CN117507674A - Tyre and tyre lining belt thereof - Google Patents

Abstract

The invention provides a tire and a tire lining belt thereof, comprising an annular wall main body and two fins connected to two axial ends of the annular wall main body, wherein the two fins extend outwards in the axial direction and outwards in the radial direction, the two fins and the peripheral wall of the annular wall main body form a receiving space, the receiving space is used for receiving an inner tube of the tire, and the inner peripheral wall of the annular wall main body is used for abutting against a rim; the joint of the two ends of the annular wall main body and the two fins also comprises an arc transition section respectively, and the thickness of the arc transition section is more than or equal to 12 mm; the inner peripheral wall of the annular wall main body is recessed to form an inner groove, the inner groove extends along the circumferential direction for a circle, and a plurality of pattern lugs arranged in an array are convexly arranged on the bottom wall of the inner groove. After the thickness of the arc transition section is thickened, the technical problem that stress tearing can be prevented only by using a single lining belt can be solved by using double lining belts originally, and the mounting process is more convenient and adhesion is prevented.

Description

Tyre and tyre lining belt thereof

Technical Field

The present invention relates to a tire and a tire liner thereof.

Background

Existing high load tires generally include rims, casings, tubes, strips and rims. The rim comprises a rim body and a rim snap ring, wherein the rim body comprises a middle shaft column and a first side wing fixedly connected to one end of the middle shaft column, the rim snap ring is sleeved at the other end of the middle shaft column in a sleeved mode, and a fit clearance is formed between the rim snap ring and the middle shaft column. In the process of assembling the tire, it is necessary to first place the inner tube within the outer tire and then place the liner at the inside annular opening of the outer tire. And assembling the outer tire, the inner tire and the lining belt, loading the center of the outer tire in alignment with the intermediate shaft column, and sleeving the rim snap ring at the other end of the intermediate shaft column. The liner includes a middle annular wall and first and second tabs connected at axial ends of the middle annular wall. After the whole tyre is installed, the inner side of the middle annular wall is abutted against the middle shaft post of the rim, and the first wing piece and the second wing piece are abutted against the outer tyre. The thickness of the intermediate annular wall and the connection transition part of the first wing piece and the second wing piece gradually becomes thinner towards the side edge, the thickness of the common lining belt is between 8 millimeters and 8.3 millimeters, when the inner tire is inflated and pressurized or is used in a high-load environment, the first wing piece or the second wing piece can be extruded towards the fit clearance under the extrusion of the inner tire, and linear stress concentration is formed on the first wing piece and the second wing piece, so that the phenomenon of stress tearing is caused, and the method is shown in fig. 10-11. In order to cope with the failure, a mode of overlapping double strips is adopted, so that the thickness of the whole lining belt is increased, and when the outer lining belt is damaged, the inner lining belt still plays a role. However, there are problems in that the installation of the double-strip packing is troublesome, requires more time, and is costly.

The applicant has also found during development that rims are used as non-standard parts, the widths of rims produced by various manufacturers vary, and for high-load tires, the widths of rims are between 8.6 "and 9". When the rims with different widths are used, the positions of the fit clearances are also changed, and the positions after the change are deviated from specific thickened positions of the first wing piece or the second wing piece, so that the stress tearing phenomenon is easy to occur.

In the actual development process, the applicant found that the intermediate annular wall would be in close contact with the rim due to the high load bearing capacity of the high-load tire. Because the brake block of vehicle rubs with the rim to carry out the braking to the vehicle, consequently, the temperature of rim risees, and the lining area is because of being close to the rim, and because the lining area is made by rubber material, heat is transmitted to on the lining area completely for the whole temperature of lining area rises, and lead to the intensity of lining area to descend, make the junction R angle of middle annular wall and fin appear stress tearing more easily, the heat can be transmitted to with its supporting cover tire and inner tube simultaneously, thereby make cover tire and inner tube's performance decline.

The applicant found in the research and development process that if the pattern protrusions are only arranged on the inner side wall of the middle annular wall of the lining belt, the temperature of the rim is higher, the positive pressure of the inner tube of the lining belt is higher, the pattern protrusions are simply used for being abutted on the rim, and the protrusions can be continuously ablated after a period of use until the heights of the protrusions are reduced to 0, and at the moment, the heat dissipation effect between the lining belt and the rim is rapidly reduced to 0. In addition, when the tire liner is required to be removed from the rim after use under high pressure and high temperature, the liner is directly fused and stuck to the rim, which is troublesome to remove.

Disclosure of Invention

The invention aims to overcome the defect that the double strips of the prior art are troublesome to install, and provides a tire lining belt which is thickened at the joint of an annular wall main body and a wing piece to prevent the phenomenon of stress concentration and tearing; the inner peripheral wall of the annular wall main body is provided with the inner groove and the pattern convex blocks, so that the effects of heat dissipation, adhesion prevention and strength reduction of the arc transition section are achieved, and further the service performance of the outer tire and the inner tire matched with the annular wall main body is prevented from being reduced; the arc transition section is arranged at the position, so that the arc transition section is universal for various rims and convenient to install and detach.

In order to solve the technical problems, the present invention provides a tire lining belt, comprising an annular wall main body and two fins connected to two axial ends of the annular wall main body, wherein the two fins extend outwards in an axial direction and outwards in a radial direction, the two fins and the outer peripheral wall of the annular wall main body form a receiving space, the receiving space is used for receiving an inner tube of a tire, and the inner peripheral wall of the annular wall main body is used for abutting against a rim; the joint of the two ends of the annular wall main body and the two fins also comprises an arc transition section, and the thickness of the arc transition section is more than or equal to 12 and less than or equal to 16 millimeters;

the axial arc length interval between the axial inner ends of the two arc transition sections is less than or equal to 110 mm;

the axial arc length interval between the axial outer ends of the two arc transition sections is greater than or equal to 150 mm;

the inner peripheral wall of the annular wall main body is recessed to form an inner groove, the inner groove extends for a circle along the circumferential direction, and a plurality of pattern convex blocks which are arranged in an array are convexly arranged on the bottom wall of the inner groove;

the two axial sides of the inner groove and the upper surface of the pattern convex block are used for abutting the rim.

In a more preferred embodiment, the arcuate transition extends a length of 50 mm or less between an axially inner end and an axially outer end.

In a more preferred embodiment, the axial arc length spacing between the axially inner ends of the two arcuate transition sections is less than or equal to 128 millimeters;

the axial arc length interval between the axial outer ends of the two arc transition sections is more than or equal to 137 mm;

the extension length between the axial inner end and the axial outer end of the arc transition section is more than or equal to 9 mm.

In a more preferred embodiment, the thickness of the arcuate transition is uniformly thickened from the axially inner end to the axially outer end to 14.4 mm.

In a more preferred embodiment, the outer peripheral wall of the fin is provided with a first arc section and a first straight line section in sequence along a direction far away from the annular wall main body, the inner peripheral wall of the fin is provided with a second arc section and a second straight line section in sequence along a direction far away from the annular wall main body, the first arc section and the second arc section correspondingly form the arc transition section, and the tail ends of the first straight line section and the second straight line section are connected.

In a more preferred embodiment, the cross-sectional area of the lugs tapers in a direction away from the bottom wall of the groove.

In a more preferred embodiment, the two axial sides of the inner groove are connected with the rim in a line-surface contact way, and the pattern protruding blocks are connected with the rim in a surface-surface contact way.

In a further preferred embodiment, the thickness spacing between the groove bottom wall of the inner groove and the peripheral wall of the annular wall body is smaller than the thickness of the circular arc transition section.

In a more preferred embodiment, the outer edge of the cross section of the pattern protrusion comprises a plurality of arc-shaped protrusions.

In a more preferred embodiment, the annular wall body has a thickness of 10 mm or more and 14 mm or less.

In a more preferred embodiment, the annular wall body has a thickness of 11.6 mm.

In a more preferred embodiment, the thickness of the patterned bump is greater than or equal to 1.2 mm and less than or equal to 2.0 mm.

In a more preferred embodiment, the thickness of the patterned bumps is 1.6 millimeters.

The invention also provides a tire, which comprises a rim, an inner tube and an outer tube; the method is characterized in that: also comprises said one kind of tire lining belt;

the rim comprises a rim body and a rim snap ring, wherein the rim snap ring is embedded on the rim body, a fit clearance is formed between the rim snap ring and the rim body, and the fit clearance corresponds to the arc transition section.

Compared with the prior art, the technical scheme of the invention has the following beneficial effects:

1. the thickness of the arc transition section is more than or equal to 12 mm and less than or equal to 16 mm, so that the phenomenon of stress tearing caused by linear stress concentration can be prevented, and even if part of the arc transition section is torn, the wing panel cannot be directly failed due to thicker thickness of the arc transition section, and the performance consistent with that of the existing lining belt can be still maintained. After the thickness of the arc transition section is thickened, the technical problem that stress tearing can be prevented only by using a single lining belt can be solved, and the installation process is more convenient.

2. The axial arc length interval between the axially inner ends of the two arc transition sections is less than or equal to 110 mm [ covered with the cover and contains 128 mm (twice as many as 64 mm) of the example, and it is noted that 128 mm is an actual measurement value of a fault position, and the actual fault may deviate leftwards or rightwards, so that the standard tolerance takes 130±20 ], the axial arc length interval between the axially outer ends of the two arc transition sections is greater than or equal to 150 mm [ covered with the cover and contains 137 mm (twice as much as 68.5 mm) of the example, and it is noted that 137 mm is an actual measurement value of the fault position, and the actual fault may deviate leftwards or rightwards, and therefore the standard tolerance takes 130±20 ]. With this arrangement, the tire belt can be ensured to have the corresponding stress-tearing preventing effect between the 8.6 'wide rim and the 9' wide rim. After the stress of the wing piece on one side is torn (the wing piece cannot be completely torn due to thicker thickness), the wing piece can be turned, and the corresponding fit clearance of the wing piece on the other side, which is not torn, is used, so that the tire lining belt can be used twice, and the cost is saved.

3. The inner peripheral wall of the annular wall main body is recessed to form an inner groove, the inner groove extends for a circle along the circumferential direction, and a plurality of pattern convex blocks which are arranged in an array are convexly arranged on the bottom wall of the inner groove; the axial outer side of the inner groove is close to the axial inner end of the arc transition section. The groove bottom wall of the inner groove is spaced from the outer surface of the central shaft post of the rim, so that a heat transfer path is blocked by air, and because the two axial sides of the inner groove are supported on the central shaft post, the two axial sides of the inner groove are supported on the central shaft post by pattern lugs, a gap is formed between the groove bottom wall of the inner groove and the outer surface of the central shaft post.

4. The two axial sides of the inner groove are connected with the rim in a line contact way in a whole circle, and the pattern protruding blocks are connected with the rim in a surface contact way. The annular wall main body is supported between the two axial sides of the inner groove and the rim by being positioned between the two axial sides of the inner groove, and the intermediate part of the central shaft post of the rim is supported by the annular wall main body, so that a better supporting effect can be realized after the contact area between the annular wall main body and the rim is reduced. In addition, because the axial outer side of the inner groove is close to the axial inner end of the arc transition section, the thickness of the two axial sides of the inner groove is thicker, and the supporting strength is higher.

Drawings

FIG. 1 is a schematic cross-sectional view of a tire in accordance with a preferred embodiment of the present invention;

FIG. 2 is a schematic cross-sectional view of a tire belt in accordance with a preferred embodiment of the present invention;

FIG. 3 is a schematic cross-sectional view of a rim in accordance with a preferred embodiment of the present invention;

FIG. 4 is a cross-sectional view of a tire belt in accordance with a preferred embodiment of the present invention;

FIG. 5 is a schematic plan view of the inner peripheral wall of a tire belt in accordance with a preferred embodiment of the present invention;

FIG. 6 is a top view of a patterned bump in a preferred embodiment of the present invention;

FIG. 7 is a side view of a pattern protrusion according to a preferred embodiment of the present invention;

FIG. 8 is a schematic illustration of a preferred embodiment of the present invention with a tire belt attached to an 8.6 "rim;

FIG. 9 is a schematic illustration of a tire belt in accordance with a preferred embodiment of the present invention in connection with a 9 "rim;

fig. 10-11 are pictorial views of prior art first and second tabs that are broken.

Detailed Description

The invention is further described below with reference to the drawings and detailed description.

The following is a limitation of the orientation: the X axis shown in fig. 1 is the axial direction of the tire, the Y axis is the radial direction of the tire, the side closer to the Y is defined as the inner side, the side farther from the Y axis is defined as the outer side, and the direction perpendicular to the paper surface is the circumferential direction.

Referring to fig. 1-9, the present invention provides a tire comprising an inner tube 2, an outer tire 3, a rim 4, and a tire belt 1. The rim 4 comprises a rim body 41 and a rim clamping ring 42, the rim body 41 comprises a middle shaft column 411 and a first side wing 412 fixedly connected with the first end of the middle shaft column 411, the rim clamping ring 42 is embedded and sleeved at the second end of the middle shaft column 411, a second side wing 413 is arranged on the outer side of the rim clamping ring 42 in the axial direction, the second end of the middle shaft column 411 is in a necking structure 4111, the rim clamping ring 42 is sleeved outside the necking structure 4111, and a fit gap 43 is formed between the end part of the rim clamping ring 42 and the necking structure 4111.

The tire lining 1 comprises an annular wall body 11 and two fins 12 connected to two axial ends of the annular wall body 11, the two fins 12 extend axially outwards and radially outwards, the two fins 12 and an outer peripheral wall 113 of the annular wall body 11 form a receiving space 13, the receiving space 13 is used for receiving the inner tube 2, an inner peripheral wall 112 of the annular wall body 11 is used for abutting the rim 4, and the two fins 12 are clamped between the inner tube 2 and the outer tire 3.

The inner tube 2 is a conventionally visible inflatable inner tube 2, the outer tube 3 is a conventionally visible rubber outer tube 3, the outer tube 3 comprises an inner annular opening 31, and the inner tube 2 is installed into the outer tube 3 from the inner annular opening 31.

In the installation, the inner tube 2 is first placed inside the outer tube 3, and then the two flaps 12 of the tyre strip 1 are respectively fitted from the two axial sides 1111 of the inner annular opening 31, the two flaps 12 being respectively clamped between the inner tube 2 and the outer tube 3. Subsequently, the second end of the intermediate shaft 411 is passed through the tire lining 1, and the rim retainer ring 42 is then sleeved on the necking structure 4111, thereby completing the installation. The installation process also involves the arrangement of the valve, etc., which is irrelevant to the gist of the present invention and is not repeated here.

After the installation, the inner tube 2 may be inflated, at this time, the inner tube 2 may press the outer circumferential wall 113 of the annular wall body 11 and the radially outer sides of the two fins 12, the inner circumferential wall 112 of the annular wall body 11 may abut against the intermediate stud 411 of the rim 4, and the radially inner sides of the two fins 12 abut against the outer tire 3.

The connection between the two ends of the annular wall body 11 and the two fins 12 further includes a circular arc transition section 123, where the thickness of the circular arc transition section 123 is greater than or equal to 12 mm. One end of the arc transition section 123 is formed at the end of the annular wall main body 11, after the inner tube 2 is inflated and pressurized, the two fins 12 deflect with the arc transition section 123 as a center of a circle, at this time, the arc transition section 123 corresponds to the fit gap 43, and when the tire pressure of the inner tube 2 is high, the arc transition section 123 is partially plugged into the fit gap 43. The thickness of the arc transition section 123 is greater than or equal to 12 mm, so that the phenomenon of stress tearing caused by linear stress concentration can be prevented, and even if part of the arc transition section 123 is torn, the vane 12 cannot be directly failed due to the thicker thickness of the arc transition section 123, and the performance consistent with the existing lining belt can be still maintained. After the thickness of the arc transition section 123 is thickened, the technical problem of stress tearing prevention which can be realized only by using a single lining belt can be realized by using double lining belts originally, and the installation process is more convenient.

More specifically, the thickness of the circular arc transition section 123 is 12 mm or more and 16 mm or less, and the thickness of the circular arc transition section 123 is uniformly thickened from the axial inner end 1231 to the axial outer end 1232 to 14.4 mm.

In this embodiment, the length L of the arc transition section 123 between the inner axial end 1231 and the outer axial end 1232 is less than or equal to 50 mm. The length L of the arc transition section 123 between the axially inner end 1231 and the axially outer end 1232 is 9 mm or more (the 9 mm is the difference between 137 mm and 128 mm mentioned below), and the arc transition section 123 having a certain length can ensure a certain installation margin during installation and use.

In addition, the applicant has found during development that rims are used as non-standard components, and the widths of rims produced by various manufacturers vary, with the widths of rims being between 8.6 "and 9" for high-load tires. When the rims with different widths are used, the positions of the fit clearances are also changed, and the positions after the change are deviated from specific thickened positions of the first wing piece or the second wing piece, so that the stress tearing phenomenon is easy to occur.

In the actual development process, the applicant found that when the tire liner 1 is used on a rim 4 of 8.6 "width, a stress tear occurs 64 mm from the Y axis; when the tire belt 1 is used on a 9 "wide rim 4, stress tears occur at a distance of 68.5 mm from the Y axis. Thus, the applicant sets the extension L of the circular arc transition 123 such that: the axial arc length interval H between the axially inner ends 1231 of the two arc transition sections 123 is less than or equal to 110 mm [ covering and containing 128 mm (twice of 64 mm), it should be noted that 128 mm is the actual measurement value of the fault location, and the actual fault may deviate to the left or right, so the standard tolerance takes 130±20'; the axial arc length interval H between the axially outer ends 1232 of the two arc transition sections 123 is greater than or equal to 150 mm [ covering 137 mm (twice 68.5 mm) requires attention that 137 mm is the actual measured value of the fault location, and the actual fault may deviate to the left or right, so the standard tolerance is 130±20 ]. With this arrangement, the tire belt 1 can be ensured to have the effect of preventing stress tearing between the 8.6 'wide rim 4 and the 9' wide rim 4. After the stress tear occurs in the wing panel 12 on one side (the wing panel 12 is not completely torn due to the thicker thickness), the wing panel 12 can be turned, and the wing panel 12 with no tear on the other side is used for the corresponding fit gap 43, so the tire lining belt 1 in the application can be used twice, and the cost is saved.

In the actual development of the applicant, it was found that the inner peripheral wall of the annular wall would abut the intermediate post 411 of the rim 4 due to the high load bearing capacity of the high-load tyre. Because the brake pad of the vehicle rubs with the rim 4 to brake the vehicle, the temperature of the rim 4 is raised, the tire strip 1 is tightly attached to the rim 4, and because the tire strip 1 is made of rubber, heat is completely transferred to the annular wall main body 11 of the tire strip 1, the overall temperature of the tire strip is raised, the strength of the tire is reduced, the arc transition section 123 is more likely to be torn by stress, and heat is transferred to the outer tire and the inner tire matched with the arc transition section, so that the service performance of the outer tire and the inner tire is reduced.

The inner peripheral wall 112 of the annular wall main body 11 is recessed to form an inner groove 111, the inner groove 111 extends along the circumferential direction for a circle, and the bottom wall of the inner groove 111 is convexly provided with a plurality of pattern lugs 114 which are arrayed; the axially outer side of the inner groove 111 is disposed adjacent to the axially inner end 1231 of the arcuate transition 123. The groove bottom wall of the inner groove 111 is spaced apart from the outer surface of the center post of the rim 4 so that the heat transfer path is blocked by air, and since the axial both sides 1111 of the inner groove 111 are supported on the center post, the gap is formed between the groove bottom wall of the inner groove 111 and the outer surface of the center post since the axial both sides 1111 of the inner groove 111 are supported on the center post by the pattern protrusions 114.

The applicant has found that if the inner groove 111 is not provided, the mere use of the pattern protrusion 114 is abutted against the rim 4 due to the high temperature of the rim 4 and the high positive pressure of the tire liner 1 by the inner tube 2, and the pattern protrusion 114 is continuously ablated over a period of time until the height of the pattern protrusion 114 is reduced to 0, at which time the heat dissipation effect between the tire liner 1 and the rim 4 is drastically reduced to 0. When the tire liner 1 is required to be removed from the rim 4 after use under high pressure and high temperature, the tire liner 1 is directly melt-adhered to the rim 4, and the removal is troublesome.

The two axial sides 1111 of the inner groove 111 are connected with the rim 4 in a line-surface contact way, and the pattern protruding blocks 114 are connected with the rim 4 in a surface-surface contact way. The patterned protrusion 114 is located between the two axial sides 1111 of the inner groove 111, the annular wall body 11 supports the rim 4 through the space between the two axial sides 1111 of the inner groove 111, and supports the space between the patterned protrusion 114 and the middle portion of the center post of the rim 4, so that a better supporting effect can be still achieved after the contact area with the rim 4 is reduced. In addition, since the axially outer side of the inner groove 111 is disposed near the axially inner end 1231 of the circular arc transition 123, the thickness of the axially both sides 1111 of the inner groove 111 is thicker and the supporting strength is higher.

In this embodiment, the cross-sectional area of the lug 114 tapers in a direction away from the bottom wall of the groove. The bottom of the pattern protrusion 114 may be made larger to enhance the supporting force. The pattern convex blocks 114 uniformly distributed on the inner periphery are larger and stronger (stepped), and are sunk, and the upper surfaces of the pattern convex blocks 114 are not higher than or only slightly higher than the inner peripheral plane of the lining belt, so that the pattern convex blocks 114 are less in abrasion, and the supporting and radiating functions of the pattern convex blocks are maintained for a longer time. Running tests under conditions of use set more severe than the market in the laboratory, resulted in little wear of the pattern (1.6 mm before use → 1.45mm after use).

In the present embodiment, the thickness of the annular wall body 11 is 10 mm or more and 14 mm or less. The thickness of the annular wall main body 11 is thickened to be matched with the thickened arc transition section 123, so that the production is more convenient. The thickness of the annular wall body 11 here refers to the thickness interval between the tip of the pattern projection 114 and the outer peripheral wall 113 of the annular wall body 11.

The inner groove 111 of the inner peripheral wall 112 of the annular wall main body 11 is provided with pattern protruding blocks 114 which are arranged in a design way, so that the appearance is improved; the inner peripheral wall 112 of the annular wall body 11 can be made to have a gap when being abutted against the rim 4, which is easier to dissipate heat and less likely to adhere to the rim 4, and the disassembly workability can be significantly improved. The area provided with the pattern lugs 114 is sunk, the pattern lugs become a step (the base is large and the upper surface is small), the supporting strength is ensured, the heat dissipation is enhanced, the abrasion of the pattern lugs 114 is reduced by the design change, and the service life of the tire lining belt 1 is prolonged.

In this embodiment, the outer edge of the cross section of the pattern protruding block 114 includes a plurality of arc-shaped protrusions 1141, so that the cross section of the pattern protruding block 114 is in a cherry-like shape, which can further improve the supporting strength, and the gaps between the adjacent arc-shaped protrusions 1141 can enhance the heat dissipation.

The thickness of the annular wall body 11 is thicker than that of the conventional tire liner 1, and strength is improved, and damage is not easily caused. More specifically, the thickness of the annular wall body 11 is 11.6 mm.

In the present embodiment, the thickness of the patterned bump 114 is greater than or equal to 1.2 mm and less than or equal to 2.0 mm. More specifically, the thickness of the patterned bump 114 is 1.6 millimeters.

In this embodiment, the top end of the pattern protrusion 114 is higher than the inner groove 111. The top end of the pattern bump 11412 directly abuts against the rim 4, so that the heat dissipation effect is improved.

In the present embodiment, the thickness interval T1 between the groove bottom wall of the inner groove 111 and the outer peripheral wall 113 of the annular wall main body 11 is smaller than the thickness of the circular arc transition section 123. The beneficial effects of the realization are as follows: the annular wall body 11 of the tire lining belt 1 is thinner than the arc transition section 123, so that the annular wall body 11 is easier to bend, and is convenient to install and detach.

In this embodiment, the outer peripheral wall 122 of the tab 12 is sequentially provided with a first circular arc segment 1221 and a first linear segment 1222 along a direction away from the annular wall body 11, the inner peripheral wall 121 of the tab 12 is sequentially provided with a second circular arc segment 1211 and a second linear segment 1212 along a direction away from the annular wall body 11, the first circular arc segment 1221 and the second circular arc segment 1211 correspondingly form the circular arc transition segment 123, and the ends of the first linear segment 1222 and the second linear segment 1212 are connected. The first straight line segment 1222 is used for abutting against the inner tube 2, the second straight line segment 1212 is used for abutting against the outer tube 3, the first straight line segment 1222 and the second straight line segment 1212 are both straight lines, and the attaching effect of the first straight line segment 1222 and the second straight line segment 1212 to the inner tube 2 and the outer end is better.

The foregoing is only a preferred embodiment of the present invention, but the design concept of the present invention is not limited thereto, and any person skilled in the art will be able to make insubstantial modifications of the present invention within the scope of the present invention disclosed herein by this concept, which falls within the actions of invading the protection scope of the present invention.

Claims (14)

1. The tire lining belt is characterized by comprising an annular wall main body and two fins connected to two axial ends of the annular wall main body, wherein the two fins extend outwards in the axial direction and outwards in the radial direction, a receiving space is formed by the two fins and the peripheral wall of the annular wall main body and is used for receiving an inner tube of a tire, and the inner peripheral wall of the annular wall main body is used for abutting against a rim; the joint of the two ends of the annular wall main body and the two fins also comprises an arc transition section, and the thickness of the arc transition section is more than or equal to 12 and less than or equal to 16 millimeters;

the axial arc length interval between the axial inner ends of the two arc transition sections is less than or equal to 110 mm;

the axial arc length interval between the axial outer ends of the two arc transition sections is greater than or equal to 150 mm;

the inner peripheral wall of the annular wall main body is recessed to form an inner groove, the inner groove extends for a circle along the circumferential direction, and a plurality of pattern convex blocks which are arranged in an array are convexly arranged on the bottom wall of the inner groove;

the two axial sides of the inner groove and the upper surface of the pattern convex block are used for abutting the rim.

2. A tire belt as in claim 1, wherein: the extension length between the axial inner end and the axial outer end of the arc transition section is less than or equal to 50 mm.

3. A tire belt as in claim 2, wherein:

the axial arc length interval between the axial inner ends of the two arc transition sections is less than or equal to 128 millimeters;

the axial arc length interval between the axial outer ends of the two arc transition sections is more than or equal to 137 mm;

the extension length between the axial inner end and the axial outer end of the arc transition section is more than or equal to 9 mm.

4. A tire belt as in claim 1, wherein: the thickness of the arc transition section is uniformly thickened to 14.4 mm from the axial inner end to the axial outer end.

5. A tire belt as in claim 1, wherein: the outer peripheral wall of the wing panel is provided with a first circular arc section and a first straight line section in sequence along the direction far away from the annular wall main body, the inner peripheral wall of the wing panel is provided with a second circular arc section and a second straight line section in sequence along the direction far away from the annular wall main body, the first circular arc section and the second circular arc section correspondingly form the circular arc transition section, and the tail ends of the first straight line section and the second straight line section are connected.

6. A tire belt as in claim 1, wherein: the cross-sectional area of the pattern protruding block gradually decreases along the direction away from the bottom wall of the groove.

7. A tire belt as in claim 1, wherein: the two axial sides of the inner groove are in line-surface contact connection with the rim in a whole circle, and the pattern protruding blocks are in surface-surface contact connection with the rim.

8. A tire belt as in claim 1, wherein: the thickness interval between the groove bottom wall of the inner groove and the peripheral wall of the annular wall main body is smaller than the thickness of the arc transition section.

9. A tire belt as in claim 1, wherein: the outer edge of the cross section of the pattern lug comprises a plurality of arc-shaped bulges.

10. A tire belt as in claim 1, wherein: the annular wall body has a thickness of 10 mm or more and 14 mm or less.

11. A tire belt as in claim 10, wherein: the thickness of the annular wall body is 11.6 mm.

12. A tire belt as in claim 1, wherein: the thickness of the pattern convex blocks is more than or equal to 1.2 mm and less than or equal to 2.0 mm.

13. A tire strip as in claim 12, wherein: the thickness of the pattern convex block is 1.6 mm.

14. A tire comprising a rim, an inner tube and an outer tube; the method is characterized in that: further comprising a tire belt as in any one of claims 1-13;

the rim comprises a rim body and a rim snap ring, wherein the rim snap ring is embedded on the rim body, a fit clearance is formed between the rim snap ring and the rim body, and the fit clearance corresponds to the arc transition section.