Tire Noise Control Through Materials

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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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Tire tread design for improved noise performance and driving on unpaved roads. It has main grooves, shoulder lug grooves, center lug grooves, and connecting grooves. The center lug grooves extend across the main grooves in a zigzag pattern with alternating reaching the tire equator and terminating early. The center lug grooves are inclined at 45-70 degrees to the tire width. The connecting grooves connect the center lug grooves and are inclined in the opposite direction. This provides traction, drainage, and noise benefits on unpaved roads.

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A tire noise damping device that reduces the noise generated by tires as they contact the road surface. The device is an internal foam damper that is inserted into the tire during manufacturing. The foam damper moves within the tire to reduce noise. The damper has a specific design with upper and lower tiers of foam blocks and voids that optimize noise reduction. The foam blocks contact the tire inner surface and the voids allow movement and flexibility. The foam is an open cell type that absorbs vibrations and sound. The damper design can vary in size and shape depending on the tire model.

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Tire with improved cornering performance while suppressing deterioration of the noise performance compared to prior art. The tire has chamfered shoulder sipes that are shaped differently at each end. The shoulder sipes have chamfered edges instead of sharp edges which can lift and reduce grip when cornering. The chamfers have larger chamfer volume near the center of the tire and smaller chamfer volume at the tread edge. This provides optimized cornering grip and stability while avoiding excessive tread block movement and noise.

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A tire design to improve braking performance without sacrificing noise performance. The tire has shoulder sipes with chamfered edges that gradually increase in chamfer volume from the shoulder to the tread. This allows the edges to flex and grip the road during braking without lifting, while reducing noise compared to conventional sipes.

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Pneumatic tire having a reinforcing part inserted into grooves between the tread blocks in order to reduce noise produced when the tire contacts the road. The reinforcing part is a bent metal strip that acts as a resonator chamber within the groove.

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A tire with asymmetrical mass distribution along its side portions to reduce noise without sacrificing handling performance. The tire has three points on each side portion - upper, bottom, and intermediate. By making the bottom side portion lighter on one side compared to the other side, the tire reduces dynamic torsional stiffness and improves noise performance. The location and weight of the bottom side portion are optimized to maintain handling performance while reducing noise.

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A vehicle tire with improved steering stability, ride comfort and noise performance. The tire tread has designated mounting direction to the vehicle. It has main grooves and land portions dividing the tread. Middle land parts have lateral grooves traversing them completely. The grooves on one side are slightly curved. The other side has lateral grooves that don't traverse.

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Passenger vehicle tire tread pattern that reduces noise while maintaining grip on wet and dry surfaces. The tread has central ribs with transverse cuts that are deep and wide or shallow and narrow. The lateral portions have cuts that are shallow and narrow. This combination reduces noise without reducing grip.

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An apparatus and process for applying noise reducing elements to a vehicle tire without interfering with service areas used for electronic devices. The process uses a detection portion on a film attached to the inner tire surface to identify a reference position. This allows determining non-service areas on the inner tire surface where noise reducing elements can be applied. The film with detection portion is fed through an apparatus that applies noise reducing elements to those non-service areas.

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Low-noise pneumatic tire with improved noise reduction and manufacturing efficiency. The tire has an inner liner with protrusions, a layered embedded silent cotton, and a tread. The inner liner protrusions match concave parts in the silent cotton. Between the concave parts are jagged indentations forming a cavity structure. This cavity absorbs vibration noise. The layered silent cotton construction improves durability and reduces tread vibration noise. The protrusions and concave matching transition rigidity. The vulcanization bladder has grooves matching the inner liner protrusions. This allows bonding without grinding release agent.

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Device to reduce noise from tires and wheels by attaching perforated sound absorbing panels to the inside surfaces of the tire and wheel. The panels are connected to the tire/wheel inner surface via sidewall sections, with a central panel section positioned away from the surface to form an enclosed inner volume. The panels have a majority of perforations to allow sound to enter the enclosed volume where it is absorbed. This reduces noise transmission from the tire/rim cavity.

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