Techniques for Reducing Tire Noise

A tire tread for heavy vehicles like construction cranes that improves both off-road stone ejection and on-road noise reduction compared to conventional tread designs. The tread has protuberances in the grooves that serve as dual-purpose anti-noise barriers and stone ejectors. The protuberances have a main stone ejector portion and a secondary anti-noise barrier portion. The stone ejector portion extends farther into the groove and is larger. The anti-noise portion is smaller and closer to the groove wall. This configuration allows stones to be pushed out while preventing them from wedging between the main ejector and wall. The smaller anti-noise portion also dampens noise in the groove during on-road use.

Source

Pneumatic tire with puncture sealing and noise reduction. The tire has a sealant layer on the inner surface to prevent air leakage after punctures. It also has noise dampening strips attached to the sealant layer. The sealant layer has plateau regions where the strips are attached and adjacent bottom regions. The plateau regions have thicker sealant than the bottom regions. This allows more sealant below the noise dampening strips for puncture protection, while thinner sealant below the strips improves heat dissipation. The thicker plateau region also provides better sealing with less restriction.

Source

Tire design to reduce noise from mounted electronics like sensors by optimizing the rubber properties. The tire has a mounting area on the inner surface where electronics can be attached. The mounting area rubber has higher modulus compared to the tread rubber. This prevents contact noise when the tire rolls since the stiffer mounting area doesn't deform as much. It also reduces vibration since the stiffer mounting area transfers less force to the tread. The tread rubber has higher loss tangent for better damping. By matching moduli at different temperatures, the tire can have a smooth transition between mounting area and tread.

Source

A tire with a small diameter that provides wear resistance and noise reduction. The tire has specific dimensions and tread groove distribution to balance wear and noise performance when used on small diameter vehicles like electric cars. The tire outer diameter is 200-660 mm and total width is 100-400 mm. The tread has a groove area ratio of 0.008-0.150% of the tire diameter. The inner region from 48% of the width inward has a higher groove area than the outer region. This tread design reduces noise and improves wear on small diameter tires.

Source

Reducing tire noise for vehicles to improve urban and highway noise levels. The method involves using tires with specific tread patterns designed to reduce noise. The treads are optimized for noise reduction based on factors like tire stiffness, contact patch shape, and rolling speed. The goal is to create tires that generate less noise as the vehicle travels on roads.

Source

<div class="section abstract"><div class="htmlview paragraph">Tires have a significant impact on vehicle road noise. The noise in 80~160Hz is easily felt when driving rough roads and has great relationship with the tire structural design. How to improve problem through simulation become an important issue. Therefore, this paper puts forward concept of virtual tuning optimize noise.</div><div paragraph">An appropriate model crucial for performance, CDtire (Comfort Durability Tire) was used article. After conducting experimental validation get accurate model, adjust parameters structure generate alternative scenarios. transfer function center analyzed set as evaluation condition NVH (Noise, vibration, harshness) performance. This enabled comparison among various scenarios identify best-performing scenario focused frequency whose needed be lowest. Manufacture prototype based simulation, which required correspondence between physical tire.</div></div>

Source

Pneumatic tire with Helmholtz resonators inside the tire cavity to reduce interior cavity resonance noise. The tire has multiple Helmholtz resonators with a specific resonance frequency range. The resonators are integrated together and mounted on the inside surface of the tire. The resonators have a narrow frequency range difference between the lowest and highest resonance frequencies, typically 10-90 Hz. This allows the resonators to absorb sound across a broad frequency range without needing a large number of different resonator types. The resonators are made of a heat-resistant material to maintain shape at high tire temperatures.

Source

A pneumatic tire design that reduces cavity resonance noise without the need for multiple Helmholtz resonators with varying frequencies. The tire has a fixed number of Helmholtz resonators located on the inner surface near the sidewall and bead regions. By strategically placing the resonators away from the sidewall and bead edges, it allows them to resonate at different frequencies compared to the sidewall and bead resonances. This creates a damping effect across a wider frequency range to mitigate cavity resonance noise at various speeds.

Source

Wheel partition assembly to reduce tire cavity noise in electric vehicles by dividing the tire cavity into multiple air-tight segments. The assembly consists of a flexible partition with inflatable sections that can be filled with air to expand and contact the inner tire wall. The partition is connected to an air line that extends around the wheel. When the vehicle is driving, air is supplied to inflate the partition sections and divide the tire cavity into smaller segments. This reduces air resonance and noise compared to a single cavity. The assembly can have multiple sections connected by a central air line, and the sections can have expandable bodies or inflatable seals to contact the tire wall.

Source

Low noise tire design to reduce air column resonance noise generated by the main grooves contacting the road. The tire has protrusion bodies extending along the grooves that provide fluid flow paths to discharge air droplets. This prevents roughness and air trapping that can cause resonance. The protrusions are spaced apart and extend over the entire groove length. They can have different heights and areas. The tire also has an abrasion indicator on the groove bottom to measure wear. A support groove flattens the indicator for accurate height measurement.

Source

ABSTRACT In this study, the effect of (2,3epoxypropoxy)propytrimethoxysilane(KH560) concentration on relationship between filler and rubber matrix is investigated by using tannic acid (TA) tetraethylenepentamine (TEPA) as intermediate reaction platforms for KH560modified hollow microspheres (RiM02) to enhance interfacial bonding RiM02 natural (NR). process, oxidized highly reactive quinone in TA reacts with amino group TEPA a Schiff base reaction. This followed accelerating rate metal ion complexation Fe 3+ . Finally, KH560 epoxy it ringopening The NR/RiM02@KH560 composites are prepared mechanical blending method. results show that adding improves vulcanization crosslinking degree composites, also improved. Compared unmodified RiM02, tensile strength, tear abrasion resistance RiM02TA@KH5609 improved 19.46%, 12.83%, 18.42%, respectively. Meanwhile, most significant, possess best rolling thermooxidative aging resistance. These findings provide reference value fillers reinforce rubber.

Source

Durable and noise-reducing tire structure that combats internal cavity noise without using internal foam that falls off over time. The structure involves adding a foam noise dampening layer inside the tire cavity that is adhered using an adhesive. The foam dampens vibrations and reduces internal cavity noise. The tire body is a standard tire design. The foam layer is removable when not needed.

Source

Pneumatic tire with improved durability at high speeds by using a sponge-like sound absorber on the inner surface of the tread. The absorber has grooves with land sections that extend continuously along the groove length. This attachment method reduces heat buildup by allowing airflow through the grooves and preventing the absorber from sticking to the tread. It also improves durability by preventing detachment of the absorber. The land sections should be 25-50% of the absorber's projected area on the inner tread surface.

Source

Pneumatic tire with improved puncture repair efficiency and noise reduction. The tire has a sound absorber attached to the inner surface of the tread. The absorber has a sponge-like material with grooves and land portions. The groove widths are larger at the outer surface compared to the bottom. This allows puncture repair materials to easily enter the tire through the widened grooves, while the absorber still attaches well to the tread inner surface. The wider grooves also improve noise reduction by allowing sound absorption.

Source

Pneumatic tire design with improved puncture resistance and noise reduction properties. The tire has a sponge-like sound absorbing body fixed to the inner surface of the tread. The sound absorbing body has an outer peripheral surface facing outward. The outer peripheral surface has grooves and land sections separated by the grooves. The grooves have wider openings on the outer surface compared to the bottom width. This allows puncture repair materials to easily access the inner tire while still providing noise dampening. The wider groove openings accommodate puncture repair compounds to penetrate the sound absorbing layer. The land sections between the wider groove openings provide noise absorption.

Source

Semi-steel tire with a microporous noise reduction layer inside the inner lining to reduce tire noise. The tire has a conventional structure with a tread, puncture layer, crown layer, belts, carcass, sidewalls, and inner lining. Inside the inner lining, a microporous noise reduction layer is added to absorb and dissipate road vibrations and reduce tire noise. The microporous layer has a structure with pores that allow airflow while trapping noise-causing vibrations. The noise reduction layer can be made of materials like silicone rubber or thermoplastic elastomers with microscopic pores.

Source

Reducing tire noise by attenuating resonant frequencies generated in the tire when driving on dry roads. The tire has a resonance damping layer in the longitudinal grooves. This layer contains sound absorbing materials with shapes like strips and A's. The strips have holes that increase contact and interference with the resonating air column in the groove. The A's have chambers that further increase contact. The layers are attached to the groove base. This absorbs and dampens the resonant frequencies generated by air flow in the grooves when the tire rolls.

Source

Rubber tire with improved puncture resistance and reduced road noise. The tire has a mounting ring with a noise reducing component attached to the outer surface. This component has an inner tube attached to its inner surface. Between the inner tube and the tire tread is a protective component. The mounting ring also has an anti-skid pattern and a drainage groove. This design prevents objects penetrating the inner tube and tire by providing a barrier between them. The noise reducing component further reduces road noise.

Source

Low-noise tire design with a single-stage noise reduction device that improves noise absorption, dynamic balance, and production efficiency compared to multi-segment devices. The noise reduction device is a foam that covers the inner tread surface. It uses alternating thicker and thinner foam sections that are connected end-to-end. The thicker sections absorb more noise. The contact surface between sections is in the middle of the thinner section. This balanced thickness distribution avoids mass imbalances. The single-piece design eliminates multiple tapings needed for segmented devices.

Source

Tire with an inherent porous noise dampening layer inside the tire that reduces cabin noise without adding weight. The layer has a density of less than 1.3 g/cm3. The layer is formed by applying a low concentration foaming agent precursor inside the tire mold before curing. The precursor contains less than 20 phr of foaming agent. After curing, the porous layer adheres to the inner liner without separate adhesive. The low density foam forms inside the tire without contamination from silicone or lubricants.

Source