an embodiment, the carcass ply has a cutting angle of 45 to 60 degrees, for example, the carcass ply has a cutting angle of 46 degrees. By using a carcass ply with a large cutting angle, a larger finished cord angle and inflated cord angle can be achieved at a lower total stretch of the cord diameter, to improve the stability of the tire at high speed.

[0042] In an embodiment, the turn-down ply 4 has a width difference level of 5 to 10 mm, for example, the turn-down ply 4 has a width difference level of 8 mm. The end height of the turn-down ply 4 is lower than the height of the cross section center horizontal axis 100, to reduce the number of cord ends at the shoulder 20 position, and to improve the fatigue resistance of the shoulder 20 position.

[0043] In an embodiment, a reinforcing layer 2 is further included, which is located between the overwrap ply 3 and the tread 1, and the reinforcing layer 2 comprises 1-2 layers of reinforcing layer ply, and the cutting angle of the reinforcing layer ply is 45-75 degrees. The width of the reinforcing layer 2 does not exceed the ground contact part of the crown 10, i.e. the shoulder 20 part, so as to reduce the stress concentration point of the shoulder 20 part under the rapid cycle strain, and improve the fatigue resistance of the shoulder 20 part.

[0044] In an embodiment, the reinforcing layer 2 comprises 1 layer of reinforcing layer ply, which is located above the overwrap ply 3, and a large angle cord with a cutting angle of 47 degrees is used, so as to further tighten the body ply, prevent the low profile ratio bias tire from exceeding the use standard after inflation and use, and further improve the speed performance of the tire.

[0045] In an embodiment, the tread 1 comprises a tread rubber and a sidewall rubber, the tread rubber refers to the rubber material on the outermost layer of the tire and in contact with the road surface and provided with patterns, and the sidewall rubber refers to the rubber material located on the left and right sides of the tire and connected with the tread rubber. The tread 1 is provided with 2-4 circumferential grooves 16, which are arranged in axial symmetry with the mid-axis 200 as the axis, and the circumferential grooves 16 are arranged to facilitate drainage.

[0046] The principle and implementation mode of the specific examples are described in the utility model, and the above embodiment is only used for helping to understand the method and core idea of the utility model; meanwhile, for the general technical personnel in the field, the specific implementation mode and application range will be changed according to the idea of the utility model. In conclusion, the content of the specification should not be understood as the limitation of the utility model.

Claims

1. A bias-ply aircraft tire, characterized in that, include: Carcass ply; A wire ring, the wire ring being wrapped around the end of the tire carcass ply; The tire also includes a tread, which is located on the outside of the tire carcass ply. The tread includes a crown, a shoulder, and a sidewall. The crown has two to three arc segments with gradually decreasing radii arranged sequentially towards the shoulder. The shoulder has one arc segment as a transition. The sidewall has one arc segment with a radius between the arc segments of the crown and the shoulder on the side closer to the shoulder on the side of the cross-section's central horizontal axis. The sidewall has one to two arc segments on the side away from the shoulder on the side of the cross-section's central horizontal axis, transitioning to the inner curve of the rim. All arc segments are tangentially connected to each other and to each other. The ratio of the height of the tire cross-section above and below the central horizontal axis is less than 1.

2. The bias-ply aircraft tire according to claim 1, characterized in that: The bias-ply aircraft tire has an outer diameter of less than or equal to 330 mm, a cross-sectional width of less than or equal to 100 mm, a cross-sectional height-to-width ratio of 0.5 to 0.6, and an outer diameter to mating diameter ratio of less than or equal to 1.

7.

3. The bias-ply aircraft tire according to claim 1, characterized in that: The tire crown is provided with a first arc and a second arc in sequence toward the tire shoulder, the tire shoulder is provided with a third arc, the tire sidewall is provided with a fourth arc on the side of the cross-section center horizontal axis close to the tire shoulder, and the tire sidewall is provided with an arc on the side of the cross-section center horizontal axis away from the tire shoulder.

4. The bias-ply aircraft tire according to claim 3, characterized in that: The radius of the first arc is 240mm, the radius of the second arc is 100mm, the radius of the third arc is 13mm, the radius of the fourth arc is 37mm, the arc transitions to the inner curve of the rim, and the ratio of the height of the tire section below and above the horizontal axis at the center of the section is 1.

2.

5. The bias-ply aircraft tire according to claim 1, characterized in that: The tire carcass ply includes a front-covering ply and a back-covering ply arranged sequentially from the outside to the inside. The front-covering ply has 1 to 4 layers, and the back-covering ply has 2 to 6 layers.

6. The bias-ply aircraft tire according to claim 5, characterized in that: The reverse-wrapped fabric layer wraps downwards from the inside of the steel wire ring, around the bottom of the steel wire ring, and wraps upwards to the top of the steel wire ring and adheres to the outside of the reverse-wrapped fabric layer; the forward-wrapped fabric layer wraps downwards from the outside of the steel wire ring and adheres to the reverse-wrapped fabric layer at the bottom of the steel wire ring.

7. The bias-ply aircraft tire according to claim 5, characterized in that: The reverse-wrapping fabric layer uses high-strength nylon 66 cord with a constant load elongation of not less than 9.6% and a breaking strength of not less than 300N / cord; the forward-wrapping fabric layer uses high-strength nylon 66 cord with a constant load elongation of not less than 9.0% and a breaking strength of not less than 200N / cord.

8. The bias-ply aircraft tire according to claim 5, characterized in that: The cutting angle of the carcass ply is 45 degrees to 60 degrees, the width difference of the reverse ply is 5 mm to 10 mm, and the height of the end of the reverse ply is lower than the height of the horizontal axis of the cross-section center.

9. The bias-ply aircraft tire according to claim 5, characterized in that: It also includes a reinforcing layer, which is located between the positive ply and the tread. The width of the reinforcing layer does not exceed the shoulder. The reinforcing layer includes one to two reinforcing plies, and the reinforcing plies are cut at an angle of 45 to 75 degrees.

10. The bias-ply aircraft tire according to claim 1, characterized in that: The tread has 2 to 4 circumferential grooves, which are arranged symmetrically about the central axis of the cross section.

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