Process for manufacturing a tyre and toroidal support for carrying out said process

Abstract

A process for manufacturing a tire by the steps of producing and assembling the tire structural elements on a toroidal support to form a green tire, and the step of precuring at least an inner surface of the green tire by heating the toroidal support. The radially inner surface of the toroidal support is provided with a plurality of protruding elements to reduce the time required for the outer surface of the toroidal support to reach a temperature which is suitable for ensuring a uniform and homogeneous precuring of the inner surface of the green tire, preferably of the inner surface and the bead regions of the green tire.

Claims

1. A toroidal support for manufacturing a green tyre thereupon, the support comprising a plurality of circumferential sectors circumferentially distributed around a common geometric axis, the plurality of circumferential sectors defining an outer surface of the toroidal support, said outer surface having a shape which substantially matches the shape of an inner surface of said green tyre, and an inner hollow cavity contoured by a radially inner surface of the toroidal support, said inner hollow cavity being open towards the geometric axis, wherein each circumferential sector comprises at least one attachment plate radially projecting from the radially inner surface of the toroidal support in a plane substantially parallel to an equatorial plane of the toroidal support, wherein at least a portion of the radially inner surface of the toroidal support corresponding to a crown portion of the green tyre is provided with a plurality of protruding elements in the form of elongated ribs each lying in a plane substantially perpendicular to the equatorial plane of the toroidal support, wherein, in a cross-section transversal to a longitudinal development thereof, a height of each elongated rib is from 30% to 50% of a sector thickness at the inner surface corresponding to the crown portion, and a width of each elongated ribs is comprised between 2 mm and 5 mm.

2. The toroidal support according to claim 1, wherein the protruding elements protrude inwardly within the toroidal support.

3. The toroidal support according to claim 1, wherein the protruding elements are obtained in a thickness of the toroidal support.

4. The toroidal support according to claim 1, wherein the protruding elements are produced separately from the toroidal support and successively coupled to the radially inner surface thereof.

5. The toroidal support according to claim 4, wherein the coupling of the protruding elements to the toroidal support is performed by welding.

6. The toroidal support according to claim 1, wherein the protruding elements are further distributed on the radially inner lateral surface of the toroidal support corresponding to sidewalls of the green tyre.

7. The toroidal support according to claim 1, wherein the protruding elements are further distributed on outer surfaces of the at least one attachment plate.

8. The toroidal support according to claim 1, wherein the protruding elements are disposed parallel to each other.

9. The toroidal support according to claim 1, wherein a pitch between two successive protruding elements is substantially constant along a development of said protruding elements.

10. The toroidal support according to claim 6, wherein each of the protruding elements, which are distributed on the radially inner lateral surfaces of the toroidal support corresponding to sidewalls of the green tyre, lie in a plane which is inclined at an angle with respect to a plane parallel to an equatorial plane of the toroidal support.

11. The toroidal support according to claim 10, wherein said angle is 0 to 45.

12. The toroidal support according to claim 10, wherein said angle is substantially constant along a development of the protruding elements.

13. The toroidal support according to claim 10, wherein said angle increases in moving away from the equatorial plane of the toroidal support.

14. The toroidal support according to claim 1, wherein the protruding elements are continuous along the radially inner surface of the toroidal support.

15. The toroidal support according to claim 1, wherein at least a portion of the radially inner surface of the toroidal support corresponding to a sidewall of the green tyre is concave.

16. The toroidal support according to claim 15, wherein the portion of the radially inner surface of the toroidal support corresponding to the sidewall of the green tyre is parallel to a radially outer profile of the toroidal support.

17. The toroidal support according to claim 1, wherein at least a portion of the radially inner surface of the toroidal support corresponding to a sidewall of the green tyre is parallel to the equatorial plane of the toroidal support.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The description will be set out hereinafter with reference to the accompanying drawings, given by way of non-limiting examples, in which:

(2) FIG. 1 is a perspective view of a portion of a sector of a toroidal support in accordance with a preferred embodiment of the present invention;

(3) FIG. 2 is a perspective view of a portion of a sector of a toroidal support in accordance with a further embodiment of the present invention;

(4) FIG. 3 is a vertical view partly in section of an apparatus carrying out a step of a tyre manufacturing process according to the present invention;

(5) FIG. 4 is a vertical view partly in section of the apparatus of FIG. 3 during a further step of said tyre manufacturing process, and

(6) FIGS. 5 and 6 show the graphics of the temperature as a function of time with reference to three different toroidal supports.

DETAILED DESCRIPTION OF THE INVENTION

(7) A tyre generally comprises a toroidally shaped carcass including one or more carcass plies, strengthened with reinforcing cords lying in radial planes, i.e. in planes containing the rotation axis of the tyre. Each carcass ply has its ends integrally associated with at least one annular reinforcing metal structure, usually known as bead core.

(8) Placed crownwise to the carcass structure, the tyre generally comprises a tread band of elastomer material into which, at the end of the moulding and curing steps, a raised tread pattern is formed for the tyre ground contact.

(9) Furthermore, the tyre comprises a reinforcing structure, usually known as belt structure, which is placed between the carcass structure and the tread band. The belt structure usually comprises at least two radially superposed strips of rubberised fabric provided with reinforcing cords, usually of metal material, disposed parallel to each other in each strip and in crossed relationship with the cords of the adjacent strip, preferably symmetrically disposed with respect to the equatorial plane of the tyre.

(10) Preferably, said belt structure further comprises, at a radially external position thereof, a further layer of textile or metallic cords substantially circumferentially disposed.

(11) Finally, in tyres of the tubeless type, i.e. devoid of an air tube, a radially inner elastomeric layer, i.e. the liner, is present which has imperviousness features to ensure the tyre air-tightness.

(12) FIG. 1 shows a schematic perspective view of a portion of one sector 200 of a toroidal support in accordance with a preferred embodiment of the present invention.

(13) Generally, a toroidal support of the collapsible or dismountable type is provided with a plurality of circumferential sectors which are circumferentially distributed around a common geometric axiswhich coincides with the rotation axis of the tyre when the latter is supported on the toroidal supportso as to define a continuous outer surface substantially-reproducing the radially inner surface of a tyre. In a toroidal support of the collapsible or dismountable type the sectors can be individually retracted in a radial direction, towards said geometric axis, for disengagement from the tyre at the end of the moulding and curing steps of the tyre manufacturing process. Such a dismountable toroidal support is described, for instance, in document WO 01/62481 in the name of the same Applicant.

(14) With reference to FIG. 1, sector 200 is delimited in the circumferential direction between two circumferential sides 201, 202 (in FIG. 1 only circumferential side 201 is shown).

(15) In a transverse cross-sectioni.e. in a section obtained by intersecting the toroidal support with a plane perpendicular to the equatorial plane of the toroidal supporteach sector 200 has a substantially U-shaped profile, the crown portion of whichcorresponding to the crown portion of the tyreis delimited between an outer side 203 and an inner side 204.

(16) The outer side 203which is part of the circumferential side 201 or 202defines the crown portion of the radially outer profile of the sector 200 and cooperates, together with the other sectors, in defining the outer surface of the toroidal support.

(17) The inner side 204, substantially facing the geometric axis of the toroidal support, is substantially parallel to the outer side 203.

(18) The design of the individual sectors 200 gives to the toroidal supporttaken as a wholean inner hollow structure which is open towards the geometric axis so that a flow of steam or another operating fluid reaches the inner side 204 of each sector 200 and a suitable heat amount is transferred to the tyre through the thickness of the main body of the sector.

(19) The mutual positioning of the sectors 200 is obtained by providing engagement devices which comprise, for each sector, at least one attachment plate 205 radially projecting from the inner side 204 of the sector, preferably in a plane substantially parallel to the equatorial plane of the toroidal support. Each attachment plate 205 is preferably provided with one or more through slots 206which are close to the inner side 204 of the sectorin order not to hinder the flowing of the operating fluid during vulcanization. The attachment plates 205 are engagedby means of flanges (not shown)to at least one attachment member (not shown) which is preferably made in the form of a shank, coaxial with the geometric axis, and to which each sector is associated to form the toroidal support.

(20) According to the present invention, each sector 200 of the toroidal support is provided with a plurality of protruding elements 207 which are distributed on at least a portion of the radially inner surface of the sector.

(21) In the embodiment of FIG. 1, the protruding elements 207 are in the form of elongated ribs.

(22) According to the embodiment shown in FIG. 1, the elongated ribs 207 are distributed on the whole radially inner surface of each sector 200. In more details, the elongated ribs 207 are distributed on the radially inner surface of the sector which corresponds to and delimits the crown portion of the tyre, as well as on the radially inner lateral surfaces of the sector which correspond to and delimit the tyre sidewalls.

(23) Alternatively, the elongated ribs 207 are distributed only on the radially inner surface of the sector which corresponds to and delimits the crown portion of the tyre, as shown in FIG. 2 where reference is made to sector 300 in accordance with a further embodiment of the present invention.

(24) Alternatively, the elongated ribs 207 are distributed only on the radially inner lateral surfaces of the sector which correspond to and delimit the tyre sidewalls (said further embodiment being not shown).

(25) According to the embodiment of FIG. 1, the elongated ribs 207 are also distributed on the outer surfaces of the attachment plates 205, said outer surfaces facing the inner hollow structure of the toroidal support.

(26) Preferably, the elongated ribs 207 are disposed parallel to each other.

(27) Preferably, the elongated ribs 207 are disposed parallel to each other in each portion of the radially inner surface of the sector.

(28) Preferably, the pitchi.e. the distancebetween two successive elongated ribs is substantially constant along the development thereof.

(29) Preferably, the elongated ribs 207, that are distributed on the radially inner surface of the sector corresponding to the crown portion of the tyre, lie in a plane substantially perpendicular to the equatorial plane of the toroidal support. Moreover, preferably said elongated ribs 207 extend in a direction substantially perpendicular to a circumferential direction.

(30) Alternatively, the elongated ribsthat are distributed on the radially inner surface of the sectorextend in a direction substantially parallel to a circumferential direction.

(31) Preferably, the elongated ribs 207, that are distributed on the inner lateral surfaces of the sector corresponding to the tyre sidewalls, lie in a plane substantially parallel to the equatorial plane of the toroidal support. This embodiment is particularly preferred since it ensures that the heat exchange is uniformly distributed over the whole external surface of the toroidal support

(32) Alternatively, according to the embodiment shown in FIG. 1, the elongated ribs 207, that are distributed on the inner lateral surfaces of the sector corresponding to the tyre sidewalls, lie in a plane t-t which is inclined of an angle with respect to a plane parallel to the equatorial plane of the toroidal support. Preferably, the angle is substantially constant along the development of the rib on the inner lateral surfaces of the sector. Preferably, the angle ranges from 0 to 45.

(33) Alternatively, the angle varies along the development of the rib on the inner lateral surfaces of the sector, the value of said angle increasing in moving away from the equatorial plane of the toroidal support.

(34) The inclination of the elongated ribs 207, and thus the formation of the angle , is essentially due to the factthat said elongated ribs are preferably obtained by milling the radially inner surface of the sector. The use of a milling machine, to be operated within the hollow cavity of the toroidal support in order to obtain the elongated ribs in the thickness of the toroidal support, requires the elongated ribs to be made inclined.

(35) Preferably, the elongated ribs are substantially continuous along the radially inner surface of the sector, as shown in FIGS. 1 and 2.

(36) Alternatively, the elongated ribs present at least one interruption along their longitudinal development (said further embodiment being not shown in the figures).

(37) Preferably, the external profile of the protruding elements (i.e. of elongated ribs 207 in accordance with the embodiments shown in FIGS. 1 and 2), in a cross-section transversal to the longitudinal development thereof, is substantially rectangular in shape. Preferably, the height of said elongated ribs is from about 30% to about 50% of the sector thickness at the crown portion. Preferably, the width of said elongated ribs is comprised between 2 mm and 5 mm.

(38) Alternatively, the external profile of the elongated ribs 207, in a cross-section transversal to the longitudinal development thereof, is substantially trapezoidal in shape, this shape contributing in improving the sector surface which is suitable for the heat exchange.

(39) Alternatively, the external profile of the elongated ribs 207, in a cross-section transversal to the longitudinal development thereof, is substantially triangular in shape.

(40) According to the embodiment shown in FIG. 1, the lateral inner surfaces 208, 209 of the toroidal support are substantially parallel to the equatorial plane of the toroidal support.

(41) According to the further embodiment shown in FIG. 2, the lateral inner surfaces 301, 302 of the toroidal support have a concave profile, the concavity being directed inwardly of the toroidal support. Preferably the lateral inner surfaces 301, 302 of the toroidal support are substantially parallel to the radially outer profile 201 of the toroidal support.

(42) The manufacturing process according to the present invention comprises the step of manufacturing a green tyre by consecutively assembling together on a toroidal support the tyre structural elements (as disclosed, for instance, in the European Patent EP-928,680 mentioned above).

(43) According to said process, a plurality of through holes (not shown in the figures) are usually manufactured through the toroidal support thickness to form feeding channels (or ducts) which enable the pressurized primary working fluid to reach the diffusion gapthat is obtained between the outer surface of the toroidal support and the inner surface of the tyreduring the vulcanization process. Generally, said through holes have a diameter ranging from 1 mm to 3 mm.

(44) The Applicant has also provided for a further tyre manufacturing process according to which the step of precuring the inner surface of the green tyre and the bead regions thereof is obtained by simultaneously pressing the green tyre from the outside to the inside and by supplying heat to the inner surface of the tyre. According to said further process the moulding and curing steps can be performed without causing inhomogeneities and irregularities in the finished tyre since the working fluid during the moulding and curing steps is in direct contact with parts of the tyre that have already been partly vulcanised and therefore no longer exhibit a plastic behaviour of the material but an almost elastic one. In this case it can be obtained a uniform distribution against the inner walls of the mould of the elastomer material belonging to the outermost structural elements of the tyre.

(45) In addition, said further tyre manufacturing process allows that tensioning of the carcass ply or plies, due to the vulcanisation pressure, does not cause the carcass ply or plies to move at the tyre bead regions since the carcass ply or plies have already become substantially integral with the elastomer materials present in these regions thanks to a partial vulcanisation of the same.

(46) In more details, said further tyre manufacturing process comprises the steps of: building a green tyre on a toroidal support having an outer surface whose shape substantially matches that of the inner surface of the green tyre; heating the toroidal support to transmit heat to the inner surface of the tyre in contact with the toroidal support; pressing the inner surface of the green tyre against the outer surface of the toroidal support through at least one secondary pressurized working fluid; pressing an outer surface, of the green tyre against the inner walls of a vulcanisation mould defining a moulding cavity, said pressing step being performed through a primary pressurized working fluid passing in at least one diffusion gap between the outer surface of the toroidal support and the inner surface of the green tyre, the primary working fluid being heated so as to supply heat to the green tyre to cause vulcanisation thereof.

(47) With reference to said manufacturing process, the Applicant has noticed that a criticity may arise in correspondence of the tyre buttress areas, i.e. the areas where the axially opposite edges of the tread band are joined to the respective sidewalls of the tyre.

(48) In more details, the Applicant has noticed that, when the tyre is positioned inside of the moulding cavitythe mould defining the cavity being always in a heated stateand the step of precuring is carried out as disclosed above, in correspondence of the tyre buttress areas at least a portion of the tread band comes into contact with the heated mould and begins to be moulded and cured.

(49) Furthermore, the Applicant has noticed that a further portion of the tread band which is axially adjacent to the tread band portion that comes into contact with the heated mould begins to be cured too due to its proximity to the heated mould.

(50) Therefore, part of the tyre tread band begins to be moulded and cured when the step of pressing the outer surface of the green tyre against the inner walls of the vulcanisation mould has not started yet, i.e. when the tyre is not completely toroidally shaped.

(51) As a consequence, when the tyre is toroidally conformed by the primary working fluid and the moulding and curing steps take place, the presence of tread band portions which have already been partially moulded and cured may cause the formation of bubbles within the elastomeric material. In particular, the air possibly present within the tread bandespecially among the elastomeric strips the tread band is formed ofremains entrapped by the cured portions and thus bubbles and/or other defects (such as detachments of said strips) may occur and cause the tyre to be discarded.

(52) With reference to said further manufacturing process disclosed above, in order to avoid a premature moulding and curing of portions of the tread band, the Applicant has firstly thought to reduce the precuring time so as to lower the residence time of the green tyre within the moulding cavity before the moulding and curing steps are carried out.

(53) However, the Applicant experienced that the precuring time could not be lowered below a certain value. In fact, the Applicant has noted that, if the precuring time is set to be too low, defects in the tyre liner arise which are principally due to an insufficient precuring thereof. In particular, the Applicant has noted that, in case the elastomeric material of the liner is not precured to a sufficient degree, the latter may adhere to the toroidal support and, when the primary working fluid is introduced to cause the radial expansion of the tyre, the formation of undesired wrinkles in the liner may occur.

(54) Furthermore, the Applicant experienced that, in case the precuring time is remarkably reduced, the precuring of the tyre bead regions does not occur or is insufficient and the carcass plies may move in the bead regions when the moulding and curing steps are performed.

(55) The Applicant perceived that the drawbacks mentioned above can be advantageously avoided and a sufficient precuring of the liner and of the bead regions can be performed by improving the heat exchange between the toroidal support and the inner surface of the green tyre in accordance with the present invention.

(56) According to said further tyre manufacturing process described above, the toroidal support is provided with a plurality of ducts opening onto the outer surface thereof, said ducts being suitable for introducing the primary working fluid into the diffusion gap. The ducts are conveniently sized and distributed on the circumferential extension of the toroidal support so that introduction of the crude elastomeric material of the liner into said toroidal supportthrough said ductsis prevented. Usually, the ducts are through holes obtained in the radial thickness of the toroidal support, as described, e.g., in EP-976, 533.

(57) Alternatively, the toroidal support is devoid of said ducts and the primary working fluid is allowed to passfrom the interior of the toroidal support to the diffusion gap mentioned aboveonly through the passages present between two adjacent sectors.

(58) Alternatively, in order to facilitate the passage of the primary working fluid, the circumferential sides 201, 202 of the sectors are provided with notches (not shown in the figures) that extend radially along the whole thickness of the sector.

(59) Preferably, only one circumferential side of each sector is provided with said notches.

(60) Preferably, said notches are in the number of two for each sector.

(61) Preferably, said notches are symmetrically located with respect to the equatorial plane of the toroidal support.

(62) Preferably, said notches have a widthin the axial directionof about 20 mm and an extension in the circumferential direction of about 0.1 mm.

(63) The Applicant has found that the presence of said notches is very useful also at the end of the curing step when the toroidal support has to be dismounted. In fact, in the absence of said notches, the Applicant has noted that an amount of working fluid remains trapped in the diffusion gap and can not exit from the passages defined between two adjacent sectors. This is particularly undesirable since the trapped working fluid may cause a sealing effect among the sectors which may hinder the dismounting of the toroidal support and even cause the breaking of the sectors thereof.

(64) FIG. 3 shows a moulding and curing apparatus for vehicle wheel tyres according to the present invention, said apparatus being generally identified by reference number 101.

(65) Apparatus 101 comprises a vulcanisation mould 102 operatively associated with an airtight container 103.

(66) Preferably, the mould 102 can be made up of a lower half 102A and an upper half 102B, in engagement with a base 103A and a closing portion 103B of container 103, respectively.

(67) In the embodiment of FIG. 3, each of the lower 102A and upper 102B halves of mould 102 has a cheek, a lower cheek 130A and an upper cheek 130B respectively, and a crown of sectors consisting of a lower sector 131A and an upper sector 131B, respectively.

(68) The lower 102A and upper 102B halves are mutually movable between an open position, at which they are spaced apart from each other (as shown in FIG. 3), and a closed position, at which they are close to each other to form a moulding cavity 104 (as shown in FIG. 4). The inner walls of the moulding cavity 104defined by said cheeks and said sectorsreproduce the geometric configuration of the outer surface of a tyre to be obtained at the end of the moulding and curing steps.

(69) In more details, the cheeks are designed to form the outer surfaces of the opposite tyre sidewalls, whereas the sectors are designed to form the tyre tread band, by creating therein a series of cuts and longitudinal and/or transverse grooves suitably disposed in accordance with a desired tread pattern.

(70) Apparatus 101 further comprises a toroidal support 10 of metal or other rigid material, having an outer surface substantially reproducing the shape of the inner surface of the tyre, the toroidal support 10 being of the type shown in FIG. 1 or in FIG. 2 in accordance with the present invention.

(71) Apparatus 101 further comprises at least one duct 110 (shown in FIG. 4) for the introduction of a primary working fluid which may comprise steam, nitrogen, air or other gases substantially inert at the working conditions, or mixtures thereof. Preferably, the primary working fluid is a mixture of steam and nitrogen.

(72) The apparatus 101 is also provided with heating devices for heating the mould 102. Preferably said heating, devices consist of a plurality of ducts 105 suitable for the flowing of a heating fluid.

(73) Preferably, apparatus 101 also comprises an airtight device adapted to contain the toroidal support on which a green tyre 50 has been previously manufactured.

(74) As shown in FIGS. 3 and 4, in a preferred embodiment said airtight device can be enclosed and integrated into said mould 102, defining an airtight cavity within the same. Preferably in this case the mould 102 comprises a plurality of seals 106 disposed close to vents for escape of the primary working fluid employed for vulcanisation of said tyre, and at least one circumferential seal 107 placed on the opposite surfaces of the two halves 102A and 102B.

(75) Said circumferential seal 107 may consist of an O-ring or preferably of a series of superposed metal rings provided between their opposite surfaces, with a sealing element capable of withstanding the pressures and temperatures of the method described in the following.

(76) According to this embodiment, a feeding device for a secondary working fluid is operatively associated with the mould 102. Said device comprises at least one delivery duct 108 and one discharge duct 109 to respectively feed into and evacuate from the mould 102 the secondary pressurized working fluid. Said secondary working fluid, which presses the inner surface of the green tyre 50 from the outside to the inside against the outer surface of the toroidal support 10, can be air, nitrogen or a further substantially inert gas.

(77) Duct 110 is operatively associated with at least one passage device, for example through a connecting duct (not shown), formed along at least one of the centering shanks of said toroidal support 10, to enable diffusion of said primary working fluid within the toroidal support 10.

(78) Said passage device comprises ducts formed in the toroidal support, through which said primary working fluid reaches a plurality of through holes opening onto the outer surface of the toroidal support, conveniently distributed and sized on the circumferential extension thereof as mentioned above.

(79) Preferably, a duct 111 adapted to discharge possible condensate is provided at the lower part of the moulding cavity 104.

(80) In accordance with said further tyre manufacturing process, the green tyre 50 is manufactured on the toroidal support 10 and successively inserted into the airtight vulcanisation mould 102 arranged in an open condition.

(81) Operation of apparatus 101, once said toroidal support 10 carrying the green tyre 50 has been placed into the mould 102, involves closure of the apparatus itself and starting of the moulding and curing operations.

(82) More specifically, by duct 108 the secondary fluid is introduced into the gap defined between the outer surface of the green tyre 50 and the inner surface of the mould 102. Substantially simultaneously, by duct 110 the primary working fluid under pressure is introduced into the toroidal support 10 to a lower pressure than that of the secondary working fluid. The transient has a duration included between 30 seconds and 1 minute; in a steady-state condition and for a duration of 30 seconds to 6 minutes, the pressure differential is lower than 10 bar, preferably of about 1-2 bar. Since the primary working fluid is of lower pressure, it will remain within the toroidal support 10 without escaping through the previously illustrated ducts. In this way during this step the green tyre 50 is pressed from the outside to the inside so that its inner surface is pressed against the outer surface of the toroidal support 10.

(83) Preferably the secondary working fluid is at room temperature and at a pressure generally included between 8 and 18 bar, while the primary working fluid is at a pressure lower than 16 bar and at a temperature generally included between approximately 170 C. and 210 C.

(84) For example, the transient can last about one minute, the pressure of the secondary working fluid in a steady-state condition is about 16 bar and the pressure of the primary working fluid is about 14 bar, the differential pressure therefore being about 2 bar.

(85) In a steady-state condition this step lasts some minutes (for example about two minutes). During this period of time the primary working fluid heats the toroidal support 10 which transmits heat to the inner surface of the tyre, and consequently to the liner and the bead regions. This heating does not fully cure said parts of the tyre but at all events it is sufficient to give the parts themselves features of elasticity. In particular, the carcass ply or plies are well anchored to the beads and the inner tyre surface, preferably the liner, becomes elastic enough to withstand without tearing the pressure of the moulding and curing steps.

(86) The step of pressing the inner surface of the green tyre 50 against the outer surface of the toroidal support 10 may take place indifferently before, after, or simultaneously with heating of the toroidal support.

(87) Termination of this step involves evacuation of the secondary working fluid through the discharge duct 109, preferably in a period of time shorter than 2 minutes (for example 1 minute).

(88) If mould 102 is airtight, a subsequent step immediately starts for moulding and fully curing said tyre. Said step begins through raising of said primary working fluid pressure to a value included between 18 and 35 bar, preferably 26-28 bar, for the purpose of moulding and curing the tyre with the desired tensioning of the carcass ply.

(89) Pressure generated by the primary working fluid reaches the diffusion gap obtained between the outer surface of the toroidal support 10 and the inner surface of the tyre to be cured.

(90) According to said further tyre manufacturing process disclosed above, although in the absence of an inflatable bladder, the precured liner has good elasticity features and the primary working fluid pressure can be transmitted to the whole tyre in a substantially uniform manner. Therefore, thanks to a uniform moulding, a vulcanised tyre substantially meeting the nominal design features can be obtained.

(91) It is to be noted that during the pressing step from the outside to the inside of the inner tyre surface against the outer surface of the toroidal support 10, heating of the inner tyre surface can be carried out by use of the primary working fluid, or by generation of heat in the toroidal support itself by means of electric resistors, for example. In this case, pressure of the secondary working fluid can also be of few bar (even 2 or 3), provided the differential pressure is within the above stated range.

(92) For further description of the invention, some illustrative examples are given below.

Examples 1 to 3

(93) The Applicant has carried out a finite element analysis (F.E.A.) on three toroidal supports having different geometries of the sectors thereof.

(94) In more details, the Applicant has carried out a numerical simulation of the thermal behaviour of the three different toroidal supports in order to evaluate which geometry is suitable for increasing the heat exchange between the toroidal support and the inner surface of the green tyre.

(95) In particular, the objective of the Applicant's simulations was that of comparing the different sector geometries in terms of time which is necessary to the toroidal support for reaching a thermal steady condition.

(96) The simulations were carried out by employing three toroidal supports suitable for a tyre having size of 235/65 R17, said toroidal supports being made from aluminum (having a thermal conductivity of about 200 W/(m*K)).

(97) The simulations were carried out at the following conditions: 1) steam temperature inside of the hollow cavity of the toroidal support of about 180 C.; 2) environmental temperature surrounding the toroidal support of about 50 C.

(98) The three toroidal supports which have been tested where the following: a) a toroidal support having a geometry similar to that of the toroidal support shown in FIG. 1, but without the protruding elements (comparative example: Example 1); b) the toroidal support shown in FIG. 1 (embodiment 1 of the invention: Example 2); c) the toroidal support shown in FIG. 2 (embodiment 2 of the invention: Example 3).

(99) According to the embodiments 1 and 2 of Examples 2 and 3 respectively, the protruding elements were in the form of elongated ribs as shown in the FIGS. 1 and 2.

(100) FIGS. 5 and 6 show how the temperature of the outer surface of the toroidal support varies as a function of time on the equatorial plane of the toroidal support (FIG. 5) and on the toroidal support area corresponding to the tyre buttress area (FIG. 6) respectively.

(101) In FIGS. 5 and 6 the curves a to c correspond respectively to the geometries of the Examples 1 to 3 disclosed above.

(102) From FIGS. 5 and 6 it can be derived that, by providing the toroidal support with a plurality of protruding elements in accordance with the present invention, the toroidal support reaches a thermal steady-condition (in the FIGS. 5 and 6 a plateau corresponding to a temperature of about 180 C. is shown) much more quickly than a standard toroidal support not provided with said protruding elements.

(103) Furthermore, it can be noted that the best results in terms of improvement in the heat exchange between the toroidal support and the inner surface of the green tyre are achieved especially in correspondence of the tyre buttress area.