An aircraft tire

Abstract

This application relates to the field of tire technology, and particularly to an aircraft tire, comprising an inner steel ring; an outer steel ring; an inner tire carcass including a first inner reverse-wrapped cord and a first inner non-reverse-wrapped cord, with each layer of the first inner reverse-wrapped cord sequentially bonded together, and the first inner non-reverse-wrapped cord bonded to the outermost first inner reverse-wrapped cord; an outer tire carcass including a second inner reverse-wrapped cord and a second inner non-reverse-wrapped cord, with each layer of the second inner reverse-wrapped cord sequentially bonded together, and the second inner non-reverse-wrapped cord bonded to the outermost second inner reverse-wrapped cord, with both sides of the second inner non-reverse-wrapped cord respectively covering the lower sides of the two outer steel rings; a front-wrapped cord bonded to the outside of the outer tire carcass; a tread compound disposed at the crown portion of the outer tire carcass; and a sidewall compound disposed at the sidewall portion of the outer tire carcass. Because the first and second inner non-reverse-wrapped cords do not need to be reverse-wrapped onto the inner steel ring, creases are effectively prevented.

Description

Technical Field

[0001] This application relates to the field of tire technology, and in particular to an aircraft tire. Background Technology

[0002] Aviation tires, based on their load-bearing capacity and internal pressure requirements, are designed with single, double, and triple bead wires. Each type of bead wire can support the wrapping of 2 to 6 layers of carcass fiber cord fabric. Early on, when using a hand-cranked forming machine for manual wrapping, two layers of carcass cord fabric were laid crosswise and rolled into a cylinder for wrapping. If the tire contained 6 inner layers of cord fabric, three cord rolls were used, each corresponding to one bead wire, to complete the wrapping process. With technological advancements, capsule wrapping forming machines are now commonly used. The advantage of this equipment is that each bead wire cord can only be wrapped in one pass. However, due to the cumulative thickness of multiple cord layers, wrinkling can easily occur during the wrapping process when there are more than 4 layers. Utility Model Content

[0003] This application aims to at least partially solve one of the aforementioned technical problems in the prior art. To this end, embodiments of this application provide an aircraft tire that effectively prevents wrinkling caused by an excessive number of layers of fabric.

[0004] An aircraft tire, comprising:

[0005] Two steel rings are installed on the inner side;

[0006] Two outer steel rings are provided, and the outer steel rings are located outside the inner steel ring;

[0007] The inner tire carcass includes a first inner reverse-wrapped ply and a first inner non-reverse-wrapped ply. The first inner reverse-wrapped ply has at least three layers, with each layer of the first inner reverse-wrapped ply being sequentially attached. Both sides of each layer of the first inner reverse-wrapped ply are reverse-wrapped onto the two inner steel rings. The reverse-wrapping height of the inner layer of the first inner reverse-wrapped ply is less than the reverse-wrapping height of the outer layer of the first inner reverse-wrapped ply. The first inner non-reverse-wrapped ply is attached to the outermost first inner reverse-wrapped ply. Both sides of the first inner non-reverse-wrapped ply cover the lower side of the two inner steel rings. Each layer of the first inner reverse-wrapped ply is connected to the inner steel rings by triangular adhesive.

[0008] The outer tire carcass includes a second inner reverse-wrapped ply and a second inner non-reverse-wrapped ply. The second inner reverse-wrapped ply has at least three layers, with each layer of the second inner reverse-wrapped ply being sequentially attached. The two sides of each layer of the second inner reverse-wrapped ply are respectively wrapped around the two outer steel rings. The wrapping height of the inner layer of the second inner reverse-wrapped ply is less than the wrapping height of the outer layer of the second inner reverse-wrapped ply. The second inner non-reverse-wrapped ply is attached to the outermost second inner reverse-wrapped ply. The two sides of the second inner non-reverse-wrapped ply cover the lower side of the two outer steel rings. Each layer of the second inner reverse-wrapped ply is connected to the inner steel ring by triangular adhesive.

[0009] The positive wrapping cord is attached to the outside of the outer tire carcass, and the positive wrapping cord covers the lower part of the inner steel ring and the outer steel ring;

[0010] Tread compound is provided at the crown portion of the outer tire body;

[0011] Sidewall rubber is disposed on the side of the outer tire body, and the sidewall rubber is connected to the tread rubber.

[0012] In an optional or preferred embodiment, a crown reinforcement layer is further included, the crown reinforcement layer being disposed between the tread compound and the outer tire carcass.

[0013] In an optional or preferred embodiment, the crown reinforcement layer is provided in two layers.

[0014] In optional or preferred embodiments, the first inner reverse-wrapped curtain is provided with four layers, and the first inner non-reverse-wrapped curtain is provided with one layer.

[0015] In an optional or preferred embodiment, the second inner reverse-wrapped curtain is provided with four layers, and the second inner non-reverse-wrapped curtain is provided with one layer.

[0016] In an optional or preferred embodiment, the front covering fabric is provided with two layers.

[0017] In an optional or preferred embodiment, the tread rubber is provided with tread grooves.

[0018] Based on the above technical solution, the embodiments of this application have at least the following beneficial effects: since the first inner non-reverse-wrapped cord and the second inner non-reverse-wrapped cord do not need to be reverse-wrapped on the inner steel ring, this effectively prevents pleating caused by too many layers of cord while ensuring that the inner and outer tire bodies have a sufficient number of cord layers. Attached Figure Description

[0019] The present application will be further described below with reference to the accompanying drawings and embodiments;

[0020] Figure 1This is a schematic diagram of the structure of an aircraft tire according to an embodiment of this application. Detailed Implementation

[0021] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0022] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0023] Furthermore, the terms "second" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "second" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0024] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0025] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the second and second features are in direct contact, or that the second and second features are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the second feature is directly above or diagonally above the second feature, or simply indicates that the second feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the second feature is directly below or diagonally below the second feature, or simply indicates that the second feature is at a lower horizontal level than the second feature.

[0026] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0027] Aviation tires, based on their load-bearing capacity and internal pressure requirements, are designed with single, double, and triple bead wires. Each type of bead wire can support the wrapping of 2 to 6 layers of carcass fiber cord fabric. Early on, when using a hand-cranked forming machine for manual wrapping, two layers of carcass cord fabric were laid crosswise and rolled into a cylinder for wrapping. If the tire contained 6 inner layers of cord fabric, three cord rolls were used, each corresponding to one bead wire, to complete the wrapping process. With technological advancements, capsule wrapping forming machines are now commonly used. The advantage of this equipment is that each bead wire cord can only be wrapped in one pass. However, due to the cumulative thickness of multiple cord layers, wrinkling can easily occur during the wrapping process when there are more than 4 layers.

[0028] Reference Figure 1 This application provides an aircraft tire with an inner and outer double steel ring structure design. The inner steel ring 1 has two rings, which are located at the two bead positions of the tire. The outer steel ring 2 also has two rings, which are located at the outer positions of the corresponding inner steel ring 1.

[0029] The aircraft tire comprises an inner steel rim 1, an outer steel rim 2, an inner tire carcass 3, an outer tire carcass 4, a front-mounted ply 5, a tread compound 6, and a sidewall compound 8. The inner tire carcass 3 includes a first inner reverse-mounted ply 31 and a first inner non-reverse-mounted ply 32. The first inner reverse-mounted ply 31 has four layers, which are sequentially bonded from the inside out. The two ends of each layer of the first inner reverse-mounted ply 31 are respectively wrapped around two inner steel rims 1, forming a strong mechanical connection. The reverse-mounted height of the innermost first inner reverse-mounted ply 31 is H14, the second layer is H13, the third layer is H12, and the outermost layer is H11, presenting an increasing stepped distribution. This layered, progressively increasing reverse-mounted height design allows each ply to gradually transition during the reverse-mounting process, avoiding stress concentration caused by abrupt changes in thickness.

[0030] A first inner non-reverse-wrapped cord fabric 32 is provided, which is closely attached to the outermost first inner reverse-wrapped cord fabric 31. The two ends of the first inner non-reverse-wrapped cord fabric 32 are respectively wrapped around the lower side of the two inner steel rings 1. Each layer of the first inner reverse-wrapped cord fabric 31 is connected to the inner steel ring 1 by triangular adhesive. Since the first inner non-reverse-wrapped cord fabric 32 does not need to be reverse-wrapped on the inner steel ring 1, this effectively prevents pleating caused by too many layers of cord fabric while ensuring that the inner tire carcass 3 has a sufficient number of cord fabric layers.

[0031] Of course, in other embodiments, the four layers of first inner reverse-wrapped curtain fabric 31 can also be distributed in a stepped manner with decreasing layers from the inside to the outside.

[0032] The outer tire carcass 4 has a similar structure to the inner tire carcass 3 but is independently configured. The second inner reverse-wrapped ply 41 also has four layers, with each layer sequentially bonded together, and the material is the same as the first inner reverse-wrapped ply 31. The ends of each layer of the second inner reverse-wrapped ply 41 are wrapped around the two outer steel rings 2, with the wrapping height also using a stepped increasing design: the first layer's height is H24, the second layer's height is H23, the third layer's height is H22, and the fourth layer's height is H21. The second inner non-reverse-wrapped ply 42 is a single layer, attached to the outermost second inner reverse-wrapped ply 41, with both ends covering the underside of the outer steel rings 2. Each layer of the second inner reverse-wrapped ply 41 is connected to the outer steel rings 2 using triangular adhesive. Since the second inner non-reverse-wrapped ply 42 does not need to be wrapped around the outer steel rings 2, this effectively prevents wrinkling caused by too many layers of ply while ensuring the outer tire carcass 4 has a sufficient number of ply layers.

[0033] The front wrapping fabric 5 has two layers and is made of nylon cord. The front wrapping fabric 5 is attached to the outside of the outer tire carcass 4, completely covering the lower part of the inner steel ring 1 and the outer steel ring 2, forming an integral restraint structure.

[0034] The distance between the covering position of the first inner reverse-wrapped curtain 31 and the bottom of the front-wrapped curtain 5 is H15, and the distance between the covering position of the second inner non-reverse-wrapped curtain 42 and the bottom of the front-wrapped curtain 5 is H25.

[0035] The tread compound 6 is located on the crown area of ​​the outer tire body 4. It uses a wear-resistant rubber compound and has excellent wear resistance and anti-skid properties. The surface of the tread compound 6 has multiple crisscrossing grooves, creating good water drainage and grip. The sidewall compound 8 is located on the sidewall area of ​​the outer tire body 4. It uses a flexible rubber compound and can withstand lateral loads and flexural deformation. The sidewall compound 8 and the tread compound 6 are vulcanized together to form an integrated structure.

[0036] This embodiment adds a crown reinforcement layer 7 to the first embodiment. The crown reinforcement layer 7 consists of two layers, located between the tread rubber 6 and the outer tire carcass 4. The width of the crown reinforcement layer 7 covers the entire tread rubber 6 area and extends towards the shoulder, ensuring even stress distribution in the crown area.

[0037] The first crown reinforcement layer 7 is made of nylon cord with a cord angle of 50-60 degrees, providing excellent puncture resistance. The second crown reinforcement layer 7 is made of nylon cord with a cord angle of 50-60 degrees, forming a cross structure with the first layer. The two crown reinforcement layers 7 significantly improve the rigidity and deformation resistance of the tire crown area, making it particularly suitable for high-speed coasting and landing conditions.

[0038] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application.

Claims

1. An aircraft tire, characterized in that, include: Two steel rings are installed on the inner side; Two outer steel rings are provided, and the outer steel rings are located outside the inner steel ring; The inner tire carcass includes a first inner reverse-wrapped ply and a first inner non-reverse-wrapped ply. The first inner reverse-wrapped ply has at least three layers, with each layer of the first inner reverse-wrapped ply being sequentially attached. Both sides of each layer of the first inner reverse-wrapped ply are reverse-wrapped onto the two inner steel rings. The reverse-wrapping height of the inner layer of the first inner reverse-wrapped ply is less than the reverse-wrapping height of the outer layer of the first inner reverse-wrapped ply. The first inner non-reverse-wrapped ply is attached to the outermost first inner reverse-wrapped ply. Both sides of the first inner non-reverse-wrapped ply cover the lower side of the two inner steel rings. Each layer of the first inner reverse-wrapped ply is connected to the inner steel rings by triangular adhesive. The outer tire carcass includes a second inner reverse-wrapped ply and a second inner non-reverse-wrapped ply. The second inner reverse-wrapped ply has at least three layers, with each layer of the second inner reverse-wrapped ply being sequentially attached. The two sides of each layer of the second inner reverse-wrapped ply are respectively wrapped around the two outer steel rings. The wrapping height of the inner layer of the second inner reverse-wrapped ply is less than the wrapping height of the outer layer of the second inner reverse-wrapped ply. The second inner non-reverse-wrapped ply is attached to the outermost second inner reverse-wrapped ply. The two sides of the second inner non-reverse-wrapped ply cover the lower side of the two outer steel rings. Each layer of the second inner reverse-wrapped ply is connected to the inner steel ring by triangular adhesive. The positive wrapping cord is attached to the outside of the outer tire carcass, and the positive wrapping cord covers the lower part of the inner steel ring and the outer steel ring; Tread compound is provided at the crown portion of the outer tire body; Sidewall rubber is disposed on the side of the outer tire body, and the sidewall rubber is connected to the tread rubber.

2. The aircraft tire according to claim 1, characterized in that: It also includes a crown reinforcement layer, which is disposed between the tread compound and the outer tire carcass.

3. The aircraft tire according to claim 2, characterized in that: The crown reinforcement layer consists of two layers.

4. The aircraft tire according to claim 1, characterized in that: The first inner reverse-wrapped curtain has four layers, and the first inner non-reverse-wrapped curtain has one layer.

5. The aircraft tire according to claim 4, characterized in that: The second inner reverse-wrapped curtain has four layers, and the second inner non-reverse-wrapped curtain has one layer.

6. The aircraft tire according to claim 1, characterized in that: The main curtain fabric has two layers.

7. The aircraft tire according to claim 1, characterized in that: The tread rubber has tread grooves.

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