Abstract: A method and system for determining a load exerted on a tyre fitted on a vehicle during the running of the vehicle on a rolling surface. The tire has an equatorial plane. A concave upward function Fz=Fz(PLc) of the tire load versus the length of a contact region is provided between the tire and the rolling surface. The length (PLc) is estimated substantially at the equatorial plane and the tire load corresponding to said estimated length is derived from the function.

Abstract: A method for making a reinforcing structure for a vehicle tire includes laying down at least one continuous thread element onto a support element, generating one or more layers. A path of the at least one thread element is substantially concentric with a rotation axis of the tire. The at least one thread element is laid down according to an undulated trajectory including a plurality of waves succeeding each other along a line circumferentially extended around the rotation axis of the tire. A tire for a vehicle wheel includes a carcass structure, a pair of annular anchoring structures, reinforcing structures disposed at axially opposite side portions of at least one carcass ply of the carcass structure, a belt structure, a pair of sidewalls, and a tread band. Each reinforcing structure includes one or more layers of at least one continuous thread element extending according to the undulated trajectory.

Abstract: A stud for vehicle tyres includes a central body, a tip connected to a first end of the central body, and a base provided on a second end of the central body. The first end of the central body is opposite the second end. The stud has at least one abutting shoulder arranged at a predefined distance from the tip. A method for manufacturing a tyre for vehicle wheels including the studs, a vulcanization mould for tyres including seats designed to retain the studs, a tyre for vehicle wheels including the studs, and a premoulded tread band containing the studs for retreading a tyre are also disclosed.

Abstract: A sealing material includes the following characteristics: a value of a dynamic elastic modulus, measured at a temperature of 80° C., at a frequency of 1 Hz, and with a deformation of 5%, that is at least 60% lower than a value of the dynamic elastic modulus measured at the temperature of 80° C., at the frequency of 1 Hz, and with a deformation of 1%; and the value of the dynamic elastic modulus, measured at the temperature of 80° C., at the frequency of 1 Hz, and with the deformation of 5%, that is greater than or equal to 0.05 kPa. A tire for a vehicle wheel includes a carcass structure comprising at least one carcass ply and at least one layer of sealing material disposed in a radially inner position with respect to the at least one carcass ply. A process for producing the tire is also disclosed.

Abstract: A method for mixing a compound in a closed-batch mixer includes predetermining a minimum temperature of a mixer body for starting a mixing cycle; predetermining a preheating temperature for a thermal-regulation system of the mixer as a first set point; predetermining a working temperature for the system as a second set point; predetermining a thermal-hysteresis value of the mixer body; predetermining a first temperature of the mixer body for switching the system from the first to the second set point; predetermining a second temperature of the mixer body for switching the system from the second to the first set point; directly measuring mixer-body temperature using continuous, real-time measurement; comparing the mixer-body temperature to the first and second temperatures; and switching the system from the first to the second set point or from the second to the first set point, if required, as a result of the comparison.

Abstract: A method for monitoring instantaneous behavior of a tire in a rolling condition includes acquiring and storing at least one reference curve representing an acceleration profile of at least one specified point of the tire as a function of its position during at least one portion of a revolution of the tire; continuously acquiring signals of acceleration of the at least one point; deriving from the signals of acceleration at least one cyclic curve of acceleration of the at least one point; comparing the at least one cyclic curve with the at least one reference curve; and emitting a signal depending on the comparison that indicates the instantaneous behavior of the tire. The at least one reference curve represents the acceleration profile in at least two directions, including two or more of a centripetal direction, a tangential direction, and a lateral direction. A related system and tire are also disclosed.

Abstract: A method of making a tire includes making a carcass structure; applying a belt structure, tread band, and at least one pair of sidewalls; and vulcanizing the tire. Making the carcass structure involves formation of at least one first carcass ply, including preparing and depositing at least one continuous strip element onto a toroidal support in alternating deposition sections. Each deposition section extends in a substantially U-shaped conformation against a profile in transverse section of the toroidal support or a previously deposited deposition section, substantially over an entire length of the section, to define two side portions, a crown portion, and two transition regions defined between the side and crown portions. The crown portions of the deposition sections are arranged consecutively in side-by-side relationship along a circumferential extension of the toroidal support.

Abstract: A method of making reinforcing elements for a vehicle tire includes laying down at least one continuous thread element on a support element of the tire according to a deposition path substantially concentric with a rotation axis of the tire. A tire for a vehicle wheel includes a carcass structure, a belt structure, a pair of sidewalls, a tread band, and reinforcing elements. The reinforcing elements include at least one continuous thread element formed into coils around a rotation axis of the tire. For the method and in the tire, the at least one continuous thread element is superposed on itself at a plurality of crossing points.

Abstract: A pneumatic tire has a carcass structure having at least one carcass ply and at least one annular reinforcing structure associated with the carcass ply, a pair of axially opposite side walls on the carcass structure, a belt structure arranged at a radially outer position with respect to the carcass structure and a tread band arranged at a radially outer position with respect to the belt structure, and generally having a first elastomeric material incorporating at least one portion substantially of a second elastomeric material. The tread band has at least one groove defined in the at least one portion substantially of the second elastomeric material wherein the ratio between the modulus of elasticity under compression at 100° C. of the second elastomeric material and the modulus of elasticity under compression at 100° C. of the first elastomeric material is not lower than about 1.30, and wherein the ratio between the IRHD hardness at 100° C.

Abstract: A tire for a vehicle wheel includes a carcass structure, a belt structure associated coaxially with the carcass structure, and a tread band extending coaxially around the belt structure. The tread band includes a relief pattern including at least one row of blocks separated by transverse grooves intersecting two circumferential grooves. Each block of the at least one row is essentially delimited by two longitudinal sides in a circumferential direction of the tire and two transverse sides with respect to a predetermined rolling direction of the tire. Each block of the at least one row is formed by two axially-adjacent block portions. The transverse sides of each block portion include at least two successive curvilinear portions shaped differently from each other. The transverse grooves include two branches, each branch including a widened cross-section of substantially-curvilinear shape disposed in an area substantially equidistant from ends of a respective branch.

Abstract: A device for molding and vulcanizing a tire includes an outer shell, collapsible inner support, and movable crown. The movable crown is interposed between the outer shell and inner support. The movable crown and outer shell form a cavity of controlled volume for moulding and vulcanizing, wherein the controlled volume of the cavity fits a defined volume of the tire so that the moulding pressure is maintained within a predetermined range of values. A method of moulding and vulcanizing a tire includes preparing a tire on an inner toroidal support, disposing the tire and the toroidal support in an outer shell, and molding and vulcanizing the tire. Molding and vulcanizing are carried out in a controlled-volume cavity, wherein a volume of the controlled-volume cavity increases or decreases to adapt to a volume of the tire so that the volume of the controlled-volume cavity equals the defined volume of the tire.

Abstract: A pneumatic tire has a carcass structure having at least one carcass ply and at least one annual reinforcing structure associated with the carcass ply, a tread band made of an elastomeric material at a radially outer position with respect to the carcass structure, a belt structure interposed between the carcass structure and the tread band and a pair of axially opposite side walls on the carcass structure, wherein the tread band has i) at least one first sector, radially extending, substantially of a first elastomeric material; ii) a plurality of second sectors radially extending, positioned at axially opposite sides of the at least one first sector and substantially of a second elastomeric material; iii) at least one longitudinal groove formed in the at least one first sector and extending substantially for the entire circumferential development of the tread band, wherein the first elastomeric material has a modulus of elasticity under compression at 23° C.

Abstract: Winter tire for vehicle wheels, provided with a tread comprising three circumferential grooves and a plurality of transverse grooves which jointly delimit four circumferential rows of blocks, namely two axially outer shoulder rows and two center rows at the sides of the equatorial plane. The transverse grooves converge on the equatorial plane in the direction of rolling specified for the tire. In the tread, each transverse groove of the center rows is made to comprise a widening of the cross section with an essentially circular profile, formed at a distance from the ends, for trapping snow. To obtain quieter running on dry roads, the front transverse edge profiles of the adjacent blocks of the center rows are made to comprise at least two successive curvilinear portions. These curvilinear portions are shaped in different ways and with opposite curvatures to each other, to form means of attenuating the noise arising from the impact of the tread pattern on dry roads when the tire is rolling.