MX2008000313A - Tire and wheel noise reducing device and system - Google Patents

Abstract

A system for dissipating sound shock waves within a vehicle tire includes a wheel upon which a tire is mounted to create an internal air chamber defined by the wheel and the tire. A flow-resistant barrier is coupled to the wheel or the tire and defines an air cavity within the internal air chamber. The barrier comprises a material that provides an acoustical resistance to sound shock waves passing therethrough. The air cavity defined by the barrier has a volume such that air within the cavity offers relatively small impedance to the passage of shock waves through the barrier and into the air cavity. The barrier also can produce frictional heat when displaced by a shock wave, thereby converting energy of the shock wave to heat to reduce noise associated therewith.

Description

DEVICE AND SYSTEM OF NOISE REDUCTION IN TIRE AND TIRE FIELD OF THE INVENTION The present invention generally relates to the reduction of vehicle noise from tires and tires. Specifically, the present invention relates to a sound reduction device placed in the inner air chamber created by a tire and a rim on which the tire is mounted.

BACKGROUND OF THE INVENTION When the vehicle's tires come in contact with the road surface, they generate considerable noise. At speeds above 25 in some vehicles, tire noise may be greater than all other sources of automotive noise combined. Consequently, tire and vehicle manufacturers spend a great deal. amount of resources each year in research and development to reduce tire noise. The tire noise is the result of many sources. For example, tire noise is the result of (1) low frequency shock waves produced by "the excitation of the internal tire air chamber due to the deformation of the tire caused by the contact of the tire with the road surface. (2) the over oscillation of the low frequency tire structure due to the excitation of the air chamber caused by the deflection of the tire in contact with the road, (3) the air compression of the external tread of high frequency caused by the air temporarily trapped between the tread and the road surface, and (4) high frequency contact friction caused by friction between the tire and the road surface. Air from the tread can not be avoided, for example, the air compression of the tread acts to remove water from the surface that comes into contact with the tread. It walks by bearing by compressing the water and air in contact with the road and then expanding the mixture in the release of the tread. Additionally, some contact rubbing noise can not be avoided because the tires have a finite adhesion, which. It generates friction and noise with the road surface.

The energy of the shock wave coming from the deformation of the tire is transmitted from the contact area of the tread to the internal tire air chamber created by the tire and the rim on which the tire is mounted. The energy transmitted to the internal tire air chamber is only dissipated by the over-oscillation of the tire and the coupling of the noise to the rim. Said tire oscillation and noise coupling comprise a large portion of the total amount of tire noise. "Conventional methods for reducing tire noise have various deficiencies, In particular, these methods do not effectively absorb low frequency energy, (for example, below 800 Hz) associated with the shock waves that produce noise. Because the tires generate significant low frequency energy, an efficient tire noise absorber should reduce the noise produced by such low frequency energy, however, conventional methods do not adequately reduce that noise. Additionally, low-frequency noise increases the perceived high-frequency noise that is produced by the air compression of the tread and by the friction of the tire, consequently, conventional methods can not reduce high tire noise. frequency perceived by not being able to reduce the noise of low frequency energy Other deficiencies include the difficulty to Fit a tire to a tire when a conventional method is used, the possible damage if the conventional method fails during vehicle operation, and the inefficiency of conventional methods. There are conventional low frequency noise absorption methods. However, such conventional methods are not practical for small internal air chambers, such as a tire air chamber. Said conventional methods of low frequency absorption are too large for a tire air chamber, would prevent inflation of the tire, are not efficient, and / or present safety hazards if used in combination with a tire. Accordingly, there is a need in the art to reduce the noise generated by or within tires and the tires on which the tires are mounted. In particular, there is a need in the art to reduce tire noise by absorbing or reducing energy in the inner air chamber of a tire. More particularly, there is a need for a tire noise absorber / reducer that can absorb or reduce the low frequency energy, while operating within a small internal air chamber, such as the air chamber of a tire.

SUMMARY OF THE INVENTION A device for reducing tire noise can absorb and reduce the low frequency energy produced by tire noise. The device can absorb sound shock waves by pressurizing and alternating depressurization of a container having a barrier resistant to air flow. The flow-resistant barrier cushions the pressure flows in and out of the vessel to dampen the shock waves that pass through the barrier. Additionally, the friction in the flow-resistant element of the vessel converts the sound energy into heat, thus attenuating the sound. Additionally, a hybrid device may have elements of a cavity absorber resistant to air flow and elements of a friction absorber. According to one aspect, a tire noise absorbing device can comprise multiple layers of a material resistant to airflow with multiple openings in each layer. The layers can be assembled so that the openings of each layer are offset with respect to overlapping portions of an adjacent layer. The deflected openings allow air to pass through the layers when the tire is stationary and the layers are loose, thus allowing a full inflation of the tire. The overlapping layers can be attached to a rim or directly to a tire to form loops of overlapping elements. When a vehicle is set in motion and the tire begins to spin, the centrifugal force forces the overlapping and outward layers to seal the air passages of the openings and to form a cavity resistant to the air flow between the rim and the tires. layers of cloth. Specifically, the inner layer is forced out against the outer layer, the openings in the inner layer are sealed by the outer layer, and the openings in the outer layer are sealed by the inner layer. The layers restrict the air flow between the side of a tire (outer) of the layers and a. side of the rim (inside) of the layers, thus absorbing the noise of low frequency energy as the air passes through the layers. In a further embodiment, the layers can slide together and can create friction when displaced by low frequency shock waves. The resulting friction can absorb additional low frequency energy noise by dissipating shock waves through heat produced by friction. Increasing the absorption of low frequency energy can also reduce perceived high frequency tire noise without compromising tread design or tire adhesion. The design can be easily adjusted on an existing tire and can be fitted to existing rims or to a tire during or after the manufacturing process. Other aspects include variations of the position and means, coupling to join the device to the rim or tire. For example, the device can be attached in a position centrally located on the rim or with several profiles that provide different configured flow-resistant cavities. Other aspects still include.,. multiple elements with overlapped or interlocking ends to create the flow-resistant cavity. These elements are forced outward by the centrifugal force and create a cavity when the overlap or interlock portions move together to create a device that is resistant to air flow. In addition, the overlapping portions can create friction when displaced by shock waves to additionally absorb low frequency noise. Another aspect still includes creating multiple flow-resistant air cavities by layering two or more flow-resistant elements around a rim or tire. These multiple flow-resistant air cavities, can absorb shock waves and can improve noise reduction. Additional aspects involve a tubular, semilunar, or curved element placed on the rim or tire, thus creating a simple cavity resistant to flow. Said element in the tubular form can also be used in sections to create multiple cavities resistant to flow around the rim. The described devices can be attached to the rim or tire in a variety of ways. For example, the elements that create the flow-resistant cavity, can be attached to the rim or tire with adhesive or clamps, by bending in a notch or rim on the rim or tire, or by welding, molding, or hatching on the rim or tire.

BRIEF DESCRIPTION OF THE FIGURES Figure 1A is a perspective view illustrating a tire noise absorption system comprising a flow resistant barrier placed on a rim for a tire in accordance with an exemplary embodiment.

Figure IB is a cross-sectional view of the exemplary system illustrated in Figure IA. Figure 2 illustrates characteristics of the layers of the tire noise absorption system illustrated in Figures IA and IB according to an exemplary embodiment. Figure 3A is a perspective view illustrating a tire noise absorption system comprising a flow resistant barrier placed on a rim for a tire according to another exemplary embodiment. Figure 3B is a cross-sectional view of the exemplary system, which is illustrated in Figure 3A. Figure 4A is a perspective view illustrating a tire noise absorption system comprising a flow resistant barrier placed on a rim for a tire according to yet another exemplary embodiment. Figure 4B is a cross-sectional view of the exemplary system illustrated in Figure 4A. Figure 5 is a perspective view illustrating a tire noise absorption system comprising multiple elements that create a flow resistant barrier in accordance with an exemplary embodiment. Figure 6A is a perspective view illustrating a portion of a tire noise absorption system comprising multiple elements that create a flow resistant barrier according to another embodiment. Figure 6B is a side view of the exemplary system illustrated in Figure 6A. Figure 7 is a perspective view illustrating a tire noise absorption system comprising discontinuous elements coupled to a rim in accordance with an exemplary embodiment. Figure 8A is a perspective view of a tire noise absorption system comprising multiple elements that create a flow resistant barrier in accordance with an exemplary embodiment. Figure 8B is a cross-sectional view of the exemplary system illustrated in Figure-8A. Figure 9A is a perspective view illustrating a tire noise absorption system comprising two or more elements that create multiple flow resistant barriers in accordance with an exemplary embodiment. Figure 9B is a cross-sectional view of the exemplary system illustrated in Figure 9A. Figure 10 is a perspective view illustrating a tire noise absorption system comprising a tubular barrier resistant to air flow according to another exemplary embodiment. Figure 11 is a perspective view illustrating a tire noise absorbing system comprising a continuous flow resistant barrier in accordance with an exemplary embodiment. Figure 12 is a perspective view illustrating a tire noise absorption system comprising multiple tubular barriers resistant to air flow according to: an exemplary embodiment. Figure 13 is a perspective view illustrating a representative element that can be used in any embodiment illustrated in Figures 1-12 and 14 according to an exemplary embodiment. Figure 14 is a cross-sectional view of a tire noise absorption system comprising a flow-resistant barrier coupled to a tire mounted to a rim in accordance with an exemplary embodiment.

DETAILED DESCRIPTION OF THE INVENTION The exemplary modalities will be described with reference to Figures 1-13 where the same reference numbers represent similar elements. Figure IA is a perspective view illustrating a tire noise absorbing system 100 comprising a flow resistant barrier positioned on a rim 140 for a tire 160 in accordance with an exemplary embodiment. Figure IB is a cross-sectional view of exemplary system 100 which is illustrated in Figure IA. As shown in figures IA and IB, the system 100 comprises multiple overlapping layers 110, 120 of material, which form a barrier resistant to acoustic flow. The layer 110 comprises an outer layer with reference to the rim 140, and the layer 120 comprises an inner layer with. reference to the rim 140. The overlapping layers 110, 120 are coupled to the rim 140 along their edges at location 150 to form loops of overlapping material. In other words, the layers 110, 120 are wrapped around the rim 140 and are engaged on both sides of the rim 140 at the locations 150. The location, 150 indicates any convenient location on the rim 140 for coupling the resistive barrier. to the flow to it. Alternatively, the layers 110, 120 can be directly coupled to a tire 160 in a similar manner so as to form loops of overlapping absorption elements for a flow-resistant barrier (see Figure 14 discussed below). In the exemplary embodiment illustrated in Figures 1A and IB, both edges of the layers 110, 120 are fixed to opposite sides of the rim 140 with sufficient clearance to allow the centrifugal force to force the layers 110, 120 outward to create the flow-resistant barrier defined by the layers 110, 120. The flow-resistant barrier defines an interior air cavity 170 in an internal tire air chamber defined by the tire 160 and the rim 140. Therefore, the resistant barrier The flow divides the internal tire air chamber into an internal air cavity 170 and an external air cavity 180. The barrier defined by the layers 110, 120 is flow resistant because the layers 110, 120 resist the flow of air. air between the external air cavity 180 and the internal air cavity 170. In an exemplary embodiment, the volume of the internal air cavity can have a volume that ranges from about 8% to about 40% of the volume of the total internal tire air chamber. Other cavity volumes may be convenient. The volume of the internal air cavity 170 can be configured so that the air contained therein provides little resistance to the flow of shock waves of sound coming from the external air cavity 180 through the layers 110, 120 towards the cavity. of internal air 170. Therefore, the barrier comprises a material that provides an acoustic resistance to the shock waves of sound that pass through it. The internal air cavity 170 defined by the barrier has a volume such that air within the internal air cavity 170 offers relatively little impedance to the passage of shock waves through the barrier and into the internal air cavity 170. In operation, sound shock waves are produced in the external air cavity 170 as the tire travels on a road. The sound shock waves travel to the internal air cavity 170 and find the flow resistant barrier defined by the layers 110, 120. As the sound shock waves pass through the barrier, the barrier absorbs the energy coming from the barrier. of these shock waves due to the acoustic impedance of the barrier. Initially, the air within the internal air cavity 170 offers relatively little impedance to the passage of the shock waves through the barrier and into the internal air cavity 170. As the shock waves continue to pass through the barrier and towards the internal air cavity 170, the internal air cavity 170 is pressurized with respect to the external air cavity. At this point, the air in the internal air cavity 170 can impede the passage of the. shock waves through the barrier and into the internal air cavity 170. When the pressure of the internal air cavity becomes greater than the pressure of the external air cavity, the internal air cavity 170 will depressurize as the air it flows out of the internal air cavity 170 into the external air cavity 180. That process continues while the tire is in motion. Additionally, the sound shock waves passing through the flow-resistant barrier and which are reflected by the rim 140 will pass back through the flow-resistant barrier into the external air cavity 180. The flow-resistant barrier will absorb additional energy coming from the sound shock waves during that process, further reducing the noise associated with it. The barrier can also reduce the noise associated with sound shock waves by converting the energy from these shock waves into heat generated by friction, as discussed in more detail below. ^ The layers 110, 120 restrict but do not prevent air flow between the external air cavity 180 and the internal air cavity 170. Accordingly, the layers 110, 120 provide acoustic impedance by resisting the flow of shock waves. of sound that pass through them. In exemplary embodiments, layers 110, 120 may comprise flexible fabric. For example, layers 110, 120 may comprise Kevlar, cotton, Spectra, silk, fiberglass, or any other suitable material. Such convenient materials generally include a screen or structure that restricts the flow of air through the material based on the tightness of the screening space or structure of the material. In an exemplary embodiment, the layers 110, 120 may comprise a material having a screen with a porosity ranging from about 10% to about 50% cavity filling at the cavity saturation, based on the resonant energy in a Closed tire cavity. "Cavity saturation cavity filler" describes the length of time required to pressurize the internal air cavity 170 by sound shock waves passing through the flow resistant barrier formed by the layers 110, 120. the time it takes to fill or empty the internal air cavity 170 determines the low frequency absorption limit of the system 100. Other porosities are convenient. For example, a convenient alternate porosity for pressurizing the internal air cavity 170 is from about 10% to about 75% at low frequencies. The efficiency of the lower frequency of a flow-resistant absorber depends on the size of the internal air cavity 170 and the efficiency of the resistance of the flow-resistant barrier created by the layers 110, 120. The flow resistance depends on the porosity of the material of the layers 110, 120. As the cavity is filled with air from the sound shock waves passing through the flow-resistant barrier, the pressure-resistant cavity absorber can reach a lower frequency limit based. The low frequency limit is established based on the time it takes for the internal air cavity 170 to be filled or emptied. The larger the internal air cavity 170, the lower the frequency limit. In an exemplary embodiment, the acoustic resistance of the flow-resistant barrier and the size of the internal air cavity 170 will allow acoustic sound waves to pass through the barrier fast enough to reduce the noise associated therewith, but the sufficiently slow to allow the internal air cavity 170 to become completely pressurized. The internal air cavity 170 is completely pressurized when it reaches the same pressure as the pressure caused by the acoustic sound waves. Because the system energy absorber 100 is placed within a pressurized air chamber (i.e., the internal tire air chamber), the system 100 may comprise a smaller air cavity than would be necessary for a normal atmospheric pressure. In the exemplary embodiment illustrated in Figures IA and IB, openings 130 comprise slits formed in layers 110, 120. Openings 130 in each layer 110., 120 are deflected so that the openings in the adjacent layers 110, 120 do not overlap. When the rim 140 is stationary, the layers 110, 120 are loose. In that state, the openings 130 allow air to pass through them, thus allowing a complete inflation of the internal tire air chamber. Full inflation means inflating the external air cavity 180 between the tire and the layers 110, 120 and the internal air cavity 170 between the layers 110, 120 and the rim 140. The openings 130 can comprise any convenient geometry that allows the layers 110, 120 fit the rim 140 and allow the air to pass between the layers 110, 120 for inflating the tire. In an exemplary embodiment, the layers 110, 120 can be attached directly to the rim 140 at location 150 using an adhesive. For example, the adhesive may comprise an epoxy or other suitable adhesive for attaching the layers 110, 120 to the rim 140. The adhesive may be selected based on the particular application to adhere the layers 110, 120 to the rim 140 and to oppose resistance to the centrifugal force generated by the rotation of the rim 140 and the heat generated inside the internal tire air chamber. In alternative exemplary embodiments, other convenient methods may be used to couple the layers 110, 120 to the rim 140. For example, the layers 110, 120 may be folded into a notch (not shown) or flange (not shown). ) attached to, or molded into the rim 140. Alternatively, the layers 110, 120 may comprise a metal flange (not shown) along the edge of the layers 110, 120, and the flange may be welded about, or otherwise, it may be attached to rim 140. As shown in Figures IA and IB, system 100 may comprise two layers 110, 120. However, additional layers may be used in alternate exemplary embodiments. For example, the system 100 may comprise three or more layers. The layers can be assembled so that the openings 130 between adjacent layers are offset and do not overlap. Figure 2 illustrates characteristics of the layers 110, 120 of the tire noise absorption system 100 which is illustrated in Figures IA and IB in accordance with an exemplary embodiment. As shown, layers 110, 120 of system 100 comprise continuous layers of flat material with multiple openings 130 in each layer. In an exemplary embodiment, the openings can be separated in a range of about 2.54 to about 12.7 centimeters. Another separation between the openings is convenient. The continuous layers can be wrapped around, and can be fixed to the rim 140 as illustrated in Figures IA and IB. In an alternate exemplary embodiment (not illustrated in Figures 1A, IB, 2 and 14), each layer 110, 120 may comprise multiple strips of material placed adjacent to each other and overlapped to form openings 130. In this exemplary embodiment, The strips can have a width in the range of about 2.54 to about 12.7 centimeters. Other widths of strips are convenient. In this embodiment, the material strips can be assembled into two rings and can be wrapped around, and joined to the rim 140. Alternatively, the material strips can be individually joined to the rim 140 in the desired configuration . In an alternate exemplary embodiment (which is not illustrated in Figures IA, IB, 2 and 14), the individual strips of material may be tapered at one or both edges. The taper of the strips of material at the point of attachment of the rim 140 may allow a more complete overlap of the strips. The taper of the material strips can also allow the strips to be fixed at two different diameters of the lanta, which allows the strips to be adjusted to different diameters of different rims 140. Additionally, the taper of the edges of The strips may allow the configuration of the cavity shape in other convenient ways. In an exemplary embodiment, the shape of the cavity may comprise a truncated cone. A length of the layers 110, 120 equals the circumference of the rim 140 along the location 150. In an alternate exemplary embodiment, the length of the layers 110, 120 may be greater than the circumference of the rim 140 for overlap ends of the layers 110, 120 when the layers 110, 120 are coupled to the rim 140. As shown in Figure 1A, the layers 110, 120 are collapsed (or have clearance) near the rim 140 when the tire 140 is stationary. The rotation of the tire inflates / lifts the layers 110, 120 by pulling the layers 110, 120 outwardly from the center of the rim 140. When a vehicle on which the rim 140 is mounted is set in motion and the rim 140 begins to When rotated, the centrifugal force forces the layers 110, 120 outwardly and forces the inner layer 120 together with the outer layer 110 to create the flow-resistant barrier. The layers 110, 120 are forced together, so that the openings 130 in the inner layer 120 are sealed by the outer layer 110 and thus the openings 130 in the outer layer 110 are sealed by the inner layer 120. Accordingly , the system 100 forms two air cavities 170, 180 in the inner air chamber of a tire mounted on the rim 140, the inner air chamber is defined by the tire 160 and the rim 140. The external air cavity 180 is formed on the side of a (outer) tire of the layers 110, 120, and the internal air cavity 170 is formed on the side of a rim 140 (inner) of the layers 110, 120. In an alternate exemplary embodiment, if the tire noise reduction device does not cover the air inlet (which is not shown) in the rim, then the openings 130 in the layers 110, 120 in the system 100 can be omitted. In this case, two continuous layers can form a two-layer receptacle. Alternatively, a single continuous layer of flow-resistant material without the openings 130 (ie, without the slits) can form a flow-resistant structure that creates the internal and external air cavities 170, 180. The inner air chamber of a tire can be inflated completely without the openings 130 because the screening of the material does not completely prevent the air flow. In other words, the porosity of the material can allow both the inflation of the tire when the rim is stationary, and sufficient flow-resistant properties so that the barrier is lifted under centrifugal force when the rim is in motion. A similar continuous structure that is formed in a curved configuration is described below with reference to Figure 11. Layers 110, 120 restrict the flow of air between the two cavities 170, 180 in the inner air chamber of the tire. The "pores" (openings between the screening of the material) restrict but do not prevent said air flow. Therefore, the sound shock waves transmitted from the outer cavity 180 to the internal cavity 170 and vice versa must pass through the layers 110, 120. By resisting the air flow, the layers 110, 120 absorb the energy of the shock waves as the shock waves pass through them, thus reducing noise, in particular, by reducing low frequency noise in the range of about 15 Hz to about 800 Hz and through the range of around from 15 Hz to about 20 kHz. In another exemplary embodiment, the layers 110, 120 can slide together and can create friction when displaced by shock waves. This resulting friction reduces the low frequency energy of the shock waves by converting the energy of the shock waves into heat, thus further reducing the low frequency noise associated with the low frequency energy. For example, the two layers 110, 120 are held in place by the centrifugal force. When the layers 110, 120 are displaced due to the shaking of the sound energy, the geometry of the elements induces a movement between the layers 110, 120. Said movement causes friction between the layers 110, 120. When converting the shock wave From sound to heat, the sound energy is reduced. If the layers 110, 120 have one side that is rougher than the other side, then the two rough sides can be placed together to increase the friction between the layers 110, 120. The increased friction can increase the friction diaphragm effect for more efficiently convert sound energy into heat. Additionally, a single layer continuous flow resistant barrier can reduce the noise through friction based on the movement of the fibers within the web of the material. The shaking f of the sound energy moves the fibers with respect to each other, thus causing friction within the barrier and converting the sound energy into heat to reduce the sound energy. In an exemplary embodiment, the outer layer 110 may comprise portions with a width of 7.62 centimeters between the openings 130, and the inner layer 120 may comprise portions with a width of 10.16 centimeters between its openings 130. The additional width in one of The layers can increase a seal between the layers 110, 120 to form the flow resistant barrier when rotated. In another alternative exemplary embodiment illustrated in Figure 14, the layers 110, 120 can be coupled to the tire 160 which is then mounted on the rim 140. Figure 14 is a cross-sectional view of a noise absorption system of tire 1400 comprising a flow resistant barrier coupled to tire 160 which is mounted to rim 140 in accordance with an exemplary embodiment. As shown, the flow resistant barrier comprises two layers 1402, 1404 coupled to the tire 160 at the locations 1406, which is mounted on the rim 140. The layers 1402, 1404 may comprise materials similar to the materials of the layers 110, 120 that were previously described with reference to Figures 1A, IB, 2 and 14. Accordingly, these materials can have similar flow resistance properties to create a flow resistant barrier and a frictional noise attenuator. Additionally, the layers 1402, 1404 may comprise a structure similar to the layers 110, 120 that were previously described with reference to FIGS. A, IB, 2 and 14. Therefore, the layers 1402, 1404 have openings 130 formed in the outer layers. the same. The outer layer 1402 is deviated from the inner layer 1404 so that the openings 130 of the outer and inner layers 1402, 1404 do not overlap. The layers 1402, 1404 may be coupled to the tire 160 in any convenient way. For example, layers 1402, 1404 may be adhered to, or may be molded into, the reinforced edge or sidewalls of tire 160. For example, these alternative exemplary embodiments include the following: screening of the edges of layers 1402, 1404 in the tire 160, the molding of the layers 1402, 1404 in the tire 160, the insertion of the layers 1402, 1404 in a notch in the tire enclosure, the adhesion of the layers 1402, 1404 in the tire 160, or any another convenient method for coupling the layers 1402, 1404 to the tire 160. Figure 3A is a perspective view illustrating a tire noise absorbing system 300 comprising a flow resistant barrier placed on the rim 140 according to another exemplary mode. Figure 3B is a cross-sectional view of the exemplary system 300 illustrated in Figure 3A. As shown in Figures 3A and 3B, the system 300 comprises two layers 302, 304 of material fixed to the rim 140 to create a flow-resistant barrier. Layers 302, 304 may comprise materials similar to the materials of layers 110, 120 that were previously described with reference to Figures IA, IB, 2 and 14 and may be similarly engaged with rim 140 or tire 160. Accordingly, these materials may have similar flow resistance properties to create a flow resistant barrier and a friction noise attenuator. Additionally, the layers 302, 304 may comprise a structure similar to the layers 110, 120 that were previously described with reference to Figures IA, IB, 2 and 14. Therefore, the layers 302, 304 have openings 130 formed in the same. The outer layer 302 is deviated from the inner layer 304 so that the openings of the outer and inner layers 302, 304 do not overlap. As illustrated, system 300 comprises a lower profile than system 100 which is illustrated in Figures IA and IB. The main difference between the systems 100 and 300 is that the layers 302, 304 create a flow-resistant barrier having a lower profile than the flow-resistant barrier created by the layers 110, 120. The size of the layers 302, 304 can be adjusted to create the desired profile.- A lower profile can make it easier to assemble the tire 160 on the layers 302, 304 on the rim 140. Figure 4A is a perspective view illustrating a noise absorption system of pneumatic 400 comprising a flow-resistant barrier placed on the rim 140 in accordance with yet another exemplary embodiment. Figure 4B is a cross-sectional view of the exemplary system 400 illustrated in Figure 4A. As shown in Figures 4A and 4B, the system 400 comprises two layers 402, 404 of material attached to the rim 140 to create a barrier resistant to air flow. The layers 402, 404 may comprise materials similar to the materials of the layers 110, 120 that were previously described with reference to Figures 1A, IB, 2 and 14 and may be similarly engaged with the rim 140 or the tire 160. Accordingly, these materials may have similar flow resistance properties to create a flow resistant barrier and a friction noise attenuator. Additionally, the layers 402, 404 may comprise a structure similar to the layers 110, 120 that were previously described with reference to Figures 1A, IB, 2 and 14. Therefore, the layers 402, 404 have openings 130 formed therein. . The outer layer 402 is deviated from the inner layer 404 so that the openings 130 of the outer and inner layers 402, 404 do not overlap. As illustrated, the layers 402, 404 of the system 400 illustrated, are attached to the rim 140 at a more central location than the devices 100 and 300 that were previously analyzed. In other words, the layers 402, 404 are not attached to the outer portion of the rim 140. Rather, the layers 402, 404 are attached, most closely to the central cross section of the rim 140. The configuration which is illustrated in Figures 4A and 4B can make it easier to install the layers 402, 404 to the rim 140 without covering an air inlet valve (not shown) on the rim 140. Figure 5 is a view in perspective illustrating a tire noise absorption system 500 comprising multiple elements 502 that create a flow resistant barrier in accordance with an exemplary embodiment. The illustrated system 500 comprises multiple individual elements 502 with ends of adjacent elements 502 in overlap. As shown, the ends of the adjacent elements 502 can alternatively overlap. In other words, each element 502 can have an end that is >; overlapped by an adjacent element 502 and another end that overlaps with another adjacent element 502. Each element 502 may comprise materials similar to the materials of the layers 110, 120 that were previously described with reference to Figures 1A, IB, 2 and 14 and can be coupled in a manner similar to tire 140 or tire 160. Accordingly, those materials can have similar flow resistance properties to create a flow-resistant barrier and a friction noise attenuator. In an exemplary embodiment, the elements 502 can be coupled one at a time to the rim 140. Alternatively, the elements 502 can be coupled together at the outer edges to create a strip of elements 502 that can be wrapped around the rim and attach to it. In addition, a portion of each element 502 that is overlapped by an adjacent element 502 may remain without being secured from the rim 140 at its edges. This configuration can allow greater tolerances in the manufacturing process. The centrifugal force will force the elements 502 outwardly to contact each other in the overlapping portions in order to create the flow-resistant barrier. Additionally, the overlapping portions of the elements 502 can rub against each other as they are pushed away by the sound shock waves, thus creating friction to convert the sound energy into heat and to attenuate the sound. Accordingly, the illustrated system 500 can provide diaphragm friction and flow resistance to reduce noise within the tire 160 that is mounted to the rim 140. As shown in FIG. 5, the overlapping portions of the elements 502 are secured each other with a .506 fastener at the midpoint of its overlap. The fastener 506 can-maintain alignment between adjacent elements 502 and can help maintain the integrity of the internal air cavity 170 created by the elements 502. In exemplary embodiments, the fastener 506 can comprise a thin plastic fastener, a thread, glue, staples, a ^ sonic welding, or any other material you can. Properly engage adjacent elements 502 in place relative to each other. Alternatively, the elements 502 may be left unsecured or secured with more than one fastener 506 at various locations along the overlap. The fastener 506 is suitable for use with other embodiments described in the present invention in order to maintain the alignment of the flow-resistant barrier. The elements 502 of the illustrated system 500 can also be mounted with or without coverage of the air intake valve, (not shown) on the rim 140 and can provide more space to reliably mount the tire 160 to the rim 140. Figure 6A is a perspective view illustrating a tire noise absorption system 600 comprising multiple elements 602, 604 that create a flow resistant barrier according to another exemplary embodiment. Figure 6B is a side view of the exemplary system 600 that is illustrated in Figure 6A. As shown in Figures 6A and 6B, the system 600 comprises multiple individual elements 602 that overlap the ends of two adjacent elements 604 by an amount 606. In other words, each element 602 has one end that overlaps an adjacent element 604 and another end that overlaps another adjacent element 604. Each element 602 represents an outer member with respect to the rim 140. Each member 604 represents an inner member with respect to the rim 140. Each member 602, 604 may comprise material-like materials. of the layers 110, 120 that were previously described with reference to the figures IA, IB, 2 and 14 and can be coupled in a manner similar to the rim 140 or the tire 160. Accordingly, these materials can have similar properties of strength flow to create a flow-resistant barrier and a friction noise attenuator. In an exemplary embodiment, the elements 602, 604 can be coupled one at a time to the rim 140 at the location 150. Alternatively, the elements 602, 604 can be housed together at their outer edges to create a strip of elements 602, 604 that can be wrapped around the rim 140 and attached thereto.

In addition, a portion of each element 604 that is overlapped by an adjacent element 602 may remain unsecured from the rim 140 at its edges. This configuration can allow greater tolerances in the manufacturing process. Figure 7 is a perspective view illustrating a. tire noise absorbing system 700 comprising discontinuous elements 702 coupled to the rim 140 according to an exemplary embodiment. The 700 system reduces noise through contact friction. Each element 702 comprises two strips of overlapping material, which move in relation to each other when shaken by a shock wave. The centrifugal force provided by the rotating rim keeps the two strips in contact with each other and the displacement between the strips causes friction. The effect of friction is to convert the audio shock wave into heat, thus reducing. the noise associated with the shock wave. In alternate exemplary embodiments, additional strips of material may be provided for each element 702. Additional alternate exemplary embodiments may comprise only one member 702 or any number of multiple members 702 coupled to the rim 140. Figure 8A is a perspective view of a member. absorption system. of tire noise 800 comprising multiple elements 802 that create a flow resistant barrier according to an exemplary embodiment. Figure 8B is a cross-sectional view of the exemplary system 800 that is illustrated in Figure 8A. As shown in Figures 8A and 8B, system 800 comprises multiple interlocking elements 802 comprising components 802a, 802b. The component 802a is an outer layer (relative to the rim 140) of the flow resistant material bonded to the rim 140 at location 150. The component 802b is an inner layer (relative to the rim 140) of flow resistant material which is attached to rim 140 only at its edges below component 802a. Therefore, there is a space between the surfaces of the components 802a and 802b. The component 802b is longer than the component 802a so that it protrudes beyond the component 802a by a distance of D. The component portion 802b extending beyond the component 802a is slightly narrower so that its edges are not they need to be directly coupled to the rim 140. As shown, the illustrated system 800 comprises multiple continuous elements 802 with protruding ends of each component 802b of an element 802. interlocked between the component surfaces 802a and 802b of an adjacent element 802. The centrifugal force will push the components 802a, 802b outwardly to come into contact with each other in order to create the flow-resistant barrier. Additionally, components 802a, 802b will rub against each other, thereby creating friction to convert sound energy into heat. Accordingly, illustrated system 800 can provide diaphragm friction and flow resistance to reduce noise within a tire 160 that is mounted to rim 140. System 800 can provide an essentially sealed flow resistant barrier when the tire It is rotating, and enough air flow for tire inflation when the device is loose. In an exemplary embodiment, the components 802a, 802b of each member 802 may be coupled together with a thread, adhesive or any other suitable material. Multiple adjacent elements 802 can be coupled together at their edges to create a strip of elements 802 that can be wrapped around rim 140 and engageable thereto. Alternatively, the elements 802 can be individually coupled to the rim 140. The elements 802, either on a strip or individually, can be coupled to the rim 140 or the tire 160 in a variety of ways, such as as described in another way in the present invention. For example, these can be stuck to the rim, they can be adjusted in a notch, or they can be stuck to the tire. In addition, adjacent elements 802 can be secured together using fasteners 506 as previously described with reference to Figure 5. The elements 802 can comprise materials similar to the materials of the layers 110, 120 that were previously described with reference to the figures ÍA, IB, 2 and 14 and can be coupled similarly to the rim 140 or the tire 160. Accordingly, these materials can have flow resistance properties to create a flow resistant barrier and a friction noise attenuator. Figure 9A is a perspective view illustrating a tire noise absorbing system 900 comprising two or more elements 902, 904 that create multiple flow resistant barriers in accordance with an exemplary embodiment. Figure 9B is a cross-sectional view of the exemplary system 900 illustrated in Figure 9A. As shown in Figures 9A and 9B, the elements 902, 904 represent one more of the embodiments illustrated or described in the present invention in one or more of Figures 1-8. In addition, the elements 902, 904 may represent one or more of the embodiments described hereinafter in one or more of Figures 10-12.

In an exemplary embodiment, the elements 902, 904 comprise the same structure. Alternatively, the elements 902, '9Ó4 may comprise different structures. For example, element 902 may comprise two continuous layers in material overlap with openings therein, as illustrated in any of Figures 1-4. Element 904 may be the same as element 902. Alternatively, the element 904 may comprise any of the structures illustrated in Figs. 5-8 or 10-12, such as the alternating overlapping elements illustrated in Fig. 5. Regardless of the structure of the elements 902, 904, each The element may comprise materials similar to the materials of the layers 110, 120 which were previously described with reference to Figures IA, IB, 2 and 14 and may be coupled in a manner similar to the rim 140 or the tire 160. Accordingly, those materials may have flow resistance properties to create a flow-resistant barrier and a friction noise attenuator for each element 902, 904. The two elements 902, 904 are coupled to the rim 140 or . pneumatic 160 so as to form three air cavities resistant to flow within the air chamber of the inner tire. The internal air cavity 170 is formed between the rim 140 and the internal element 902. The middle air cavity 975 is formed between the elements 902 and 904. The external air cavity 180 is formed between the element 904 and the tire. In alternate exemplary embodiments, additional elements may be used to create more barriers resistant to airflow and air cavities within the inner tire air chamber. The creation of multiple flow-resistant barriers restricts the flow of air through each barrier and, therefore, absorbs the noise associated with them. Sound shock waves that pass through them. In an exemplary embodiment, the average air cavity 975 may have a volume that is smaller than the volume of the internal air cavity 170. In another exemplary embodiment, the average air cavity 975 may have a volume that is approximately 60% - 75% less than the volume of the internal air cavity 170. In an exemplary embodiment, the elements 902, 904 can be coupled together and then to the rim 140 or to the tire 160 at the location 150. Alternately, each The element can be attached to the rim or tire individually in the same location or in separate locations. A variety of coupling means can be used, as discussed in the present invention, including adhesives, clamps, insertion in a notch, or other convenient method.

As shown in Figures 9A and 9B, the elements 902, 904 create three air cavities 170, 180, 975 within the inner tire air chamber. Additional elements can be used to create additional air cavities, if desired. Additionally, the air cavities 170, 180, 975 can be formed by coupling the elements 902, 904 to the tire 160. Figure 10 is a perspective view illustrating a tire noise absorption system 1000 comprising a tubular barrier resistant to air flow 1002 according to another exemplary embodiment. The barrier 1002 comprises a tubular element of flow-resistant material woven in a curved shape so that it fits into the inner air-tire chamber defined by the rim 140 and the tire 160. The centrifugal force provided by the rotating rim , causes the tubular barrier to rise and fill with air, creating a flow-resistant cavity that will absorb the shock waves that flow through the barrier 1002 to reduce tire noise.The tubular barrier 1002 can be coupled around the rim in a variety of convenient ways For example, the tubular barrier 1002 can be tapered and coupled at its ends, thus sealing the air cavity in one location. This can also be knitted together to create a continuous circular air cavity. Said embodiment can be woven or coupled in any convenient way, either directly around the rim or in advance and then can be adjusted on the rim. The element 1002 can then be attached to the rim or tire. Alternatively, it can be left unsecured, remaining in position by embracing the circumference of rim 140. Element 1002 can comprise materials similar to the materials of layers 110, 120 that were previously described with reference to the Figures IA, IB, 2 and 14 and can be coupled in a manner similar to rim 140 or tire 160. Accordingly, these materials can have flow resistance properties to create a flow-resistant barrier. Figure 11 is a perspective view illustrating a tire noise absorbing system 1100 comprising a continuous flow resistant barrier 1102 in accordance with an exemplary embodiment. The barrier 1102 comprises a crescent-shaped element woven in a curved configuration so that it fits around the rim 140. Alternatively, the curvature of the barrier 1102 may be semicircular or may have any other convenient curvature. For example, the barrier 1102 may be curved so as to form or constitute 180 to 270 degrees of a circle, with its ends spaced apart by a distance 1104. The barrier 1102 may be coupled to the tire or rim by any convenient means described. in the present invention. The centrifugal force provided by the rotating rim 140 causes the barrier 1102 to rise and fill with air, creating a flow-resistant barrier that will absorb the shock waves flowing through the element 1002 to reduce tire noise. The barrier 1102 may comprise materials similar to the materials of the layers 110, 120 that were previously described with reference to figures IA, IB, 2 and 14, but without the openings 130, and can be similarly fitted to the rim 140. or to tire 160. Accordingly, those materials may have flow resistance properties to create a flow resistant barrier. At the same time, the material can continue to provide sufficient air flow to allow full inflation of the tire. Figure 12 is a perspective view illustrating a tire noise absorbing system 1200 comprising multiple tubular air flow resistant barriers 1202 in accordance with an exemplary embodiment. The barriers 1202 are tubular elements woven in a curved shape and then coupled to the rim 140 or the tire 160, creating multiple air cavities resistant to flow, each similar to those previously discussed with reference to FIG. Alternatively, multiple elements 1202 may be coupled together at their ends 1204 to form a circle that will fit into the internal tire air chamber defined by rim 140 and tire 160. The centrifugal force provided by the rotating rim will cause the barriers 1202 are raised and inflated with air, creating separate cavities of flow resistance around the rim 140. Figure 13 is a perspective view illustrating a representative element 1300 that can be used in any embodiment illustrated in Figures 1-12. and 14 according to an exemplary mode. Therefore, Figure 13 illustrates an element 1300 whose characteristics can be used in the elements of any of the previously described embodiments to create a flow-resistant barrier. The element 1300 comprises a damper 1302 accommodated in the length of a pattern along the element 1300. The damper 1302 can reduce the natural resonance vibration of the material, thus causing the 1300 element to remain rigid under high torsion situations to maintain proper shape and to prevent breakage. Damping can increase the performance of absorption because the absorber will have a reduced performance if it is only vibrating in resonance with an existing sound source. The shock absorber 1302 may comprise a collapsible material, such as silicone rubber, a permeable oil, thread, epoxy, an additional fabric element, or some other suitable material. The collapsible material can add local stiffness to the element 1300 to create different resonant characteristics for a particular type of cloth, thus having as objective a desired low frequency energy spectrum. For example, damper 1302 may be added to a single location, or alternatively, it may be accommodated in a pattern along element 1300, either transversely, along its length, or in another convenient formation . The element 1300 also comprises a joint 1304. The joint 1304 comprises a material fixed to the edges of the element 1300 to produce a composite edge that provides ease and efficiency in the attachment of the element 1300 to either the rim 140 or the tire 160. This coupling option provides a possible alternative to the aforementioned coupling options. The joint 1304 comprises a material that will more readily engage the rim 140 or the tire 160 than the material of the element 1300 will engage with those articles. In alternate exemplary embodiments, the joint 1304 may comprise plastic, cotton, cloth, metal or any other suitable material for coupling the member 1302 to the rim 140 or the tire 160. The joint 1304 may be attached to the member material 1300 with adhesive, a thread, or any other convenient means. As illustrated in Figure 13, the joint 1304 comprises a strip of convenient material coupled to the element 1300 along the length of the edges of the element 1300. Alternatively, the joint 1304 may comprise smaller different pieces that are attached repeatedly along the edges of the element 1300. The element 1300 can comprise materials similar to the materials of the layers 110, 120 which were previously described with reference to figures 1A, IB, 2 and 14 and can be attached to similarly to rim 140 or tire 160. Accordingly, these materials may have flow resistance properties to create a flow-resistant barrier and a friction noise attenuator. As discussed herein, a tire noise reduction device may comprise continuous air flow resistant layers of overlapping material with openings therein.; a continuous and flow-resistant single layer without openings; multiple individual elements with overlapping and / or interlocked end portions; multiple discontinuous elements; two or more layers of elements that create multiple barriers resistant to flow; a simple tubular element; a semicircular element; or multiple tubular elements. In the exemplary embodiments, the small production runs for the material of the flow-resistant barriers described in the present invention may comprise laser cutting of the individual layers or elements to the specific dimensions of the rim and the tire. Larger production runs can be cut with die. According to an exemplary embodiment, the tire noise absorption systems described herein can absorb sound in the full audio band from about 15 Hz to about 20 kHz. Because some tire structures do not include noise at frequencies significantly above 800 Hz, the tire noise absorption systems described herein can also absorb sound in a range of about 15 Hz to about 800 Hz. Additionally, the modification of the material of the flow-resistant barrier and the size of the cavity defined by the barrier can adjust the sound frequency absorption characteristics of the systems to a desired range. The tire noise absorption systems, according to the exemplary embodiments described herein, can provide several benefits. For example, the reduction of the internal tire energy can reduce the hysteresis of the tire structure. This can increase the adhesion of the tread by reducing the energy that causes the bounce on contact with the tread. In addition, the hysteresis reduction can 'reduce the temperature of the tire, which allows a tire manufacturer to use tire compounds with higher adhesion, but with a lower maximum temperature. Reducing the temperature of the tire can also prolong the life of the tires under race conditions. For commercial applications, reducing the temperature and increasing the adhesion may result in lower turning resistance and longer tire life. This would result in significantly lower operating costs for applications, such as heavy trucks and public transit. Each of these improvements can result in improvements in car and tire performance. The device increases the duration of the tire by absorbing the energy inside the tire, thus reducing contact rebound. This reduction increases the adhesion of the tire to the road surface, which can reduce the friction between the tire and the road surface. Because rubbing of rubber by adhesion slip is a major cause of tire wear, tire noise absorption systems can increase the dynamic performance and adhesion of a tire. In an alternate exemplary embodiment (not shown), one or more micro-perforated metal layers can be used in place of layers of fabric. The metal layers can be formed to have the desired configuration around the circumference of the rim 140, can be coupled to the rim 140 or to a tire 160 mounted on the rim 140, and can create an internal and external air cavity 170 , 180 between the tire 160 and the rim 140. The perforations in the layers can restrict the air flow between the external and internal cavities 170, 180, thus absorbing the low frequency energy of shock waves transmitted between the external and internal cavities. 170, 180 and vice versa. Additionally, if multiple layers are used, shock waves can cause multiple layers to move relative to each other., thus absorbing additional energy by converting energy by friction into heat. According to an exemplary embodiment, the perforations in the metal layers can produce a porosity in the range of about 10% to about 50% cavity filling at cavity saturation, although specific embodiments have been described in detail above. , the description is merely for purposes of illustration, various modifications, and equivalent steps, corresponding to the described aspects of the exemplary embodiments, in addition to those described above, may be performed by those skilled in the art without departing from the spirit and scope of the invention. invention defined in the following claims, to which scope the broadest interpretation will be accorded to encompass said modifications and equivalent structures.

Claims (9)

NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following is claimed as a priority: CLAIMS

1. - A system for dissipating sound shock waves, comprising: a rim on which a tire can be mounted to create an internal air chamber defined by said rim and tire; a flow-resistant barrier coupled to said rim and defining an air cavity that is inside the internal air chamber and which is located between said barrier and said rim, said barrier comprises a material that provides an acoustic resistance to the waves of sound shock that pass through it, the air cavity defined by said barrier having a volume such that the air that is inside the cavity offers a relatively small impedance to the passage of the bumper waves through said barrier and towards the air cavity.

2. The system according to claim 1, characterized in that the centrifugal force lifts said barrier around said rim to create the air cavity.

3. The system according to claim 1, characterized in that said barrier produces heat by friction when it is displaced by a shock wave, thus converting the energy of the shock wave into heat to reduce the noise associated therewith.

4. The system according to claim 1, characterized in that said barrier is coupled to said rim using at least one method selected from the group consisting of gluing, folding, molding, and welding.

5. The system according to claim 1, characterized in that said barrier comprises a damping element that changes a resonant frequency of the system.

6. The system according to claim 1, characterized in that said barrier comprises a continuous layer of flow-resistant material placed around said rim. 1 . - The system according to claim 1, characterized in that said barrier comprises a plurality of layers placed adjacent to each other, wherein each of said layers comprises a plurality of openings, and wherein adjacent layers of said layers are positioned in a manner that the openings in adjacent layers are deflected. 8. - The system according to claim 7, characterized in that each of said layers comprises a layer edge corresponding to the circumference of said rim, and wherein said layers are coupled together at their edges of respective layers. 9. The system according to the claim. 7, characterized in that said barrier comprises a barrier edge corresponding to the circumference of said rim, and wherein said barrier is coupled around said rim on the barrier edge. 10. The system according to claim 1, characterized in that said barrier comprises a plurality of overlapping elements placed continuously around said rim so that each of said elements overlaps an end of an adjacent element of said elements. 11. The system according to claim 1, characterized in that said barrier comprises a plurality of elements placed continuously around said rim, so that each of said elements is overlapped on one of its ends by an adjacent element of said elements and is overlapped in the other of its ends by another adjacent element of said elements. 12. The system according to claim 1, characterized in that said barrier comprises a plurality of interlocking elements placed continuously around said rim. 13. The system according to claim 12, characterized in that each of said interlocking elements comprises two components of flow-resistant material, wherein a first component is larger than a second component, wherein said interlocking elements are continuously positioned around said rim so that the component further. Large of each of said elements is placed between the larger and smaller components of an adjacent element of said elements. 14. The system according to claim 1 ,. characterized in that said flow-resistant barrier defines a plurality of air cavities that are inside the inner air chamber and that are located between said barrier and said rim, wherein said barrier provides an acoustic resistance to the sound shock waves that they pass through it to each of the air cavities, and wherein each of the air cavities has a volume such that the air within a respective air cavity offers a relatively small impedance to the passage of air waves. shock through said barrier and into the respective air cavity. 15. The system according to claim 1, characterized in that said flow-resistant barrier comprises at least one tubular-shaped flow-resistant barrier placed around said rim, wherein the tubular form of the flow-resistant barrier defines the air cavity between said barrier and said rim. 16. The system according to claim 1, characterized in that said flow-resistant barrier comprises a plurality of tubular-shaped, flow-resistant barriers placed around said rim, wherein.- the tubular shape of each of the Flow resistant barriers define a respective air cavity that is between said barrier and said rim. 1

7. The system according to claim 1, further comprising the tire mounted on said rim. 1

8. A system for dissipating sound shock waves, comprising: a tire that can be mounted to a rim to create an internal air chamber defined by said tire and the rim; a flow-resistant barrier coupled to said tire and which "defines an air cavity within the inner air chamber, the air cavity is positioned between said barrier and the rim when said tire is mounted on said rim, said barrier it comprises a material that provides an acoustic resistance to the sound shock waves that pass through it, the air cavity defined by said barrier has a volume such that the air inside the cavity offers a relatively small impedance to the pitch of shock waves through said barrier and into the air cavity 1

9. The system according to claim 18, further comprising the rim, wherein said tire is mounted to said rim. dissipating sound shock waves, comprising: a flow-resistant barrier that defines an air cavity within an internal air chamber that is created by a tire that is mountainous a tire and located between said barrier and the rim, said barrier comprises a material that provides an acoustic resistance to the sound shock orthodes that pass through it, the air cavity defined by said barrier that has a volume so that the air that is inside the cavity offers a relatively small impedance to the passage of shock waves through said barrier and into the air cavity. 21. The system according to claim 20, further comprising the rim, wherein said barrier is attached to said rim. 22. The system according to claim 20, further comprising the tire, wherein said barrier is attached to said tire. 23.- The. system according to claim 20, further comprising the rim and the tire, wherein said barrier is joined to one of said rim and said tire. 24. A system for dissipating shock waves that produce noise, comprising: at least one element placed in an internal air chamber defined by a rim and a tire, said element comprises at least two components, wherein said elements Components produce heat by friction when displaced by a shock wave, thus converting the energy of the shock wave into heat to reduce the noise associated with it. 25. The system according to claim 24, characterized in that the centrifugal force causes said components for each of said elements to come into contact with each other. 26. The system according to claim 24, further comprising the rim, wherein said elements are coupled to said rim. 27. The system according to claim 24, further comprising the tire, wherein said elements are coupled to said tire. 28. The system according to claim 3, characterized in that said barrier comprises at least two components, and wherein said components come into contact with each other when they are displaced by the shock wave to produce heat by friction, thus converting the energy of the shock wave in heat to reduce the noise associated with it.