Abstract: The invention concerns a system and a method for detecting potential damages to tires of motor vehicles due to impacts against/on obstacles.

Abstract: The present application refers to an apparatus for the analysis of real data relating to the interface region between a pneumatic tire and the road surface under wet conditions. In particular, such an apparatus makes it possible to detect the ground contact region and the water expulsion profile of a pneumatic tire, particularly on wet surfaces, under differing dynamic driving conditions (rolling, braking, and steering of the pneumatic tire).

Abstract: Method and station for the skiving of the equatorial surface of the casing of a pneumatic tire during a retreading process of the same pneumatic tire; the old worn tread is removed from the pneumatic tire in order to expose the equatorial surface of the casing of the pneumatic tire; the presence of any damage on the equatorial surface of the casing is identified by capturing a three-dimensional profile of the equatorial surface of the casing by means of a laser type profilometer and by analyzing the same three-dimensional profile; and the equatorial surface of the casing is skived where there is damage resulting from the formation of craters on the equatorial surface.

Abstract: The invention concerns a tire damage detection system (1,1A) that includes an acquisition device (11), a processing system (12,12A) and a notification device (13,13A). The acquisition device (11) is installed on board a motor vehicle (2) equipped with two or more wheels fitted with tires, is coupled to a vehicle bus (20) of the motor vehicle (2), and is configured to acquire, from the vehicle bus (20), a signal indicative of a speed of a wheel of the motor vehicle (2) and output quantities indicative of the wheel speed.

Abstract: A method of manufacturing an agricultural tyre (1) with deep cross-lugs (6), comprising the steps of: (a) proving a tyre case (2) and tread belts (3); (b) applying rubber blocks (206) onto tread belts (3), each of such rubber blocks (206) being arranged to make a respective lug (6) of the final tread (4); (c) winding a rubber ribbon (200) above said rubber blocks (206) so as to completely enclose said rubber blocks (206); (d) curing the rubber blocks (206) together with the wound ribbon (200) in a curing mould (105) negatively reproducing a desired pattern of the tread (4).

Abstract: Pneumatic tyre having a toroidal carcass, which includes a body ply that is partially folded onto itself and therefore having two lateral flaps; two annular beads, each of which is surrounded by the body ply and has a bead core and a bead filler; an annular tread; a pair of sidewalls; a pair of abrasion gum strips; an innerliner which is impermeable to air and arranged within the body ply; and a transponder which is arranged between the body ply and the innerliner at a flap of the body ply. Between a radially outer end of the transponder and an edge of the body ply a first radial distance is provided that is greater than 7 mm; and between a radially inner end of the transponder and an edge of the bead filler a second radial distance is provided that is greater than 7 mm.

Abstract: Pneumatic tyre having a toroidal carcass, which has a body ply that is partially folded onto itself and therefore having two lateral flaps; two annular beads, each of which is surrounded by the body ply and has a bead core and a bead filler; an annular tread; a pair of sidewalls; a pair of abrasion gum strips; an innerliner which is impermeable to air and is arranged within the body ply; and a transponder which is arranged between the body ply and the innerliner at a flap of the body ply and is arranged at a distance of less than 7 mm from an edge of the body ply.

Abstract: Tread for a pneumatic tyre comprising a sipe having a sipe extension (L) and a sipe depth (P) along a direction of wear (U), wherein said sipe has at least two sections (S1, S2) along said direction of wear (U) having respective differentiated conformations, such that an intersection profile (P1, P2) between the sipe and a surface (T1, T2) parallel to the contact surface of the tread is different for each of said at least two sections (S1, S2), wherein at least one surface section (S1) of said at least two sections (S1, S2) has a depth (PS) that is variable along said sipe extension (L), said two sections (S1, S2) being connected by a transition section (S3) defining a transition line (TL) between the respective sections (S1, S2), said variable depth (PS) of said surface section, presenting a maximum depth (PSMAX) and a minimum depth (PSMIN), and wherein the surface section (SI) has a twisted configuration.

Abstract: A pneumatic tire for road vehicles is provided. The pneumatic tire includes a tread portion. The tread portion includes an outer layer and an inner layer. The outer layer is made with a compound A having a dynamic modulus at 30° C. of between 5 and 15 MPa and a tan ? at 60° C. of between 0.400 and 0.100. The inner layer is made with a compound B having a dynamic modulus at 30° C. that is lower than that of said compound A of a value between 0.5 and 10 MPa and a tan ? at 60° C. that is lower than that of said compound A of a value between 0.01 and 0.20. The outer layer and the inner layer are in contact with one another by means of a connection surface, which has a corrugated conformation that is such to provide an alternated plurality of interpenetrating longitudinal portions. Each of said interpenetrating longitudinal portions extending parallel to an axis of rotation X of the pneumatic tire.

Abstract: A tire has four circumferential grooves. Grooves are on the vehicle installation inner side of the tire, and on the vehicle installation outer side of the tire. Grooves which are on the vehicle installation inner side each have a plurality of fences in the groove arranged alternately along the groove next to each side wall of the groove. Grooves which are on the vehicle installation outer side do not have fences. The fences increase the path length of sound due to pipe resonance and delay the sound in comparison to grooves on the vehicle installation outer side of the tire. This directs the sound towards the inner side of the tire and reduces the noise on the outer side.