KR20010052603A - Method for manufacturing a tyre for vehicle wheels, tyre which can be obtained by said method, and vehicle wheel comprising said tyre - Google Patents

Abstract

In the vehicle tire, the step of forming each bead reinforcement structure 4 is followed by an axial direction after the step of arranging the first disengagement indentation 13 forming the axially inner end region 15 of the carcass layer 3. It is contemplated that an annular fastening insert 19, consisting of windings wound adjacently in the shape of the wire, is formed on the tip 17 which is axially oriented towards the outside of the respective area. A reinforcing element 20 tapering radially away from the axis of the tire is then formed on each inner end region 15. A second dissection segment 14 is then arranged, completing the manufacturing step of the carcass layer 3 with the shaping step of the axial outer termination region 16 superimposed on the reinforcing element 20. An additional annular insert 23 is formed on the tip 18 superimposed on the fixation insert 19. The tire according to the invention is coupled with a symmetrical rim having two side portions designed to form a bead seat that engages the tire bead, wherein the bead seat is a conical surface converging toward the axis of rotation of the rim away from the equator plane. Is formed by.

Description

A tire manufacturing method for a vehicle wheel, a tire manufactured by the method and a vehicle wheel made of the tire TECHNICAL FIELD

Tire manufacturing for vehicle wheels consists essentially of one or more carcass layers formed in a substantially toroidal configuration, with axially opposite left and right edges engaged with each annular reinforcement structure. There is a step of making a carcass structure having each of the annular reinforcing structures, which are generally non-extensible in a circumferential direction and are metallic and are generally formed of an annular insert and elastomer material called a bead core. And a filling element joined with the bead core radially outward (in position).

The carcass structure consists of one or more belt layers formed in a closed ring shape and has a belt structure attached to the carcass structure circumferentially outside, the belt layers being relatively properly oriented and adjacent to each other. The cords belonging to the carcass layers also consist of fabric or metal cords that are oriented relatively appropriately. The tread band is then attached to the circumferential outer side of the belt structure, which consists of an elastomeric strip having a generally suitable thickness.

As used herein, the term "elastomer material" refers to a rubber mixture, i.e., a combination formed of at least one base polymer mixed with reinforcing fillers and / or various types of treatment additives.

Finally a pair of sidewalls are attached to opposite sides of the tire being manufactured, each sidewall being arranged in a so-called shoulder region and corresponding bead core arranged adjacent to the corresponding side edge of the tread band. It covers the side part of a tire formed between what is called a bead part.

The conventional production method essentially envisioned the above mentioned tire elements being first produced separately from each other and then assembled during the tire manufacturing step.

Accordingly, instead of relying on the production of semi-finished products, a production method has also been proposed in which some or all of the carcass components are made directly during the tire manufacturing phase.

For example, US Pat. No. 5,453,140 describes a car by arranging a plurality of cords which are continuously obtained by cutting individual cords fed from a reel and arranged in parallel with each other in a circumferential direction on a toroidal support formed to match a tire. A method and apparatus for forming a curse layer are disclosed.

As can be seen from EP 0,664,231 and US Pat. No. 5,702,548, in order to produce an annular reinforcement structure, opposite ends of the individual cords forming the carcass layer are arranged around each tire bead, alternating with round crowns. It is arranged in an axially opposite position with respect to the annular fastening insert which is formed substantially in shape and consists of metal coils arranged concentrically in the circumferential direction.

In the above-mentioned techniques, all the cords forming the carcass layer or carcass layers are arranged substantially along a neutral axis that resists the bending of each bead. Under these circumstances, the strength of the beads is made of a very hard elastomeric material and inevitably depends on the filling inserts contained within the bead structure, the behavior of the filling inserts being affected by temperature changes due to environmental factors and stresses induced during normal operation. .

The carcass layer or layers are made by appropriately placing strip-like sections on a rigid toroidal support, each strip consisting of a plurality of cords parallel to each other and impregnated in an elastomeric layer. Applicants have found that ground, significant improvements (benefits, effects) can be obtained both in terms of simplification in the production process and improvements in the behavior characteristics of the tire.

In connection with this, Applicants have already developed different manufacturing methods for the purpose of European patent application.

For example, in European Patent Application Nos. 97830731.2 and 97830733.8, manufacturing methods and tires are individually disclosed, wherein the carcass structure is obtained by producing the first and second carcass layers, each of the first and the first The two carcass layers are obtained by strip-like sections arranged continuously next to each other in the circumferential direction.

The tire obtained by the method described in this patent application has a tip by strip-shaped section belonging to the first and second carcass layers disposed on each opposite side in the annular reinforcement structure of the bead.

This means, in combination with the intersecting directionality of the strip-shaped sections belonging to different layers, provides a significant advantage for the structural strength of the tires near the beads and sidewalls.

Also in European Patent Application No. 98830472.1 by the assignee, a first series of strip-like sections and a second series of strip-like sections are arranged alternately. A carcass layer is proposed that is made, wherein the segments belong to the first and second rows ending at respective opposite sides of the bead reinforcement structure.

Thus, even in the presence of a single carcass layer, advantages can be gained with respect to the structural strength in the tire beads and sidewalls.

Usually the tires and in particular the annular reinforcement structures integrated therein are designed and formed in such a way as to be suitable for engaging with each circumferential seat provided on the rim to which the tire is to be coupled, which is a stable between these two wheel components. To secure the bond.

More specifically, the engagement between each bead and the corresponding circumferential seating of the rim is due to the inflation pressure of the tire, which causes the bead to protrude radially from the axis of rotation of the tire and to form an axial outer edge of the rim. It is done as a constant push. At least for tubeless tires, i.e. tires without inner tubes, each circumferential seat to which the beads are joined is generally called a "bead seat" and has a cone with an extension that converges to the equator plane of the tire towards the axis of rotation. Has a large surface; Each bead pushed axially from the equator plane due to the inflation pressure acts with axial thrust against each bead seat to form a perfect seal against the air contained in the tire.

Recently, a vehicle wheel having a truncated cone shape in which the bead engaging portion of the tire converges toward the rotation axis in a direction away from the equator plane has been proposed. One example of such a rim / tire assembly is described in US Pat. No. 5,634,993.

In the embodiment proposed in the patent, the tire bead formed to coincide with the corresponding seat on the rim has an annular reinforcement structure composed of common bead cores around which the end regions of the carcass layer are folded back in the axial direction. The carcass structure in radial form has an overall cross-sectional contour with a tangent plane adjacent to the bead cores parallel to the equator plane and having a constant bending direction.

PCT Publication WO 95/23073 discloses a tire having beads which are particularly suitable for use on a rim having an outwardly axially conical bead seat.

Applicants have recognized that the technical problem to be solved in such tires is to modify the structure to facilitate the manufacturing process of the tire. In fact, in such a tire, each end region of the carcass layer is folded back axially from the outside to the inside around the annular insert made of hard elastomer material, the cross-sectional contour of the annular insert being substantially the bead portion of the rim. It is formed in the shape of a wedge having a base parallel to.

In the region adjacent to the wedge-shaped vertex, the end region of the carcass layer passes toward the axially inward around the bead core having a substantially circular cross-sectional contour. Soft rubber filling elements are disposed in the region surrounding the wedge-shaped annular insert and the bead core, and by the tension created along the extension of the carcass layer as a result of the inflation pressure, the bead core is placed in the bead seat of the rim. To increase the contact pressure of the bead against the bead, it is displaced outward of the bead and continuously acts on the inclined surface of the wedge-shaped insert.

The same applicant also proposed a tire having a bead suitable to be stably fixed on the seat of the rim having an axially outwardly conical bead seat and forming the gist of European patent application 98.110354.2.

In accordance with the present invention, a tension is transmitted to and from the carcass layer or layers if the bead of the tire is substantially parallel to the seat of the radially outer branch and rim coupled to the carcass layer or carcass layers. In addition to a radially inner branch designed to exert a thrust on the rim, preferably an annular reinforcement structure having a substantially "L" shaped cross-sectional contour is provided to each bead of the tire, axially outwardly. It has been found that the manufacturing process of a tire with beads suitable for use on a rim having an oriented truncated conical portion can be significantly simplified.

Applicant has indicated that such a tire is radially and / or tire-free on its axis of rotation, substantially free of axial movement, in accordance with the methods described in the above-mentioned European Patent Application 98830472.1 as well as 97830731.2 in the same applicant's name, which have not yet been published. It has been practically recognized that by providing its components in a tangential direction to the circumferential extension, it can be manufactured in a convenient way.

The present invention provides a method for forming a carcass structure having at least one carcass ply with termination regions coupled with individual annular reinforcement structures spaced apart from each other axially; Attaching a belt structure at a circumferential outer position of the carcass structure; Attaching a tread band to a circumferential outer position of the belt structure, and attaching a pair of side walls to lateral facing positions on the carcass structure. It is about a method.

The present invention also provides a carcass structure having at least one carcass layer with termination regions coupled with individual annular reinforcement structures axially spaced apart from each other; A belt structure attached to a circumferential outer position of the carcass structure; A tread band attached to a circumferential outer position of the belt structure; It relates to a tire for a vehicle wheel obtained by the manufacturing method, consisting of at least a pair of sidewalls attached to the transversely opposite side on the carcass structure.

The present invention also provides a mounting rim provided with bead seats formed by a truncated conical surface converging towards the axis of rotation in a direction away from the equatorial plane of the tire, and the aforementioned seat. A tire wheel made of a tire according to the manufacturing method according to the present invention, in which beads are provided that are designed to fit precisely within the parts.

DETAILED DESCRIPTION A detailed description of the invention is provided below with reference to the accompanying drawings, which are provided by way of example only and are not limiting of the invention, of which:

1 is a partial cutaway perspective view of a tire made in accordance with the present invention and mounted on each rim;

2 is a partial perspective view showing the arrangement sequence of the first distraction segments to form a carcass layer of a tire according to the present invention;

3 is a partial perspective view of an annular anchoring insert and reinforcing element attached around an inner end region of the carcass layer formed by the stretched first intercept;

4 is a perspective view showing an additional annular insert radially overlapping on the leading end of the axially outer region of the carcass layer formed by the second extension segments arranged in the space between the first segments;

5 is a partial cross-sectional view of a tire according to the invention mounted on each rim in an inflated state;

6 shows the tire according to FIG. 5 in a running state under lateral thrust;

7 shows the tire according to FIG. 5 in a running state under load and with transverse thrust in the opposite direction to FIG. 6;

8 is a partial cross-sectional view of a tire according to a structural variant of the present invention mounted to each rim in an inflated state;

9 is a partial cross-sectional view of a tire according to another variant of the structure of the present invention mounted to each rim in an inflated state;

FIG. 10 is a partial cross-sectional view of the entirety in the transverse direction of the tire according to the structural variant of FIG. 8, mounted in each rim and provided with an inner tube in the expanded state;

More specifically, the present invention provides the step of manufacturing the carcass structure: forming an axial inner termination region of the at least one carcass layer on a toroidal support formed to match the shape of the inner surface of the tire. Attaching at least one first carcass layer portion; At least one circumferentially non-extensible annular shape having a flat cross-sectional contour extending axially away from the equator plane of the tire and the inner end region thereof and overlapping the leading end of one or both of the axial inner end regions. Attaching a securing insert; And attaching to each interior longitudinal region at least one reinforcing element having at least one major portion substantially axially positioned in the axial direction relative to the annular anchoring insert and having a tapered cross section contour away from the axis of rotation. It relates to a tire manufacturing method for a vehicle wheel, characterized in that consisting of.

It is also desirable to perform the step of attaching at least one second carcass layer portion forming the at least one carcass layer).

In a preferred embodiment, the attaching of the at least one second carcass layer portion is carried out after the attachment of the at least one reinforcing element such that each outer reinforcement element is opposite to the inner termination area. Superimposed on the phase.

More specifically, the step of attaching each annular anchoring insert is performed by winding at least one distraction element into concentric windings axially disposed about the toroidal support.

Preferably, the leading end of at least one of the outer end regions is arranged in an extension of an individual reinforcing element extending substantially parallel to the annular securing insert.

It is also useful to carry out the additional step of attaching at least one additional circumferential non-extending annular insert extending substantially parallel to the annular anchoring insert radially overlapping with the leading end of at least one of the outer end regions. Is considered.

The attachment step of the additional annular insert is conveniently performed by winding at least one distraction element into concentric windings axially adjacent around the toroidal support.

According to a preferred configuration, the step of attaching the first carcass layer portion and / or the second carcass layer is circumferentially distributed on the toroidal support, spaced apart from each other in the axial direction and supporting the termination region. And / or second rows of at least one distal segments extending in a U-shape around a cross-sectional contour of the toroidal support to form two side portions and a crown portion extending radially outwardly between the side portions. By arranging

The sections in the first row are arranged at circumferential intervals greater than their widths, and the sections in the second row have their crowns formed together with the first sections to form the at least one carcass layer. Arranged behind the space between the two adjacent sections.

According to a possible configuration variant, the attaching of the reinforcing element may be performed before the attaching of the annular fastening insert.

It is also contemplated that the second carcass layer is attached prior to attachment of the anchoring insert, while the anchoring insert is preferably radially overlapped with the leading end of the respective outer end region.

During the attaching step of the at least one second carcass layer portion, it is also advantageously contemplated that the distal end of each outer end region is arranged at the distal end of the respective inner end region extending axially away from the equator plane. Can be.

Preferably, the step of attaching at least one additional circumferentially non-extending annular insert radially extending with respect to the axially inner wall of the main part of the respective reinforcing element and having a flat cross-sectional contour may also be performed.

More preferably, each additional annular insert is attached to one of the inner termination regions prior to the attaching step of the individual reinforcing elements.

The attaching step of each annular insert is preferably performed by winding at least one distraction element into concentric windings axially adjacent around the toroidal support.

According to another possible structure, the attaching of the at least one second carcass layer portion is performed before the attaching of the at least one reinforcing element, such that the at least one outer termination region is formed of the respective inner termination region and the respective one. It is located between the reinforcing elements.

The manufacturing method according to the present invention is substantially parallel to the axis of rotation of the toroidal support, and can be substantially performed without axially folding the end region of the at least one carcass layer toward the equator plane.

The invention also provides that at least one of the annular reinforcement structures comprises: at least one reinforcement element attached to the at least one carcass layer and having at least one major portion having a cross-sectional contour tapering away from the axis of rotation of the tire; ; A tire for a vehicle wheel, characterized in that it comprises at least one circumferentially-extensible annular fastening insert having a flat-shaped cross-sectional contour extending axially from the main part of the reinforcing element.

Preferably, each annular anchoring insert extends in a direction that converges from the equator plane of the tire toward the geometric axis of rotation.

Advantageously, the annular anchoring insert and the reinforcing element are substantially rigidly connected to one another to form a substantially unitary structure that is formed in the "L" shape.

The cross-sectional contour of each annular reinforcement structure has an axial outer leading edge of the annular securing insert toward the axis of rotation of the tire along the tension generated along the at least one carcass layer by the inflation pressure effect of the tire. It has a geometric center of gravity located at the point to be moved.

More specifically, the cross-sectional contour of each annular reinforcement structure has a geometric center of gravity located axially outside with respect to the reinforcement element and axially inside with respect to the axial outer leading edge of the annular fastening insert.

Preferably, the at least one carcass layer has a first portion and a second portion forming an axial inner end region and an axial outer fill region, respectively.

In a preferred configuration, the reinforcing element is axially located between the respective axial inner termination and the respective axial outer termination of the at least one carcass layer.

On the other hand, the reinforcing element may be attached at an axial outer position of both the inner and outer ends of the carcass layer.

The annular anchoring insert is attached to the tip of the inner end region extending axially away from the equator plane of the tire, preferably at a radially outer position.

The reinforcing element preferably consists of at least one annular body of elastomeric material having a Shore D hardness of greater than 48 °.

Preferably, the annular fastening insert is disposed substantially near the inner circumferential edge of the main part of the reinforcing element.

The reinforcement element may have an extension extending radially inwardly substantially parallel to the annular anchoring insert.

Also contemplated are at least one additional annular insert extending parallel to the annular anchoring insert.

This additional annular insert may be attached to the leading end of the outer end region, which extends axially away from the equator plane of the tire, preferably radially outward.

In a preferred configuration, the at least one carcass layer is circumferentially around the axis of rotation, preferably to form two side portions spaced apart from each other in the axial direction and a crown portion extending radially outwardly between the side portions. Alternately distributed, each consisting of a first dissection segment and / or a second dissection segment extending in a U-shape around a cross-sectional contour of the carcass structure.

Axial inner termination regions and lateral outer termination regions of the carcass layer are formed separately on the side portions of the first and second segments.

The annular anchoring insert is attached to the tip of the inner end region extending axially away from the equator plane of the tire, preferably radially outward.

A tip portion of the outer termination region may be attached to overlap the tip portion of the inner termination region.

It is also possible to consider at least one additional circumferentially non-extending annular insert having a cross-sectional contour extending radially relative to the axially inner wall of the main part of the reinforcing member.

The invention also provides a mounting rim provided with a bead seat formed by a truncated conical surface converging towards the axis of rotation in a direction away from the equator plane of the tire, and a bead designed to fit precisely within the aforementioned seat. It relates to a tire wheel, characterized in that made of a tire according to the manufacturing method.

The above mentioned rim is characterized in that it consists of an axial inner bead leaving prevention hump which preferably has a radially symmetrical outer contour and has no minimum or almost no height.

This form of the present invention is based on the recognition of technical problems related to the beading phenomenon of beads in the above-mentioned hump due to the structure of the beads themselves.

The bend of the bead at the hump is more easily controlled when the multi-winding bead core is arranged in a plane substantially perpendicular to the axis of rotation or the windings are distributed over a truncated surface substantially parallel to the surface of the bead seat. It turns out that can be.

It has also been found that by using the above mentioned multi-wound bead cores it is possible to significantly reduce the depth of the recesses located between the bead sites on the mounting rim.

Further features and advantages are preferred for a method of manufacturing a carcass structure for a vehicle wheel according to the present invention, a carcass structure obtainable by the manufacturing method, and a wheel comprising the carcass structure provided and assembled on a corresponding rim. And will be more clearly apparent from the detailed description of the generic embodiments.

Referring to the drawings mentioned above, reference numeral 1 denotes a tire for a vehicle wheel, which can be obtained by the method according to the invention as a whole.

The tire 1 is formed in a substantially toroidal shape and meshes with a pair of annular and axially spaced reinforcing structures 4 (only one is shown in FIG. 1) by the end regions 15, 16. It has a carcass structure consisting of at least one carcass layer 3, each reinforcing structure being located in an area generally recognized by the term "bead" when the tire is completed.

A belt structure 5 consisting of one or more belt layers 6a, 6b, 7 is attached at a circumferential outer position on the carcass structure 3. A tread band 8 is circumferentially superimposed on the belt structure 5, the tread band being formed in the tread band by molding (moulding) performed simultaneously with the vulcanization of the tire and desired. It has longitudinal and transverse recesses 8a arranged to form a "tread pattern".

The tire also consists of a so-called pair of "side walls 9" which are laterally attached on opposite sides of the carcass structure 2.

The assembling step and the manufacturing step of one or more of the above-mentioned components are carried out by a toroidal support 11, which is shown in a schematic form in FIGS. 2 to 4 and formed according to the shape of the inner wall of the tire to be manufactured. do. In particular, such a toroidal support 11 may be capable of having an angle outside the specified range within the radial direction, although it is generally at an angle between the equator plane of the tire at an angle in the range of 15 °, preferably between 10 ° and 20 °. XX) has two axial protrusions forming a conical support surface that converges from its axis of rotation.

Said toroidal support 11 is, for example, along a circumferential extension of the support itself in the equator plane XX, which coincides with the equator plane of the tire, preferably by a linear shrinkage between 2% and 5% of the finished tire. It may have a size smaller than the size.

The toroidal support 11 is not shown or described in detail because it is not particularly relevant to the purpose of the present invention, but is for example a prefabricated drum that is appropriately reinforced to support and maintain the desired toroidal shape in the expanded state. However, it may be configured as an inflatable chamber.

In all of these mentioned, the manufacture of the tire 1 considers first of all the formation of a carcass structure 2 which, if appropriate, begins with the formation of the sealing layer 10.

This hermetic layer 10 advantageously comprises at least one hermetic elastomeric ribbon band 12 produced by an extruder and / or calender disposed around the toroidal support 11 around the toroidal support 11. It is made by winding in the circumferential direction. As can be seen from FIG. 1, the process of winding the ribbon-like band 12 is substantially carried out by winding in the circumferential direction such that the ribbon-like band 12 is continuously arranged side by side along the cross-sectional contour of the outer surface of the toroidal support 11.

In the description of the invention, the cross-sectional contour is a half of the toroidal support 11 which is cut radially along a geometric axis of rotation (not shown) corresponding to the geometric axis of rotation of the tire and thus the carcass gage 2 formed therein. It is understood that the shape is represented by a cross section.

According to the invention, the carcass layer 3 is preferably first and second stretch fragments obtained from at least one continuous and stretched element having a width between 3 mm and 15 mm, as will be clearer below. By arranging the 13 and 14, it is formed directly on the toroidal support 11. Such distraction elements consist essentially of one or more filamentary elements, preferably 3 to 10 filamentary elements, arranged longitudinally parallel and parallel to each other and at least partially contained within the elastomer layer.

These filamentary elements each consist of a fabric cord, preferably having a diameter between 0.6 mm and 1.2 mm, or a metal cord, preferably with a diameter between 0.3 mm and 2.1 mm. The continuous stretching element can for example be supplied directly from an extruder for its manufacture and usefully guided on an arrangement, the structure and functional properties of the arrangement being more detailed in European patent application 97830731.2 by the same applicant. The contents of the above application are considered as follows.

Such an arrangement is suitable for continuously cutting the continuous stretch element to form the stretch sections 13 and 14 to a predetermined length.

Immediately after each distal segment 13, 14 is cut, for example, assisted by a movable gripping element and / or a suitable rolling member to form the distal segment in a U shape around the cross-sectional contour of the toroidal support itself. Arranging the cut dissection sections on the toroidal support is performed. Once the alignment step is performed, each of the distal sections 13, 14 is essentially two lateral sections 13a, 14b extending towards the axis of the toroidal support 11 at positions axially spaced from each other. It consists of crown portions 13b and 14b extending at radially outer positions between the side portions 13a and 14a. It is emphasized here that each side portion 13a, 14a is formed along the surface of the toroidal support 11 to a point exactly adjacent to the axial outer edge of the truncated support surface 11a.

The toroidal support 11 may be rotated at an angle to perform a stepwise movement simultaneously with the operation of the above-mentioned arrangement device, so that the operations involved in the cutting of each distal segment 13, 14 are performed. Thereafter, arranging them at positions circumferentially spaced relative to the previously arranged sections 13, 14 is performed.

More specifically, the rotation of the toroidal drum 11 is preferably a constant corresponding to a circumferential displacement of multiples of the respective distal segments 13, 14, more precisely twice the width. It is generated at an angular pitch.

It is emphasized that the term "circumferential" refers to the circumference lying around the outer surface of the equatorial plane X-X and toroidal support 11 for the sake of detailed description of the invention, which is not otherwise represented.

According to a preferred embodiment of the present invention, in the above described operating sequence, the first complete rotation of the toroidal support 11 about its axis is a circumferential space corresponding to twice the width of each section. This results in the formation of the first carcass layer 3 portion following the step of arranging the first extension marks provided in this circumferential direction.

In the radially inner region of the side portion 13a this first carcass layer portion 3 consists of an axial inner termination region 15 (only one of the figures is shown) spaced apart from each other, the respective termination regions ( 15 extends axially outward, ie away from the equator plane XX, preferably to a tip 17 which is axially bent in a direction parallel to the truncated conical support surface 11a.

As shown in FIG. 2, the void space S is preferably left between two first segments of rows, the void space being at least equal to the width of the segment in the crown portion 13b of the segment itself. Has

However, for the present invention it is possible for the movement of the toroidal support 11 to be carried out at circumferential intervals equal to the width of each of the fragments, so that the first fragments form a complete first carcass layer. Are arranged to have respective crown portions 13b adjacent to each other.

Preferably, the step of arranging each of the first stretched sections 13 is performed in a plane parallel to the axis of rotation of the toroidal support 11. However, if necessary, the arrangement of the stretch sections 13 is carried out at an angle with respect to the circumferentially extending direction of the toroidal support 11, for example at an angle between 15 ° and 35 °.

The adjustment of the arrangement angle of the stretch sections 13, 14 can be obtained, for example, by appropriately orienting the geometric axis of rotation of the toroidal support 11 with respect to the above-mentioned arrangement device.

The step of forming the carcass structure 2 is followed by the respective inner end regions 15 of the carcass layer 3 formed, so as to obtain a carcass area known as "beads" specially designed for securing the tire on the corresponding mounting rim. Attaching the above-mentioned non-extensible annular structures 4 or at least some of said annular structures to the periphery).

According to the invention, one or preferably both annular reinforcement structures 4 are formed by the same applicant in accordance with the specification of European patent application 98110354.2, which is ongoing at the same time as this application.

More specifically, in the structure according to FIGS. 1 to 7, the step of forming each annular structure 4 is of a flat shape so as to overlap radially with respect to the tip 17 of each inner termination region 15. First consider the step of forming an at least one circumferentially non-extendable annular fixable insert 19 having a cross-sectional contour and extending substantially axially away from the equator plane XX.

More specifically, the cross-sectional contour of the annular anchoring insert 19 converges towards the geometric axis of the toroidal support at an angle, preferably 15 °, away from the equator XX and in any case the truncated conical support surface 11a. It extends in the direction corresponding to the inclination appearing on the image.

More specifically, according to a preferred structural embodiment, the annular anchoring insert 19 is formed by winding at least one continuous filamentary element concentrically adjacent axially around the toroidal support 11. 1 is formed directly with respect to the inner end region 15 of the carcass layer portion 3 formed by the stretch section 13 rows.

If necessary in the formation of the annular fastening insert 19, the winding 19a is radially overlapped with one or more layers with the aid of a roller or other suitable means acting on the surface of the toroidal support 11. Arranged within.

The adhesion retention of the first stretch section 13 and, if present, the elastomeric layer attached to the inner wall of the sealing layer 10 arranged on the drum (support) in advance, is established during the formation of the individual windings 19a. Ensure stable positioning.

Prior to the step of arranging the filamentary element, the step of applying the filamentary element, preferably made of metal, to at least one elastomeric layer is preceded, and the applying step ensures rubber-metal adhesion on the filamentary element. In addition, it promotes its adhesion for stable positioning on the formed carcass structure.

At least one reinforcing element 20 is then formed for each inner end region 15 of the first carcass layer 3, which reinforces in a direction away from the axis of rotation of the tire and on the annular stationary insert 19. It has a main portion 21 having a triangular cross-sectional contour which is arranged at an inner position with respect to the axial direction.

The reinforcing element preferably consists of an annular body made of an elastomeric material having a Shore D hardness of more than 48 °, preferably of Shore D hardness in the range between 48 ° and 55 °, for example toroidal It is formed directly to the inner termination region 15 by attaching a continuous elastomeric strip coming from the extruder located adjacent to the support 11.

The continuous strip has a cross section already determined as the reinforcing element 20 when exiting the extruder. On the one hand, the continuous strip has a cross section smaller than the cross section of the reinforcing element 20, which is obtained by winding the strip several times adjacent and / or overlapping each other to form the reinforcing element 20. Form the final appearance.

In the structural embodiment according to FIGS. 1 to 7, the reinforcement element 20 furthermore extends radially overlapping the annular fastening insert 19, forming a continuous part of the main part 22 substantially parallel. It is contemplated to have the portion 22 in a radially inner position.

According to a preferred structure of the present invention, after the attachment of the reinforcing element 20, the step of forming the first carcass layer 3 is obtained by cutting to the size of the above-mentioned continuous stretching element and in the first extension section 13 row. This is terminated by arranging the rows of second stretch pieces 14 attached on the toroidal support 11 in a manner similar to that described above.

As clearly shown in FIG. 4, each of the segments 14 making up the second row is arranged in parallel with the segments 13 between the two consecutively placed segments 13 in the first row. Are arranged in a U-shape around the cross-sectional contour. More specifically, each section 14 in the second row has respective crown sections 14b arranged in the circumferential direction between the crown sections 13b of the sections 13 in the first row, and thus the sections in the first row. The space S existing between and between the pair of side portions 14a spaced apart in the axial direction is filled.

In total, the second stretch sections 14 form a second carcass layer 3 portion and have an axial outer termination region 16, each termination region for each inner termination region 15. Located axially outward. More specifically, in the examples according to FIGS. 7 to 8, each outer end region 16 overlaps at an axially outer position on the main part 21 of each reinforcing element 20, the equator plane XX. It extends by a tip portion 18 extending axially away from, and radially overlaps on the extension 22 of the reinforcing element.

As a result, each reinforcing element 20 is located axially between the axial inner termination region 15 and the axial outer termination region 16 of the carcass layer 3.

The side portions 14a of each segment 14 in the second row partially cover the side portions 13a of two consecutive segments 13 in the first row, each of which is a radial direction of each reinforcing element 20. Along the intercept between the outer edge and the transition region between the side and crown portions 13b and 14b.

By overlapping between adjacent side portions 13a, 14a oriented radially with respect to the geometric axis of the toroidal support 11, the overlapping or covering of the side portions 13a of the segment 13 of the first row of side portions 13a The circumferential width of the force portions, ie the overlapping regions, is between the transition regions between the side portions 13a, 14a and the crown portions 13b, 14b from around the radially outer edge of the reinforcing element 20 of each annular reinforcing structure 4. It is gradually decreased until the value at is zero.

According to a possible variant embodiment, which can be applied in particular when the first row segments 13 are arranged to form a complete first carcass layer, any section 14 of the second row is also circumferentially equal to their width. Can be arranged at intervals to form a second carcass layer adjacent to each other and overlapping together on the first carcass layer. In this case, the sections 14 of the second row may be oriented inclined in the opposite direction to any inclination of the circumferential extending direction of the tire, preferably the sections 13 of the first row.

According to the structure according to FIGS. 1 to 7, the forming step of the annular bead reinforcing structure 4 is completed after the stretch sections 14 of the second row are arranged.

To this end, as shown in FIG. 4, for each annular reinforcing structure 4, it has a cross-sectional contour that is substantially parallel and flat to the annular anchoring insert 19, and is not circumferentially extendable and additional annular inserts ( 23) is attached. This additional annular insert 23 is preferably connected to the tip 18 of the outer end region 16 by winding individual filamentary elements concentrically adjacent axially around the toroidal support 11. It is formed directly at the radially outer position.

After this operation, the tip 18 of each outer end region 16 is advantageously included between the extension 22 of the reinforcing element 20 and the further annular insert 23.

In radial tires, the belt structure 5 is generally attached to the carcass structure 2.

This belt structure 5 can be formed in any way convenient to the person skilled in the art, and in the example shown, consists essentially of the first and second belt layers 6a, 6b, each having cords oriented cross each other. An additional belt layer 7 is superimposed on the belt layers, for example obtained by winding at least one continuous cord adjacent the first and second belt layers 6a, 6b in the axial direction. .

Tread bands 8 and side walls 9, which can be formed in any manner convenient to those skilled in the art, are then attached on the carcass structure 2. Examples of belt structures, sidewalls and tread band structures that can be used predominantly for the complete formation of a tire are described in European Patent 97830632.2 of the same applicant.

The tire 1 thus produced is thus ready to undergo a vulcanization step, which can be carried out in any convenient way after being removed from the support 11 at a suitable place.

The structural variant shown in FIG. 8 differs from that described above in the manner in which the annular reinforcement structure 4 is formed. Where additional annular inserts 23 of each annular reinforcement structure 4 are located, they are substantially radially oriented with respect to the axis of the tire and attached to the axial inner wall of the main part 21 of the individual reinforcing elements 20. To be considered in effect.

More specifically, each additional annular insert 23 is wound by winding individual filamentary elements to form concentrically contiguous windings 23a adjacent to each other radially overlapping around the toroidal support 11, Prior to attachment of the reinforcing element 20, it is formed directly with respect to the respective inner end region 15.

It is emphasized that such additional annular inserts may also be used in the structure described with reference to FIGS. 1 to 7, that is, in place of or in addition to the annular inserts 23 shown in these figures.

After forming the further annular insert 23, the reinforcing element is formed in the same manner as described with reference to the structure according to FIGS. 1 to 7.

Preferably, in the variant embodiment according to FIG. 8, the reinforcing element 20 does not have an extension 22. In this case, the tip portions 18 of the outer end region 16 are radially overlapped with respect to the tip portion 17 while the distal segments 14 of the second row are arranged continuously. It is arranged with respect to the tip 17, respectively.

The step of forming each annular reinforcing structure 4 is completed by the attachment of the annular anchoring insert 19, the annular anchoring insert being an individual filamentary element to form an adjacent concentric winding 19a in the axial direction. It is formed so as to overlap radially on the tip portion 18 of the individual outer end region 16 by winding. In contrast to the above, in the variant embodiment according to FIG. 9, the reinforcing element 20 is located axially outward with respect to the entire carcass layer 3. To this end, the operation of attaching the second strip-shaped section 14 rows where necessary to form the second carcass layer 2 portion is performed prior to the attachment of the reinforcing element 20 as well as any further annular inserts 23. Is performed. In this way each outer termination region 16 is located between the respective inner termination region 15 and the reinforcing element 20.

With respect to the rest of the configuration according to FIG. 9, reference may be made to the description already given in connection with FIG. 8.

In each of the structural embodiments described, the reinforcement element and the annular anchoring inserts are substantially separated from each other by the interaction between the annular anchoring insert 19, the reinforcement element 20 and the remaining components of the carcass structure 2. It is firmly connected.

In other words, the annular fastening insert 19 and the reinforcing element 20 are substantially L-shaped from a functional point of view, and have a radial arm composed of the main part 21 of the reinforcing element 20, and It acts as an integral structure with an axial arm consisting of an annular fastening insert 19 extending axially away from the equator plane XX of the tire.

5 to 9 show the functional behavior of the tire 1 in schematic form. In these figures the tire 1 is shown mounted on an individual rim 30 provided in axially opposite positions with two seats 31 for engaging the beads. Each engaging seat 31 has a so-called bead seat that is parallel to the extension of the individual anchoring insert 19 and converges toward the axis of the tire away from the equator plane X-X. The seat 31a has an axis between the circumferential hump 31b located axially outside and the circumferential hump 31c located inside the axial direction, also referred to below as " bead release prevention hump ". Direction.

As shown in the above-mentioned figures, the cross-sectional contour of the annular reinforcement structure 4 has an axial outer position with respect to the reinforcing element 20 and an axial inner position with respect to the axial outer end edge of the annular fastening insert 19. It has a geometric center of gravity (G) located at.

The inflation pressure of the tire produces the effect of applying tension on the carcass layer along the filamentary elements included in the first and second intercept segments.

In FIG. 5 for the tire in the inflated state, the tension effect of the first section 13 rows is generated by the force T applied around the radially inner edge of the reinforcing element 20. The force T applied tangentially to the longitudinal extension of the individual segments 13 at the point of action indicated is the inflation pressure and the cross-sectional contour of the carcass layer 3 around the sidewall 9 of the tire. Has a value proportional to the radius of curvature R exhibited by the center of gravity G, by which the stationary insert 19 is driven to its seat 31a of the individual rims 30 around its axial outer edge. Generate a moment (M) around. A perfect seal against the air contained in the interior of the tire is thus ensured as a result of the thrust P applied by the bead against the seat 31a of the rim 30.

6 shows a tire in a running state subjected to lateral thrust under a load. More specifically, FIG. 6 shows the behavior of the tire in the bead region located on the internal bend by the vehicle.

As shown, as a result of the lateral thrust effect F, the carcass structure is subjected to compression and lateral displacement with respect to the equator plane X-X inside the bend.

As a result, the radius of curvature of the carcass layer 3 around the sidewalls is reduced to a radius R 'smaller than the radius R which can be measured under the conditions according to FIG. At the same time, the bead 4 of the tire around the main portion 21 of the reinforcing element 20 is subjected to bending, which tends to increase the tension of the axially inner region 15 of the carcass layer 3, The tension has the effect of further increasing the thrust P 'exerted by the axially outer region of the beads relative to the moment M and the seat 31a.

FIG. 7 shows a tire in a running state under lateral thrust, with respect to the beads arranged on the outside of the bent portion generated by the vehicle. In this state, the compressive and lateral displacement effects induced on the carcass structure 3 are greater than the radius R, which can be seen in the region of the side wall 9 where the carcass structure 3 is described in FIG. 5. It has a bend extension with a larger radius R ".

The tension of the carcass structure 3 is consequently increased in both the inner and outer end regions 15 and the main portion 21 of the reinforcing element 20 tends to bend towards the equator plane XX. . In this environment, the bead of the tire causes an axial thrust P ″ toward the outer circumferential hump 31c while increasing the contact pressure on the seat 31b due to the correspondence of the hump and the annular fastening insert 19. Add.

10 shows a bead site formed by a truncated conical surface converging toward the axis of rotation of the tire at an angle β, preferably in the range between 5 ° and 25 °, and more preferably at 20 ° away from the equator plane. A partial cross-sectional view of a tire according to the invention mounted on a rim provided with an addition is shown.

The bead of the tire comprises an annular reinforcement structure which cannot be extended in the circumferential direction selected from the structures described above with particular reference to FIG. 8.

The rim preferably has a symmetrical radially outer contour consisting of a wide central well, the recess being in the bead seat having a minimum diameter Dm greater than the minimum diameter Dr of the recess. By the axial direction.

In each bead seat region, the rim has a hump 31a at an axially inner position designed to prevent the corresponding bead of the running tire from falling over and falling into the sidewall.

Known tires mounted on the rim with bead seats formed as described, for example tires according to the already mentioned U.S. Patent 5,634,993, distinguish from the "multi-wound" bead wire of the bead reinforcement structure according to the invention. For the purpose of providing beads which are referred to hereinafter as "single (integrated) bead wires" and which are reinforced with common bead cores according to the known art consisting of a single metal core.

Along with such tires, the hump mentioned above must have a significant radial extension to prevent the beads from exceeding the hump and causing a well known serious consequence on the vehicle's grounding performance when the tire is retracted. Was recognized. In other words, the diameter of the hump should be at least substantially equal to the maximum diameter of a single bead wire. For this reason, known rims have a central recess which is significantly reduced compared to the diameter of the bead sheet measured at the position adjacent to the hump. In this way, the bead of the tire can, in fact, be able to cross the hump, from the inside to the outside in an axial direction continuously along the circumferential centerline of the hump, first along the circumferential centerline of the hump, while the tire is fitted on the rim. So that it is arranged in a fairly eccentric position with respect to the rim.

In the tire of the type shown in the above cited US patent, the problem is particularly serious because the radially inner diameter of the tire bead corresponding to Dm is much smaller than the maximum diameter Dc of the bead seat, ie the tire fitting diameter. . As a result, the above-mentioned depth of the recess should be made to have a very large value, which causes a problem in mounting the wheel on the hub of the vehicle.

The present invention solves this problem by using a rim with a varying fit diameter, ie by increasing the diameter of the bead seat located on the vehicle side so as to increase the minimum diameter of the recess in the axial adjoining portion. This design solves the problem of mounting the wheels on the vehicle, but due to the asymmetrical structure, that is, the different fit diameters, the tires have different fit diameters, resulting in uneven response to the stresses exerted on the tires. It creates a series of related problems.

The tire according to the invention also solves this problem in an effective way.

A pair of bead cores, each consisting of several windings of metal cords, are more flexible than known single bead wires, and the beads are axially inside the rim during tire mounting on the rim and vice versa. It should be noted first of all that it forms a bead-reinforced structure that can be more easily deformed even when the tire is retracted to form the special ellipse shape needed to cross the hump.

Furthermore, in the particular embodiment shown, these windings which can be used separately from each other, ie individually, are used in combination with each other, more particularly one of the windings arranged in a plane substantially perpendicular to the axis of rotation of the tire. Then the other one is arranged along the conical surface substantially parallel to the bead site; As a result it should be noted that this structure behaves substantially as a rigid L-shaped reinforcement as described above.

Thus, when the tire is mounted on the rim, this reinforcement runs axially inward and, in the case of a bead with a single bead core, is more resistant to the forces that cause the bead to slip over the hump.

In such known tires, in fact, when the bead core somehow crosses the hump, no other component of the bead can prevent the bead from slipping out. On the other hand, in the tire according to the invention, the diameter increase required for the occurrence of the bead displacement in each of the above mentioned windings leads to a larger diameter increase of the wound windings, in particular in the radial winding, This results in an increase in stretching from the radially innermost winding to the outermost winding. Such stretching is effectively prevented by the mechanical strength properties of the cord used.

Also, in the case of conical windings, the bead displacement requires a gradual increase in cord winding diameter, ie an increase in stretching from the axial innermost winding to the outermost winding. This increase is effectively prevented by the substantially non-extensible nature of the cord used.

In conclusion, the hump may also not be necessary and the bead seat essentially forms a sufficient hump to prevent the bead from escaping, and in any case the height of the hump remains within a very small range and also the depth of the channel It can have a small value.

It is now clearly shown that the problem can also be solved by using a single metal winding, preferably arranged along a truncated surface parallel to the surface of the bead seat.

In particular, it is desirable to maintain the diameter Dh of the hump 31c to be equal to or greater than the radially outer diameter of the innermost cord in the axial direction in the conical winding. In combination or separately, it is desirable to maintain the diameter Dh of the hump 31c to be equal to or less than the radially outer diameter of the radially innermost cord in the radial winding.

Referring to FIG. 10 showing a tire of size 215/630/430, the fitting diameter Dc corresponds to 424.2 mm, and the hump height h corresponds to 3.5 mm and preferably does not exceed 4 mm in any case. Has a value between 3 mm and 4 mm, and the depth hc of the central recess has a value between 17.5 mm and preferably between 15 mm and 25 mm.

According to a preferred embodiment of the invention shown in FIG. 10, the wheel formed by the assembly of the tire and rim described above also consists of a device designed to provide self-support to the wheel even in a partially retracted state. Preferably the above mentioned device consists of an inner tube 100 with a separate cavity, more preferably an inner tube described in the already mentioned European patent application 98.110354.2 of the same applicant.

The above-mentioned inner tube, which is elastically expandable by introducing pressurized liquid into the inner volume, has an elliptical shape, in particular suitable for low-profile tires, which can be inflated separately from one another and are arranged in a longitudinal central wall ( Consisting of two separate and independent volumes (volumes) separated by 105). The longitudinal central wall 105 here has a high strength and extends in a plane perpendicular to the axis of rotation of the wheel.

The expansion of the above mentioned chambers is preferably controlled by valves which are not fixedly connected to the mounting rim, said valves being described in the ongoing European patent application 98.830074.4 by the same applicant. Preferably, each of these valves 110 performs three functions separately from each other, such as inflation, rapid expansion, and adjustment of correction values for inflation pressure.

The present invention has important advantages.

In particular, as a result of the structural design of the annular reinforcement structure 4 according to the invention, a tire suitable for mounting on a rim is provided which is provided with bead seats that are formed conically outward without bringing any substantial complexity in the tire manufacturing process. It is possible to get

As a result of the invention it is possible to use the tension created on the carcass layer or carcass layers in order to increase the bead contact pressure on the seating portion of the rim in virtually any operating state.

In particular, with the simplified annular reinforcement structure according to the invention, it is possible to assemble the components of the entire tire on a rigid drum with the tire itself internal shape in a fully automated manner.

In fact, according to the above description, the tire is preferably made by attaching the components of the tire onto a prefabricated rigid annular support, the bead reinforcing structure being in particular substantially perpendicular to the axis of rotation of the support and / or its circumferential extension. It is manufactured while moving tangentially to the part. More specifically, the invention makes it possible to supply the components to be axially folded without moving in a direction substantially parallel to the axis of rotation or in any case inside the carcass layer or the termination region of the layers.

More specifically, the use of the novel structural concepts developed by the same applicant as a result of the present invention and by applying the gist of the ongoing European patent applications 97830731.2, 97830733.8 and 98830472.1 take advantage of all the advantages associated with known manufacturing processes. It is possible to manufacture a tire suitable for mounting on a rim of the given type.

As a result of the actually required configuration and structural design, in particular referring to the carcass structure 2 of the tire, structural strength, in particular greater structural strength, as well as performance, in particular the lateral thrust occurring around the bends during driving, are common. It is possible to make a remarkable improvement in the structural strength around the bead required.

A further advantage provided by the tire according to the invention, which is substantially generated by replacing a conventional single bead core with a new multi-wound bead core under this relationship, is that the symmetrical bead seat, ie the same, is combined with the central recess with the minimum depth. It is possible to use a mounting portion of a tire having a fitting diameter, more preferably it is possible to use a mounting portion of a tire with a hump having a minimum depth or no bead escape prevention hump into the axial direction.

In fact, the circumferentially non-extendable annular inserts 19, 23 that are tightly coupled to the carcass layer or the carcass layers provide excellent "adhesion" to the various distal segments 13, 14 rows. The carcass structure 2 is thus looped around the annular reinforcement structure 4 and tires without the purpose of reinforcing the use of additional distraction inserts, commonly referred to in the art as "flippers". Reinforced in the area corresponding to the beads of (1).

In particular, the elimination of the coaxial movement of the toroidal support and the device designed to perform the corresponding process steps, as well as the axial folding of the end region of the carcass layer, makes the tire manufacturing process simpler, faster and more economical. It makes it possible to remove vulcanized tires and discontinuous components from the tires that cause significant problems during operation.

Included in the above.

Claims (48)

Manufacturing a carcass structure (2) having at least one carcass layer (3) provided with termination regions coupled with each annular reinforcement structure (4) spaced apart from each other in the axial direction; Attaching a belt structure (5) at a circumferentially outer position of the caucus structure (2); For attaching a tread band 8 at a circumferential outer position of the belt structure 5 and for attaching at least a pair of sidewalls 9 at side opposite positions on the carcass structure 2. In the tire manufacturing method, The carcass structure (2) manufacturing step is: At least one first carcass layer 3 which axially forms an internal termination region 15 in the carcass layer 3 on a toroidal support 22 that matches the shape of the inner surface of the tire. Attaching a part; It is impossible to extend in at least one circumferential direction so as to overlap at least one leading end portion 17 of the axially inner end regions 15, and to move away from the inner end region 15 and the equator plane XX of the tire. Attaching a fixation insert 19 having a cross-sectional profile of a flat shape extending in a direction; And Attaching at least one inner end region 15 to at least one reinforcing element 20 having at least one main portion 21 positioned at an inner point substantially laterally relative to the annular anchoring insert 19. Tire manufacturing method for a vehicle wheel, characterized in that consisting of steps. The method of claim 1, At least one second carcass layer 3 forming an axial outer termination region 16 of the at least one carcass layer 3 disposed at an axial outer position relative to the inner termination region 15. Tire manufacturing method for a vehicle wheel, characterized in that further comprising the step of attaching. The method of claim 2, The attachment step of the at least one second carcass layer 3 is performed after the attachment of the at least one reinforcing element 20 such that the at least one outer termination region 16 is the inner termination region 15. Method for manufacturing a tire for a vehicle wheel, characterized in that it is superimposed on each reinforcing element (20) on opposite sides of the. The method of claim 1, The step of attaching the annular fastening insert 19 is achieved by winding at least one thin threaded element into concentric coils 19a arranged axially side by side around the toroidal support 11. A tire manufacturing method for a vehicle wheel, characterized in that The method of claim 2, At least one leading end 18 of the outer end regions 16 is arranged with respect to the extension 22 of the individual reinforcing element 20 extending substantially parallel to the annular securing insert 19. Tire manufacturing method for a vehicle wheel. The method of claim 2, At least one additional circumferentially non-extending annular insert 23 extending substantially parallel to the annular anchoring insert 19 radially overlaps the tip 18 of at least one of the outer end regions 16. A tire manufacturing method for a vehicle wheel, further comprising the step of attaching. The method of claim 6, The step of attaching the additional annular insert 23 is achieved by winding at least one thin threaded element into concentric coils 23a arranged axially side by side around the toroidal support 11. A tire manufacturing method for a vehicle wheel, characterized in that. The method of claim 1, The attaching step of the at least one first carcass layer 3 is distributed on the toroidal support 11 in the circumferential direction and two side parts 13a and the side parts 13a spaced apart from each other in the axial direction. Arranging a first row of at least one distal segment 13 extending in a U shape around a cross-sectional contour of the toroidal support 11 to form a crown portion 13b extending radially outwardly therebetween; Tire manufacturing method for a vehicle wheel, characterized in that carried out by. The method of claim 2, The attaching step of the at least one second carcass layer 3 is distributed on the toroidal support 11 in the circumferential direction and two side portions 14a and the side portions 14a spaced apart from each other in the axial direction. Arranging a second row of at least one distal segment 14 extending in a U shape around the cross-sectional contour of the toroidal support 11 to form a crown portion 14b extending radially outwardly therebetween; Tire manufacturing method for a vehicle wheel, characterized in that carried out by. The method according to claim 8 and 9, The first intercepts 13 are arranged at circumferential intervals larger than their widths, and the second intercepts 14 have their crown portions 14b adjacent to two of the first rows 13. A method for manufacturing a tire for a vehicle wheel, characterized in that it is located in the space between the sections and is arranged to form the at least one carcass layer (3) together with the first sections. The method of claim 1, The method of manufacturing a tire for a vehicle wheel, characterized in that the attachment (step) of the reinforcement element (20) is carried out before the attachment step of the annular fixed insert (19). The method of claim 2, A method of manufacturing a tire for a vehicle wheel, characterized in that the attachment (step) of the at least one second carcass layer (3) is carried out before the attachment step of the at least one fixed insert (19). The method of claim 12, And at least one fixed insert (19) is radially overlapped with the leading end portion (18) of the respective outer end region (16). The method of claim 12, During the attachment step of the at least one second carcass layer 3, one leading end 18 of each outer end region 16 extends axially away from the equator plane XX so that the respective A tire manufacturing method for a vehicle wheel, characterized in that it is arranged with respect to the tip portion 17 of the inner termination region 15. The method of claim 1, Attaching at least one additional circumferentially-extensible annular insert 23 having a flat cross-sectional contour extending radially with respect to the axially inner wall of the main portion 21 of the at least one reinforcing element 20. Tire manufacturing method for a vehicle wheel, characterized in that further comprises. The method of claim 15, A method for manufacturing a tire for a vehicle wheel, characterized in that each additional annular insert (23) is attached to one of the inner end regions (15) prior to the attaching step of the individual reinforcing elements (20). The method of claim 15, The step of attaching the additional annular insert 23 is achieved by winding at least one thin threaded element into concentric coils 23a arranged axially side by side around the toroidal support 11. A tire manufacturing method for a vehicle wheel, characterized in that. The method of claim 2, The attaching of the at least one second carcass layer 3 portion is performed prior to the attaching of the at least one reinforcing element 20 such that the at least one outer termination region 16 is the respective inner termination region. (15) and said individual reinforcing elements (20) interposed between the tire manufacturing method for a vehicle wheel. The method of claim 1, The step of making the carcass structure 2 is: The at least one first carcass for axially forming an internal termination region 15 in the carcass layer 3 in the circumferential direction on a toroidal support 11 that matches the shape of the inner surface of the tire; Sequentially arranging a plurality of distal segments 13 suitable for forming the layer 3 part: Equator plane XX of the inner end region 15 and the tire so as to overlap the toroidal support 11 circumferentially with at least one leading end portion 17 of the respective axial inner end regions 15. Winding at least one circumferentially non-extending annular securing insert 19 having a flat-shaped cross-sectional contour extending axially away from c); At least one reinforcing element 20 tapered in a direction away from the axis of rotation, each having at least one major portion 21 consisting of a cross-sectional contour substantially disposed at an axially inner position of the annular fastening insert 19, Arranging in the circumferential direction of the toroidal support (11) with respect to the inner termination region (15) of the; The at least one second forming an axial outer termination region 16 of at least one carcass layer 3 superimposed on individual reinforcing elements 20 on the side opposite the inner termination region 15. A method of manufacturing a tire for a vehicle wheel, comprising the step of sequentially arranging a plurality of stretch pieces (13) suitable for forming a carcass layer (3) in the circumferential direction on the toroidal support (11). The method of claim 1, Parallel to the axis of rotation of the toroidal support 11, the movement of axially folding the tips 15, 16 of the at least one carcass layer 3 towards the equator plane XX is substantially eliminated Tire manufacturing method for a vehicle wheel, characterized in that. A carcass structure (2) having at least one carcass layer (3) provided with termination regions (15, 16) that engage with respective annular reinforcement structures (4) spaced apart from each other axially; A belt structure (5) attached to a circumferential outer position of the carcass structure (2); A tread band (8) attached to a circumferential outer position of the belt structure (5); In a tire for a vehicle wheel comprising at least a pair of sidewalls (9) attached to the carcass structure (2) at side facing positions, At least one of the annular reinforcement structures 4 is: At least one reinforcing element (20) attached to the at least one carcass layer (3) and having at least one main portion (21) having a cross-sectional contour tapering away from the axis of rotation of the tire; A tire for a vehicle wheel, characterized in that it consists of at least one circumferentially-extensible annular fixed insert (19) having a flat-shaped cross-sectional contour extending axially from the main portion (21) of the reinforcing element (20). The method of claim 21, And each annular fixed insert (19) extends from the equator plane (X-X) of the tire in a direction converging to the geometric axis of rotation of the tire. The method of claim 21, Tire according to claim 1, characterized in that the annular fastening insert (19) and the reinforcing element (20) are substantially firmly connected to each other. The method of claim 21, The cross-sectional contour of each annular reinforcement structure 4 is adapted to extend the annular fixing insert toward the axis of rotation of the tire by the tension generated along the at least one carcass layer 3 by the effect of the inflation pressure of the tire. 18. A tire for a vehicle wheel, characterized in that it has a geometric center of gravity (G) positioned at the point at which the axial outer leading edge of 18) is pushed. The method of claim 21, The geometric profile of the cross section of each annular reinforcing structure 4 is located axially outside with respect to the reinforcing element 20 and axially inside with respect to the axial outer leading edge of the annular fastening insert 19. (G) has a tire for a vehicle wheel, characterized in that. The method of claim 21, The tire for a vehicle wheel, characterized in that the at least one carcass layer has first and second portions respectively forming an axial inner termination region (15) and an axial outer filling region (15). The method of claim 26, The reinforcing element 20 is characterized in that it is axially interposed between the respective axial inner termination region 15 and the respective axial outer termination region 17 of the at least one carcass layer 3. Tires for vehicle wheels. The method of claim 26, And the annular fixed insert (19) is attached to the leading end portion (17) of the inner end region (15) extending axially away from the equator plane (X-X) of the tire. The method of claim 28, The annular securing insert (19) is a tire for a vehicle wheel, characterized in that it is attached at a radially outer position to the leading end (17) of the inner end region (15). The method of claim 21, The tire for a vehicle wheel, characterized in that the reinforcing element (20) consists of an annular body of at least one elastomeric material. The method of claim 30, And said annular body has a Shore D hardness of at least 48 °. The method of claim 21, Tire according to claim 1, characterized in that the annular fastening insert (19) is arranged substantially near the inner circumferential edge of the main part (21) of the reinforcing element (20). The method of claim 21, A tire for a vehicle wheel, characterized in that the reinforcing element (20) has an extension (22) extending radially in parallel to the annular fixing insert (19). The method of claim 21, And at least one further annular insert (23) extending parallel to the annular fixing insert (19). The method of claim 26 and 34, And the additional annular insert (23) is attached to the tip portion (18) of the outer end region (16) extending axially away from the equator plane (X-X) of the tire. 36. The method of claim 35 wherein The additional annular insert (23) is a tire for a vehicle wheel, characterized in that attached to the radially outer position of the leading end of the outer end region (16). The method of claim 21, The at least one carcass layer 3 is circumferentially formed around the axis of rotation to form two side portions 13a spaced apart from each other in the axial direction and a crown portion 13b extending radially outwardly between the side portions 13a. A tire for a vehicle wheel, characterized in that it is distributed in the circumferential direction and each of the first extension pieces (13) rows extending in a U shape around the cross-sectional contour of the carcass structure (2). The method of claim 37, The at least one carcass layer 3 belongs to the first column and the second column forming the axial inner termination region 15 and the axial outer termination region 16 of the carcass layer 3, respectively. On the side portions 13a and 14a of the sections 13 and 14, two side portions 14a spaced apart from each other in the axial direction and a crown portion 14b extending radially outwardly between the side portions 14a are provided. To form, at least one second alternately circumferentially distributed about a section 13 belonging to the first row about the axis of rotation, each extending in a U shape around a cross-sectional contour of the carcass structure 2. Tire for vehicle wheels, characterized in that further comprises a row of extension pieces (14). The method of claim 26, And the annular fixed insert (19) is attached to the tip portion (18) of the inner end region (16) extending axially away from the equator plane (X-X) of the tire. The method of claim 39, The tow fixing insert (19) is a tire for a vehicle wheel, characterized in that attached to the radially outer position of the leading end portion (18) of the outer end region (16). The method of claim 40, A tire for a vehicle wheel, characterized in that the front end portion (18) of the outer end region (16) is attached overlapping with the front end portion of the inner end region (15). The method of claim 21, Further comprising at least one additional circumferentially non-extensible annular insert 23 having a cross-sectional contour extending radially with respect to the axially inner wall of the main portion 21 of the reinforcing member 20. Tires for vehicle wheels. The method of claim 21, Tire according to claim 1, characterized in that the reinforcing member (20) is arranged at an axial outer position of the at least one carcass layer (2). A mounting rim associated with a hub of the vehicle and a tire mounted on the rim; The tire consists of a toroidal carcass structure (2) provided with a crown portion connected to a pair of axially opposing sidewalls terminated in a bead coupled to a corresponding bead seat formed on the mounting rim, the car The curse is provided with at least one reinforcing layer 3 having termination regions 15, 16 coupled with the respective annular reinforcing structure 4 axially spaced from each other; The radially outer surface of the rim is formed by a frustoconical surface that converges toward the axis of rotation away from the equator plane of the rim and has two side portions designed to form a bead seat that engages with the corresponding bead portion of the tire. In the wheel, At least one annular reinforcement structure 4 is: At least one reinforcing element (20) attached to the at least one carcass layer (3) and having at least one main portion (21) having a cross-sectional contour tapering away from the axis of rotation of the tire; Consists of at least one circumferentially non-extensible, annular fixed insert (19, 23) formed by winding at least one continuous filamentary element with concentric windings (19a, 23a), And at least one of the bead seats themselves forms a hump having a height sufficient to prevent the bead from slipping out of the tire. The method of claim 44, The annular fastening insert 19 has a cross-sectional contour having a flat shape extending axially away from the main portion 21 of the fastening element 20, wherein at least one bead seat has an annular fastening insert 19. A tire wheel for a vehicle, characterized in that it is axially defined inward by an anti-bead hump having a diameter equal to or greater than the axial outer diameter of the innermost winding of the vehicle. 46. The method of claim 44 or 45, The annular fastening insert 23 has a cross-sectional contour consisting of windings 23a concentric in a radial direction extending radially with respect to the wall surface of the main portion 21 of the reinforcing element 20, wherein the bead prevention hump A tire wheel having a diameter of less than or equal to the radially outer diameter of the radially innermost winding of the annular fixed insert (23). The method of claim 44, The radially outer surface of the rim consists of a central portion having a radially outer contour symmetrical with respect to the equator plane, the central portion forming a central recess defined axially by the bead seat, the recess being A tire wheel for a vehicle, characterized by having a minimum diameter Dr less than the minimum diameter Dm. The method of claim 44, The rim is inserted into the toroidal cavity and consists of an elastically expandable inner tube by introducing a pressurized fluid into its inner volume, The inner tubes are made up of at least two circumferential volumes separated from each other and separated by longitudinal wall surfaces that are independent and extend in a plane perpendicular to the axis of rotation of the wheel, And said respective volumes being provided with an expansion and contraction device which is received in the wall of said inner tube and is not connected to said rim designed to fix the circumferential position of said volume to said rim.