Patent Description:
Known tire noise dampers are placed within the tire and permanently affixed to a tire innerliner. The dampers may include foam or fibers. The dampers reduce noise within the tire, and thus reduce noise emitted from the tire.

According to its abstract, <CIT> describes a pneumatic tire and noise damper assembly that comprises a pneumatic tire, a noise damper being attached to an inner surface of the tire and extending in the circumferential direction of the tire, and a protective cover being detachably attached to the tire and protecting the noise damper from ultraviolet rays and water.

According to its abstract, <CIT> describes a tire that has two side walls formed with treads, and two tire beads for fastening the tire on a rim. A carcass is extended between the tire beads. A belt is provided between the tread and the carcass. An air-impermeable inner layer is formed on a side of the carcass towards a tire inner side and extended between the tire beads along the carcass. A vibration damper is arranged within a circumference of the tire on a radial inner side of the inner layer, for damping vibration along the circumference, where the radial inner side is opposite to the tire inner side.

According to its title and abstract, <CIT> describes a pneumatic tire that has a running-surface section and sidewall sections connecting to it on both sides and bordering a hollow space/cavity with an element for damping down noise. The element for damping down noise fits on a support with fastening sections protruding on its underside towards the inner wall of the running-surface section. The fastening sections fasten on the inner wall so that the underside of the element for damping down noise or of the support has a clearance from the inner wall of the running-surface section.

In one embodiment, a tire and noise damper assembly includes a tire having a first annular bead, a second annular bead, and a body ply extending between the first annular bead and the second annular bead. The tire further includes an innerliner, disposed radially under the body ply and extending axially across a portion of the body ply. The tire also has an annular belt package, disposed radially upward of the body ply and extending axially across a portion of the body ply. The tire further has a circumferential tread disposed radially upward of the annular belt package and extending axially across a portion of the body ply. The tire also includes a first sidewall extending between the first annular bead and a first shoulder and a second sidewall extending between the second annular bead and a second shoulder. The first shoulder is associated with the circumferential tread, and the second shoulder is associated with the circumferential tread. The assembly also includes a noise damper made of an open cell foam and having a continuous circumferential upper tier and an interposed circumferential lower tier including blocks and voids. The interposed circumferential lower tier has a radial height that is <NUM>-<NUM>% of a section height and an axial width that is <NUM>-<NUM>% of a tread width. The continuous circumferential upper tier has a radial height that is <NUM>-<NUM>% of the section height and an axial width that is <NUM>-<NUM>% of a tread width. The blocks span <NUM>-<NUM>% of the continuous circumferential upper tier's inner circumference and the voids span <NUM>-<NUM>% of the continuous circumferential upper tier's inner circumference. Each of the blocks has an axial width that is <NUM>-<NUM>% of the axial width of the continuous upper tier.

In another embodiment, a noise damper includes an open cell foam having a circumferential first tier and an interposed circumferential second tier including blocks and voids. The first tier has a radial height that is <NUM>-<NUM>% of a section height and a first axial width. The second tier has a radial height that is <NUM>-<NUM>% of a section height and a second axial width. The blocks span <NUM>-<NUM>% of the second tier's inner circumference and the voids span <NUM>-<NUM>% of the second tier's inner circumference.

In yet another embodiment, a noise damper is made of an open cell foam. The noise damper includes a circumferential upper tier and a lower tier having a plurality of blocks spaced apart in a circumferential direction. The upper tier has a radial height that is <NUM>-<NUM>% of a section height and an axial width that is <NUM>-<NUM>% of a tread width. The lower tier has a radial height that is <NUM>-<NUM>% of a section height and an axial width that is <NUM>-<NUM>% of a tread width. Each of the plurality of blocks includes a leading edge including a polymer with a Rockwell hardness of up to <NUM> HRR.

"Axial" and "axially" refer to a direction that is parallel to the axis of rotation of a tire.

"Circumferential" and "circumferentially" refer to a direction extending along the perimeter of the surface of the tread perpendicular to the axial direction.

"Radial" and "radially" refer to a direction perpendicular to the axis of rotation of a tire.

"Sidewall" as used herein, refers to that portion of the tire between the tread and the bead.

"Tread" as used herein, refers to that portion of the tire that comes into contact with the road or ground under normal inflation and normal load.

"Tread depth" refers to the distance between a top surface of the tread and the bottom of a major tread groove.

"Tread width" refers to the width of the ground contact area of a tread which contacts with the road surface during the rotation of the tire under normal inflation and load.

While similar terms used in the following descriptions describe common tire components, it is understood that because the terms carry slightly different connotations, one of ordinary skill in the art would not consider any one of the following terms to be purely interchangeable with another term used to describe a common tire component.

Directions are stated herein with reference to the axis of rotation of the tire. The terms "upward" and "upwardly" refer to a general direction towards the tread of the tire, whereas "downward" and "downwardly" refer to the general direction towards the axis of rotation of the tire. Thus, when relative directional terms such as "upper" and "lower" or "top" and "bottom" are used in connection with an element, the "upper" or "top" element is spaced closer to the tread than the "lower" or "bottom" element. Additionally, when relative directional terms such as "above" or "below" are used in connection with an element, an element that is "above" another element is closer to the tread than the other element.

Furthermore, to the extent the term "under" is used in the specification or claims, it is intended to mean not only "directly under" but also "indirectly under" where intermediary tire layers or components are disposed between two identified components or layers.

The terms "inward" and "inwardly" refer to a general direction towards the equatorial plane of the tire, whereas "outward" and "outwardly" refer to a general direction away from the equatorial plane of the tire and towards the sidewall of the tire. Thus, when relative directional terms such as "inner" and "outer" are used in connection with an element, the "inner" element is spaced closer to the equatorial plane of the tire than the "outer" element.

<FIG> is a cross-section of one embodiment of a noise-reduction system <NUM> for a vehicle wheel assembly. The system <NUM> includes a tire <NUM> mounted on a wheel <NUM>. The tire <NUM> has a section height SH, measured from a heel to a radially outermost portion of the tire. The tire <NUM> also has a section width SW and a tread width TW. In the illustrated embodiment, the tire <NUM> is a passenger tire, but it should be understood that the tire may be a high performance tire, light-truck, or truck-and-bus-radial tire. In other embodiments, the tire may be an agricultural tire or off the road tire.

The tire <NUM> includes a circumferential tread <NUM> in a crown region of the tire. In the illustrated embodiment, the tread <NUM> includes a plurality of circumferential grooves <NUM>. While four grooves <NUM> are shown, it should be understood that any number of grooves may be employed. The tread <NUM> may further include ribs, blocks, lugs, lateral grooves, sipes, or any other tread elements. The crown region of the tire <NUM> further includes a pair of belts <NUM>. In alternative embodiments (not shown), any number of belts or cap plies may be employed.

In the illustrated embodiment, the tire <NUM> further includes a first bead portion 130a and a second bead portion 130b. The bead portions 130a,b include a first bead 135a and a second bead 135b, which are shown schematically in <FIG>. The bead portions 130a,b may also include one or more bead fillers (not shown) and other known components such as abrasions, chafers, and reinforcements.

A first sidewall 140a extends between the tread <NUM> and the first bead portion 130a. Similarly, a second sidewall 140b extends between the tread <NUM> and the second bead portion 130b. The sidewalls 140a,b may include any number of reinforcements (not shown). A carcass ply <NUM> extends from the first bead portion 130a, through the first and second sidewalls 140a and the crown portion, to the second bead portion 130b. In alternative embodiments (not shown), any number of carcass plies may be employed.

With continued reference to <FIG>, a noise damper <NUM> including a first tier 150a and a second tier 150b is disposed in a cavity formed by the tire <NUM> and wheel <NUM>. The first tier 150a is an upper tier that is adhered to the tire <NUM> with an adhesive. The second tier 150b is a lower tier that is adhered to the first tier 150a with an adhesive. The adhesive may be in the form of adhesive tape, or it may be bead glue or other liquid adhesive. In the illustrated embodiment each of the tiers 150a,b has a rectangular cross-section. However, it should be understood that the noise dampers may have any geometric shape.

In one embodiment, the damper <NUM> forms a continuous loop about the tire. In an alternative embodiment, the damper <NUM> includes a series of dampers placed about the tire. In such an embodiment, the series of dampers may be spaced apart from each other, or in contact with each other.

In one embodiment, the noise damper <NUM> is a foam body constructed of compressible and elastic open cell foam material. Exemplary foam materials include, without limitation, polyurethane, polyester, polyether, melamine fiberglass, and rock wool. In an alternative embodiment, the noise damper is made of fibers or fibrous materials. In one embodiment, the first tier 150a and the second tier 150b are constructed of the same material. In an alternative embodiment, the first tier 150a and the second tier 150b are constructed of different materials. For example, the first tier 150a may be made of polyurethane while the second tier 150b is made of melamine.

In either embodiment, the noise damper <NUM> has a sound absorption coefficient between <NUM> and <NUM>. In an alternative embodiment, the noise damper <NUM> has a sound absorption coefficient of less than <NUM>. In one particular embodiment, the noise damper <NUM> has a sound absorption coefficient of between <NUM> and <NUM>, which is known to be an effective sound absorption coefficient of noise at a frequency of about <NUM>. The damper <NUM> is also configured to reduce noise having a frequency between <NUM>-<NUM>. In another particular embodiment, the noise damper <NUM> has a sound absorption coefficient between <NUM> and <NUM>.

The first tier 150a has a radial height that is <NUM>-<NUM>% of the section height SH and an axial width that is <NUM>-<NUM>% of the tread width TW. In another embodiment, the first tier 150a has a radial height that is <NUM>-<NUM>% of the section height SH and an axial width that is <NUM>-<NUM>% of the tread width TW. In one particular embodiment, the first tier 150a has a radial height that is <NUM>-<NUM>% of the section height SH.

The second tier 150b likewise has a radial height that is <NUM>-<NUM>% of the section height SH and an axial width that is <NUM>-<NUM>% of the tread width TW. In another embodiment, the second tier 150b has a radial height that is <NUM>-<NUM>% of the section height SH and an axial width that is <NUM>-<NUM>% of the tread width TW. In one particular embodiment, the second tier 150b has a radial height that is <NUM>-<NUM>% of the section height SH. In another particular embodiment, the second tier 150b has a radial height that is <NUM>-<NUM>% of the section height SH and an axial width that is <NUM>-<NUM>% of the tread width TW. In another particular embodiment, the second tier 150b has a height of <NUM>-<NUM>.

<FIG> is a cross-section of an alternative embodiment of a noise reduction system <NUM> including the exemplary tire <NUM> with the noise damper <NUM> placed in an alternative location. The tire <NUM> is the same as the tire <NUM> discussed above with respect to <FIG>.

The damper <NUM> is substantially the same as that described above with respect to <FIG>, except for the differences in location and orientation discussed below. The noise damper <NUM> includes a first tier 150a and a second tier 150b. The first tier 150a is a lower tier that is adhered to the wheel <NUM> with an adhesive. The second tier 150b is an upper tier that is adhered to the first tier 150a with an adhesive. In the illustrated embodiment each of the tiers 150a,b has a rectangular cross-section. However, it should be understood that the noise dampers may have any geometric shape.

The damper <NUM> may be constructed of the same material and have the same dimensions as discussed above with respect to <FIG>.

<FIG> is a perspective view of a portion of one embodiment of the noise damper <NUM>. The noise damper <NUM> includes the first tier 150a and the second tier 150b. The first tier 150a can be adhered to a crown region of a tire, in the manner shown in <FIG>, or it can be adhered to a wheel of a tire as shown in <FIG>. Different adhesives may be employed, depending on whether the damper is adhered to a tire or to a wheel.

The second tier 150b is a lower tier when the first tier 150a is adhered to a crown region of the tire, as shown in <FIG>. The second tier 150b is an upper tier when the first tier 150a is adhere to a wheel. The second tier 150b includes a plurality of spaced apart blocks. In one embodiment, the blocks are adhered to the first tier 150a by an adhesive. In an alternative embodiment, the blocks are formed by cutting or otherwise removing material from the noise damper <NUM> to form the blocks. In another alternative embodiment, the blocks are formed on top of the first tier 150a by an additive manufacturing process.

In the illustrated embodiment, the blocks are rectangular cuboids. That is, each block is a polyhedron bounded by six quadrilateral faces. Each block has substantially the same axial width as the axial width of the first tier 150a. In alternative embodiments, the axial width of each block is <NUM>-<NUM>% of the axial width of the first tier 150a.

In one embodiment, each block has the same width. In an alternative embodiment, the widths of the blocks vary. In one such embodiment, the widths of the block may be selected to balance the weight of the tire.

The blocks are separated by voids, such that the blocks span <NUM>-<NUM>% of the length of the first tier 150a and the voids span <NUM>-<NUM>% of the length of the first tier 150a. Thus, when the damper <NUM> is connected to the crown region of the tire, the blocks span <NUM>-<NUM>% of the inner circumference of the first tier 150a. When the damper <NUM> forms a continuous loop connected to the wheel, the blocks span <NUM>-<NUM>% of the outer circumference of the first tier 150a.

In an alternative embodiment, the blocks span <NUM>-<NUM>% of the length of the first tier 150a and the voids span <NUM>-<NUM>% of the length of the first tier 150a.

The spacing of the blocks may be selected based on harmonics of the tire. For example, a tire of a given size and construction may produce noise at a first harmonic when it rotates at a first speed, produce a noise at a second harmonic when it rotates at a second speed, etc. The blocks can be spaced to disrupt such harmonic waves and thus further aid in noise reduction.

<FIG> is a side view of the noise damper <NUM>. As can be seen in this view, the blocks are equally spaced on the first tier 150a. The height of each block is substantially the same as the height of the first tier 150a. Each of the blocks has substantially the same height.

<FIG> is a side view of an alternative embodiment of a noise damper <NUM>. The damper <NUM> is substantially the same as the damper <NUM> described above, except for the differences described herein. The damper <NUM> may be placed in a tire cavity according to any of the manners described above.

The damper <NUM> includes a first tier 410a and a second tier 410b that is formed by a plurality of blocks. In this embodiment, the blocks are pitch sequenced. In other words, the spacing between the blocks varies. The spacing may be selected based on the harmonics of the tire, or for purposes of balancing the weight of the tire.

In the illustrated embodiment, the height of the second tier 410b is greater than the height of the first tier 410a, and each block has substantially the same height. In an alternative embodiment, the height of the second tier is the same as the height of the first tier, and each block has substantially the same height. In another alternative embodiment, the heights of the blocks vary.

<FIG> is a side view of another alternative embodiment of a noise damper <NUM>. The damper <NUM> is substantially the same as the damper <NUM> described above, except for the differences described herein. The damper <NUM> may be placed in a tire cavity according to any of the manners described above.

The damper <NUM> includes a first tier 510a and a second tier 510b that is formed by a plurality of blocks. In this embodiment, the blocks are equally spaced from each other. In an alternative embodiment, the blocks may be pitch sequenced.

In the illustrated embodiment, the second tier 510b is formed by two block types, including blocks having a first height and blocks having a second height. The block types are alternated, such that a tall block is disposed between two short blocks. In an alternative embodiment, blocks of three or more heights are employed. The blocks of multiple heights may be arranged in any order. The arrangement of the blocks may be selected based on the harmonics of the tire or to balance the weight of the tire.

<FIG> is a side view of yet another alternative embodiment of a noise damper <NUM>. The damper <NUM> is substantially the same as the damper <NUM> described above, except for the differences described herein. The damper <NUM> may be placed in a tire cavity according to any of the manners described above.

The damper <NUM> includes a first tier 610a and a second tier 610b that is formed by a plurality of blocks. In this embodiment, the blocks are equally spaced from each other. In an alternative embodiment, the blocks may be pitch sequenced.

In the illustrated embodiment, the second tier 610b is formed by blocks having a triangular cross-section. Each block has substantially the same height, and the blocks are taller than the first tier 610a. In an alternative embodiment, the blocks have the same height as the first tier 610a. In another alternative embodiment, the blocks have a height less than the height of the first tier 610a. In yet another alternative embodiment, the height of the blocks vary.

<FIG> is a side view of still another alternative embodiment of a noise damper <NUM>. The damper <NUM> is substantially the same as the damper <NUM> described above, except for the differences described herein. The damper <NUM> may be placed in a tire cavity according to any of the manners described above.

The damper <NUM> includes a first tier 710a and a second tier 710b that is formed by a plurality of blocks. In this embodiment, the blocks are equally spaced from each other. In an alternative embodiment, the blocks may be pitch sequenced.

In the illustrated embodiment, the second tier 710b is formed by a first plurality of blocks having a triangular cross-section and a second plurality of blocks having a rectangular cross-section. In the illustrated embodiment, the blocks are arranged in an alternating pattern, such that a rectangular block is disposed between two triangular blocks. In alternative embodiments, the blocks may be arranged in any desired order.

Each block has substantially the same height, and the blocks are taller than the first tier 710a. In an alternative embodiment, the blocks have the same height as the first tier 710a. In another alternative embodiment, the blocks have a height less than the height of the first tier 710a. In yet another alternative embodiment, the height of the blocks vary.

The damper <NUM> includes a first tier 810a and a second tier 810b that is formed by a plurality of blocks. In this embodiment, the blocks are equally spaced from each other. In an alternative embodiment, the blocks may be pitch sequenced.

In the illustrated embodiment, the second tier 810b is formed by blocks having a trapezoidal cross-section. In the illustrated embodiment, each block has the same geometric cross-section. In an alternative embodiment, the cross-sections of the blocks may vary.

Each block has substantially the same height, and the blocks are taller than the first tier 810a. In an alternative embodiment, the blocks have the same height as the first tier 810a. In another alternative embodiment, the blocks have a height less than the height of the first tier 810a. In yet another alternative embodiment, the height of the blocks vary.

In any of the above-described embodiments, one or more of the blocks may have a leading edge constructed of a different material. The leading edge material may be a polymer with a Rockwell hardness of up to <NUM> HRR. The leading edge material may be polyethylene, polypropylene, or another polymeric material. The leading edge may have pores. In one particular embodiment, the leading edge includes flaps.

To the extent that the term "includes" or "including" is used in the specification or the claims, it is intended to be inclusive in a manner similar to the term "comprising" as that term is interpreted when employed as a transitional word in a claim. Furthermore, to the extent that the term "or" is employed (e.g., A or B) it is intended to mean "A or B or both. " When the applicants intend to indicate "only A or B but not both" then the term "only A or B but not both" will be employed. Thus, use of the term "or" herein is the inclusive, and not the exclusive use. See, <NPL>). Also, to the extent that the terms "in" or "into" are used in the specification or the claims, it is intended to additionally mean "on" or "onto. " Furthermore, to the extent the term "connect" is used in the specification or claims, it is intended to mean not only "directly connected to," but also "indirectly connected to" such as connected through another component or components.

Claim 1:
A tire (<NUM>) and noise damper (<NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>) assembly (<NUM>; <NUM>) comprising:
a tire (<NUM>), wherein the tire (<NUM>) comprises:
a first annular bead (135a) and a second annular bead (135b),
a body ply (<NUM>) extending between the first annular bead (135a) and the second annular bead (135b),
an innerliner, disposed radially under the body ply (<NUM>) and extending axially across a portion of the body ply (<NUM>),
an annular belt package (<NUM>), disposed radially upward of the body ply (<NUM>) and extending axially across a portion of the body ply (<NUM>),
a circumferential tread (<NUM>) disposed radially upward of the annular belt package (<NUM>) and extending axially across a portion of the body ply (<NUM>), and
a first sidewall (140a) extending between the first annular bead (135a) and a first shoulder, the first shoulder being associated with the circumferential tread (<NUM>), and a second sidewall (140b) extending between the second annular bead (135b) and a second shoulder, the second shoulder being associated with the circumferential tread (<NUM>); and
a noise damper (<NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>) made of an open cell foam and having a continuous circumferential upper tier (150a; 410a; 510a; 610a; 710a; 810a) and an interposed circumferential lower tier (150b; 410b; 510b; 610b; 710b; 810b) including blocks and voids,
wherein the interposed circumferential lower tier (150b; 410b; 510b; 610b; 710b; 810b) has a radial height that is <NUM>-<NUM>% of a section height of the tire (<NUM>) and an axial width that is <NUM>-<NUM>% of a tread width of the tire (<NUM>),
wherein the continuous circumferential upper tier (150a; 410a; 510a; 610a; 710a; 810a) has a radial height that is <NUM>-<NUM>% of the section height and an axial width that is <NUM>-<NUM>% of the tread width,
characterised in that each of the blocks has an axial width that is <NUM>-<NUM>% of the axial width of the continuous upper tier (150a; 410a; 510a; 610a; 710a; 810a), and
the blocks span <NUM>-<NUM>% of the continuous circumferential upper tier's (150a; 410a; 510a; 610a; 710a; 810a) inner circumference and the voids span <NUM>-<NUM>% of the continuous circumferential upper tier's (150a; 410a; 510a; 610a; 710a; 810a) inner circumference.