Field of the invention

The present invention relates to tyres for motorcycle wheels and particularly to tyres for agile motorcycles and/or scooters.

Prior art

Typically, by the expression tyres for agile motorcycles and/or scooter a range of tyres is meant which is intended to be fitted to motorcycles and/or scooters mainly used for urban driving, which may involve fast and sudden maneuvers in small spaces, or short extra- urban journeys, which include motorcycles having small-medium engine capacities (e.g. from 50 cm ³ to 500 cm ³ ) and/or low-medium power (e.g. 15-75 hp).

Tyres intended to be fitted to agile motorcycles and/or scooters are thus typically used on extremely different kinds of road surfaces, often characterized by low friction coefficients, e.g. smooth and/or wet asphalt, rails, concrete, sett paving or cobblestone. Besides grip, draining ability, stability and traction on such different road surfaces, these tyres are required to have optimal performance in terms of lifespan and wear.

Motorcycles tyres are for example described in patent documents US2005/0098250, US4606389 and WO2014016733.

Summary of the invention

Typically, in this product segment tyres having a large number of grooves are used, for providing good draining and grip features in low friction conditions (concrete, sett paving, cobblestone, rails), typical for a mainly urban use. This is due to the fact that such tyres typically do not employ tread compounds with high hysteresis properties, the grip being thus usually provided by the displacement of the solid rubber portions located between the grooves. Such rubber portions have relatively small dimensions and thus a low stiffness.

The aforesaid grooves also make water drainage easier when driving on a wet road surface.

The Applicant has observed that tyres intended to be fitted to the front wheel of these motorcycles often have at least one circumferential groove having significant dimensions, located across the equatorial plane, possibly with a zig-zagging course.

A groove having significant dimensions and circumferentially extending along the whole circumferential development of the tyre ensures, in fact, good draining and grip features, particularly in low friction conditions, exactly because of the increased yielding ability of the most central portion of the tread band, which provides in this way a better grip to the road surface in the footprint area.

The Applicant has also noted that a zig-zagging arrangement of such circumferential groove can in addition increase the traction and braking ability of the tyre.

However, the Applicant has also observed that a circumferential groove of this kind tends to weaken the tread band structure, making the same less stiff. A lower stiffness of the tread band may lead to a less performing driving on dry grounds. In particular, a less gradual response of the vehicle during driving maneuvers may let the user have a feeling of greater heaviness and less thrust.

Moreover, the lower stiffness of the tread band may make the same more subjected to wear and may reduce its mileage.

The Applicant has also observed that a higher number of grooves may cause noise ad vibrations.

The Applicant has thus felt the need to provide a tyre intended to be fitted to motorcycles, particularly agile motorcycles and/or scooters, having good draining, grip, and traction features, particularly on terrains characterized by low friction, and, at the same time, enough structural stiffness, for ensuring performance, graduality and driving lightness as well as thrust on dry grounds.

The Applicant has found that such needs can be met by a tyre having a low void-to-rubber ratio in the central portion of the tread band across the equatorial plane, grooves having a significant length extending at an angle away from the equatorial plane, and a plurality of recesses with limited plan dimensions, substantially isolated from the remaining "voids", i.e. cuts, grooves, sipes and generally any opening formed in the solid rubber of the tread band, said recesses being distributed substantially uniformly and with a linear density suitable for not reducing the stiffness of the tread band.

In a first aspect thereof, the invention relates to a motorcycle tyre, comprising an equatorial plane and a tread band, characterized in that:

- said tread band comprises a central annular portion located across the equatorial plane and two lateral annular portions opposed to each other relative to the central annular portion; - the central annular portion extending in an axial direction over a width smaller than 20% of the width of the tread band;

- the tread band has a void-to-rubber ratio equal to or greater than 10%, preferably equal to or greater than 12%;

- the tread band comprises a plurality of pairs of primary grooves and a plurality of secondary recesses;

- the pairs of primary grooves are repeated along a direction of circumferential development of the tyre;

- the primary grooves of each pair are mutually oppositely inclined relative to the equatorial plane of the tyre;

- the primary grooves have a length equal to or greater than 30% of the width of the tread band;

- each secondary recess has a maximum length and a maximum width such that the ratio of the maximum length and the maximum width is smaller than or equal to 2 and the maximum length is smaller than or equal to 10 mm;

- each secondary recess is isolated;

- the plurality of secondary recesses extends at least mainly in the lateral annular portions,

- the plurality of secondary recesses is distributed in the tread band with a linear density equal to or higher than two recesses per decimeter of the circumferential development of the tread band.

The Applicant has made a tyre having a determined number of grooves having a significant length and extending away from the equatorial plane towards the tyre shoulders, a most central tread band portion provided with a limited number of grooves and/or cuts for providing stiffness, and a number of cuts with limited plan dimensions and substantially uniformly distributed, but numerically limited, for providing local yielding to the tread band.

Generally speaking, the Applicant believes that providing a tread band central portion having low number of grooves and/or cuts, and hence a low void-to-rubber ratio, increases the strength of the tread band, thus promoting graduality and driving lightness, particularly on dry grounds.

The Applicant further believes that in this case the draining action may be mainly committed to grooves having significant dimensions and extending away from the equatorial plane.

Finally, the Applicant believes that providing recesses having limited plan dimensions, preferably lacking a prevailing dimension, distributed in a limited number and uniformly in predetermined regions of the tread band, ensures a local and controlled yielding of the tread band itself, thus increasing the tyre grip without reducing too much its stiffness. By "tread pattern" it is meant the representation of each point of the tread band (including the grooves) on a plane perpendicular to the equatorial plane of the tyre and tangent to the maximum diameter of the tyre.

Angular measurements and/or linear quantities (distances, widths, lengths, etc.), and/or surface areas are to be intended as referring to the tread pattern as defined above.

Considering the angular arrangement of the grooves and/or recesses formed in the tread band relative to the equatorial plane of the tyre, such angular arrangement shall be understood for each point of the groove and/or recess as the angle of between 0° and 90° (in absolute value) delimited by the tangent to the groove and/or recess at said point and the equatorial plane.

By "motorcycle tyre" it is meant a tyre having a high curvature ratio (typically greater than 0.20), which allows high camber angles to be reached when the motorcycle runs on a bend.

By "equatorial plane" of the tyre it is meant a plane perpendicular to the rotation axis of the tyre and dividing the tyre into two equal portions.

By "circumferential" direction it is meant a direction generically directed according to the rotation direction of the tyre, or in any case only slightly inclined relative to the rotation direction of the tyre.

By "axial" direction or "axially" it is meant a direction parallel to, or in any case only slightly inclined relative to the rotation axis of the tyre.

By "void-to-rubber ratio" it is meant the ratio between the total surface area of the recesses, sipes and grooves in a given portion of the tread pattern of the tyre (possibly of the whole tread pattern) and the total surface area of the same given portion of the tread pattern (possibly of the whole tread pattern).

By "curvature ratio" of the tyre it is meant the ratio between the distance of the radially highest point of the tread band from the maximum cross section width (also called maximum chord) of the tyre, and the same maximum width of the tyre, in a cross section of the tyre.

By "maximum cross section width" (or maximum chord) it is meant the maximum width of the tyre profile, in other words the length of the segment whose ends are the axially outermost points of the tread band profile.

By "width of the tread band" it is meant the width of the development of the tread band measured between the axially outermost points of the tread band profile.

By "isolated", when referring to a secondary recess, it is meant that around the secondary recess, over a distance of at least 7 mm from the edges of the recess itself, the void-to- rubber ratio is smaller than 0.01, preferably equal to zero.

In other words, around isolated secondary recesses there are no other voids (i.e. cuts, grooves, sipes and generally any opening formed in the solid rubber of the tread band), leaving out voids of irrelevant extent.

By "significant dimensions", when referring to a groove, preferably a groove arranged according to the circumferential direction, it is meant that the groove has a length equal to at least 5% of the circumferential development of the tread band, together with a width of at least 1 mm and/or a depth of at least 3 mm.

The present invention, in one or more preferred aspects thereof, may comprise one or more of the features hereinafter presented.

Advantageously, the plurality of secondary recesses is distributed in the tread band with a linear density equal to or lower than 20 recesses per decimeter of the circumferential development of the tread band.

Preferably, the maximum length of the secondary recesses is substantially equal to 1.5 times their maximum width. Even more preferably, the maximum length and width of the secondary recesses are substantially the same.

Preferably, the secondary recesses may have a substantially circular plan section.

Preferably, each secondary recess may have a minimum distance from the closest secondary recess greater than 15 mm.

Advantageously, each secondary recess may have a minimum distance from the closest secondary recess smaller than 90 mm.

Preferably, the number of secondary recesses formed in the tread band may be greater than twenty, preferably greater than thirty. Preferably, the number of secondary recesses formed in the tread band may be smaller than three hundred and fifty.

Advantageously, the primary grooves may be arranged so as to move away from the equatorial plane according to an extension direction having, at least over a portion thereof closer to the equatorial plane, an inclination angle relative to the equatorial plane smaller than 60°.

Conveniently, the tread band has a plurality of sipes.

Preferably, the sipes may be arranged so as to alternate with the primary grooves in the circumferential direction.

Advantageously, the sipes may not have intersection points with the primary grooves. Conveniently, the sipes are located only in the lateral annular portions.

Advantageously, the sipes may have a length smaller than or equal to 15% of the width of the tread band.

Conveniently, the sipes may have a length greater than or equal to 3% of the width of the tread band.

Preferably, the sipes may comprise at least one portion having an extension direction parallel to the extension direction of the primary grooves.

Advantageously, at least one third, substantially transverse, groove may be located in the central annular portion.

Preferably, the third grooves may have a length smaller than or equal to 15% of the width of the tread band.

Advantageously, the third grooves are inclined so as to form an angle of between 60° and 90° relative to the equatorial plane.

Preferably, the third grooves may not have intersection points with the secondary recesses and the sipes.

Advantageously, the third grooves may extend only in the central annular portion.

Conveniently, the central annular portion may have a void-to-rubber ratio equal to or smaller than 5%.

Brief description of the drawings

Further features and advantages of the invention shall become clearer from the detailed description of some preferred, although not exclusive, embodiments of a tyre for motorcycle wheels, particularly wheels of agile motorcycles and/or scooters, according to the present invention.

Such description shall be made hereafter with reference to the accompanying drawings, provided only for indicating, and thus non-limiting, purposes, wherein:

- figure 1 shows a perspective view of a first example of a tyre according to the invention intended to be fitted to the front wheel of an agile motorcycle and/or a scooter;

- figure 2 is a radial section view of the tyre of figure 1;

- figure 3 is a schematic plan view of a tread band portion of the tyre of figure 1;

- figure 4 is a schematic perspective and partially sectional view of an enlarged portion of the tread band of figure 3, and

- figure 5 is a schematic plan view of a tread band portion of a tyre according to the invention intended to be fitted to the rear wheel of an agile motorcycle and/or a scooter. Detailed description of embodiments

Referring to the attached figures, a tyre for scooter and/or motorcycle wheels according to the present invention is generally indicated at 1. The tyre is in particular intended to be used on a front or rear wheel of an agile motorcycle and/or a scooter, i.e. motorcycles mainly used for urban driving or for short extra-urban journeys, which include motorcycles having small-medium engine capacities (e.g. from 50 cm ³ to 500 cm ³ ) and/or medium power (e.g. 15-75 hp).

An equatorial plane X-X and a rotation axis Z, perpendicular to the equatorial plane X- X, are defined in the tyre 1. Moreover, there are defined an axial (or transverse, or lateral) direction, substantially parallel to the rotation axis Z and a circumferential (or longitudinal) direction, substantially parallel to the equatorial plane X-X and corresponding to the rolling direction of the tyre 1.

The tyre 1 comprises a carcass structure 2 including at least one first 2a and one second carcass ply 2b, radially superimposed on each other, each made of an elastomeric material and comprising a plurality of reinforcing elements 3 arranged parallel to one another.

The first 2a and the second carcass ply 2b engage, by means of opposite circumferential edges thereof, also superimposed, at least one annular reinforcing structure 9.

In particular, the opposite lateral edges of the carcass plies 2a, 2b are turned up about annular reinforcing structures, called bead cores 4.

A tapered elastomeric filling 5 taking up the space defined between the carcass plies 2a,

2b and the respective turned-up lateral edge of the carcass plies 2a, 2b is applied onto the axially outer perimeter edge of the bead cores 4.

As known, the tyre region comprising the bead core 4 and the filling 5 forms the so-called bead, intended for anchoring the tyre to a respective fitting rim, not shown.

In an alternative embodiment, not shown, the carcass plies have their opposite lateral edges associated without a turn-up with special annular reinforcing structures provided with two metal annular inserts. A filling of elastomeric material may be located in an axially outer position relative to the first annular insert. A second annular insert may be located in an axially outer position relative to the end of the carcass layer. Finally, in an axially outer position relative to said second annular insert, and not necessarily in contact with the same, a further filling may be provided which terminates the formation of the annular reinforcing structure.

The carcass plies are radially superimposed on each other in such a way that the reinforcing elements 3 of a ply are inclined relative to the reinforcing elements 3 of the radially superimposed carcass ply and to the equatorial plane X-X.

Referring to the embodiment shown in figure 2, the carcass structure 2 comprises a first carcass ply 2a and a second carcass ply 2b, radially superimposed on the first carcass ply. The reinforcing elements 3 of the second carcass ply 2b are oppositely arranged relative to the reinforcing elements 3 of the first carcass ply 2a, in other words they have the same inclination relative to the equatorial plane X-X, but are oppositely oriented.

Still referring to the embodiment shown in figure 2, the reinforcing elements 3 included in the carcass plies 2a, 2b preferably comprise textile cords, selected from those usually adopted in the manufacture of carcasses for tyres, for example Nylon, Rayon, PET, PEN cords, with an elementary filament having a diameter of between 0.35 mm and 1.5 mm. Alternatively, the carcass structure might be formed by at least one carcass layer comprising a plurality of reinforcing elements 3 (cords). In this case, the at least one carcass layer is shaped according to a substantially toroidal configuration and is engaged with at least one annular reinforcing structure by means of its opposite circumferential edges.

In this case the carcass ply is preferably lined on its radially inner wall with a sealing layer, so-called "liner", essentially consisting of a layer of an airtight elastomeric material, adapted to ensure the tight seal of the tyre 1 itself after it has been inflated.

In a radially outer position relative to the carcass structure 2 the tyre 1 does not have a belt structure.

Alternatively, in an embodiment not shown, the tyre 1 might have a belt structure.

According to this other embodiment, the belt structure may be formed by at least two radially superimposed layers, each consisting of elastomeric material reinforced with cords arranged parallel to one another.

The layers are arranged so that the cords of the first belt layer are oriented obliquely relative to the equatorial plane X-X of the tyre, whereas the cords of the second layer also have an oblique orientation, but symmetrically crossed relative to the cords of the first layer (so-called "cross-belt"). In this case the cords of the belt structure are textile or metal cords.

Alternatively, according to an embodiment not shown, the belt structure might comprise at least one belt layer typically formed by cords arranged substantially parallel to one another and in side-by-side relationship so as to form a plurality of coils. These coils are substantially oriented according to the circumferential direction (typically with an angle of between 0° and 5°), such direction being usually called "at zero degrees" with reference to its lying relative to the circumferential direction of the tyre.

Preferably, the layer usually called "at zero degrees" may comprise windings axially arranged in side-by-side relationship, made up of a single cord or of a rubberized fabric strip comprising cords axially arranged in side-by-side relationship.

Also in this case the cords of the layer are textile or metal cords

A tread band 8 is circumferentially applied, in a radially outer position, on the carcass structure 2. Further to a molding operation carried out at the same time with the vulcanization of the tyre, grooves, sipes and recesses, arranged so as to define a desired tread pattern, are typically formed in the tread band 8.

The tyre 1 may comprise a pair of sidewalls laterally applied on opposite sides to said carcass structure 2.

The tyre 1 has a cross section characterized by a high transverse curvature.

In particular, the tyre 1 has a section height H measured, at the equatorial plane, between the top of the tread band and the fitting diameter, identified by a reference line r, passing through the tyre beads.

The tyre 1 further has a width C defined by the distance between the laterally opposite ends of the tread itself, and a curvature defined by the specific value of the ratio between the distance f of the top of the tread from the line passing through the ends of the tread itself, measured at the equatorial plane of the tyre, and the aforesaid width C. The ends of the tread may be formed by a corner.

The tyres have a curvature ratio f/C not smaller than 0.2, preferably f/C > 0.25, for example 0.28. Preferably, such curvature ratio f/C is not greater than 0.8, preferably f/C < 0.5.

In the embodiment shown in figures 1-3, the tread band 8 has a central annular portion Al located across an equatorial plane X-X and two lateral annular portions A2, A3 opposed to each other relative to the central annular portion Al.

The central annular portion Al may be visually identified as the annular portion located between two facing and opposite ends of two primary grooves 18, which will be better described below.

The tread band shown in figures 1 and 3 is thus visually formed by a central annular portion Al having a limited dimension, and by two lateral annular portions A2, A3 having a significant axial dimension.

In detail, the central annular portion Al extends in the axial direction over a width smaller than 20%, preferably smaller than 15%, of the width L of the tread band 8.

As better shown in figure 3, a tread pattern is formed on the tread band 8. The tread pattern comprises a plurality of grooves, recesses and sipes, which overall define in the tread band a void-to-rubber ratio greater than 10%, preferably greater than 12%, for example equal to about 14%.

Preferably, for providing a suitable stiffness to the tread band without limiting its draining ability, the grooves, recesses and sipes overall define in the tread band a void-to-rubber ratio smaller than 20%, preferably smaller than 17%.

As previously set forth, the central annular portion Al of the tread band 8 is configured so as to be robust, thus promoting graduality and driving lightness, particularly on dry grounds and when running on straight paths.

To this end, the central annular portion Al has a limited void-to-rubber ratio, preferably equal to or smaller than 5%.

In other words, the central annular portion Al does not have circumferential grooves with significant dimensions, for example extending circumferentially over the whole circumferential development of the tyre. In such a tyre, the draining of water is mainly committed to the lateral annular portions A2, A3, which have to this end a void-to-rubber ratio equal to or greater than 15%, preferably equal to or greater than 17%.

For not excessively reducing the stiffness of the lateral annular portions A2, A3, and wishing nevertheless to provide localized regions with a lower stiffness, so as to promote grip particularly on grounds characterized by low friction, the lateral annular portions A2, A3 have a plurality of secondary recesses 17.

The secondary recesses 17 have limited plan dimensions and are substantially uniformly distributed.

Preferably, the secondary recesses 17 are distributed in the lateral annular portions A2, A3 with a linear density equal to or higher than two, preferably three, recesses per decimeter of the circumferential development of the tread band 8.

In each lateral annular portion A2, A3 the secondary recesses are in any case distributed with a linear density equal to or lower than ten recesses per decimeter of the circumferential development of the tread band 8.

The number of secondary recesses 17 in the lateral annular portion A2 and in the lateral annular portion A3 is the same.

Furthermore, each secondary recess 17 of the lateral annular portion A2 is preferably located circumferentially and/or relative to the equatorial plane X-X of the tyre in a position corresponding to a secondary recess 17 of the lateral annular portion A3. It is thus obtained a uniform and substantially symmetrical distribution of the secondary recesses 17 in the lateral annular portions A2, A3.

Referring to the embodiment shown in figures 1, 3, the secondary recesses 17 of the lateral annular portions A2, A3 are preferably arranged according parallel lines in a generally axial direction.

The secondary recesses 17 may be located only in the lateral annular portions A2, A3, or they may be located both in lateral annular portions A2, A3 and in the central annular portion Al .

In the case where the secondary recesses 17 are located both in the central annular portion Al and in the lateral annular portions A2, A3, the total number of secondary recesses 17 in the lateral annular portions A2, A3 is prevailing, i.e. it is larger than the number of secondary recesses 17 in the central annular portion Al . In the case where the secondary recesses 17 are located only in the lateral annular portions A2, A3, the total number of secondary recesses 17 in the lateral annular portions A2, A3 is in any case prevailing, i.e. it is larger than the number of secondary recesses 17 in the central annular portion Al, which is equal to zero.

In any case, the plurality of secondary recesses 17 is distributed so that each surface as wide as the tread band 8 and one decimeter long comprises at least two secondary recesses.

In the embodiment shown in figures 1, 3, preferably intended for fitting to the front tyre of a motorcycle, secondary recesses 17 are also provided in the central annular portion Al .

Preferably, the secondary recesses 17 in the central annular portion Al have a linear density equal to or smaller than seven recesses per decimeter of the circumferential development of the tread band 8.

In the embodiment shown in figures 1, 3, 4 the secondary recesses 17 of the central annular portion Al are preferably located so as to intersect the equatorial plane X-X.

The secondary recesses 17, again for not excessively reducing the stiffness of the tread band 8 in the region where they are located, have limited plan dimensions and substantially do not have a prevailing extension direction.

Each secondary recess 17 has a maximum length Dl and a maximum width D2 such that D1/D2 < 2, preferably D1/D2 < 2.

Preferably, the maximum length Dl is equal to or smaller than 10 mm, preferably equal to or smaller than 7 mm, even more preferably equal to or smaller than 5 mm.

The embodiment shown in figures 1, 3 and 4 is a particular embodiment, wherein the maximum length Dl is substantially the same as the maximum width D2.

In detail, in the embodiment shown in figures 1, 3, 4 the secondary recesses 17 have a substantially circular plan section, wherein the maximum length Dl and the maximum width D2 correspond to the diameter.

Alternatively, the maximum length Dl and the maximum width D2 may be the same and the secondary recesses 17 may have a substantially square plan section.

Preferably, the secondary recesses 17 have a decreasing depth, which gets smaller moving from the equatorial plane X-X towards the shoulders. The depth of the secondary recesses 17 gradually decreases moving towards the shoulders of the tyre, in order to increase the compactness of the tread band 8 and the lateral thrust when steering at the maximum angle and leaning on dry ground. In other words, the secondary recesses 17 located at the equatorial plane X-X have a greater depth than the secondary recesses 17 located more away from the equatorial plane X-X. Preferably, the secondary recesses 17 have a depth greater than or equal to 2 mm.

In any case, the secondary recesses 17 have a depth smaller than or equal to 8 mm. For not creating preferential strain directions and, in any case, not excessively reducing the stiffness of the tread band 8, the secondary recesses 17 are isolated. Around a secondary recess, over a distance of at least 7 mm from the edges of the recess itself, the void-to-rubber ratio is smaller than 0.01, preferably equal to zero.

In other words, around isolated secondary recesses there are no other voids (i.e. cuts, grooves, sipes and generally any opening formed in the solid rubber of the tread band), leaving out voids of irrelevant extent.

In the tread band 8, and particularly in the lateral annular portions A2, A3, each secondary recess 17 has a minimum distance from the closest secondary recess 17 greater than 15 mm.

Preferably, each secondary recess 17 has a minimum distance from the closest secondary recess 17 smaller than 90 mm.

Overall, the number of secondary recesses 17 formed in the tread band 8 is greater than twenty, preferably greater than thirty, even more preferably greater than forty, even more preferably greater than fifty.

The number of secondary recesses 17 formed in the tread band 8 is smaller than three hundred and fifty, preferably smaller than three hundred.

The tread band preferably has sipes 19.

The sipes 19 preferably have a width smaller than 2 mm.

The sipes 19 may have a depth of between 2 and 8 mm, for example equal to 3 mm.

The sipes 19 are preferably located in the lateral annular portions A2, A3. However, they might also be located in the central annular portion Al or extend in such annular portion.

Referring to the embodiment shown in the figures, it can be noted that also the sipes 19, similarly to the secondary recesses 17, are substantially isolated. In other words around the sipes 19 there is solid rubber and the sipes 19 do not have intersection points neither with the primary grooves 18, 18', nor with the secondary recesses 17. The sipes 19 preferably have a length smaller than or equal to 15% of the width L of the tread band 8. The sipes 19 have length greater than or equal to 3% of the width L of the tread band 8.

Referring to the embodiment shown in figures 1, 3, the sipes 19 extend according to two different courses, in particular a straight course and a substantially "zee"-shaped course. In both cases, the sipes 19 comprise at least one segment having an orientation parallel to the extension direction of the primary grooves 18, 18'.

In other words, still referring to the embodiment shown in figures 1, 3, the sipes 19 comprise at least one segment extending according to a direction forming an inclination angle γ < 60° relative to the equatorial plane X-X.

Still referring to the embodiment shown in figure 1, 3, each sipe 19 is located between two circumferentially consecutive first grooves, namely between a primary groove 18 and a primary groove 18'. Moreover, in the circumferential direction each sipe 19 having a "zee"-shaped course alternates with a sipe 19 having a straight course.

The tread band 8 further has at least one pair of first grooves 18 or 18' oppositely inclined relative to the equatorial plane X-X.

The tread band 8 shown in figures 1, 3 has two different pairs of primary grooves, which may in particular identified as primary grooves 18 having a "Z"-shaped course (i.e. a course resembling a "Z") and primary grooves 18' having a broken line course.

The primary grooves 18 and 18' having respectively a "Z"-shaped course and broken line course differ from each other in the course, extension and inclination of the respective segments relative to the equatorial plane X-X.

Both primary grooves 18, 18' have significant dimensions.

In the embodiment shown in figures 1, 3, the primary grooves 18 have a decreasing depth, which gets smaller moving from the equatorial plane X-X towards the shoulders.

Preferably, the primary grooves 18, 18' have a depth smaller than or equal to 8 mm.

Preferably, the primary grooves 18, 18' have a variable width along their extension.

Preferably, the primary grooves 18, 18' have a width smaller than or equal to 6 mm.

Preferably, the primary grooves 18, 18' have a depth greater than or equal to 2 mm. Each primary groove 18, 18' extends axially away from the equatorial plane X-X.

Preferably, the primary grooves 18, 18' extend substantially only in the lateral annular portions A2, A3. Referring to the embodiment shown in figures 1, 3, each primary groove 18 comprises, moving axially away from the equatorial plane X-X of the tyre, a first 21, a second 22 and a third segment 23. The three segments 21, 22, 23, are consecutive and straight. For providing a high draining ability, the first segment 21 of the primary grooves 18 preferably has a length measured along its extension greater than 2% of the circumferential development of the tyre, preferably smaller than 12% of the circumferential development of the tyre.

The second, substantially straight, segment 22 of the primary grooves 18 has instead a limited length, which is smaller than the length of the first segment 21.

Preferably, the second, substantially straight, segment 22 of the primary grooves 18 has a length smaller than 3% of the circumferential development of the tyre, more preferably smaller than 2% of the circumferential development of the tyre.

Preferably, the second, substantially straight, segment 22 has a length measured along its extension smaller than 45 mm, even more preferably smaller than 30 mm.

In the embodiment shown in figures 1, 3, the third, substantially straight, segment 23 is located consecutively to the second segment 22 and has a length greater than or equal to the length of the first segment 21.

The third segment 23 has a length greater than the length of the second segment 22. Preferably, the third segment 23 of the primary grooves 18 has a length greater than 60 mm.

Such a choice for the extension of the third segment 23, together with its arrangement communicating with the second segment 22, allows the draining ability of the tyre to be increased.

Considering the tyre represented in figures 1, 3, the first segment 21 has an inclination relative to the equatorial plane X-X forming an angle a smaller than 35°, preferably smaller than 30°, even more preferably greater than 5°, for example equal to about 20°.

The second segment 22 has instead an inclination relative to the equatorial plane X-X which is counter-inclined as compared to the inclination of the first segment 21.

The third segment 23 of the first grooves 18 has an inclination concordant with the inclination of the first segment 21.

The third segment 23 has an inclination relative to the equatorial plane X-X forming an angle a smaller than 35°, preferably smaller than 30°, even more preferably greater than 5°, for example equal to about 20°.

Referring to the embodiment shown in figures 1, 3, each primary groove 18' comprises, moving axially away from the equatorial plane X-X of the tyre, a first 21 ', a second 22' and a third segment 23' . The three segments 2 , 22', 23', are consecutive and straight. For providing a high draining ability, the first segment 21 ' of the primary grooves 18' preferably has a length measured along its extension greater than 2% of the circumferential development of the tyre, preferably smaller than 12% of the circumferential development of the tyre.

Still for providing a high draining ability, the second, substantially straight, segment 22' of the primary grooves 18' has a length even greater than the length of the first segment 21' .

Preferably, the second, substantially straight, segment 22' of the primary grooves 18' has a length greater than 4% of the circumferential development of the tyre, more preferably smaller than 15% of the circumferential development of the tyre.

The third, substantially straight, segment 23' of the primary grooves 18' has instead a limited length, which is smaller than the length of the first segment 21 ' and of the second segment 22'.

Preferably, the third, substantially straight, segment 23' of the primary grooves 18' has a length smaller than 2% of the circumferential development of the tyre, more preferably smaller than smaller than 3% of the circumferential development of the tyre.

Considering the tyre represented in figures 1, 3, the first segment 21 ', the second segment

22' and the third segment 23' have an inclination angle relative to the equatorial plane X-

X which increases moving away from the equatorial plane X-X.

In particular, considering the tyre represented in figures 1, 3, the first segment 21 ' has an inclination relative to the equatorial plane X-X forming an angle a preferably smaller than 20°, more preferably greater than 5°, for example of between 8° and 13°.

The second segment 22' has instead an inclination relative to the equatorial plane X-X forming an angle a preferably smaller than 55°, preferably smaller than 5°, even more preferably greater than 30°, for example equal to about 40°.

The third segment 23' has an inclination relative to the equatorial plane X-X forming an angle a smaller than 80°, preferably smaller than 75°, even more preferably greater than 40°, for example equal to about 70°.

As mentioned above, for providing a greater stiffness, the central annular portion Al has a void-to-rubber ratio equal to or smaller than 5%.

Such void-to-rubber ratio is preferably determined by third grooves 20, which are arranged substantially transversally.

Preferably, referring to the embodiment shown in figures 1, 3, the third grooves 20 extend in the central annular portion Al .

The third grooves 20 are located only in the central annular portion Al, in such a way that they intersect the equatorial plane X-X. Preferably, the third grooves 20 are located across the equatorial plane X-X.

Preferably, the third grooves 20 may have a length smaller than or equal to 15% of the width of the tread band 8.

Preferably, the third grooves 20 may have a length greater than or equal to 3% of the width of the tread band 8.

In the embodiment shown in figures 1, 3, the third grooves 20 comprise two straight and consecutive segments 24, 25.

Still referring to the embodiment shown in figures 1, 3, the two segments 24, 25 have the same length.

Advantageously, each segment 24, 25 of the third grooves 20 is inclined relative to the equatorial plane X-X so as to form with the equatorial plane an angle β of between 60° and 90°.

In the embodiment shown in figures 1, 3, the third grooves 20 may be located between two primary grooves 18', joining the same so as to form a single groove, which extends substantially from one lateral annular portion to the other crossing the equatorial plane X-X.

Still referring to the embodiment shown in figures 1, 3, a third groove 20 joined to a pair of primary grooves 18' is followed in circumferential direction by a substantially isolated groove, i.e. a groove having no intersections with the secondary recesses 17, with the sipes 19, or with the primary grooves 18, 18'.

Preferably, the third grooves 20 have a width greater than or equal to 2 mm. Preferably, the third grooves 20 have a width smaller than or equal to 9 mm.

Preferably, the third grooves 20 have a decreasing depth, which gets smaller moving from the equatorial plane X-X towards the shoulders. Preferably, the third grooves have a depth smaller than or equal to 8 mm, more preferably equal to or smaller than 6 mm, in any case, greater than or equal to 2 mm.

As shown in the embodiment of figures 1 and 3, the lateral annular portions A2, A3 may have fourth grooves 26 located in the region which is more away from the equatorial plane X-X, for breaking the continuity of the solid rubber in the tread band 8, as in the embodiment shown in figures 1, 3.

Preferably, the fourth grooves 26 may have a length smaller than or equal to 15% of the width of the tread band 8.

Preferably, the fourth grooves 26 may have a length greater than or equal to 3% of the width of the tread band 8.

Preferably, the fourth grooves 26 have a width greater than or equal to 2 mm. Preferably, the fourth grooves 26 have a width smaller than or equal to 6 mm.

Preferably, the fourth grooves 26 have a depth smaller than or equal to 6 mm, in any case greater than or equal to 2 mm.

Considering the tyre represented in figures 1, 3, the fourth grooves 26 have an inclination relative to the equatorial plane X-X forming an angle δ smaller than 35°, preferably smaller than 30°, even more preferably greater than 5°, for example equal to about 20°. An embodiment of a tread band 8 of a tyre intended to be fitted to the rear wheel of an agile motorcycle and/or a scooter is shown as an example in figure 5.

The tread band 8 of figure 5 is totally similar to the tread band shown in figures 1, 3, 4, therefore corresponding elements are represented with the same reference numerals. In detail, the tread band of figure 5 is totally similar to the tread band of figures 1, 3, 4 leaving out the central annular portion Al, in which there are no secondary recesses 17, and the course of the third grooves 20.

In this case, in fact, the secondary recesses 17 are located only in the lateral annular portions A2, A3.

The total number of secondary recesses 17 of the lateral annular portions A2, A3 is prevailing, i.e. it is larger than the number of secondary recesses in the central annular portion Al, which is equal to zero. In the embodiment shown in figure 5 there are pairs of third grooves 20 opposed to each other relative to the equatorial plane X-X.

Each third groove 20 extends away from the equatorial plane X-X with a counter- inclination as compared to the primary grooves 18, 18' .

The present invention has been described with reference to some embodiments thereof. Many modifications can be made in the embodiments described in detail, still remaining within the scope of protection of the invention, defined by the following claims.