US20050275277A1 - Tire noise reducing system - Google Patents

Tire noise reducing system Download PDF

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Publication number
US20050275277A1
US20050275277A1 US11/136,408 US13640805A US2005275277A1 US 20050275277 A1 US20050275277 A1 US 20050275277A1 US 13640805 A US13640805 A US 13640805A US 2005275277 A1 US2005275277 A1 US 2005275277A1
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United States
Prior art keywords
tire
end surface
damper
base end
noise
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
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US11/136,408
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English (en)
Inventor
Naoki Yukawa
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Sumitomo Rubber Industries Ltd
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Sumitomo Rubber Industries Ltd
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Filing date
Publication date
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Assigned to SUMITOMO RUBBER INDUSTRIES, LTD. reassignment SUMITOMO RUBBER INDUSTRIES, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: YUKAWA, NAOKI
Publication of US20050275277A1 publication Critical patent/US20050275277A1/en
Priority to US12/340,347 priority Critical patent/US7703858B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior

Definitions

  • the present invention relates to a tire noise reducing system, more particularly to a noise damper disposed in the tire cavity.
  • Noise generated from a tire rolling on a road surface is analyzed into many kinds of sound according to the causes and sources.
  • a resonance of air in the annular tire cavity causes so called road noise which sounds like “GHO” and the power spectrum ranges from about 50 to 400 Hz.
  • a strip (b) of a spongy material is adhered to the inside of the tread portion (c) of a pneumatic tire (d).
  • This tire (d) can be mounted on a wheel rim (e), following conventional ways, namely, placing the bead portions (d 1 ) in the rim well (e 2 ), pressing the outside of the sidewall portion so that the bead portions get across the rim flange (e 1 ), and filling air to seat the bead portions on the bead seats of the rim.
  • the size and shape of the damper hardly become problems.
  • this tire (d) can be demounted or removed from the wheel rim (e), following conventional ways, namely, deflating the tire, pressing the outside of the sidewall portion so that the bead portions fall in the rim well (e 2 ), and getting the bead portions across the rim flange using a tire lever (f) inserted as shown in FIG. 17 .
  • the inventor conducted a tire demounting test.
  • the maximum insert lengths are limited to a certain value (upper limit) although the maximum insert lengths show a variation on some level. As a result, the contact with the damper 4 is prevented.
  • an object of the present invention to provide a tire noise reducing system, in which, based on the above-mentioned discovery of the effective thickness limitation, the damage and separation of the damper at the time of demounting the tire can be further effectively prevented.
  • a tire noise reducing system comprises
  • a noise damper disposed in the tire cavity and made from a spongy material whose total volume is in a range of from 0.4 to 20% of a volume of the tire cavity, wherein
  • a maximum thickness of the damper between the base end surface and the top end surface is in a range of from 1.0 to 4.5 cm
  • the width of the base end surface is more than the maximum thickness
  • the width of the damper is not increased in the direction from the base end surface to the top end surface
  • each of side faces defined as extending from the edges of the base end surface to the edges of the top end surface is at least partially provided with an aslant portion inclined at an angle theta of from 30 to 75 degrees with respect to the base end surface.
  • FIG. 1 is a cross sectional view of a tire/rim assembly according to the present invention
  • FIG. 2 is a cross sectional view of the tire in a state not mounted on a wheel rim
  • FIG. 3 is a schematic cross sectional view of the tire/rim assembly taken along the tire equatorial plane;
  • FIG. 4 is a graph showing a relationship between the total volume of the damper and the noise reduction
  • FIG. 5 is a cross sectional view showing the motion of a tire lever in the tire hollow
  • FIGS. 6, 7 and 8 are cross sectional views each showing another example of the damper
  • FIGS. 9 (A), 9 (B), 9 (C), 9 (D) and 9 (E) show cross sectional views of dampers (Refs. 1 and 2 and Exs. 1 , 2 and 3 ) used in the undermentioned comparison tests;
  • FIG. 10 shows a cross sectional view of a damper (Ex. 4 ) used in the comparison tests
  • FIGS. 11 (A), 9 (B) and 9 (C) show cross sectional views of dampers (Exs. 5 , 6 and 7 ) used in the comparison tests;
  • FIGS. 12 (A), 12 (B) and 12 (C) show cross sectional views of dampers (Exs. 8 , 9 and 10 ) used in the comparison tests;
  • FIGS. 13 (A), 13 (B) and 13 (C) show cross sectional views of dampers (Exs. 11 , 12 and 13 ) used in the comparison tests;
  • FIG. 14 shows a cross sectional view of a damper (Ex. 14 ) used in the comparison tests
  • FIG. 15 shows a cross sectional view of a damper (Ex. 15 ) used in the comparison tests
  • FIGS. 16 (A) and 16 (B) show cross sectional views of a pair of parallel dampers (Ex. 16 and Ex. 17 ) used in the comparison tests.
  • FIG. 17 is a schematic cross sectional view for explaining the use of a tire lever when demounting a tire from the wheel rim.
  • a tire noise reducing system 1 comprises a wheel rim 2 , a pneumatic tire 3 mounted thereon, and a noise damper 4 disposed in a tire cavity (i).
  • the tire 3 has a tread portion 3 t having an outer surface defining the tread face or ground contacting surface and an inner surface, a pair of sidewall portions 3 s, and a pair of axially spaced bead portions 3 b so as to have a toroidal shape and an annular tire hollow.
  • the tire is provided with a radial ply carcass 6 , and a belt 7 disposed radially outside the carcass in the tread portion 3 t.
  • the tire is a tubeless radial tire for passenger cars, and the aspect ratio is not more than 50%.
  • the tire section height is relatively low.
  • the carcass 6 comprises at lest one ply 6 A of organic fiber cords turned up around the bead core 8 in each bead portion.
  • the carcass is made up of only one ply 6 A.
  • the belt 7 comprises two cross plies (a radially inner ply 7 A and a radially outer ply 7 B) each made of parallel cords laid at an angle of from about 10 to about 30 degrees with respect to the tire equator C.
  • the belt is composed of only two plies 7 A and 7 B, which are made of steel cords. According to need, a band can be disposed radially outside the belt 7 .
  • the wheel rim 2 comprises a pair of bead seats 2 b for the tire beads 3 b, a pair of flanges 2 f extending radially outwardly from the bead seats 2 b, and a rim well 2 w between the bead seats 2 b for tire mounting.
  • the wheel rim 2 is fixed to a center section 2 d (spoke or disk) attached to the vehicle's axle and forms a two-piece wheel.
  • the rim 2 may be a part of a one-piece wheel.
  • the wheel rim 2 may be a specially-designed rim, but in this embodiment, a standard wheel rim is used.
  • the standard wheel rim is a wheel rim officially approved for the tire by standard organization, i.e. JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe), STRO (Scandinavia) and the like.
  • the standard pressure and the standard tire load are respectively defined as the maximum air pressure and the maximum tire load for the tire specified by the same organization in the Air-pressure/Maximum-load Table or similar list.
  • the standard wheel rim is the “standard rim” specified in JATMA, the “Measuring Rim” in ETRTO, the “Design Rim” in TRA or the like.
  • the standard pressure is the “maximum air pressure” in JATMA, the “Inflation Pressure” in ETRTO, the maximum pressure given in the “Tire Load Limits at various cold Inflation Pressures” table in TRA or the like.
  • the standard load is the “maximum load capacity” in JATMA, the “Load Capacity” in ETRTO, the maximum value given in the above-mentioned table in TRA or the like.
  • the standard pressure and standard tire load are uniformly defined by 200 kPa and 88% of the maximum tire load, respectively.
  • the tire 3 is mounted on the wheel rim 2 and an annular cavity (i) is formed as the tire hollow closed by the rim.
  • the noise damper 4 may be fixed to the tire or rim by bonding its base end surface 4 A to the inner surface of the tire or the inner surface of the rim which surfaces face the cavity (i).
  • the damper 4 is attached to the inner surface of the tire.
  • the damper 4 is fixed to only the tire. In other words, the noise damper 4 does not include one fixed to the rim.
  • the material of the damper to be fixed to the tire must be a light-weight low-density flexible material such as formed rubber, foamed synthetic resins, cellular plastics, and bonded-fiber material formed by loosely bonding fibers (incl. synthetic or animals' or plant fibers).
  • a light-weight low-density flexible material such as formed rubber, foamed synthetic resins, cellular plastics, and bonded-fiber material formed by loosely bonding fibers (incl. synthetic or animals' or plant fibers).
  • foamed materials in particular, an open-cell type and a closed-cell type can be used, but an open-cell type is preferred.
  • the damper 4 is made from a spongy material.
  • Synthetic resin sponges such as ether based polyurethane sponge, ester based polyurethane sponge, polyethylene sponge and the like; rubber sponges such as chloroprene rubber sponge(CR sponge), ethylene-propylene rubber sponge(EDPM sponge), nitrile rubber sponge(NBR sponge) and the like are preferably used.
  • polyethylene sponge, polyurethane sponges including ether based polyurethane sponge and the like are preferably used in view of noise damping effect, lightness in weight, easy control of expansion rate and durability.
  • the specific gravity of the damper material is preferably set in a range of not less than 0.005, more preferably not less than 0.010, but not more than 0.06, more preferably not more than 0.03, still more preferably not more than 0.02.
  • FIG. 4 shows results of a test wherein the road noise was measured by changing the total volume of the damper disposed in the cavity.
  • the damper volume is set in the range of more than 0.4%, preferably more than 1%, more preferably more than 2%, still more preferably more than 4%, but less than 20%, preferably less than 10% of the volume V of the cavity (i).
  • A is the cross sectional area of the cavity (which can be obtained by computed tomography scan for example),
  • Dr is the wheel rim diameter
  • the normally-inflated unloaded state of the tire is such that the tire is mounted on the wheel rim and inflated to a normal pressure or the above-mentioned standard pressure but loaded with no tire load.
  • a normally-inflated normally-loaded state is such that the tire is mounted on the wheel rim and inflated to the standard pressure and loaded with a normal load or the above-mentioned standard load.
  • the damper 4 is fixed to the tire by bonding its base end surface 4 A to the inside 3 ti of the tread portion or the ground contacting region so as to exist only within the width of the belt 7 in this example.
  • the center of the width W 1 of the fixed base end surface 4 A is aligned with the tire equatorial plane.
  • dampers they are arranged symmetrical about the tire equator.
  • the circumferential ends 4 e of the damper 4 are spaced apart from each other and a small gap is formed therebetween, but, it is also desirable that by connecting the ends 4 e each other the damper is formed into a circumferentially continuous ring.
  • the damper 4 has a substantially constant cross sectional shape along the length thereof, excepting that when the circumferential ends 4 e are not connected as shown in FIG. 3 , the circumferential ends 4 e are tapered not to rub with each other.
  • the cross sectional shape is symmetrical about its center line with respect to the widthwise direction.
  • the fixed base end surface 4 A is formed by a substantially straight line.
  • the cross sectional shape of the damper 4 is symmetrical about the tire equatorial plane.
  • the damper 4 has a maximum thickness (t) in the range of from 1.0 to 4.5 cm and the fixed base end surface 4 A has a width W 1 larger than the thickness (t).
  • the width W 1 of the fixed base end surface 4 A is preferably set in a range of from 30 to 250 mm, more preferably 60 to 140 mm. Further, the width W 1 is preferably in a range of from 5 to 100%, preferably 20 to 60% of the tread width TW.
  • the tread width TW is the maximum axial width between the edges E (hereinafter the “tread edge”) of the ground contacting area under the above-mentioned normally-inflated normally-loaded state.
  • the thickness (t) and width W 1 are measured at a normal temperature and atmospheric pressure in a state that the damper 4 is fixed to the tire 3 which is not mounted on the rim.
  • the thickness t is measured perpendicularly to the fixed base end surface 4 A.
  • the width W 1 is measured along the fixed base end surface 4 A.
  • the side faces 4 C are defined as extending from both the axial edges of the fixed base end surface 4 A to both the axial edges of the free top end surface 4 B defining the maximum thickness (t).
  • the side face 4 C is at least partially provided with an aslant portion 10 on the top end surface 4 B side.
  • the aslant portion 10 is inclined at an angle theta of from 30 to 75 degrees, preferably 30 to 70 degrees, more preferably 40 to 60 degrees with respect to the fixed base end surface 4 A so that the damper is decreased in the width.
  • the contour of the aslant portion 10 becomes close to the curved line described by the tip end of the moving tire lever (f).
  • an inroad of the tire lever (f) into the damper 4 is decreased, and further the frictional force between the aslant portion 10 and the tire lever is reduced. Therefore, the damage of the damper and the separation of the damper 4 from the tire 3 can be effectively prevented.
  • the width of the damper does not increases in the direction from the fixed base end surface 4 A to the free top end surface 4 B.
  • each of the side faces 4 C is made up of the aslant portion 10 only, and the aslant portion 10 is substantially straight.
  • FIGS. 6 and 7 each show another example of the side face 4 C of the damper.
  • the side face 4 C is provided with a vertical part 11 extending from the axial edge of the fixed base end surface 4 A.
  • the side face 4 C is made up of the aslant portion 10 in the angle range of 30 to 75 degrees and the vertical part 11 at substantially 90 degrees.
  • the aslant portion 10 is not straight.
  • the aslant portion 10 in this example is made up of: a concavely curved part L 1 having the center outside of the damper 4 ; a convexly curved part L 2 having the center inside of the damper 4 , and a straight part L 3 therebetween which is relatively small in this example.
  • the concavely curved part L 1 is positioned on the base end surface 4 A side, and the convexly curved part L 2 is positioned on the top end surface 4 B side.
  • the concavely curved part L 1 decrease the damper thickness to almost zero at the axial edges of the damper.
  • the integrality of the damper 4 with the tire 3 and the adhesive strength may be improved.
  • the radius R 1 of the concavely curved part L 1 and the radius R 2 of the convexly curved part L 2 are preferably set in the range of more than 5 mm, more preferably more than 7 mm, still more preferably more than 15 mm. If the radius of curvature is less than 5 mm, it becomes difficult to effectively reduce the frictional force when contact. In order to derive the maximum effect from the curved face, it is preferred that the radii are at most about 150 mm.
  • the aslant portion 10 may be:
  • the side face 4 C can be an aslant portion 10 made up of two straight parts each inclined at an angle within the above-mentioned range.
  • the angle theta of the aslant portion 10 must be in the above-mentioned range of 30 to 75 degrees. If the angle theta is less than 30 degrees, in order to obtain the necessary thickness and volume, the base end surface 4 A of the damper becomes very wide in the nature of things. Therefore, if the edges of the damper 4 approach to the sidewall portion where large bending deformations occur, the durability deteriorates, and the labor and cost for the fixing work increase. If the angle theta is more than 75 degrees, the inroad increases and the damage is liable to occur.
  • the inclination angle of a straight line drawn between the edge of the fixed base end surface 4 A and the edge of the top end surface 4 B is preferably limited in the above-mentioned same range as that for the angle theta.
  • the damper 4 is provided with at least one groove 12 extending along the length thereof or circumferentially of the tire as shown in FIG. 8 for example.
  • the groove 12 is disposed in the center of the width as shown in FIG. 8 .
  • the tip end of the tire lever moves toward the direction X when demounting the tire and toward the direction Y when mounting the tire on the rim 2 . If the tip end of the tire lever contacts with one of the side faces 4 C of the damper 4 , the damper 4 is pushed toward the center thereof and deformed. By providing the groove 12 , the deformation is increased, and the tire lever will have a very small thrust into the damper 4 . Thus, the damage can be fully or almost prevented.
  • the depth (d) of the groove 12 is preferably set in the range of more than 20%, more preferably more than 30%, but less than 100%, more preferably less than 70% of the maximum thickness (t) of the damper 4 .
  • the groove 12 increases the surface area of the damper 4 , the air resonance can be further reduced. Furthermore, as the outgoing heat radiation increases, the thermal degradation and deterioration in the adhesion strength may be prevented.
  • damper 4 In order to fix the damper 4 to the inner surfaces of the tire and wheel rim, various means may be employed. For example, screws, mounting bracket and the like may be used to fix the damper to the rim.
  • screws, mounting bracket and the like may be used to fix the damper to the rim.
  • an adhesive agent, double-face adhesive tape and the like are preferably used alone or in combination. In the embodiment, therefore, the damper 4 is fixed to the tire inner surface 3 i with a pressure sensitive adhesive double coated tape.
  • a single damper is fixed to the inside of the tire tread portion.
  • two or more dampers arranged axially in parallel with each other and fixed to the inside of the tire tread portion.
  • the dampers are arranged symmetrically about the tire equator.
  • a damper 4 can be formed by applying a relatively narrow strip to the inner surface spirally in plural turns abutting or not abutting the edges. Furthermore, the damper may be formed by arranging small pieces of the material discontinuously in the circumferential direction.
  • the tires used were a low-aspect radial tire of size 215/45ZR17 for passenger cars.
  • the size of the wheel rims was 17X7J.
  • the volume of the closed tire cavity was 28,980 cc.
  • the noise damper was formed by applying a strip of an ether based polyurethane sponge (MARUSUZU K.K., Product code E16) having a specific gravity of 0.016.
  • the length of the damper was 1900 mm which corresponded to the angle delta ( FIG. 2 ) of 350 degrees, and the circumferential ends were tapered at 45 degrees as shown in FIG. 2 .
  • the cross sectional shapes of the dampers are shown in FIGS. 9 to 16 , wherein the units of the thickness, width and radius are is millimeter.
  • the damper was secured to the tire inner surface on the inside of the tread with a double-sided adhesive tape (Nitto Denko Corp. Product code 5000NS). In order to provide a smooth bonding surface to the tire, a bladder with a smooth surface was used in vulcanizing the tire.
  • a Japanese 3000 cc FR passenger car provided on all the four wheels with test tires (tire pressure 200 kpa) was run on a noise test course with a rough asphalt paved surface, and during running at a speed of 60 km/hr, noise sound was measured in the inside of the car.
  • the measuring position was near the driver's ear on the outside or window side of the car. Measured was the sound pressure level of a peak occurring at a frequency near 230 Hz—this frequency corresponds to that of the primary resonance mode of the annular air mass in the tire cavity.
  • Table 1 The results are indicated in Table 1, using the difference (reduction) from that with no damper.

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JP2004175808A JP4224432B2 (ja) 2004-06-14 2004-06-14 空気入りタイヤとリムとの組立体
JP2004-175808 2004-06-14

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Cited By (14)

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US20060108042A1 (en) * 2004-11-19 2006-05-25 Sumitomo Rubber Insustries, Ltd. Assembly of pneumatic tire and rim, and a noise damper used therein
US20070137752A1 (en) * 2005-12-20 2007-06-21 Giorgio Agostini Tire with integral foamed noise damper
US20090038726A1 (en) * 2005-04-28 2009-02-12 Naoki Yukawa Assembly of Pneumatic Tire and Rim
US20090071585A1 (en) * 2005-04-25 2009-03-19 The Yokohama Rubber Co., Ltd. Low Noise Pneumatic Tire
US20090199942A1 (en) * 2005-04-28 2009-08-13 The Yokohama Rubber Co., Ltd. Pneumatic tire and method of manufacturing the same
US20090277551A1 (en) * 2006-05-09 2009-11-12 Naoki Yukawa Pneumatic Tire Set
US20090314402A1 (en) * 2008-06-20 2009-12-24 The Yokohama Rubber Co., Ltd Tire noise reduction device and pneumatic tire having the same mounted thereon
US20090314403A1 (en) * 2008-06-20 2009-12-24 The Yokohama Rubber Co., Ltd. Tire noise reduction device
US20090320980A1 (en) * 2005-04-28 2009-12-31 The Yokohama Rubber Co., Ltd. Noise reducing device, manufacturing method for the noise reducing device, and pneumatic tire having the noise reducing device
US20100032073A1 (en) * 2005-04-28 2010-02-11 The Yokohama Rubber Co., Ltd. Noise reducing device, manufacturing method for the noise reducing device, and pneumatic tire having the noise reducing device
US20100071820A1 (en) * 2008-09-24 2010-03-25 Bridgestone Americas Tire Operations, Llc Tire and noise reducer
US20200164701A1 (en) * 2017-08-22 2020-05-28 Sumitomo Rubber Industries, Ltd. Pneumatic tyre
US20220024250A1 (en) * 2018-12-13 2022-01-27 Bridgestone Corporation Pneumatic radial tire for passenger vehicles
US11760136B2 (en) 2018-05-15 2023-09-19 Bridgestone Americas Tire Operations, Llc Tire with multi-layer insert

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DE602004021448D1 (de) * 2004-03-16 2009-07-16 Sumitomo Rubber Ind Pneumatischer Reifen mit einer Mehrzahl an Geräuschdämpfern
JP4567424B2 (ja) * 2004-11-19 2010-10-20 住友ゴム工業株式会社 空気入りタイヤとリムとの組立体及びそれに用いられる帯状体の製造方法
JP4960626B2 (ja) * 2005-12-13 2012-06-27 住友ゴム工業株式会社 制音具付空気入りタイヤ
JP4891727B2 (ja) * 2006-10-11 2012-03-07 住友ゴム工業株式会社 空気入りタイヤの製造方法
JP4796641B2 (ja) * 2008-01-29 2011-10-19 住友ゴム工業株式会社 制音具付き空気入りタイヤ
JP2009234391A (ja) * 2008-03-26 2009-10-15 Bridgestone Corp 空気入りタイヤの製造方法及び空気入りタイヤ
US20090272471A1 (en) * 2008-04-30 2009-11-05 Rene Louis Bormann System for balancing a tire
JP4636126B2 (ja) * 2008-06-17 2011-02-23 横浜ゴム株式会社 空気入りタイヤの製造方法
US8726955B2 (en) 2010-11-09 2014-05-20 The Goodyear Tire & Rubber Company Self-balancing pneumatic tire and method of making the same
JP6255840B2 (ja) * 2013-09-24 2018-01-10 横浜ゴム株式会社 空気入りタイヤ
KR101767077B1 (ko) * 2016-03-29 2017-08-11 넥센타이어 주식회사 공기입 타이어
US10919245B1 (en) * 2016-10-01 2021-02-16 Thomas Eugene FERG Internal tire balancing of rubber tires on rims
KR20180048315A (ko) * 2016-11-02 2018-05-10 기아자동차주식회사 공명음 저감용 타이어
KR101861476B1 (ko) * 2017-03-23 2018-07-05 한국타이어 주식회사 공명음 저감 공기압 타이어

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US20050155686A1 (en) * 2002-06-05 2005-07-21 Naoki Yukawa Assembly of pneumatic tire and rim, sound suppressing body used for the assembly and pneumatic tire storage method

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US7975740B2 (en) 2005-04-28 2011-07-12 Sumitomo Rubber Industries, Ltd. Pneumatic tire and rim assembly with noise damper and pneumatic tire with noise damper
US20090038726A1 (en) * 2005-04-28 2009-02-12 Naoki Yukawa Assembly of Pneumatic Tire and Rim
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US20070137752A1 (en) * 2005-12-20 2007-06-21 Giorgio Agostini Tire with integral foamed noise damper
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US20090314403A1 (en) * 2008-06-20 2009-12-24 The Yokohama Rubber Co., Ltd. Tire noise reduction device
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EP1607243B1 (fr) 2011-07-27
US20090134694A1 (en) 2009-05-28
EP1607243A1 (fr) 2005-12-21
JP4224432B2 (ja) 2009-02-12
CN100354148C (zh) 2007-12-12
JP2005350027A (ja) 2005-12-22
US7703858B2 (en) 2010-04-27

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