An aircraft tire structure

Abstract

The utility model discloses an aviation tire structure relates to aviation tire field, including steel wire ring, the tire body of reverse package steel wire ring's cord fabric, the setting above steel wire ring's triangle gum and setting in tire body cord fabric reverse package section below's wear -resisting gum, wear -resisting gum outside and the connecting position of tire's side are rim section, and the rim section has the wheel rim curve, and the connecting position of tire's side and wear -resisting gum is transition section, and transition section is arc, and the curvature center of wheel rim curve and arc of transition section of rim section all are located tire outside, and the wheel rim curve of rim section and arc of transition section are tangent. The tire in the utility model passes through the structure design to the side transition section, makes arc of transition section and the wheel rim curve of rim section form the tangent arc structure, increases the setting cross -over gap range and the fitting degree of point position of transition section and rim section, therefore transition contact pressure distribution is easier to scatter, thereby makes the durability of aviation tire whole promotion.

Description

Technical Field

[0001] This utility model relates to the field of aviation tire technology, and in particular to an aviation tire structure. Background Technology

[0002] Radial aircraft tires are a crucial component of modern aircraft, and their performance directly impacts flight safety. In traditional aircraft tire structures, the connection between the rim and sidewall uses a curved transition to improve durability. However, existing aircraft tires typically use an inwardly tangent arc at the rim-sidewall connection point. Figure 1 - Figure 2 As shown, the center of curvature of the rim section 5-c is located on the outside of the tire, while the center of curvature of the transition section 5-b is located on the inside of the tire. The rim section 5-c and the transition section 5-b are tangent, forming an internally tangent arc structure where the transition section 5-b is tangent to the outside of the rim section 5-c. This results in a relatively small set cross gap range in this connection area, spreading outwards from the tangent point between the transition section 5-b and the rim section 5-c. During this diffusion, the gap between the extended lines of the transition section 5-b and the rim section 5-c changes significantly, directly affecting the contact pressure distribution between the tire and the rim. This design causes pressure concentration in this area under load, leading to uneven contact pressure, with pressure mainly concentrated near the contact point. This pressure concentration not only affects tire performance and reduces tire lifespan, but also makes the tire shoulder and lower sidewall connection area prone to cracks and wear during prolonged use, affecting the overall tire durability and safety.

[0003] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this utility model and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Utility Model Content

[0004] The purpose of this invention is to provide an aircraft tire structure. This tire structure, through the structural design of the transition section, makes the arc of the transition section and the rim curve of the rim section form an externally tangent arc structure, thereby making the transition section and the rim section form a "predicted fit" contact surface. That is, it increases the degree of fit between the predetermined cross gap range and the tangent point position of the transition section and the rim section. Therefore, the transition contact pressure distribution is easier to disperse, and the shear force at this position is easier to disperse. At the same time, the externally tangent arc structure better disperses the high lateral stiffness under the action of lateral force, reducing tire deformation, thus greatly improving the overall durability of the tire.

[0005] To achieve the above objectives, this utility model provides an aircraft tire structure, including a steel wire ring, a tire carcass ply wrapping around the steel wire ring, a triangular rubber disposed above the steel wire ring, and a wear-resistant rubber disposed below the reverse-wrapped section of the tire carcass ply. The connection point between the outer side of the wear-resistant rubber and the tire sidewall is a rim section, which has a flange curve. The connection point between the tire sidewall and the wear-resistant rubber is a transition section, which is an arc. The centers of curvature of both the flange curve of the rim section and the arc of the transition section are located on the outer side of the tire, and the flange curve of the rim section and the arc of the transition section are tangent, so that the transition section forms an externally tangent arc structure that is externally tangent to the rim section.

[0006] In one embodiment of this utility model, the radius of the rim curve of the rim segment is set as R2, and the range of the radius of the rim curve R2 is: 22mm < R2 ≤ 25mm.

[0007] In one embodiment of this utility model, the arc radius of the transition section is set as R1, and the relationship between the arc radius R1 of the transition section and the rim curve radius R2 of the rim section is: R1 > R2.

[0008] In one embodiment of this utility model, the value range of the transition section arc radius R1 is: 40mm < R1 ≤ 60mm.

[0009] In one embodiment of this utility model, the arc length of the transition section is set as L1, and the arc length of the rim curve of the rim section is set as L2. 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 < 1 / 2L2.

[0010] In one embodiment of this utility model, the connection between the tire sidewall and the transition section is the front section of the tire sidewall. The front section of the tire sidewall is an arc, and the center of curvature of the arc of the front section of the tire sidewall is located inside the tire. The radius of the arc of the front section of the tire sidewall is set as R3, and the value range of the radius of the arc R3 of the front section of the tire sidewall is: 200mm < R3 ≤ 300mm.

[0011] In one embodiment of this utility model, the arc length of the front section of the tire sidewall is set as L3, and the relationship between the arc length L3 of the front section of the tire sidewall and the arc length L1 of the transition section is: L3 > 2L1.

[0012] In one embodiment of this utility model, the bottom horizontal line of the rim section is set as the baseline, and the angle between the extension of the lower outer tangent of the wear-resistant rubber and the baseline is set as ∠α, where the value of ∠α is: 7°≤∠α≤9°.

[0013] In one embodiment of this utility model, a buffer rubber is provided at the rim section and the front section of the tire sidewall, the buffer rubber covers the transition section, and the hardness of the buffer rubber is less than that of the wear-resistant rubber.

[0014] In one embodiment of this utility model, the inner side of the cross-section of the buffer rubber adopts an arc-shaped structure. One end of the buffer rubber is located in the middle section of the front section of the tire sidewall, and the other end is located inside the wear-resistant rubber and between the corresponding end points of the upper rim section of the wear-resistant rubber.

[0015] Compared with the prior art, the aviation tire structure according to this utility model has a structural design for the transition section, which makes the arc of the transition section and the rim curve of the rim section form an externally tangent arc structure, thereby making the transition section and the rim section form a "predicted fit" contact surface. That is, it increases the degree of fit between the set cross gap range and the tangent point position of the transition section and the rim section. Therefore, the transition contact pressure distribution is easier to disperse, and the shear force at this position is easier to disperse. At the same time, the externally tangent arc structure better disperses the high lateral stiffness under the action of lateral force, reducing tire deformation. Therefore, it greatly improves the overall durability of the tire. In addition, the arc design of the front section of the tire sidewall makes the connection between the front section of the tire sidewall and the transition section smoother, thereby further improving the tire's durability.

[0016] Furthermore, this invention incorporates a buffer rubber at the rim section and the front sidewall of the aircraft tire. This buffer rubber covers the transition section and forms a buffer structure at the front end of the wear-resistant rubber. This buffer structure significantly enhances the tire's deformation capacity at the rim connection point, thereby improving the durability of that location. Additionally, the inner side of the buffer rubber's cross-section features an arc-shaped structure, creating a thicker central section that gradually narrows towards both ends. This results in a stronger buffering effect at the transition section, leading to better pressure distribution in this area under load and reducing the risk of localized wear. Attached Figure Description

[0017] Figure 1 This is an enlarged structural diagram of the rim point position of an aircraft tire in the prior art;

[0018] Figure 2 This is a schematic diagram of the rim point position contour curve of an existing aircraft tire structure;

[0019] Figure 3 This is a schematic diagram of the rim point position structure of an aircraft tire according to an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of the rim point position contour curve of an aircraft tire structure according to an embodiment of the present invention;

[0021] Figure 5 This is a schematic diagram of the overall outline curve of an aircraft tire structure according to an embodiment of the present invention.

[0022] Attached reference numerals: 1. Tire carcass cord; 2. Triangle rubber; 3. Steel wire bead; 4. Abrasion-resistant rubber; 5. Tire sidewall; 5-a. Front section of tire sidewall; 5-b. Transition section; 5-c. Rim section; 6. Cushion rubber; 7. Rim. Detailed Implementation

[0023] The following is in conjunction with the appendix Figure 1 - Appendix Figure 5 The specific embodiments of this utility model are described in detail below, but it should be understood that the scope of protection of this utility model is not limited to the specific embodiments.

[0024] Unless otherwise expressly stated, throughout the specification and claims, the term "comprising" or its variations such as "including" or "comprises" shall be understood to include the stated elements or components without excluding other elements or other components.

[0025] Example 1

[0026] like Figure 3-4 As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 40 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 22 mm.

[0027] Example 2

[0028] like Figure 3-4As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 50 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 22 mm.

[0029] Example 3

[0030] like Figure 3-4 As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 60 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 22 mm.

[0031] Example 4

[0032] like Figure 3-4As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 40 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 23.5 mm.

[0033] Example 5

[0034] like Figure 3-4 As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 50 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 23.5 mm.

[0035] Example 6

[0036] like Figure 3-4As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 60 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 23.5 mm.

[0037] Example 7

[0038] like Figure 3-4 As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 40 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 25 mm.

[0039] Example 8

[0040] like Figure 3-4As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 50 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 25 mm.

[0041] Example 9

[0042] like Figure 3-4 As shown, according to a preferred embodiment of the present invention, an aviation tire structure includes a steel wire ring 3, a tire carcass ply 1 that wraps around the steel wire ring 3, a triangular rubber 2 disposed above the steel wire ring 3, and a wear-resistant rubber 4 disposed below the wrapping section of the tire carcass ply 1. The connection point between the outer side of the wear-resistant rubber 4 and the tire sidewall 5 is a rim section 5-c, which has a flange curve. The connection point between the tire sidewall 5 and the wear-resistant rubber 4 is a transition section 5-b, which is an arc. The centers of curvature of the flange curve of the rim section 5-c and the arc of the transition section 5-b are both located on the outer side of the tire, and the flange 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 externally tangent arc structure that is externally tangent to the rim section 5-c. The radius of the arc of the transition section 5-b is set as R1, where R1 = 60 mm, and the radius of the flange curve of the rim section is set as R2, where R2 = 25 mm.

[0043] Table 1 shows the results of indoor durability tests conducted on the aircraft tires in Examples 1-9 and three groups of prior art aircraft tires. (The three groups of prior art aircraft tires are labeled as Comparative Example 1, Comparative Example 2, and Comparative Example 3, respectively. The center of curvature of the rim section 5-c of the tire is located on the outside of the tire, while the center of curvature of the transition section 5-b arc is located on the inside of the tire. The rim section 5-c rim curve and the transition section 5-b arc are tangent, and the transition section 5-b forms an internally tangent arc structure that is externally tangent to the rim section 5-c.)

[0044] Durability test count / time 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] As can be seen from the experimental data in Table 1, the aircraft tire in this application has the advantages of low heat generation and high durability compared with the existing aircraft tire structure (compared with the existing tire, the number of durability tests has increased from about 150 to about 185, and the test temperature in the transition section has decreased by about 5 degrees). In addition, as can be seen from Table 1, Example 5 is the optimal choice.

[0047] Example 10

[0048] like Figure 3 As shown, based on Example 5, in this example, the connection between the sidewall 5 and the transition section 5-b is the front sidewall section 5-a. The front sidewall section 5-a is an arc, and the center of curvature of the arc of the front sidewall section 5-a is located inside the tire. The radius of the arc of the front sidewall section 5-a is set to R3, and the radius of the arc of the front sidewall section 5-a is R3 = 200mm.

[0049] Example 11

[0050] like Figure 3 As shown, based on Example 5, in this example, the connection between the sidewall 5 and the transition section 5-b is the front sidewall section 5-a. The front sidewall section 5-a is an arc, and the center of curvature of the arc of the front sidewall section 5-a is located inside the tire. The radius of the arc of the front sidewall section 5-a is set to R3, and the radius of the arc of the front sidewall section 5-a is R3 = 230mm.

[0051] Example 12

[0052] like Figure 3 As shown, based on Example 5, in this example, the connection between the sidewall 5 and the transition section 5-b is the front sidewall section 5-a. The front sidewall section 5-a is an arc, and the center of curvature of the arc of the front sidewall section 5-a is located inside the tire. The radius of the arc of the front sidewall section 5-a is set to R3, and the radius of the arc of the front sidewall section 5-a is R3 = 300mm.

[0053] Table 2 shows the indoor durability test results for the aircraft tires in Examples 10-12.

[0054] Table 2:

[0055]

[0056]

[0057] Table 2

[0058] As shown in Table 2, the arc design of the front section 5-a of the tire sidewall can further improve the durability of the aircraft tire, and Table 2 also shows that Example 11 is the optimal choice.

[0059] In summary, the design of the transition section 5-b in this aircraft tire structure creates an externally tangent arc structure between the arc of the transition section 5-b and the flange curve of the rim section 5-c. This results in a "predicted fit" contact surface between the transition section 5-b and the rim section 5-c, increasing the degree of fit between the predetermined cross gap range and the tangent point position of the transition section 5-b and the rim section 5-c. Consequently, the contact pressure distribution of the transition section 5-b is more easily dispersed, and the shear force at this position is also easily dispersed. At the same time, the externally tangent arc structure better disperses the high lateral stiffness under lateral force, reducing tire deformation and thus greatly improving the overall durability of the tire. Furthermore, the arc design of the front sidewall section 5-a in this application makes the connection between the front sidewall section 5-a and the transition section 5-b smoother, further enhancing the tire's durability.

[0060] Based on the above embodiments, in order to further improve the overall performance of the tire, in this embodiment, the arc length of the transition section 5-b is set as L1, and the arc length of the flange curve of the rim section 5-c is set as L2. The relationship between the arc length L1 of the transition section 5-b and the arc length L2 of the flange curve of the rim section 5-c is: L1 < 1 / 2L2.

[0061] Specifically, the arc length of the front section 5-a of the tire sidewall is set as L3. The relationship between the arc length L3 of the front section 5-a of the tire sidewall and the arc length L1 of the transition section 5-b is: L3 > 2L1.

[0062] Specifically, the bottom horizontal line of rim section 5-c is set as the baseline, and the angle between the extension of the lower outer tangent of wear-resistant rubber 4 and the baseline is set as ∠α. The value of ∠α is: 7°≤∠α≤9°.

[0063] Based on the above embodiments, such as Figures 3-5 As shown, in order to improve the durability of the aircraft tire at the connection position of the rim 7, in this embodiment, a buffer rubber 6 is provided at the rim section 5-c and the front section 5-a of the tire sidewall. The buffer rubber 6 covers the transition section 5-b. The hardness of the buffer rubber 6 is less than that of the wear-resistant rubber 4. Based on this, the buffer rubber 6 can form a buffer structure at the front end of the wear-resistant rubber 4, that is, at the edge of the rim 7 covering the wear-resistant rubber 4. This buffer structure can significantly improve the deformation capability of the tire at the connection position of the rim 7, thereby improving the durability performance at this position.

[0064] Specifically, 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 of the front section 5-a of the tire sidewall, and the other end is located inside the wear-resistant rubber 4, and is located at the corresponding end point of the rim section 5-c on the wear-resistant rubber 4 (taking the connection point between the rim section 5-c and the transition section 5-b as the starting point, the extension length along the inner side of 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 thickness in the middle at the transition section 5-b position, which gradually narrows towards both ends. Therefore, the buffer rubber 6 can have a stronger buffering effect at the transition section 5-b position, so that the pressure in this area is better distributed under load, reducing the risk of local wear.

[0065] The foregoing description of specific exemplary embodiments of the present invention is for illustrative and explanatory purposes. These descriptions are not intended to limit the present invention to the precise forms disclosed, and it will be apparent that many changes and variations can be made in accordance with the foregoing teachings. The exemplary embodiments were chosen and described in order to explain the specific principles of the present invention and its practical application, thereby enabling those skilled in the art to implement and utilize various different exemplary embodiments of the present invention, as well as various different choices and variations. The scope of the present invention is intended to be defined by the claims and their equivalents.

Claims

1. An aircraft tire structure comprising a steel wire ring (3), a carcass ply (1) wrapping around the steel wire ring (3), a triangular rubber (2) disposed above the steel wire ring (3), and a wear-resistant rubber (4) disposed below the wrapping section of the carcass ply (1), characterized in that, The connection point between the outer side of the wear-resistant rubber (4) and the sidewall (5) of the tire is the rim section (5-c), which has a flange curve. The connection point between the sidewall (5) of the tire and the wear-resistant rubber (4) is the transition section (5-b), which is an arc. The center of curvature of the flange curve of the rim section (5-c) and the arc of the transition section (5-b) are both located on the outer side of the tire. The flange 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 externally tangent arc structure that is externally tangent to the rim section (5-c).

2. The aircraft tire structure according to claim 1, characterized in that, The flange curve radius of the rim segment (5-c) is set as R2, and the range of the flange curve radius R2 of the rim segment (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 as R1, and the relationship between the arc radius R1 of the transition section (5-b) and the flange 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 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 as L1, and the arc length of the flange curve of the rim section (5-c) is set as L2. The relationship between the arc length L1 of the transition section (5-b) and the arc length L2 of the flange 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 front sidewall section (5-a). The front sidewall section (5-a) is an arc. The center of curvature of the arc of the front sidewall section (5-a) is located inside the tire. The radius of the arc of the front sidewall section (5-a) is set to R3. The value range of the radius of the arc of the front sidewall section (5-a) R3 is: 200mm < R3 ≤ 300mm.

7. The aircraft tire structure according to claim 6, characterized in that, The arc length of the front section (5-a) of the tire sidewall is set as L3. The relationship between the arc length L3 of the front 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 extension of the lower outer tangent of the wear-resistant rubber (4) and the baseline is set as ∠α. The value of ∠α is: 7°≤∠α≤9°.

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

10. An 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 front section (5-a) of the tire sidewall, and the other end is located inside the wear-resistant rubber (4) and is located at the corresponding end point of the upper rim section (5-c) of the wear-resistant rubber (4).

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