A wheel resonator for reducing a resonance phenomenon inside a tire of a vehicle may include a plurality of wheel resonators mounted to a tire wheel. First and second wheel resonators of the plurality of wheel resonators are fixed with each other by a fastening part including a protrusion disposed on an end of the first wheel resonator penetrating through a hole disposed in an end of the second wheel resonator. An end portion of the protrusion has a size greater than a size of the hole. As such, quality of a wheel through more reliable noise reduction by making a wheel resonator in a manner of forming a fitting type fastening part in the wheel resonator itself and fixing the wheel resonator by ultrasonic welding can be improved.

A tubeless tyre (1) comprising a tread (2), a carcass (3) defining an inner cavity (4), an innerliner (5) designed to ensure that the air contained in the inner cavity (4) of the carcass (3) remains under pressure, a sealant layer (6) arranged in said inner cavity (4) in contact with the innerliner (5), and a sound-absorbing layer (7), which is also arranged in said inner cavity (4). The tyre comprises a support structure (8) housed inside said inner cavity (4) and designed to support said sound-absorbing layer (7), always keeping it separate from the sealant layer (6). The support structure (8) comprises a spacing portion (9) having an end in contact with said innerliner (5) and partially immersed in said sealant layer (6) and a support portion (10), on which the sound-absorbing layer (7) is fixed.

Apparatus for applying noise reducing elements to tyres for vehicle wheels. The apparatus includes a loading station of stacks of noise reducing elements, an extraction station of noise reducing elements from each stack placed downstream of the loading station, and a conveyor placed downstream of the extraction station and extending along a predefined path. The conveyor is configured for supporting and advancing in a row the noise reducing elements extracted from the stacks which are then applied to a radially inner surface of the tyres. The extraction of each of the noise reducing elements contemplates: retaining a first noise reducing element placed at the base of a stack; raising the remaining noise reducing elements of the stack from the first noise reducing element; moving away the first noise reducing element according to a set path; and lowering the remaining noise reducing elements of the stack.

A pneumatic tire 1 comprises a carcass 6 extending between bead cores of bead portions via a tread portion 2 and sidewall portions, and a belt layer 7 arranged on an outer side in a tire radial direction of the carcass 6 and inside of the tread portion 2. The pneumatic tire 1 further comprises a damping rubber body 30 arranged between the carcass 6 and the belt layer 7, and a noise damper 20 arranged on an inner cavity surface of the tread portion 2. A width W1 in a tire axial direction of the damping rubber body 30 is in a range of from 60% to 130% of a width W2 in the tire axial direction of the belt layer 7, and a water absorption rate of the noise damper 20 is in a range of from 10% to 25%.

A pneumatic vehicle tire of a radial type of construction with a profiled tread (1), sidewalls (3), bead regions (2) and an airtight inner layer (4), which forms the inner side (4a) facing the interior space of the pneumatic vehicle tire, ribs (6) being formed on the inner layer (4), having been imprinted in it by a heating bladder introduced into the interior of the tire during the vulcanizing of the pneumatic vehicle tire in a tire heating mold, and a sound absorber (5) being provided so as to extend in an annular manner on a circumferential region (4b) of the inner side (4a) opposite from the tread (1). Grooves (7) have been formed by the heating bladder at least in a partial region of the circumferential region (4b) of the inner layer (4a) on which the sound absorber (5) is provided.

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 3.0-8.0% of a section height and a first axial width. The second tier has a radial height that is 3.0-12.0% of a section height and a second axial width. The blocks span 10-30% of the second tier's inner circumference and the voids span 70-90% of the second tier's inner circumference.

A tire including a land part partitioned between two main grooves extending in the tire circumferential direction S of the tire and resonators formed in the land part. A resonator has a cavity part separated from the two main grooves and is opened at the surface of the land part, a 1st sipe that is opened at one main groove and the cavity part, and a 2nd sipe that is opened at the other main groove and the cavity part. Depths of the main grooves are 3 mm or more and 6.5 mm or less. A volume value of the cavity part is more than 3 times or more and 5 times or less a sum of the cross-sectional areas of the two main grooves with the land part in between, and lengths of the 1st sipe and the 2nd sipe are 10 mm or more and 25 mm or less.

A pneumatic radial tire for passenger vehicles of the present disclosure includes a carcass toroidally spanning between a pair of bead portions and including plies of radially arranged cords. A sectional width SW and an outer diameter OD of the tire satisfy a predetermined relational expression. At least one noise reducer is provided on an inner surface of the tire. A ratio L (mm)/S (mm.sup.2) is in a range from 0.02 to 1.5, where L (mm) denotes a circumferential length of the noise reducer and S (mm.sup.2) denotes a cross-sectional area of the noise reducer.

The pneumatic tire of the present disclosure has the sound absorbing member applied to the tire inner surface. The sound absorbing member is formed by laminating two or more sound absorbing layers each made of a nonwoven fabric. Each thickness of the sound absorbing layers is equal to or smaller than 2 mm.

The pneumatic tire of the present disclosure has the sound absorbing member applied to the tire inner surface via the sealant layer. The sound absorbing member is formed by laminating two or more sound absorbing layers each made of a nonwoven fabric.