RU2222431C2 - The method to manufacture of a tire for wheels of a vehicle, the tire, that may be manufactured by the method, and the wheel of the vehicle equipped with the tire - Google Patents

Abstract

FIELD: motor-car industry; tires production. SUBSTANCE: the invention is dealt with a method of manufacturing of tires for wheels of vehicles, with a tire, which can be produced by the indicated method, and the wheel of the vehicle equipped with the indicated tire. The invention may be used at manufacturing woven-canvas tires and wheels of vehicles. The method provides for production of a frame structure, on which a tape structure, a tread band and sidewalls with binding inserts and one stiffening member are laid. At manufacture of the frame structure the first part of one layer of the carcass, that has internal terminal zones, which are mutually spaced, is laid on a toroidal support. Each of terminal zones is executed with its terminal part passing in the opposite to which is taking place(is passing) in opposite to the counter from an equatorial plane of the tire direction. The fixing insert is laid on the terminal part and has a profile of a cross-section of the flat form passing in an axial direction opposite to the internal terminal zone and the equatorial plane of the tire side. The tire contains the frame structure, the tape structure, the tread band, a pair of sidewalls and a ring type reinforcing structure with a stiffener. The stiffener is laid on one layer of the carcass and the main part of its body and has a profile of the cross-section converging in the opposite to the axis of rotation side. The ring-type fixing insert has its cross- section profile of the flat form and passing in the axial direction opposite to the stiffener body main part side. The wheel of vehicles contains the tire mounted on a tread and it has a frame structure, a tape structure, tread band, a pair of the sidewalls ending with rims for linking with the corresponding supporting seats and a ring-type reinforcing structure with a stiffener. The stiffener has a main body with a profile of the cross-section, converging in the opposite to the revolution axis side. The ring-type fixing insert is formed by winding of coaxial coils of one continuous threadlike element. One of the seats forms a projection high enough for prevention of stripping of the corresponding tire rim. EFFECT: the invention allows to manufacture tires with a robust construction of sideboards and sidewalls even at availability of one layer of the carcass. 48 cl, 10 dwg

Description

 The invention relates to a method for manufacturing a tire for vehicle wheels, comprising the following operations: forming a carcass structure having at least one carcass ply with end zones meshed with respective annular reinforcing structures that are axially spaced from each other; laying the tape structure in a circumferential position outside the frame structure; laying the tread band in a circumferential position on the outside of the tape structure and at least one pair of sidewalls in laterally opposite positions on the frame structure.

 The present invention also relates to a tire for vehicle wheels, which can be obtained in the aforementioned manner, comprising a carcass structure having at least one carcass ply with end zones engaged with respective annular reinforcing structures spaced apart in the axial direction ; a tape structure laid in a circumferential position outside the frame structure; a tread band applied in a circumferential position on the outside of the tape structure; at least one pair of sidewalls superimposed in opposite lateral positions on the carcass structure.

 The invention also relates to a wheel containing a mounting rim provided with landing flanges formed by surfaces in the shape of a truncated cone, converging in the direction of the axis of rotation of the wheel, moving away from its equatorial plane, and a tire obtained by the method according to the invention, equipped with beads intended for an exact fit to the above landing shelves.

 The manufacture of tires for vehicle wheels includes the production of a carcass structure essentially composed of one or more layers of the carcass having a substantially toroidal configuration and having laterally opposite edges that engage with respective annular reinforcing structures, each of which usually contains inextensible circumference is a metal annular insert, usually called the bead core, and a filler element made of elastomeric material and a combi integrated with the bead core in a radially outward position.

 The frame structure has a tape structure laid on it around the circumference in the outer position, containing one or more layers of tape formed in the form of a closed ring, which are essentially made of textile or metal cord, and are suitably oriented relative to each other and relative to the cords belonging to adjacent layers of the frame.

 Then, a tread band, which usually consists of a strip of elastomeric material of suitable thickness, is applied around the circumference in the outer position relative to the tape structure.

 It should be noted that in the present description, the term "elastomeric material" means the rubber mixture in its entirety, that is, a composition formed from at least one polymer base, suitably combined with reinforcing fillers and / or processing additives of various types.

 Finally, a pair of sidewalls is laid on opposite sides of the tire being manufactured, each sidewall covering the side of the tire located between the so-called shoulder area, located near the corresponding lateral edge of the tread band, and the so-called bead located in the corresponding landing flange of the wheel rim.

 Conventional tire manufacturing methods essentially involve first manufacturing the above tire components separately from each other, which must then be assembled during the tire manufacturing operation.

 Also, manufacturing methods have been proposed, according to which, instead of the practice of manufacturing semi-finished products, part of all components of the frame structure are made directly during tire manufacturing operations.

 For example, US Pat. No. 5,451,340 describes a method and apparatus for forming a carcass ply by laying on a toroidal base configured to conform to the shape of a tire, a plurality of cord sections arranged circumferentially next to each other and sequentially obtained by cutting a single cord fed from a bobbin .

 To obtain annular reinforcing structures, there is also known a method according to which opposite ends of individual cords forming a carcass ply are arranged near each bead of the tire, with alternating sequence in axially opposite positions relative to the annular fixing insert formed essentially in the form of a round crown and consisting of turns metal wires arranged in concentric circles, as can be understood in patent EP 0664231 and US patent 5702548.

 However, according to the prior art described above, all cords forming a layer or layers of the carcass are substantially located along the neutral axis of resistance to bending of the corresponding bead. Under such circumstances, the strength of the bead structure should depend on the rigidity of the filler inserts made of a very hard elastomeric material included in the bead structure, which is affected by changes in temperature both due to environmental factors and stresses caused during normal operation.

 Applicant has found that important advantages can be achieved both from the point of view of simplifying the production process and from the point of view of improving tire performance if the layer or layers of the carcass are carried out by suitably laying sections in the form of strips on a rigid toroidal base, each of which contains many parallel cords included in the elastomer layer.

 In this regard, the applicant has already developed various production methods that are the subject of the relevant applications for European patents.

 For example, European patent applications EP 0 928 680 and EP 928 702 describe a manufacturing method and a tire, respectively, according to which a carcass structure is obtained by manufacturing the first and second carcass layers, each of which is made of sections in the form of strips sequentially laid around a circle next to each other .

 Tires obtained according to the method described in these patent applications have strip-shaped end sections related to the first and second layers of the carcass located on respective opposite sides of the annular reinforcing structures of the sides.

 This technique, in combination with the respectively intersecting orientation of the sections in the form of strips belonging to one and the other layers, gives significant advantages in terms of the strength of the tire structure near the sides and sidewalls.

 In the application for European patent EP 0976535 in the name of the applicant, it is proposed to carry out a carcass ply layer, which is obtained by laying the first and second series of sections in the form of strips in an alternating sequence, while the sections belonging to the first and second series end on the corresponding opposite sides relative to the reinforcing structures of the side.

 In this way, advantages can be achieved in terms of structural strength in the areas of the beads and sidewalls of the tire, even with a single carcass ply.

 Typically, the tire beads and, in particular, the ring reinforcing structures built into them, are designed and configured so that they are suitable for interfacing with the respective ring landing flanges formed on the rim with which the tire is to be connected to ensure a stable connection between the two components wheels.

 In more detail, the engagement between each bead and the corresponding annular landing flange of the rim is such that the bead is constantly pressed against the stop flange due to the pressure in the inflated tire, which protrudes radially outward from the axis of rotation of the wheel and forms the outer edge of the rim in the axial direction. At least in the case of tubeless tires, that is, tires without inner chambers, each annular landing flange for bringing into contact with the bead has a truncated cone-shaped surface, commonly called a "rim landing flange", having a length converging in the direction of the axis of rotation and approaching to the equatorial plane of the tire. Each side, which is pressed axially in the direction opposite to the equatorial plane, interacts with the axial load with the pressure in the inflated tire with the corresponding landing flange in such a way that proper airtight clogging of the air contained in the tire is ensured.

 Recently, vehicle wheels have been proposed in which the contact abutment surfaces of the tire beads have a truncated cone configuration with converging advancement in the direction of the axis of rotation, in the direction opposite to the equatorial plane. An example of such a rim / tire assembly is described in US Pat. No. 5,634,993.

 In the embodiment proposed by this patent, tire beads, which are configured to be combined with the respective landing flanges on the rim, have annular reinforcing structures containing conventional bead cores, around which the end zones of the carcass ply are bent. The frame structure, which is a radial type structure, has a common cross-sectional profile with a constant bending direction, the tangent of which near the core cores is essentially parallel to the equatorial plane.

 Document WO 95/23073 describes a bead tire that is particularly suitable for use on rims with truncated cone-shaped seating flanges that are turned axially outward.

 From the applicant’s point of view, a technical problem that needs to be addressed regarding this tire is the modification of its structure to facilitate its production process. In fact, in this tire, each end zone of the carcass ply is bent axially from the outside inward around an annular insert made of solid elastomeric material, the cross-sectional profile of which is essentially wedge-shaped, the base side of which is parallel to the landing flange of the rim.

 In the region close to the top of the wedge, the end zone of the layer still extends axially inward, around the bead core, which has a substantially circular cross-sectional profile. Soft rubber filling elements are located in the areas surrounding the wedge-shaped annular insert and the bead core in such a way that following the tension produced along the length of the carcass ply under pressure in the inflated tire, the bead core tends to move axially outboard and therefore acts on the inclined surface of the wedge-shaped insert so that the contact pressure of the bead on the landing flange of the rim increases.

 The same applicant also proposed a tire, which is the subject of European patent application EP 0922592, which has beads suitable for stable fastening in the respective flange flanges with landing flanges in the form of a truncated cone directed along the axis outward.

 According to the present invention, it has been found that the production of tires with beads suitable for use on rims with truncated cone-shaped shelves directed outwardly can be greatly simplified if the tire bead is provided with an annular reinforcing structure having preferably a cross-sectional profile along essentially in the form of the letter "L" with a radially outer branch, integral with the layer or layers of the frame, and a radially inner branch, essentially parallel to the flange of the rim and intended for Exposure to the last pressure due to the pressure transmitted by the carcass ply or plies.

 The applicant realizes that such a tire can be manufactured in a suitable way by superimposing its components in a substantially radial direction relative to the axis of rotation and / or tangentially to the circumferential extension of the tire itself, essentially without axial movements, according to the methods described above applications for European patents EP 0928680 and EP 0928702, as well as 98830472.1 in the name of the applicant, still not published.

 A method of manufacturing a tire for vehicle wheels according to the invention is that a carcass structure is made having at least one carcass ply with end zones meshed with respective annular reinforcing structures spaced apart from one another in the axial direction, and a tape structure is laid the structure on the outer surface of the frame structure along its circumference, lay the tread band on the outer surface of the tape structure along its circumference, at least one pair the flanges located in opposite lateral positions on the frame structure are laid on at least one inextensible circumferential annular fixing insert, and at least one stiffener is laid opposite to at least one end zone of the carcass layer, the method is characterized in that the carcass structure is made contains the following operations stack at least one first part of at least one layer of the frame, distributed around a circle, on a toroidal base, the configuration of which o coincides with the configuration of the extension of the inner surface of the tire, while the first part of the carcass is made with the inner end zones of at least one layer of the carcass located in the axial direction and which are mutually spaced, each of the end zones being made with the end part opposite to the equatorial plane (Х-Х) of the tire side, while the annular mounting insert is laid radially superimposed on the terminal part of at least one of the axially inner terminal components n, and has a cross-sectional profile of a flat shape extending axially in the opposite direction from the corresponding inner end zone and from the equatorial plane (XX) of the tire, said stiffening element has at least one main part with a cross-sectional profile tapering into a side opposite from the axis of rotation, which is located essentially in an axially internal position relative to the annular mounting insert.

 Advantageously, the method further comprises the step of laying at least one second part of the at least one carcass ply distributed circumferentially on a toroidal base and forming in the axial direction the outer end zones of at least one carcass ply located in the axial direction in the outer position relative to the inner end zones.

 Advantageously, at least one second part of the carcass ply is laid after at least one stiffener is laid so that at least one of the outer end zones is superimposed on the corresponding stiffener on the opposite side with respect to the inner end zone.

 Advantageously, the laying of the annular fixing insert is carried out by winding at least one threadlike element with concentric turns located axially adjacent around the toroidal base.

 Advantageously, the terminal portion of at least one of the outer terminal zones is arranged on an elongated portion of a respective stiffener extending substantially parallel to the annular mounting insert.

 Advantageously, at least one additional circumferentially inextensible circumferential insert is radially superimposed radially superimposed on the terminal part of at least one of the outer terminal zones, said additional insert extending substantially parallel to the annular fixing insert.

 It is advisable that the laying of an additional annular insert is carried out by winding at least one threadlike element in concentric coils located next to each other in the axial direction around the toroidal base.

 It is useful that at least one first part of the at least one layer of the carcass is laid by laying at least one first series of elongated sections, which are distributed around the circumference on a toroidal base, each of the elongated sections having a U-shape around the cross-sectional profile of the toroidal the base, forming two lateral parts, mutually spaced from each other in the axial direction and bearing internal end zones and a coronal part extending in a radially outer position dy side portions.

 Advantageously, at least one second part of the at least one layer of the carcass is laid by laying at least one second series of elongated sections distributed circumferentially on a toroidal base, each of the elongated sections having a U-shape around the cross-sectional profile of the toroidal base , forming two side parts, mutually spaced from each other in the axial direction and bearing the outer end zones and the crown part, passing in a radially outer position between the side and parts.

 It is useful that the sections of the first series are stacked with a step in a circle that is larger than their width, each section of the second series is laid with their corona in the space between two adjacent sections of the first series to form at least one layer of the frame together with the last sections.

 It is advisable that the stiffening element is laid before laying the annular fixing insert.

 Advantageously, at least one second part of the carcass ply is laid before at least one fastening insert is laid.

 Advantageously, at least one fastening insert is laid with a radial overlay on the end part of the corresponding outer end zone.

 It is useful that when laying the second part of at least one layer of the carcass, one end part of each outer end zone is located on the end part of the corresponding inner end zone, extending axially in the opposite direction from the equatorial plane (XX).

 It is advisable that the method further comprises the operation of laying at least one additional circumferentially inextensible annular insert having a flat cross-sectional profile extending in the radial direction along the axially inner wall of the main part of the at least one stiffener.

 It is useful that each additional annular insert is laid on one of the inner end zones before laying the corresponding stiffener.

 Advantageously, the laying of each additional annular insert is carried out by winding at least one threadlike element in concentric coils located in the radial direction next to around the toroidal base.

 Advantageously, at least one second part of the carcass ply is laid before at least one stiffener is laid so that at least one of the outer end zones is laid between the corresponding inner end zone and the corresponding stiffener.

 It is advisable that the laying of the carcass structure contains the following operations, in which a plurality of elongated sections are successively laid to form at least one first part of at least one layer of the carcass in the circumferential direction on a toroidal base, the configuration of which coincides with the configuration of the inner surface of the tire moreover, said first part axially forming inner end zones of at least one carcass ply, a coil of at least one circumferentially inextensible annular mounting insert in the circumferential direction with respect to the toroidal base and radially superimposed on the end part of each of the axial end zones, said insert having a cross-sectional profile of a flat configuration extending in the axial direction at least one stiffener is laid in the opposite direction from the corresponding inner terminal zone and the equatorial plane (XX) of the tire in the circumferential direction with respect to the toroidal base to each end zone, the element having at least one main part with a cross-sectional profile tapering in the opposite direction from the axis of rotation, located essentially in the axially internal position relative to the annular mounting insert, successively stack many elongated sections designed to form at least one second part of at least one layer of the frame in the circumferential direction n toroidal support, said second portion defining axially outer terminal zones, at least one carcass ply, each of which is superimposed on the respective stiffening element at its opposite end against the inner side zone.

 Advantageously, the method was carried out essentially without movements directed parallel to the axis of rotation of the toroidal base, and sought to bend in the axial direction and upward the end part of at least one layer of the frame in the direction of the equatorial plane (XX).

 A tire for vehicle wheels according to the invention comprises a carcass structure having at least one carcass ply provided with end zones engaged with respective annular reinforcing structures axially spaced apart from each other, a belt structure laid on the carcass structure in an outer circumferential position, a tread band placed on a tape structure in an outer circumferential position, at least one pair of sidewalls laid on a frame structure in opposite lateral positions, wherein at least one of the annular reinforcing structures comprises at least one stiffener laid on at least one layer of the carcass, and at least one circumferentially inextensible annular mounting insert, characterized in that of at least one of the annular reinforcing structures, the stiffening element, laid on at least one layer of the carcass, has at least one main part having a cross-sectional profile tapering in the opposite direction from rotational direction, wherein the annular anchoring insert has a flat cross-sectional profile configuration, extending axially in opposite direction from the main part side of the stiffener.

 It is useful that each annular mounting insert extends in a direction converging towards the geometric axis of rotation of the tire, in the opposite direction from its equatorial plane (XX).

 It is advisable that the annular mounting insert and the stiffener are essentially rigidly connected to each other.

 Advantageously, the cross-sectional profile of each annular reinforcing structure has a geometric center of gravity (G) so that the axial direction of the outer end edge of the annular mounting insert is repelled in the direction of the axis of rotation of the tire, following the tension created along at least one layer of the carcass under the influence of tire inflation pressure.

 It is useful that the cross-sectional profile of each annular reinforcing structure has a geometric center of gravity (G) located axially in the outer position relative to the stiffener and in the axial direction in the inner position relative to the axial direction of the outer end edge of the annular mounting insert.

 It is advisable that at least one layer of the carcass had first and second parts distributed around the circumference and forming in the axial direction of the inner end zones and in the axial direction of the outer end zones, respectively.

 Advantageously, the stiffener is axially positioned between the axially inner end zone and the axially outer end zone of the at least one carcass ply.

 Advantageously, the annular mounting insert is laid on the end part of the inner end zone extending axially in the opposite direction from the equatorial plane (XX) of the tire.

 Preferably, the annular mounting insert is radially laid in the outer position relative to the end portion of the inner end zone.

 Advantageously, the stiffener comprises at least one annular body of elastomeric material.

It is useful that the ring body has a hardness of not less than 48 ^o Shore.

 Advantageously, the annular fixing insert is located substantially close to the inner circumference of the edge of the main part of the stiffener.

 It is advantageous for the stiffener to have an elongated portion in a radially inner position, substantially elongated parallel to the annular mounting insert.

 It is advisable that the tire further comprises at least one additional annular insert extending parallel to the annular mounting insert.

 It is useful that the additional annular insert is trapped on the terminal part of the outer terminal zone extending axially in the opposite direction from the equatorial plane (XX) of the tire.

 Advantageously, the additional annular insert is laid in a radially outer position relative to the end portion of the outer end zone.

 Advantageously, at least one layer of the frame contains at least one first series of elongated sections distributed around a circle around the axis of rotation, each of which has a U-shape around the cross-sectional profile of the frame structure, forming two side parts, mutually spaced from each other each other in the axial direction, and the crown part extending in a radially outer position between the side parts.

 It is useful that at least one layer of the carcass additionally contains at least one second series of elongated sections distributed around a circle in an alternating sequence relative to the sections belonging to the first series around the axis of rotation, and each of them has a U-shape around the cross-sectional profile frame structure, forming two lateral parts, mutually spaced from each other in the axial direction, and the crown part, passing in a radially outer position between the side parts, and on the side the outer parts of the sections belonging to the first and second series, respectively, are formed in the axial direction of the inner end zones and in the axial direction of the outer end zones of the layer of the frame.

 Advantageously, the annular mounting insert is laid on the end part of the inner end zone extending axially in the opposite direction from the equatorial plane (XX) of the tire.

 It is useful that the annular mounting insert be laid in a radially outer position relative to the end portion of the outer end zone.

 Preferably, the end portion of the outer end zone is stacked radially overlaid on the end portion of the inner end zone.

 Advantageously, the tire further comprises at least one additional circumferential inextensible circumferential insert having a cross-sectional profile extending in the radial direction on the axially inner wall of the main part of the stiffener.

 Advantageously, the stiffening element is axially located in the outer position relative to at least one layer of the carcass.

 The vehicle wheel according to the invention comprises a mounting rim that can be connected to the hub of the vehicle and a tire mounted on the rim and containing a toroidal carcass structure provided with a crown part connected axially to the pair of opposite sidewalls ending in beads for engagement with corresponding landing flanges formed on the mounting rim, the frame being provided with at least one reinforcing layer having end zones engaged with corresponding annular reinforcing structures spaced apart axially from each other, the radially outer surface of the rim having two side parts that are designed to form landing flanges for engagement with the respective beads of the tire, formed by surfaces in the form of a truncated cone, converging in the direction of the axis rotation of the rim, in the opposite direction from its equatorial plane, and at least one of the annular reinforcing structures containing at least one element of sharpness laid on at least one layer of the carcass, characterized in that one stiffening element has at least one main part with a cross-section profile tapering to the opposite side from the axis of rotation of the tire, and at least one annular inextensible circumferential fastening insert formed by winding at least one continuous threadlike element with coaxial turns, wherein at least one of the landing flanges by itself forms a protrusion high enough to prevent demont Ms corresponding bead.

 It is advantageous for the annular mounting insert to have a flat cross-sectional profile extending axially in the direction opposite to the main part of the stiffener, with at least one of the landing flanges being axially delimited from the inside by a protrusion to prevent accidental dismantling of the bead with a diameter not less than the radial outer diameter of the axially innermost turn of the annular mounting insert.

 It is advisable that the annular fixing insert has a cross-sectional profile of radially concentric turns extending radially along the wall of the main part of the stiffener, and the diameter of the protrusion to prevent accidental dismantling of the bead has a value that does not exceed the radially outer diameter of the radially outermost ring of the annular fixing insertion.

It is useful that in the radial direction the outer surface of the rim contains a central part with a radial-outer profile symmetrical with respect to the equatorial plane, forming a central mounting stream, axially bounded by landing flanges, and this mounting stream has a minimum diameter D _r that is less than the minimum diameter D _m landing shelves.

 It is advantageous for the wheel to contain an inner chamber that is inserted into the toroidal cavity and expands elastically by supplying compressed fluid to its inner volume and at the same time contains at least two annular volumes that are separate and independent of each other and separated by a longitudinal wall extending into a plane perpendicular to the axis of rotation of the wheel, and each of these volumes is equipped with pumping and lowering means, which is contained in the wall of the inner chamber and does not have any connection with the rim, Achen for fixing the circumferential position of the camera relative to the rim.

 It has been found that overhanging the protrusion by the bead can be more easily controlled when there is a multi-turn bead core lying in a plane substantially perpendicular to the axis of rotation and / or with turns distributed over a truncated cone surface substantially parallel to the surface of the landing flange.

 It was also found that as a result of the use of the above multi-turn cores of the bead, it is possible to significantly reduce the depth of the mounting stream located between the landing flanges of the mounting rim.

Other distinguishing features and advantages will be apparent from a detailed description of a preferred, but non-limiting, embodiment of a method for manufacturing a carcass structure for tire wheels of a vehicle, a carcass structure that can be obtained by this method, and a wheel including a tire provided with said carcass structure and mounted on the corresponding rim according to the present invention. This description will be given below with reference to the accompanying drawings, data for example only and thus not limiting, on which:
figure 1 depicts in perspective with a partial cross-sectional view of a tire made in accordance with the present invention and mounted on the corresponding rim;
FIG. 2 is a perspective partial view showing a stacking sequence of a first series of elongated sections to form a carcass ply of the type of the invention;
figure 3 depicts in perspective a partial view of the annular mounting insert and the stiffener, laid near the inner end zone of the layer of the frame formed by the elongated sections of the first series;
FIG. 4 is a perspective view showing an additional annular insert radially stacked on a terminal portion in an axial direction of an outer zone of a carcass ply formed by second elongated sections laid in spaces between sections of the first series;
FIG. 5 is a partial cross-sectional view of a tire according to the invention mounted in an inflated condition on a corresponding rim;
FIG. 6 shows a tire corresponding to that shown in FIG. 5, in a state of motion experiencing lateral axial load;
FIG. 7 depicts a tire corresponding to that shown in FIG. 5 in a state of movement under load and experiencing lateral axial loads directed in the opposite direction from that shown in FIG. 6;
Fig. 8 is a partial sectional view of a tire according to a structural embodiment of the invention mounted in an inflated condition on a corresponding rim;
FIG. 9 is a partial cross-sectional view of a tire according to another structural embodiment of the invention mounted in an inflated condition on a corresponding rim;
figure 10 depicts a full cross-sectional view in partial section of a tire corresponding to a structural variant,
shown in Fig. 8, provided with an internal chamber and mounted in an inflated state on a corresponding rim.

 In these figures, the number 1 is completely indicated tire for the wheels of vehicles, which can be obtained by the method corresponding to the present invention.

 The tire 1 has a carcass structure 2, containing at least one carcass ply 3, formed essentially in a toroidal configuration and engaged by its end zones 15, 16 with a pair of annular, axially spaced reinforcing structures 4 (only one of which is shown in figures), and when the tire is completed, each of these structures is located in the area usually referred to by the term "board".

 The tape structure 5, containing one or more tape layers 6a, 6b and 7, is laid on the frame structure 2 in an outer circumferentially position. The tread band 8 is circumferentially superimposed on the strip structure 5, and the tread band has longitudinal and transverse recesses 8a arranged so that a necessary “tread pattern" is formed, formed on it simultaneously with vulcanization of the tire, which follows the molding operation.

 The tire also contains a pair of so-called sidewalls 9, superimposed laterally on opposite sides of the frame structure 2.

 The carcass structure 2 can also be lined along its inner walls with a sealing layer 10 or a so-called lining, essentially consisting of a layer of elastomeric material, which is impervious to air and is designed to provide airtight insulation of the tire itself when it is inflated.

The assembly of the above components, as well as the manufacture of one or more of them, is carried out using a toroidal base 11, which can be seen in schematic form in FIG. 2-4 and which is formed in accordance with the configuration of the inner walls of the tire being formed. In particular, this toroidal base 11 has, in a radially internal location, two protrusions in the axial direction, forming a truncated conical bearing surface 11a, converging in the direction of the axis of rotation of the tire and in the opposite direction from its equatorial plane XX, at an angle approximately equal to 15 ^o , and preferably from 10 to 20 ^o , although values beyond these defined limits are possible.

 The toroidal base 11 may have dimensions that are smaller than the dimensions of the completed tire, preferably 2-5% in accordance with a linear measurement taken along the circumference of the base itself in its equatorial plane X-X, coinciding with the equatorial plane of the tire itself.

 A toroidal base 11, which is not described and not shown in detail, since it is not particularly significant from the point of view of the invention, can, for example, consist of a collapsible drum or an inflated chamber, which is suitably reinforced so as to receive and maintain the necessary toroidal configuration in inflated condition.

 As already noted, the manufacture of the tire 1 involves first of all the formation of the frame structure 2, which begins with the formation, if provided, of the sealing layer 10.

 This sealing layer 10 can preferably be wound around the toroidal base of at least one strip 12 in the form of a tape of airtight elastomeric material, which is produced using an extruder and / or calender, which are located near the toroidal base itself. As will be understood when looking at figure 1, the winding of the strip 12 in the form of a tape is carried out essentially by circular turns, successively stacked along each other so that they follow the cross-sectional profile of the outer surface of the toroidal base 11.

 In the framework of the present description, the cross-sectional profile should be understood as the configuration represented by half the section of the toroidal base 11, made in a plane passing along the radius from the geometric axis of its rotation, not shown in the figures, coinciding with the geometric axis of rotation of the tire and, therefore, formed frame structures 2.

 According to the present invention, the carcass ply 3 is formed directly on the toroidal base 11 by laying, as will be explained more fully below, of the first and second series of elongated sections 13, 14 obtained from at least one continuous elongated element having, preferably, a width of from 3 to 15 mm This elongated element essentially contains one or more threadlike elements, preferably 3-10 threadlike elements, which are located next to each other in length and in parallel and at least partially included in the layer of elastomeric material.

 Each of these threadlike elements may, for example, consist of a textile cord having preferably a diameter of from 0.6 to 1.2 mm, or a metal cord having preferably a diameter of from 0.3 to 2.1 mm. A continuous elongated element, which is fed, for example, directly from an extruder intended for its manufacture, can preferably be sent to a stacking device, the design and performance of which are described in more detail in European patent application EP 0 928 680 addressed to the same applicant, the contents of which are described below .

 This stacking device is suitable for sequential cutting of a continuous elongated element so as to form elongated sections 13, 14 of a given length.

 The cutting of each elongated section 13, 14 immediately follows its laying on the toroidal base 11 with the formation, for example, using movable gripping elements and / or suitable rolling elements, of the elongated section with a U-shape around the cross-sectional profile of the toroidal base itself. After laying, each elongated section 13, 14 essentially contains two lateral parts 13a, 14a extending in the radial direction toward the axis of the toroidal base 11 at locations spaced apart from each other in the axial direction, and the crown portion 13b, 14b extending radially outer position between the lateral parts themselves. It should be noted that each side part 13a, 14a exactly follows the surface of the toroidal base 11 to a point located near the axially outer edges of the corresponding abutment surface 11a in the form of a truncated cone.

 The toroidal base 11 can perform angular rotation so as to gradually move synchronously with the operation of the above-mentioned laying device so that each movement, including cutting off each elongated section 13, 14, is followed by its laying in a position spaced circumferentially from the previously laid section 13, 14.

 More specifically, the rotation of the toroidal drum 11 occurs mainly with an angular pitch corresponding to a circumferential displacement equal to a multiple of the width of each elongated section 13, 14, more precisely double width.

 It should be noted that in the framework of the present description, where it is not indicated otherwise, the term "circumferential" refers to laying around the circumference in the equatorial plane XX and near the outer surface of the toroidal base 11.

 According to a preferred embodiment of the present invention, the sequence of operations described above is such that the first complete revolution of the toroidal base 11 about its axis of rotation leads to the formation of the first part of the carcass ply 3 as a result of laying of the first series of elongated sections 13 distributed around the circumference with a circumference spacing of double width of each of the specified sections.

 This first part of the carcass ply 3 comprises, in the radially inner regions of the side parts 13 a, axially inner end zones 15 which are mutually spaced (only one is shown in the figures) and each of which is extended by an end part 17 which is axially bent outward, i.e. from the equatorial plane XX, preferably in a direction parallel to the supporting surface 11a in the form of a truncated cone.

 As can be clearly seen in FIG. 2, preferably between the two sections of the first series an empty space S is left, at least in the crown portion 13b of the sections themselves, having a width equal to the width of the sections themselves.

 However, within the framework of the present invention, it is also possible to move the toroidal base 11 with an interval of circumference equal to the width of each section so that the sections of the first series will be stacked with their respective coronal parts 13b, mutually adjacent to each other, which will lead to the formation of the first completed layer of the frame.

Preferably, the laying of each elongated section 13 of the first series is performed in a plane parallel to the axis of rotation of the toroidal base 11. However, it is possible to provide, if necessary, laying the elongated sections 13 with an inclined orientation relative to the direction of extension along the circumference of the toroidal base 11, for example, at an angle from 15 to 35 ^o .

 The adjustment of the laying angle of the elongated sections 13, 14 can be provided, for example, by a suitable orientation of the geometric axis of rotation of the toroidal base 11 relative to the aforementioned laying device.

 The formation of the frame structure 2 then continues with the operation of laying the above inextensible ring structures 4 or at least some of them near each inner end zone 15 of the formed layer 3 of the frame so as to obtain areas of the frame, known as "sides", which are specifically designed to provide fixation tires on the appropriate mounting rim.

 According to the present invention, one or preferably both ring reinforcing structures 4 are preferably formed as described in the simultaneously pending European patent application 98110354.2 in the name of the same applicant.

 More specifically, according to the design shown in FIG. 1-7, the formation of each annular structure 4 primarily provides for the operation of forming in the radial direction superimposed on the end part 17 of each inner end zone 15 at least one inextensible circumferential annular mounting insert 19 with a flat cross-sectional profile, passing essentially axially direction in the opposite direction from the equatorial plane XX.

More specifically, it is preferably provided that the cross-sectional profile of the annular fixing insert 19 extends in a direction converging towards the geometric axis of the toroidal base and opposite to the equatorial axis XX, at an angle preferably of 15 ^° , and in any case corresponding to the slope of the corresponding the supporting surface 11A in the form of a truncated cone.

 More specifically, according to a preferred embodiment, the annular fastening insert 19 is formed directly on the inner end zone 15 of the frame layer part 3 formed by the elongated sections 13 of the first series by winding at least one continuous threadlike element in axially adjacent concentric turns 19a around the toroidal base 11.

 The turns 19a forming the annular fixing insert 19 can be arranged in one or more layers superimposed in the radial direction by means of, if necessary, rollers or other suitable means acting on the surface of the toroidal base 11.

 The adhesive consistency of the elastomeric layer, which covers the elongated sections 13 of the first series and, if applicable, the sealing layer 10, previously laid on the drum itself, provides a stable arrangement of the individual turns 19a during their formation.

 The laying of the threadlike element may preferably be preceded by a rubberizing operation during which the threadlike element itself, which is preferably made of a metal material, is coated with at least one layer of crude elastomeric material, which in addition to providing excellent bonding of the rubber and metal of the threadlike element facilitates its bonding for stable location on the formed frame structure.

 At least one stiffening element 20 is then formed on each inner end zone 15 of the first part of the carcass ply 3, this stiffening element having a main part 21 with a substantially triangular cross-sectional profile, tapering to the opposite side from the axis of rotation of the tire and essentially in an axially internal position relative to the annular mounting insert 19.

The stiffening element 20, preferably including an annular body made of an elastomeric material with a hardness exceeding 48 ^° Shore, and preferably between 48 and 55 ^° Shore, can preferably be formed directly on the inner end zone 15, for example, by laying a continuous strip of elastomeric material exiting the extruder located near the toroidal base 11.

 The specified continuous strip may have a completed cross-sectional shape of the stiffening element 20 already at the exit of the extruder. Alternatively, the continuous strip will have a cross section that is smaller than the section of the stiffener 20, and the latter will be obtained by laying the strip itself with several adjacent and / or superimposed turns so that a complete configuration of the stiffener 20 is formed.

 According to the structural solution shown in FIG. 1-7, it is further provided that the stiffening element 20 must have an elongated part 22 in a radially internal position, forming a continuation of the main part 21 in a direction substantially parallel to the annular mounting insert 19 and radially superimposed on it.

 According to a preferred embodiment of the invention, after laying the stiffening element 20, the formation of the first carcass ply 3 is completed by laying the second series of elongated sections 14 obtained by cutting the above continuous element into segments and laying them on a toroidal base 11 in a manner similar to that described for the elongated sections 13 first series.

 As can be clearly seen in FIG. 4, each section 14 of the second series is stacked in a U-shape around the cross-sectional profile of the toroidal base 11 between two consecutive sections 13 of the first series in a direction parallel to the last. More specifically, each section 14 of the second series has its corresponding corona part 14b circumferentially located between the crown parts 13b of the sections 13 of the first series so that they fill the space S existing between them and a pair of axially spaced side parts 14a.

 In general, the elongated sections 14 of the second series form the second part of the carcass ply 3 having axially outer end zones 16, each of which is located axially outward relative to the corresponding inner end zone 15. More specifically, in the examples of FIGS. 7- 8, each outer end zone 16 is axially superimposed externally on the main part 21 of the corresponding stiffener 20 and extends by the end part 18 extending axially opposite to the equato of the rial plane XX side, being radially superimposed on the elongated portion 22 of the stiffener itself.

 Therefore, each axial stiffener 20 is located between the axially inner end zone 15 and the axially outer end zone 16 of the carcass ply 3.

 It may also be provided that the side parts 14a of each section 14 of the second series partially cover the side parts 13a of the two successive sections 13 of the first series along the part located between the radially outer edge of the corresponding stiffening element 20 and the transition zone between the side part itself and the crown part 13b, 14b.

 Due to the mutual convergence of adjacent side parts 13a, 14a, oriented in a radial direction relative to the geometric axis of the toroidal base 11, the overlap or overlap of the side parts 13a of the sections 13 of the first series, namely the width around the circumference of the overlay zones, gradually decreases from the maximum value near the radially outer edge of the element 20 the stiffness of each annular reinforcing structure 4 to zero in the transition zone between the side parts 13A, 14A and the coronal parts 13b, 14b.

 According to a possible embodiment of the invention, which can be adopted, in particular, in the case when the sections 13 of the first series are stacked so that they form the first complete layer of the frame, all sections 14 of the second series can also be stacked with an interval around the circumference equal to their width, so that they are adjacent to each other and together form a second layer of the frame superimposed on the first layer of the frame. In this case, the sections 14 of the second series can be oriented obliquely with respect to the direction of the tire circumference, preferably in the opposite direction with respect to any inclination of the sections 13 of the first series.

 According to the structural solution shown in FIG. 1-7, after laying the elongated sections 14 of the second series, the formation of the ring reinforcing structures 4 sides is completed.

 For this, as can be seen in FIG. 4, for each of the ring reinforcing structures 4, an additional inextensible circumferential ring insert 23 is laid with a flat cross-sectional profile substantially parallel to the ring fixing insert 19. Preferably, this additional ring insert 23 is formed in a radially outer position directly on the end portion 18 of the outer end zone 16 by winding the corresponding filiform element in axially adjacent concentric turns 23a 11 g of the toroidal support.

 After this operation, the end portion 18 of each outer end zone 16 remains predominantly enclosed between the elongated portion 22 of the stiffener 20 and the additional annular insert 23.

 In radial type tires, the tape structure 5 is usually stacked on the carcass structure 2.

 This tape structure 5 can be formed by any method suitable for a person skilled in the art, and in the example shown contains essentially the first and second tape layers 6a, 6b having cords with corresponding intersecting orientations. An additional tape layer 7 is applied to the tape layers, for example, obtained by winding at least one continuous cord in axially adjacent turns on the first and second tape layers 6a, 6b.

 Then, a tread band 8 and sidewalls 9 are laid on the frame structure 2, which can also be obtained by any method suitable from the point of view of a person skilled in the art. Examples of the design of the tape structure, sidewalls and tread band, which can preferably be used to complete the formation of tire 1 on a toroidal base 11, are described in European patent 97830632.2 in the name of the same applicant.

 Thus manufactured tire 1 is now ready for execution - after removal, if necessary, from the base 11 of the vulcanization operation, which can be carried out in any suitable way.

 The design embodiment shown in Fig. 8 differs from the above in the manner in which the annular reinforcing structures 4 are formed. In fact, it is envisaged that the additional annular insert 23 of each annular reinforcing structure 4, where it is used, is essentially oriented radially relative to the axis of the tire and fits onto the axially inner wall of the main body 21 of the corresponding stiffener 20.

 More specifically, it is preferably provided that each additional annular insert 23 is formed directly in the corresponding inner end zone 15 before laying the stiffener 20 by winding the corresponding filiform element so that mutually adjacent concentric turns 23a are formed with radial overlapping around the toroidal base 11 .

 It should be noted that such an additional annular insert can also be used in the design described with reference to FIGS. 1-7, in addition to or instead of the additional annular insert 23 shown in these figures.

 After the formation of an additional annular insert 23, a stiffening element is formed in the same manner as described with reference to the structural solution corresponding to that shown in Figs. 1-7.

 Preferably, in the embodiment shown in FIG. 8, the stiffening element 20 does not have an elongated portion 22. In this case, during subsequent laying of the elongated sections 14 of the second series, each end part 18 of the outer end zones 16 is located on the end part 17 of the corresponding inner end zone 15 with a radial overlay on the latter.

 The formation of each annular reinforcing structure 4 is completed by laying an annular fixing insert 19, which is formed so that it is radially superimposed on the end portion 18 of the corresponding outer end zone 16 by winding the corresponding filiform element so that axially adjacent concentric turns 19a are formed. In contrast to the above in the embodiment of the invention corresponding to FIG. 9, it is envisaged that the stiffener 20 is positioned axially outward relative to the entire carcass ply 3. For this purpose, laying, when necessary, of sections 14 in the form of strips of the second series for forming the second part of the carcass ply 3 is performed before laying the stiffening element 20 in the same way as any additional annular insert 23. Thus, each outer terminal zone 16 located between the respective inner end zone 15 and the stiffener 20 itself.

 As for the remaining structural and structural aspects of the structural solution corresponding to that shown in Fig. 9, reference should already be made to this description with reference to Fig. 8.

 In each of the described structural solutions, the interaction between the annular fastener insert 19, the stiffener 20 and the remaining components of the frame structure 2 is such that the stiffener and the annular fastener insert are essentially rigidly connected to each other.

 In other words, the annular fastener insert 19 and the stiffener 20 functionally function as a single structure that has a substantially L-shaped configuration and has a radial branch consisting of a main part 21 of the stiffener 20 and an axial branch consisting of an annular fastener an insert 19 extending axially in the opposite direction from the equatorial plane XX of the tire.

 In FIG. 5 to 9 show in schematic form the operating behavior of the tire 1. In these figures, the tire 1 is shown being mounted on a corresponding rim 30 provided with two shelves 31 arranged in axially opposite positions for engaging with the beads. Each shelf 31 has a so-called bead landing shelf 31a formed by a truncated cone-shaped surface converging in the direction of the tire axis and in the opposite direction from the equatorial plane XX, parallel to the corresponding mounting insert 19. The landing shelf 31a in the axial direction is limited between the outer the axial direction of the annular protrusion 31b and the axially internal annular protrusion 31c, also referred to below as the "protrusion to prevent accidental dismantling of the bead".

 As shown in the above figures, the cross-sectional profile of the annular reinforcing structure 4 has a geometric center of gravity G located in the axial outer position relative to the stiffener 20 and in the axial internal position relative to the axial direction of the outer end edge of the annular mounting insert 19.

 The tire inflation pressure produces the effect of tensioning the carcass layer along the threadlike elements included in the sections of the first and second series.

 In FIG. 5 relating to the tire in the inflated state, the tension effect of the sections 13 of the first series is created by the force T applied near the radially inner edge of the stiffening element 20. The force T, oriented tangentially to the longitudinal extent of the corresponding section 13 at the above application point, has a value proportional to the inflation pressure and the radius of curvature R, represented by the cross-sectional profile of the carcass ply 3 near the tire sidewall 9, and produces a moment M of rotation around the center gravity G, as a result of which the fixing insert 19 is repelled near its axially outer edge toward the landing flange 31a of the corresponding flange 30. In this way, false airtight insulation of the air contained inside the tire as a result of the pressure P applied by the bead to the landing flange 31a of the rim 30.

 Figure 6 shows the tire in a state of movement under load and the impact of lateral axial load. More specifically, FIG. 6 shows the behavior of a tire in an area of a bead located on an inner side of a turn overcome by a vehicle.

 As can be seen, as a result of the effect of lateral axial load F, the frame structure undergoes compression and lateral displacement relative to the equatorial plane XX in the direction of the inner side of the rotation.

 Therefore, the radius of curvature of the carcass ply 3 near the sidewall decreases to a value R ′ that is smaller than the radius R, which can be measured under the conditions shown in FIG. 5. At the same time, the tire bead 4, in particular near the main part 21 of the stiffening element 20, is subjected to bending, which tends to increase the tension in the axial direction of the inner zone 15 of the carcass layer 3, which gives the effect of an additional increase in the moment M and, therefore, the pressure P 'applied in the axial direction of the outer the area of the side to the landing shelf 31A.

 Fig. 7 shows a tire in a state of movement under a lateral axial load relative to a bead located on the outside of a turn overcome by a vehicle. In this situation, the compression and lateral displacement effect transmitted to the frame structure 3 causes the latter to take a curved shape in the region of the sidewall 9 having a radius R "that is larger than the radius R that can be observed in the state described with reference to Fig. 5.

 The tension of the carcass ply 3 therefore increases both in the inner end zone 15 and in the outer end zone 16, and the main part 21 of the stiffening element 20 tends to bend towards the equatorial plane XX. In this situation, the tire bead tends to exert an axial load P ″ directed towards the outer annular protrusion 31c, increasing the contact pressure on the flange 31b due to the taper of the latter and the annular mounting insert 19.

In FIG. 10 is a partial cross-sectional view of a tire according to the invention mounted on a rim provided with seating flanges formed by truncated cone-shaped surfaces converging in the direction of the axis of rotation of the tire, to the opposite side from its equatorial plane, at an angle β, preferably within from 5 to 25 ^o and even more preferably equal to 20 ^o .

 The tire bead includes an inextensible circumferential ring reinforcing structure selected from those described above, in particular described with reference to Fig. 8.

The rim preferably has a radially symmetric profile, which comprises a wide central mounting stream, axially bounded by landing flanges having a minimum diameter D _m that is larger than the minimum diameter D _{r of the} mounting stream.

 In the area of each landing flange, the rim has a protrusion 31c, which is in the axial direction in the internal position, designed to prevent the tire bead from penetrating over it and into the central mounting creek during movement.

 Known tires that are mounted on rims with landing flanges formed as described, for example, the tire already mentioned, corresponding to US Pat. No. 5,634,993, are provided with beads reinforced with conventional bead cores according to the prior art, consisting of a single metal core, hereinafter referred to as “solid bead wire "in order to distinguish them from the" multi-turn "bead wire of the reinforcing bead structure according to the invention.

 It was realized that with these tires, the aforementioned protrusion should have a significant radial extent to prevent, in the event of a tire lowering and passing a bead over the protrusion, of the well-known serious problems of traction of the vehicle tires with the road. In other words, the diameter of the protrusion should be at least substantially equal to the maximum diameter of the solid bead wire. For this purpose, the known rims have a central mounting stream, which is greatly reduced relative to the diameter of the landing flange, measured in the position adjacent to the protrusion: thus, in fact, when the tire is mounted on the rim, the tire bead can be located in a very eccentric position relative to the rim so that it can pass over the protrusion in the axial direction from the inside outwards sequentially first along the annular center line of the protrusion and then along the diametrically opposite annular central nii.

With tires of the type disclosed in the aforementioned US patent, the problem is particularly serious due to the fact that in the radial direction, the inner diameter of the tire bead equal to D _m is significantly smaller than the maximum diameter Dc of the landing flange, i.e. the mounting diameter of the tire. Therefore, the depth of the rim mounting stream indicated above should be significantly greater, and this creates problems related to the installation of the wheel on the vehicle hub.

 This patent solves the problem by using a rim with different mounting diameters, that is, by increasing the diameter of the landing flange on the side of the vehicle so as to be able to increase the minimum diameter of the mounting creek in the axially adjacent portion. This measure can solve the problem of mounting the wheel on the vehicle, but it increases the number of problems associated with the adhesion of the tire to the road surface, due to the fact that the corresponding tire is a tire with an asymmetric structure, that is, having beads with different mounting diameters and thus reacting non-uniform on the loads acting on it.

 The tire according to the invention also effectively solves this problem.

 First of all, it should be noted that a pair of bead cores, each of which consists of winding from several turns of a metal cord, forms a bead reinforcing structure, which is much more flexible than the well-known one-piece bead wire, and thus, when the tire is deflated, it is easier to deform. in order to take on a specific elliptical (oval) configuration necessary for the bead to pass over in the axial direction of the inner protrusion of the rim during the mounting operation of the tire on the rim, and vice versa, its dismantling rim.

 In addition, it should be noted that these windings, which can also be used separately from each other, that is, individually, in the particular embodiments shown, are used in combination with each other, and more specifically, one is located in a plane substantially perpendicular to the axis of rotation of the tire and the other is located along the surface in the form of a truncated cone, essentially parallel to the landing shelf; therefore, this structure works essentially as the L-shaped reinforcing structure described above.

 Thus, when the tire is mounted on the rim, this reinforcing structure is much more resistant to forces that are directed along the axis inward and which, in the case of beads with a single bead core, can cause the bead to slip over the protrusion.

 In fact, in these known tires, when the bead core nevertheless passed over the protrusion, no other structural element is able to prevent the bead from being dismantled. Whereas in the tire according to the invention, in each of the above windings, the increase in diameter required for dismantling to take place would result in a progressively increasing increase in the diameter of the windings and, in particular, in the radial winding, increasing elongation from the radially inner turn to coil located radially outside. Such elongation is effectively prevented by the mechanical strength characteristics of the cord used.

 In addition, in the case of conical winding, the dismantling of the bead would require a gradual increase in the diameter of the turns of the cord, that is, an increase in the elongation of the turns of the winding from the coil located in the axial direction in the inner position to the coil located in the axial direction in the outer position. Such an increase is effectively prevented by the substantially inextensible nature of the cord used.

 Finally, the protrusion could also be completely absent, while the landing shelf itself forms a protrusion that is sufficient to prevent the bead from being dismantled, and in any case, the height of the protrusion can be kept within very small values, and the channel depth can also be of small value.

 It will now be apparent that the problem can also be solved using a single winding of coils of metal cord, preferably located along the surface in the form of a truncated cone, parallel to the surface of the landing flange.

 In particular, it is preferable to keep the diameter Dh of the protrusion 31c so that it has a value that is not less than the value of the radially outer diameter in the axial direction of the innermost turn of the conical winding cord. In combination with this or as an alternative, it is preferable to keep the diameter Dh of the protrusion 31c so that it is not larger than the radially outer diameter of the radially inner coil of the radial winding cord.

 As shown in FIG. 10, depicting a tire of dimensions 215/630/420, the mounting diameter Dc is 424.2 mm, the height h of the protrusion is 3.5 mm, and in any case does not exceed 4 mm and is preferably between 3 and 4 mm, and the depth hc of the central mounting stream is 17.5 mm, preferably 15 to 25 mm.

 In the preferred embodiment of FIG. 10, the wheel formed by the assembly of the tire and rim described above also comprises means that are designed to give the wheel also self-supporting ability in a partially deflated state. Preferably, the aforementioned means consists of an inner chamber 100 with separate containers and even more preferably an inner chamber described in the already mentioned patent application EP 0922592 to the name of the applicant.

 The aforementioned inner chamber, which can be elastically stretched by supplying compressed fluid to its internal volume, has an elliptical configuration adapted, in particular, for low-profile tires, and contains two separate and independent containers that can be inflated separately from each other and separated by a central a longitudinal wall 105 having high rigidity and extending in a plane perpendicular to the axis of rotation of the wheel.

 The inflation of the above chambers is preferably controlled by valves that do not have a fixed connection to the mounting rim, which are described in the previous patent application EP 0937590 addressed to the same applicant. Preferably, each of these valves 110 performs three functions separately from each other: inflation, quick descent, and verification of the inflation pressure.

 The present invention provides important advantages.

 In particular, as a result of the design solution used in the implementation of the ring reinforcing structures 4 according to the invention, it is possible to obtain a tire that is suitable for mounting on a rim equipped with landing flanges having tapering outward without introducing any significant complexity into the tire manufacturing process .

 In fact, as a result of the invention, it is possible to use tension acting on the layer or layers of the carcass in such a way as to obtain an increase in the contact pressure of the bead on the landing flange of the rim under any operating conditions without the need for complex ring reinforcing structures provided for by the prior art.

 In particular, by simplifying the annular reinforcing structures according to the invention, it is possible to assemble the components of the entire tire on a hard drum having a configuration of the inner side of the tire in a fully automatic mode.

 In fact, according to the above description, a tire is manufactured by laying on a collapsible ring-shaped rigid base the components of the tire and, in particular, the reinforcing structures of the beads with the execution of movements directed essentially perpendicular to the axis of rotation of the base itself and / or tangentially with respect to its circumference. More specifically, the invention offers the possibility of laying components essentially without performing movements directed parallel to the axis of rotation, or in any case in such a way as to bend in the axial direction to the inner side of the end zones of the layer or layers of the frame.

 More specifically, as a result of the invention, it is possible to produce tires that are suitable for mounting on rims of the type indicated above, using new design ideas developed by the applicant and constituting the objects of the European patent applications EP 0928680, EP 0928702 and EP 0976535 already mentioned, and thus be used all their aspects, giving advantages over known methods of production.

 In fact, it should be noted that as a result of the application of structural and structural solutions in the performance of the relevant tire, in particular with respect to its carcass structure 2, noticeable improvements can be achieved in terms of structural strength, especially near the sides where the highest structural strength is usually required, as well as from the point of view of performance, in particular regarding the effects of lateral axial load that occur when driving in corners.

 In this context, an additional advantage of the tires according to the invention, essentially arising from the replacement of the traditional solid bead core with new multi-turn bead cores, is that the invention allows the use of mounting rims of the indicated type with symmetrical landing flanges, i.e. with the same mounting diameter, in combination with a central mounting stream having a minimum depth, and preferably without using axially internal protrusions to prevent eniya accidental dismantling of the bead or projection having a minimum height. In particular, the structural characteristics of the annular reinforcing structures and the methods by which they are embedded in the carcass ply are such that they further increase the structural strength of the tire 1 in the areas of the sides and sidewalls.

 In fact, the presence of circumferentially inextensible annular inserts 19, 23, firmly connected to the carcass ply or carcass ply 3, provides excellent “bonding” to the threadlike elements of different series of elongated sections 13, 14. The carcass structure 2 is thus reinforced in areas corresponding to the bead 1 without the need for the use of additional elongated inserts for this purpose, commonly referred to as “wing ribbons,” which are looped around the annular reinforcing structures 4 and used in the prior art.

 In particular, the removal of backward bending of the end zones of the carcass ply in the axial direction with the consequent elimination of movements in the direction coaxial with the toroidal base and devices designed to perform the corresponding work operations makes the tire manufacturing process simpler, faster and more economical and makes it possible elimination of the lack of continuity element from the tire structure, which caused significant problems in the vulcanized tire and during operation.

Claims (48)

1. A method of manufacturing a tire for vehicle wheels, wherein a carcass structure (2) is made having at least one carcass ply (3) with end zones meshed with respective annular reinforcing structures (4) spaced from each other in the axial direction, lay the tape structure (5) on the outer surface of the frame structure (2) around its circumference, lay the tread band (8) on the outer surface of the tape structure (5) at least one pair of sidewalls (9) , rasp laid in lateral opposite positions on the frame structure (2), lay on at least one inextensible circumferential annular mounting insert (19) and lay at least one stiffener (20) opposite to at least one terminal zone of the carcass ply, characterized in that the manufacture of the carcass structure (2) comprises the following operations — lay at least one first part of at least one carcass ply (3) distributed around the circumference on a toroidal base (22), whose configuration coincides with the configuration of the length of the inner surface of the tire, while the first part of the carcass is made with the inner end zones (15) of at least one layer (3) of the carcass located in the axial direction and which are mutually spaced, each of the end zones being made with the end part (17) extending in the direction opposite to the tire’s equatorial plane (Х-Х), while the annular mounting insert (19) is laid with a radial overlay on the terminal part (17) of at least one of the axially inner parts terminal zones (15) and has a cross-sectional profile of a flat shape extending axially in the opposite direction from the corresponding internal terminal zone (15) and from the equatorial plane (XX) of the tire, and said stiffening element (2) has at least at least one main part with a cross-sectional profile, tapering in the opposite direction from the axis of rotation, which is located essentially in the axially internal position relative to the annular mounting insert (19). 2. The method according to claim 1, characterized in that it further comprises the step of laying at least one second part of at least one layer (3) of the carcass distributed circumferentially on the toroidal base (22) and forming in the axial direction the outer end zones (16) of at least one layer (3) of the frame, located in the axial direction in the outer position relative to the inner end zones (15). 3. The method according to claim 2, characterized in that the laying of at least one second part of the layer (3) of the frame is carried out after laying at least one element (20) of rigidity so that at least one of outer end zones (16) is superimposed on the corresponding stiffener (20) on the opposite side with respect to the inner end zone (15). 4. The method according to claim 1, characterized in that the laying of the annular mounting insert (19) is carried out by winding at least one threadlike element with concentric turns (19a) located axially adjacent around the toroidal base (11). 5. The method according to claim 2, characterized in that the end part (18) of at least one of the outer end zones (16) is located on the elongated part (22) of the corresponding stiffener (20), which runs essentially parallel to the annular mounting box (19). 6. The method according to claim 2, characterized in that it further comprises the step of laying at least one additional circumferentially inextensible annular insert (23) radially superimposed on the terminal part (18) of at least one of the outer end zones (16), wherein said additional insert extends substantially parallel to the annular mounting insert (19). 7. The method according to claim 6, characterized in that the laying of an additional annular insert (23) is carried out by winding at least one threadlike element with concentric turns (23a), located next to each other in the axial direction around the toroidal base (11). 8. The method according to claim 1, characterized in that the laying of at least one first part of at least one layer (3) of the frame is carried out by laying at least one first series of elongated sections (13), which circles are distributed on the toroidal base (11), each of the elongated sections (13) having a U-shape around the cross-sectional profile of the toroidal base (11), forming two lateral parts (13a), axially spaced from one another and bearing inner end zones (15) and the coronal part ( 13b) extending radially outward between the side portions (13a). 9. The method according to claim 2, characterized in that the laying of at least one second part of the at least one layer (3) of the frame is carried out by laying at least one second series of elongated sections (14) distributed over circles on the toroidal base (11), each of the elongated sections (14) having a U-shape around the cross-sectional profile of the toroidal base (11), forming two lateral parts (14a), mutually spaced from one another in the axial direction and bearing outer end zones (16) and crown (14b), passage boiling at a radially outer position between the side portions (14a). 10. The method according to claim 8 or 9, characterized in that the sections of the first series (13) are stacked with a step in a circle that is larger than their width, each section of the second series (14) is laid with their crown part (14b) in the space between two adjacent sections of the first series (13) for forming at least one layer (3) of the frame together with the last sections. 11. The method according to claim 1, characterized in that the laying of the stiffening element (20) is carried out before laying the annular mounting insert (19). 12. The method according to claim 2, characterized in that the laying of at least one second part of the layer (3) of the frame is carried out before laying at least one mounting insert (19). 13. The method according to p. 12, characterized in that at least one mounting insert (19) is stacked with a radial overlay on the terminal part (18) of the corresponding external terminal zone (16). 14. The method according to p. 12, characterized in that when laying the second part of at least one layer (3) of the frame, one end part (18) of each outer end zone (16) is located on the end part (17) of the corresponding inner end zone (15), passing in the axial direction in the opposite direction from the equatorial plane (XX). 15. The method according to claim 1, characterized in that it further comprises the step of laying at least one additional circumferentially inextensible annular insert (23) having a flat cross-sectional profile extending radially along the axially inner wall of the main part (21) at least one stiffener (20). 16. The method according to p. 15, characterized in that each additional annular insert (23) is laid on one of the inner end zones (15) before laying the corresponding stiffener (20). 17. The method according to p. 15, characterized in that the installation of each additional annular insert (23) is carried out by winding at least one threadlike element with concentric turns (23a) located in the radial direction next to around the toroidal base (11). 18. The method according to claim 2, characterized in that the laying of at least one second part of the layer (3) of the frame is carried out before laying at least one element (20) of rigidity so that at least one of outer end zones (16) is laid between the corresponding inner end zone (15) and the corresponding stiffener (20). 19. The method according to claim 1, characterized in that the laying of the frame structure (2) contains the following operations - sequentially stack a lot of elongated sections (13) designed to form at least one first part of at least one layer ( 3) the carcass in the circumferential direction to the toroidal base (11), the configuration of which coincides with the configuration of the inner surface of the tire, and the specified first part in the axial direction forms the inner end zones (15) of at least one layer (3) car Kasa, at least one circumferentially inextensible annular fastening insert (19) is wound in a circumferential direction relative to the toroidal base (11) and radially superimposed on the end part (17) of each of the axial end zones ( 15), wherein said insert (19) has a cross-sectional profile of a flat configuration extending axially in the direction opposite to the corresponding inner end zone (15) and the equatorial plane (XX) of the tire, at least one stiffening element (20) in a circumferential direction with respect to the toroidal base (11) for each end zone (15), wherein the element (20) has at least one main part (21) with a cross-sectional profile, tapering in the opposite direction from the axis of rotation, located essentially in the axially internal position relative to the annular mounting insert (19), successively lay a lot of elongated sections (14), designed to form at least one second part, m at least one layer (3) of the frame in the circumferential direction on the toroidal base (11), and the specified second part in the axial direction forms the outer end zones (16) of at least one layer (3) of the frame, each of which is superimposed on the corresponding a stiffener (20) on its opposite side with respect to the inner end zone (15). 20. The method according to claim 1, characterized in that it is carried out essentially without movements directed parallel to the axis of rotation of the toroidal base (11), and they tend to bend in the axial direction and upward the end part (15, 16) of at least one layer (3) of the frame in the direction of the equatorial plane (XX). 21. A tire for vehicle wheels, comprising a carcass structure (2) having at least one carcass ply (3), provided with end zones (15, 16) engaged with respective ring reinforcing structures (4), axially spaced apart from each other, a tape structure (5) laid on a frame structure (2) in an outer circumferential position, a tread band (8) laid on a tape structure (5) in an at least one outer circumference a pair of sidewalls (9) laid on the frame page a structure (2) in opposite lateral positions, while at least one of the annular reinforcing structures (4) contains at least one stiffening element (20) laid on at least one layer (3) of the carcass and at least one circumferential inextensible circumferential fastening insert (19), characterized in that in at least one of the annular reinforcing structures (4), a stiffening element (20) laid on at least one layer (3) the frame, has at least one main part (21) having a cross-sectional profile, narrow iysya in the opposite direction from the rotational axis, the annular anchoring insert (19) has a flat cross-sectional profile configuration, extending axially in the opposite direction from the main part (21) of the stiffener side. 22. The tire according to claim 21, characterized in that each annular mounting insert (19) extends in a direction converging towards the geometric axis of rotation of the tire, in the opposite direction from its equatorial plane (XX). 23. A tire according to claim 21, characterized in that the annular mounting insert (19) and the stiffening element (20) are essentially rigidly connected to each other. 24. A tire according to claim 21, characterized in that the cross-sectional profile of each annular reinforcing structure (4) has a geometric center of gravity (G) located so that in the axial direction the outer end edge of the annular mounting insert (19) is repelled in the axis direction rotation of the tire, following the tension created along at least one layer (3) of the carcass under the influence of tire inflation pressure. 25. The tire according to item 21, wherein the cross-sectional profile of each annular reinforcing structure (4) has a geometric center of gravity (G) located in the axial direction in the outer position relative to the stiffener (20) and in the axial direction in the inner position relative to the axial direction of the outer end edge of the annular mounting insert (19). 26. The tire according to item 21, wherein the at least one layer of the carcass has first and second parts distributed around the circumference and forming in the axial direction of the inner end zones (15) and in the axial direction of the outer end zones (16) , respectively. 27. A tire according to claim 26, characterized in that the stiffening element (20) is located in the axial direction between the corresponding axially inner end zone (15) and the corresponding axially outer end zone (16) of at least one layer (3) frame. 28. Tire according to claim 26, characterized in that the annular mounting insert (19) is laid on the terminal part (17) of the inner terminal zone (15) extending axially to the side opposite from the equatorial plane (XX) of the tire. 29. Tire according to claim 28, characterized in that the annular mounting insert (19) is laid in the radial direction in the outer position relative to the end part (17) of the inner end zone (15). 30. The tire according to item 21, wherein the stiffening element (20) contains at least one annular body of elastomeric material. 31. The tire according to claim 30, wherein the annular body has a hardness of at least 48 ° Shore. 32. The tire according to item 21, wherein the annular mounting insert (19) is located essentially near the inner circumference of the edge of the main part (21) of the stiffener (20). 33. A tire according to claim 21, characterized in that the stiffening element (20) has, in a radially internal position, an elongated part (22), essentially elongated parallel to the annular mounting insert (19). 34. A tire according to claim 21, characterized in that it further comprises at least one additional annular insert (23) extending parallel to the annular mounting insert (19). 35. The tire according to p. 26 or 34, characterized in that the additional annular insert (23) is laid on the end part (18) of the outer end zone (16) extending in the axial direction to the side opposite from the equatorial plane (XX) of the tire . 36. A tire according to claim 35, characterized in that the additional annular insert (23) is laid in a radially outer position relative to the terminal portion (18) of the outer terminal zone (16). 37. The tire according to item 21, wherein the at least one layer (3) of the carcass contains at least one first series of elongated sections (13) distributed around a circle around the axis of rotation, each of which has U -shaped configuration around the cross-sectional profile of the frame structure (2), forming two lateral parts (13a), mutually spaced one from the other in the axial direction, and a crown part (13b) extending in a radially outward position between the side parts (13a). 38. The tire according to clause 37, wherein the at least one layer (3) of the carcass further comprises at least one second series of elongated sections (14) distributed around a circle in an alternating sequence relative to the sections (13) belonging to the first series around the axis of rotation, and each of them has a U-shape around the cross-sectional profile of the frame structure (2), forming two lateral parts (14a), mutually spaced from one another in the axial direction, and the crown part (14b ) extending radially outward between the lateral parts (14a), and on the lateral parts (13a, 14a) of the sections (13, 14) belonging to the first and second series, respectively, in the axial direction are formed the inner end zones (15) and in the axial direction the outer end zones ( 16) layer (3) of the frame. 39. A tire according to claim 26, characterized in that the annular mounting insert (19) is laid on the end part (18) of the inner end zone (16) extending axially in the opposite direction from the equatorial plane (XX) of the tire. 40. Tire according to claim 39, characterized in that the annular mounting insert (19) is laid in a radially outer position relative to the terminal portion (18) of the outer terminal zone (16). 41. A tire according to claim 40, characterized in that the end part (18) of the outer end zone (16) is stacked radially superimposed on the end part (17) of the inner end zone (15). 42. A tire according to claim 21, characterized in that it further comprises at least one additional circumferentially inextensible annular insert (23) having a cross-sectional profile extending radially on the axially inner wall of the main part (21) element (20) stiffness. 43. A tire according to claim 21, characterized in that the stiffening element (20) is located in the axial direction in the outer position relative to at least one layer (3) of the carcass. 44. A vehicle wheel containing a mounting rim that can be connected to the vehicle hub and a tire mounted on the rim and containing a toroidal carcass structure (2) provided with a crown portion connected axially to the pair of opposite sidewalls ending in engagement sides with corresponding landing flanges formed on the mounting rim, and the frame is equipped with at least one reinforcing layer (3) having end zones (15, 16) engaged with each other ring reinforcing structures (4), axially spaced from one another, while the radially outer surface of the rim has two side parts that are designed to form landing flanges for engagement with the respective sides of the tire, formed by surfaces in the form of a truncated cone, converging in the direction the axis of rotation of the rim, in the opposite direction from its equatorial plane and at least one of the annular reinforcing structures (4), containing at least one element (20) gesture spacers laid on at least one layer (3) of the carcass, characterized in that one stiffener has at least one main part (21) with a cross-section profile tapering to the opposite side from the axis of rotation of the tire, and at least one circumferentially inextensible annular fastening insert (19, 23) formed by winding at least one continuous threadlike element with coaxial turns (19a, 23a), and at least one of the landing shelves by itself forms a protrusion high enough to prevent removal of the corresponding bead. 45. Wheel according to claim 44, characterized in that the annular mounting insert (19) has a cross-sectional profile of a flat shape extending axially in the opposite direction from the main part (21) of the stiffening element (20), at least , one of the landing shelves is bounded axially from the inside by a protrusion to prevent accidental dismantling of the bead with a diameter not smaller than the radially outer diameter of the axially innermost turn of the annular mounting insert (19). 46. Wheel according to claim 44 or 45, characterized in that the annular mounting insert (23) has a cross-sectional profile of radially concentric turns (23a) extending in the radial direction along the wall of the main part (21) of the stiffener (20), and the diameter the protrusion to prevent accidental dismantling of the bead has a value not exceeding the radially outer diameter of the radially innermost turn of the annular mounting insert (23). 47. The wheel according to claim 44, characterized in that in the radial direction the outer surface of the rim comprises a central part with a radially outer profile symmetrical with respect to the equatorial plane, forming a central mounting creek, axially limited by landing flanges, and this mounting creek has a minimum diameter D _r , which is less than the minimum diameter D _m landing shelves. 48. The wheel according to claim 44, characterized in that it contains an inner chamber that is inserted into the toroidal cavity and expands elastically by supplying compressed fluid to its internal volume and at the same time contains at least two annular volumes that are separated and are independent of each other and are separated by a longitudinal wall passing in a plane perpendicular to the axis of rotation of the wheel, each of these volumes is equipped with pumping and lowering means, which is contained in the wall of the inner chamber and does not have any connection with the rim, designed to fix the circumferential position of the camera relative to the rim.

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