Anti-shake tire

Abstract

The utility model discloses an anti-shake tire which comprises a tire body, the tire body comprises a tire tread and tire shoulders, the tire tread extends in the circumferential direction, and the tire shoulders are arranged on the two sides of the tire tread in the first direction; the wear-resistant outer coating is arranged on the outer sides of the tread and the tire shoulder along the radial direction; the damping rubber layer is arranged at the bottom of the wear-resistant outer coating layer; the fiber reinforcing layer is arranged at the bottom of the damping rubber layer; the airtight layer is arranged at the bottom of the fiber reinforced layer; the heat insulation layer is arranged at the bottom of the airtight layer; the metal protection layer is arranged at the bottom of the heat insulation layer; and the lining layer is arranged at the bottom of the metal protection layer. The tire can be prevented from deforming and shaking, and the bearing capacity and durability of the tire are improved.

Description

Technical Field

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

[0002] A tire is a ring-shaped elastic rubber product that is mounted on various vehicles or machinery and rolls on the ground. It is usually mounted on a metal rim. It has the functions of supporting the vehicle body, buffering external impacts, making contact with the road surface, and ensuring the vehicle's driving performance. During driving, tires are subjected to various deformations, loads, and high and low temperatures. Therefore, they must have high load-bearing capacity, traction capacity, and cushioning capacity. At the same time, they are also required to have high wear resistance and flexural resistance, as well as low rolling resistance and heat generation.

[0003] With the rapid development of the automotive industry and the diversification of road conditions, traditional tire designs can no longer meet the high performance requirements of modern vehicles. In particular, tire vibration becomes a prominent issue under conditions such as high-speed driving, complex road conditions, or emergency braking. This not only affects driving comfort but may also pose a threat to vehicle safety. Utility Model Content

[0004] The purpose of this invention is to solve the problem in the prior art where tires easily vibrate during use, affecting driving comfort and vehicle safety. This invention provides an anti-vibration tire that prevents tire deformation and vibration, improving tire load-bearing capacity and durability.

[0005] To solve the above-mentioned technical problems, the present invention discloses an anti-vibration tire, comprising: a tire body, the tire body including a tread and a shoulder, the tread extending circumferentially and along a first direction, the shoulder being disposed on both sides of the tread;

[0006] A wear-resistant outer layer, radially disposed on the outer side of the tread and shoulder;

[0007] A shock-absorbing rubber layer is disposed at the bottom of the wear-resistant outer coating layer;

[0008] A fiber reinforcement layer is provided at the bottom of the shock-absorbing rubber layer;

[0009] An airtight layer is provided at the bottom of the fiber-reinforced layer;

[0010] A heat insulation layer is disposed at the bottom of the airtight layer;

[0011] A metal protective layer is disposed at the bottom of the heat insulation layer;

[0012] An inner lining layer is disposed at the bottom of the metal protective layer, wherein the first direction intersects with the circumferential direction.

[0013] Using the above technical solution, the wear-resistant outer layer is located on the outer side of the tread and shoulder, directly resisting wear from the ground and protecting the internal structure. Following this is the shock-absorbing rubber layer, which effectively absorbs vibrations during tire operation, improving ride comfort. Next is the fiber reinforcement layer, which enhances the overall strength of the tire and ensures its structural stability. Finally, the airtight layer follows, ensuring stable internal tire pressure and guaranteeing driving safety.

[0014] The heat insulation layer isolates the heat exchange between the inside and outside of the tire, maintaining its performance stability, preventing tire deformation or damage due to high temperatures, and extending tire life. The metal protective layer provides additional protection, preventing the tire from being punctured by sharp objects, ensuring the integrity of the tire structure and driving safety.

[0015] Finally, the inner liner not only seals the tire but also increases friction between the tire and the rim, ensuring a tight fit between the tire and the rim and preventing air pressure leakage and tire slippage. This sequence ensures that the tire possesses all the necessary properties from the outside in, with each layer playing a unique role in terms of wear resistance, shock absorption, strength, air tightness, heat insulation, and protection.

[0016] In other words, through the interaction of each layer, tire vibration during use can be effectively reduced. Specifically, the wear-resistant outer layer reduces vibration caused by uneven road surfaces, the shock-absorbing rubber layer effectively absorbs and disperses the impact and vibration generated by the tire during driving, the fiber reinforcement layer enhances the tire's structural stability and load-bearing capacity, further reducing deformation and vibration during driving, and the airtight layer ensures stable internal tire pressure, preventing vibration caused by pressure changes.

[0017] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed. The outer surface of the tire tread is provided with a main groove and a secondary groove. The main groove extends along the circumferential direction. Along the first direction, the secondary groove is provided on both sides of the main groove. The outer surface of the tire tread is also provided with multiple sets of tire treads. Each set of tire treads is spaced apart along the circumferential direction. The multiple sets of tire treads are spaced apart along the first direction.

[0018] By adopting the above technical solution, multiple sets of tread patterns are provided on the outer surface of the tire. When the tire contacts the ground, the multiple sets of tread patterns can increase the friction area between the tire and the ground, providing stronger grip and effectively preventing the tire from slipping and shaking during driving. The main grooves and secondary grooves on the outer surface of the tire can not only drain water and prevent the tire from slipping on wet roads, but also enhance the tire's heat dissipation performance, reducing the accumulation of heat generated by friction during high-speed driving, thereby maintaining the tire's stability and extending its service life.

[0019] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed. The tire body further includes a tire sidewall. Along the first direction, the tire sidewall is disposed on both sides of the tire tread and connected to the tire tread through the tire shoulder. The inner walls of the tire tread and the tire sidewall are provided with a plurality of reinforcing blocks, which extend along the circumferential direction.

[0020] By employing the above technical solution, the reinforcing block design enhances the tire's structural strength. The reinforcing block tightly connects the tread and sidewall, forming a more robust overall structure. This structure helps resist external impacts and internal stresses, and the reinforcing block forms local support points on the inner wall of the tread. These support points can effectively withstand various forces generated by the tire during driving, such as radial, lateral, and circumferential forces. When the tire encounters uneven road surfaces or obstacles during driving, stress and impact are generated. The presence of multiple reinforcing blocks can disperse these stresses and impacts over a larger area, rather than concentrating them in a localized area. This reduces tire damage or wear caused by stress concentration. In other words, multiple reinforcing blocks can effectively distribute the stress experienced by the tire during driving, reducing tire deformation and vibration.

[0021] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed, wherein the wear-resistant outer layer is made of a high-molecular wear-resistant material and the thickness of the wear-resistant outer layer is 2mm to 3mm.

[0022] The above technical solution uses a wear-resistant outer layer made of high-molecular composite wear-resistant materials such as silicone rubber, which has a high coefficient of friction and good wear resistance, ensuring that the tire can maintain stable grip under various road conditions and reduce vibration caused by uneven road surfaces.

[0023] Meanwhile, the thickness of the wear-resistant outer layer is 2mm to 3mm to ensure wear resistance while taking into account the tire's weight, heat dissipation, and comfort. A wear-resistant outer layer thickness of less than 2mm will result in insufficient wear resistance, making the tire wear more easily and reducing its protective ability; a wear-resistant outer layer thickness of more than 3mm may increase tire weight, affect heat dissipation performance, reduce driving comfort, and increase production costs.

[0024] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed, wherein the shock-absorbing rubber layer is made of high-damping polyurethane elastomer and the thickness of the shock-absorbing rubber layer is 3mm to 4mm.

[0025] Using the above technical solution, the shock-absorbing rubber layer is made of high-damping polyurethane elastomer. Polyurethane elastomer has good elasticity and can effectively absorb and disperse the impact and vibration generated by the tire during driving. Furthermore, high-damping polyurethane can further enhance its shock absorption effect and improve driving comfort and stability.

[0026] The 3mm to 4mm thickness of the damping rubber layer is designed based on a balance between its damping effect and the overall tire performance. If the damping rubber layer is less than 3mm thick, it may not be able to adequately absorb and disperse road vibrations, leading to a decrease in the tire's damping performance and reduced driving comfort. Furthermore, the tire's internal structure may be damaged due to excessive vibration. If the damping rubber layer is thicker than 4mm, although the damping effect may be better, it will increase the overall weight and cost of the tire, and may also affect the tire's heat dissipation performance and handling.

[0027] Furthermore, an excessively thick damping rubber layer can negatively impact tire rigidity and stability. Therefore, the damping rubber layer is designed to be 3mm to 4mm thick, ensuring good damping performance while maintaining overall tire performance.

[0028] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed, wherein the fiber reinforcement layer is made of aramid fiber and high-strength glass fiber composite, and the thickness of the fiber reinforcement layer is 1mm to 2mm.

[0029] Using the above technical solution, the fiber reinforcement layer is made of a hybrid composite of aramid fiber and high-strength glass fiber. Aramid fiber has excellent strength and toughness, while high-strength glass fiber provides good rigidity and fatigue resistance. This hybrid composite material can enhance the structural stability and load-bearing capacity of the tire and reduce tire deformation and vibration during driving.

[0030] The fiber reinforcement layer is designed to be 1mm to 2mm thick, based on the need to enhance the tire's structural strength and stability, while also considering the overall weight and cost of the tire. If the fiber reinforcement layer is less than 1mm thick, it may not provide sufficient structural strength, causing the tire to deform easily under heavy loads or high-speed driving, affecting handling and safety. Furthermore, an excessively thin fiber reinforcement layer may reduce tire durability, making it more susceptible to damage. If the fiber reinforcement layer is thicker than 2mm, while it provides stronger structural support, it increases the overall weight and cost of the tire and may also affect its flexibility and comfort. Additionally, an excessively thick fiber reinforcement layer may make the tire more difficult to process and shape during manufacturing. Therefore, a fiber reinforcement layer thickness of 1mm to 2mm ensures structural strength while balancing tire weight, cost, and comfort.

[0031] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed, wherein the airtight layer is made of butyl rubber and the thickness of the airtight layer is 0.5 mm to 1 mm.

[0032] Using the above technical solution, the airtight layer is made of butyl rubber, which is known for its excellent airtight performance. Combined with the airtight coating, it can ensure the stability of the air pressure inside the tire and prevent air leakage.

[0033] The thickness of the airtight layer, between 0.5mm and 1mm, is designed to ensure airtightness while balancing tire weight, heat dissipation, and durability. A layer thickness less than 0.5mm results in insufficient airtightness, compromising internal tire pressure stability and increasing the risk of leaks. Furthermore, it lacks sufficient durability, making the tire more susceptible to wear and tear during use, thus shortening its lifespan. A layer thickness greater than 1mm can increase tire weight, increasing the vehicle's unsprung mass. This reduces fuel efficiency, increases fuel consumption, and causes the tire to generate more heat during driving, accelerating tire aging and further reducing its lifespan.

[0034] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed, wherein the heat insulation layer is made of ceramic fiber heat insulation material and the thickness of the heat insulation layer is 2mm to 5mm.

[0035] Using the above technical solution, the heat insulation layer is made of ceramic fiber heat insulation material. Ceramic fiber has excellent heat insulation performance and can effectively reduce the heat transfer between the inside and outside of the tire. This helps to prevent the tire from deforming or being damaged due to high temperature and maintain its stable anti-vibration performance.

[0036] Meanwhile, the insulation layer thickness is designed to be 2mm to 5mm, based on a comprehensive consideration of insulation performance, tire weight, cost, and manufacturing process. If the insulation layer thickness is less than 2mm, its insulation effect may be significantly reduced. A thinner insulation layer may not be able to effectively block the transfer of heat between the inside and outside of the tire, causing the internal temperature of the tire to rise rapidly, increasing air pressure, and thus increasing the risk of tire blowout. In addition, an excessively thin insulation layer may also reduce tire durability and comfort, affecting the driving experience.

[0037] Conversely, while a thickness greater than 5mm can further improve heat insulation, it also brings some negative impacts. A thicker insulation layer increases the overall weight of the tire, which not only affects fuel economy but may also negatively impact handling performance. Furthermore, an excessively thick insulation layer increases manufacturing costs, reducing the tire's market competitiveness. Additionally, an excessively thick insulation layer may impair the tire's heat dissipation performance, leading to overheating during prolonged high-speed driving and further increasing the risk of tire blowout. Therefore, the insulation layer thickness is designed to be between 2mm and 5mm, balancing good heat insulation with tire weight, cost, and heat dissipation performance.

[0038] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed, wherein the metal protective layer is made of stainless steel wire mesh and the thickness of the metal protective layer is 0.5mm to 1.5mm.

[0039] Using the above technical solution, the metal protective layer is made of stainless steel wire mesh. Stainless steel wire has high strength and corrosion resistance. After being woven into a mesh structure, it can enhance the tire's protective ability and prevent the tire from being punctured and damaged by sharp objects during driving, thus ensuring the integrity and safety of the tire structure.

[0040] The thickness of the metal protective layer is designed to be between 0.5mm and 1.5mm, based on a comprehensive consideration of protective performance, weight, cost, and manufacturing process. If the thickness of the metal protective layer is less than 0.5mm, its protective performance may be affected. A thinner metal protective layer may not be able to effectively prevent sharp objects from puncturing the tire, thus increasing the risk of tire damage. In addition, an excessively thin metal protective layer may be more prone to deformation under external forces, leading to a decrease in the tire's structural stability and affecting driving safety.

[0041] Conversely, while a thicker metal shielding layer than 1.5mm can further improve protective performance, it also brings some negative impacts. A thicker metal shielding layer increases the overall weight of the tire, which not only affects fuel economy but may also negatively impact handling. Furthermore, an excessively thick metal shielding layer increases manufacturing costs, reducing the tire's market competitiveness. In extreme cases, an excessively thick metal shielding layer may increase rolling resistance due to its weight, further affecting vehicle efficiency. Therefore, a metal shielding layer thickness of 0.5mm to 1.5mm is designed to ensure good protective performance while balancing tire weight, cost, and handling performance.

[0042] According to another specific embodiment of the present invention, an anti-vibration tire is disclosed, wherein the inner liner is made of fluororubber sealing material and the thickness of the inner liner is 1mm to 2mm.

[0043] Using the above technical solution, the inner liner is made of fluororubber sealing material. Fluororubber has excellent oil resistance, chemical corrosion resistance and high elasticity, making it an ideal inner liner material. It can ensure a tight fit between the tire and the rim, prevent air pressure leakage and maintain stable internal tire pressure.

[0044] Meanwhile, the thickness of the tire inner liner is designed to be 1mm to 2mm, based on a balance between tire internal protection, sealing performance, and manufacturing costs. Less than 1mm may result in insufficient protection, poor sealing, and accelerated tire aging; more than 2mm increases costs, adds weight to the tire, and affects fuel economy and handling. Attached Figure Description

[0045] Figure 1 A cross-sectional view of the tread of the anti-vibration tire according to an embodiment of the present invention is shown;

[0046] Figure 2 This is a perspective cross-sectional view of the tread of the anti-vibration tire according to an embodiment of the present invention;

[0047] Figure 3 A perspective view of a portion of the anti-vibration tire according to an embodiment of the present invention is shown;

[0048] Figure 4 This is a complete perspective view of one embodiment of the anti-vibration tire of the present invention.

[0049] The reference numerals in the attached drawings are as follows: 100, tread; 101, wear-resistant outer layer; 102, shock-absorbing rubber layer; 103, fiber reinforcement layer; 104, airtight layer; 105, heat insulation layer; 106, metal protective layer; 107, inner liner; 200, shoulder; 300, sidewall; 400, reinforcing block; 401, main groove; 402, secondary groove; 403, tread pattern. Detailed Implementation

[0050] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model will be presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details will be included in the following description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0051] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0052] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model 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. Therefore, they should not be construed as limitations on the utility model.

[0053] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0054] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0055] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0056] refer to Figures 1 to 4 This application provides an anti-vibration tire, comprising: a tire body, a wear-resistant outer layer 101, a shock-absorbing rubber layer 102, a fiber reinforcement layer 103, an airtight layer 104, a heat insulation layer 105, a metal protective layer 106, and an inner liner layer 107. The tire body includes a tread 100 and a shoulder 200, the tread 100 being circumferentially (i.e.,...) Figure 3 Extending along direction A (as shown), along the first direction (i.e. Figure 3 As shown in direction B), the tire shoulders 200 are located on both sides of the tread 100; along the radial direction (i.e., Figure 3 (As shown in the X direction), the wear-resistant outer layer 101 is disposed on the outer side of the tread 100 and the shoulder 200; the shock-absorbing rubber layer 102 is disposed at the bottom of the wear-resistant outer layer 101; the fiber reinforcement layer 103 is disposed at the bottom of the shock-absorbing rubber layer 102; the airtight layer 104 is disposed at the bottom of the fiber reinforcement layer 103; the heat insulation layer 105 is disposed at the bottom of the airtight layer 104; the metal protective layer 106 is disposed at the bottom of the heat insulation layer 105; and the inner liner layer 107 is disposed at the bottom of the metal protective layer 106, wherein the first direction intersects with the circumferential direction.

[0057] Using the above technical solution, the wear-resistant outer layer 101 is located on the outer side of the tread 100 and shoulder 200, directly resisting wear from the ground and protecting the internal structure. Following this is the shock-absorbing rubber layer 102, which effectively absorbs vibrations during driving, improving ride comfort. Next is the fiber reinforcement layer 103, which enhances the overall strength of the tire, ensuring its structural stability. The airtight layer 104 follows closely behind, ensuring stable internal tire pressure and guaranteeing driving safety.

[0058] The heat insulation layer 105 isolates the heat exchange between the inside and outside of the tire, maintaining its performance stability, preventing the tire from deforming or being damaged due to high temperatures, and extending the tire's service life. The metal protective layer 106 provides additional protection, preventing the tire from being punctured by sharp objects, ensuring the integrity of the tire structure and driving safety.

[0059] Finally, the inner liner 107 not only seals the tire but also increases the friction between the tire and the rim, ensuring a tight fit between the tire and the rim and preventing air pressure leakage and tire detachment. This sequence ensures that the tire possesses all the necessary properties from the outside in, with each layer playing a unique role in terms of wear resistance, shock absorption, strength, air tightness, heat insulation, and protection.

[0060] In other words, through the interaction of each layer, tire vibration during use can be effectively reduced. Specifically, the wear-resistant outer layer 101 reduces vibration caused by uneven road surfaces, the shock-absorbing rubber layer 102 effectively absorbs and disperses the impact and vibration generated by the tire during driving, the fiber reinforcement layer 103 enhances the tire's structural stability and load-bearing capacity, further reducing deformation and vibration during driving, and the airtight layer 104 ensures stable internal tire pressure, preventing vibration caused by pressure changes.

[0061] For example, refer to Figure 3 and Figure 4 The outer surface of the tread 100 is provided with a main groove 401 and two secondary grooves 402. The main groove 401 is circumferential (i.e., Figure 3 Extending along direction A (as shown), along the first direction (i.e. Figure 3 As shown in direction B), the secondary trench 402 is located on both sides of the main trench 401, and both are along the circumferential direction (i.e., direction B). Figure 3 Extending in the direction shown (A), the outer surface of the tread 100 is also provided with four sets of tread patterns 403, each set of tread patterns 403 extending along the circumferential direction (i.e., Figure 3 The four sets of tread patterns 403 are spaced apart along the first direction (i.e., direction A). Figure 3 The B-direction interval setting is shown.

[0062] For example, four sets of tread patterns 403 are provided on the outer surface of the tread 100. When the tire contacts the ground, the four sets of tread patterns 403 can increase the friction area with the ground, provide stronger grip, and effectively prevent the tire from slipping and shaking during driving. The main grooves 401 and secondary grooves 402 are provided on the outer surface of the tread 100, which can not only drain water and prevent the tire from slipping on wet roads, but also enhance the heat dissipation performance of the tire, reduce the heat accumulation caused by friction during high-speed driving, thereby maintaining the stability of the tire and extending its service life.

[0063] It should be noted that the embodiments of this application do not limit the number of main grooves 401, secondary grooves 402 and tire treads 403. They can be selected according to actual needs. For example, two main grooves 401, three secondary grooves 402 and five sets of tire treads 403 can be set. Similarly, the specific number of each set of tire treads 403 is not limited. It can be twenty, twenty-five, thirty, etc.

[0064] For example, refer to Figure 3 and Figure 4 The fetal body also includes the sidewall 300, along the first direction (i.e. Figure 3 (As shown in direction B), the sidewall 300 is located on both sides of the tread 100 and is connected to the tread 100 through the shoulder 200. The inner walls of the tread 100 and the sidewall 300 are provided with multiple reinforcing blocks 400, which are arranged circumferentially (i.e.,...). Figure 3 Extends in direction A as shown.

[0065] By employing the aforementioned technical solution, the design of the reinforcing block 400 enhances the structural strength of the tire. The reinforcing block 400 tightly connects the tread 100 and the sidewall 300 together, forming a more robust overall structure. This structural reinforcement helps resist the effects of external impacts and internal stresses, and the reinforcing block 400 forms local support points on the inner wall of the tread 100. These support points can effectively withstand various forces generated by the tire during driving, such as radial forces, lateral forces, and circumferential forces. When the tire encounters uneven road surfaces or obstacles during driving, stress and impacts will occur.

[0066] The presence of multiple reinforcing blocks 400 disperses these stresses and impacts over a larger area, rather than concentrating them in a localized region. This reduces tire damage or wear caused by stress concentration. In other words, multiple reinforcing blocks 400 effectively distribute the stress experienced by the tire during driving, reducing tire deformation and vibration.

[0067] It should be noted that the number of reinforcing blocks 400 in this embodiment is not limited and can be selected according to actual needs, such as twenty, twenty-five, thirty, etc.

[0068] For example, refer to Figure 1 and Figure 2 The wear-resistant outer layer 101 is made of high-molecular wear-resistant material. The thickness of the wear-resistant outer layer 101 is 2mm to 3mm, which gives it a high coefficient of friction and excellent wear resistance, ensuring that the tire can maintain stable grip under various road conditions and reduce vibration caused by uneven road surfaces.

[0069] For example, refer to Figure 1 and Figure 2 The bottom of the wear-resistant outer layer 101 is hot-pressed with a shock-absorbing rubber layer 102. The shock-absorbing rubber layer 102 is made of high-damping polyurethane elastomer and has a thickness of 3mm to 4mm. Polyurethane elastomer has good elasticity and can effectively absorb and disperse the impact and vibration generated by the tire during driving. High-damping polyurethane can further enhance its shock absorption effect and improve driving comfort and stability.

[0070] For example, refer to Figure 1 and Figure 2 The bottom of the shock-absorbing rubber layer 102 is bonded with a fiber reinforcement layer 103 by an adhesive. The fiber reinforcement layer 103 is made of aramid fiber and high-strength glass fiber composite. The thickness of the fiber reinforcement layer 103 is 1mm to 2mm. Aramid fiber has excellent strength and toughness, while high-strength glass fiber provides good rigidity and fatigue resistance. This hybrid composite material can enhance the structural stability and load-bearing capacity of the tire and reduce deformation and vibration during driving.

[0071] For example, refer to Figure 1 and Figure 2 The bottom of the fiber reinforcement layer 103 is connected to the airtight layer 104 by mechanical locking and adhesive. The airtight layer 104 is made of butyl rubber and has a thickness of 0.5 mm to 1 mm. Butyl rubber is known for its excellent airtight performance. Combined with the airtight coating, it can ensure the stability of the internal air pressure of the tire and prevent air leakage.

[0072] Mechanical interlocking is a widely used joining technology in tire manufacturing, particularly suitable for the tight bonding between the fiber reinforcement layer 103 and the airtight layer 104. In this embodiment, the bottom of the fiber reinforcement layer 103 is connected to the airtight layer 104 via a carefully designed mechanical interlocking structure. This interlocking structure includes special teeth, protrusions, or grooves that match each other to form a tight engagement. Combined with the auxiliary bonding of adhesives, the strength and airtightness between the two are further ensured.

[0073] For example, refer to Figure 1 and Figure 2 The bottom of the airtight layer 104 is bonded with a heat insulation layer 105 by hot pressing. The heat insulation layer 105 is made of ceramic fiber heat insulation material and has a thickness of 2mm to 5mm. Ceramic fiber has excellent heat insulation performance and can effectively reduce the heat transfer between the inside and outside of the tire. This helps to prevent the tire from deforming or being damaged due to high temperature and maintain its stable anti-vibration performance.

[0074] For example, refer to Figure 1 and Figure 2 The bottom of the heat insulation layer 105 is securely connected to the metal protective layer 106 through mechanical locking technology. The metal protective layer 106 is made of stainless steel wire mesh and has a thickness of 0.5mm to 1.5mm. Stainless steel wire has high strength and corrosion resistance. After being woven into a mesh structure, it can enhance the tire's protective ability. It can prevent the tire from being punctured and damaged by sharp objects during driving, ensuring the integrity and safety of the tire structure.

[0075] For example, refer to Figure 1 and Figure 2The bottom of the metal protective layer 106 is connected to the inner liner 107 by an adhesive process. The inner liner 107 is made of fluororubber sealing material and has a thickness of 1mm to 2mm. Fluororubber has excellent oil resistance, chemical corrosion resistance and high elasticity, making it an ideal material for the inner liner 107. It can ensure a tight fit between the tire and the rim, prevent air pressure leakage and maintain the stability of the internal air pressure of the tire.

[0076] In summary, the order of the outermost to innermost layers of the tire provided in this application embodiment is as follows: the first layer is a wear-resistant outer coating 101, the second layer is a shock-absorbing rubber layer 102, the third layer is a fiber reinforcement layer 103, the fourth layer is an airtight layer 104, the fifth layer is a heat insulation layer 105, the sixth layer is a metal protective layer 106, and the seventh layer is an inner liner layer 107.

[0077] Among them, the wear-resistant outer layer 101 is made of high-molecular composite wear-resistant materials such as silicone rubber. Its main function is to provide excellent friction coefficient and wear resistance, ensuring that the tire can maintain stable grip under various road conditions and reduce vibration caused by uneven road surface.

[0078] The shock-absorbing rubber layer 102 is made of high-damping polyurethane elastomer. Its function is to effectively absorb and disperse the impact and vibration generated by the tire during driving, reduce tire vibration, and improve driving comfort and stability.

[0079] The fiber reinforcement layer 103 is made of a composite of aramid fiber and high-strength glass fiber, which is designed to enhance the structural stability and load-bearing capacity of the tire, reduce deformation and vibration during driving, and ensure the integrity and safety of the tire structure.

[0080] The airtight layer 104 is made of butyl rubber and its main function is to prevent gas leakage inside the tire, maintain stable internal tire pressure, and extend tire life.

[0081] The heat insulation layer 105 is made of ceramic fiber heat insulation material. Its function is to effectively block the transfer of heat between the inside and outside of the tire, prevent the tire from deforming or being damaged due to high temperature, and maintain its stable anti-shake performance.

[0082] The metal protective layer 106 is made of stainless steel wire mesh, which can prevent the tire from being punctured and damaged by sharp objects during driving, ensuring the integrity of the tire structure and driving safety.

[0083] The inner liner 107 is made of fluororubber sealing material, which ensures a tight fit between the tire and the rim, prevents air pressure leakage, and maintains stable internal tire pressure.

[0084] The reinforcing blocks 400 are distributed between the inner walls of the tread 100 and the two sidewalls 300. They mainly play a role in enhancing the structural strength and stability of the tire, effectively dispersing the stress on the tire during driving, preventing tire deformation and vibration, and improving the tire's load-bearing capacity and durability.

[0085] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A vibration-damping tire, characterized in that, include: The tire body includes a tread and shoulders, the tread extending circumferentially and along a first direction, the shoulders being located on both sides of the tread; A wear-resistant outer layer, radially disposed on the outer side of the tread and shoulder; A shock-absorbing rubber layer is disposed at the bottom of the wear-resistant outer coating layer; A fiber reinforcement layer is provided at the bottom of the shock-absorbing rubber layer; An airtight layer is provided at the bottom of the fiber-reinforced layer; A heat insulation layer is disposed at the bottom of the airtight layer; A metal protective layer is disposed at the bottom of the heat insulation layer; An inner lining layer is disposed at the bottom of the metal protective layer, wherein the first direction intersects with the circumferential direction.

2. The anti-vibration tire as described in claim 1, characterized in that, The outer surface of the tread is provided with a main groove and a secondary groove. The main groove extends along the circumferential direction. Along the first direction, the secondary groove is provided on both sides of the main groove. The outer surface of the tread is also provided with multiple sets of tread patterns. Each set of tread patterns is spaced apart along the circumferential direction. The multiple sets of tread patterns are spaced apart along the first direction.

3. The anti-vibration tire as described in claim 1, characterized in that, The tire body also includes tire sidewalls. Along the first direction, the tire sidewalls are located on both sides of the tire tread and are connected to the tire tread through the tire shoulder. The inner walls of the tire tread and the tire sidewalls are provided with a plurality of reinforcing blocks, which extend along the circumferential direction.

4. The anti-vibration tire as described in claim 1, characterized in that, The wear-resistant outer coating is made of a polymer wear-resistant material, and the thickness of the wear-resistant outer coating is 2mm to 3mm.

5. The anti-vibration tire as described in claim 1, characterized in that, The damping rubber layer is made of high-damping polyurethane elastomer, and the thickness of the damping rubber layer is 3mm to 4mm.

6. The anti-vibration tire as described in claim 1, characterized in that, The fiber reinforcement layer is made of aramid fiber and high-strength glass fiber composite, and the thickness of the fiber reinforcement layer is 1mm to 2mm.

7. The anti-vibration tire as described in claim 1, characterized in that, The airtight layer is made of butyl rubber and has a thickness of 0.5 mm to 1 mm.

8. The anti-vibration tire as described in claim 1, characterized in that, The insulation layer is made of ceramic fiber insulation material, and the thickness of the insulation layer is 2mm to 5mm.

9. The anti-vibration tire as described in claim 1, characterized in that, The metal protective layer is made of stainless steel wire mesh, and the thickness of the metal protective layer is 0.5mm to 1.5mm.

10. The anti-vibration tire as described in claim 1, characterized in that, The inner liner is made of fluororubber sealing material and has a thickness of 1 mm to 2 mm.

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