Abstract: Radial carcass tire for a civil engineering vehicle, having two bead wires (2) of radial height Ht, and carcass reinforcement made of two layers, the first (1) being radially innermost with a radial height Hdc, is anchored in each bead to form a main part (11) and a turn-up (12). The second layer (3) is radially outside the first layer (1). The free end (A) of the turn-up (12) is at a radial distance from the radially outermost point (21) of the bead wire that is at least equal to 1 and at most equal to 2 times Ht. From the end A of the turn-up (12) to the point B at 85% of the radial height Hdc, the distance between carcass layers is at least equal to 2 and at most equal to 11 times the diameter of metal reinforcers of first carcass layer (1).

Abstract: A radial tire (1) for a heavy-duty vehicle, in which the reinforcing elements of each hooping layer (331, 332, 333), forming an angle at most equal to 5° with the circumferential direction, and the reinforcing elements of the transverse reinforcer layers (321, 322, 323), forming an angle of between 10° and 45° with the circumferential direction, are extensible and therefore such that, in their rubberized state extracted from a polymer matrix, their structural elongation As is at least equal to 0.5%, their total elongation at break At is at least equal to 3% and their tensile Young's modulus E is at most equal to 150 GPa.

Abstract: A radial tire (1) for a heavy-duty vehicle, with at least two working layers (321, 322, 323, 324) in which the reinforcing elements form an angle at least equal to 10° and at most equal to 45° with the circumferential direction. The metal reinforcers of all of the crown layers of the crown reinforcement are extensible and therefore have, in their rubberized state extracted from a polymer matrix, a structural elongation As at least equal to 0.5%, a total elongation at break At at least equal to 3% and a tensile Young's modulus E at most equal to 150 GPa. The narrower of the two working layers has an axial width at least equal to 60% of the width of the tread and the wider of the two working layers has an axial width at least equal to 70% of the width of the tread.

Abstract: A tire (1) for a heavy vehicle of construction plant type and aims to improve the performance compromise between its lifetime in terms of wear, its resistance to attack and its grip. With the tread (2) having an axial width L0 and, on each side of an equatorial plane (XZ), at least one outer longitudinal cut (41) at an axial distance LE at least equal to 0.5*L0/2, and at least one inner longitudinal cut (42) at an axial distance LI at most equal to 0.4*L0/2, the at least one outer longitudinal cut (41) with an outer radial portion (411) that opens onto the tread surface (3) and has a mean width WE1 at least equal to 0.6 times its height HE1, and the at least one inner longitudinal cut (42) has an inner radial portion (422) that does not open onto the tread surface (3) and has a mean width WI2 at least equal to 0.6 times its height HI2.

Abstract: Tire (1) for a heavy-duty vehicle of civil engineering type, and more particularly to the tread (2) thereof, and seeks to improve the grip thereof, while at the same time ensuring a satisfactory compromise with wearing and thermal endurance. The tread (2) comprises cuts (3, 4, 5) distributed, in a circumferential direction (XX?) of the tire, among circumferential grooves (3) and, in an axial direction (YY?) of the tire, transverse sipes (4) and transverse grooves (5), the cuts (3, 4, 5) delimiting elements in relief (6), each cut (3, 4, 5) being delimited by two faces facing one another and each face intersecting the tread surface (21) along an edge corner (311, 321; 411, 421; 511, 521).

Abstract: A tire design for a heavy-duty vehicle of construction plant type has a crown reinforcement (40) radially on the inside of a tread (10) and radially on the outside of a carcass reinforcement (70). The carcass reinforcement (70) has at least two carcass layers (50, 60) having metal reinforcers coated in an elastomer compound. The carcass layers (50, 60) have respective stiffnesses per unit width R1, R2. Metal reinforcers of a first carcass layer (50) form, with the circumferential direction (XX?), an angle A1, and those of the second carcass layer form an angle A2, such that the angles A1 and A2, and the stiffnesses R1 and R2, simultaneously satisfy the following three relationships: R1*sin 2(2*A1)+R2*sin 2(2*A2)?(R1+R2)*) sin 2(30°), and ?A1|-|A2?<10°, and 0.7?R1/R2?1.3. The metal reinforcers have a critical compression buckling deformation DF at least equal to 2.5% and a compression elastic modulus MC at least equal to 10 GPa.

Abstract: Reinforcers of crown layers (211, 212) of a civil engineering vehicle are made of metal and wound, in the form of a strip (5) of width W, along a circumferential zigzag trajectory following a periodic curve (7), extending over a number N of periods P distributed over a number T of circumferences 2?R and satisfying the two relations N*(W/sin A)=2?R*t, where 0.6?t?1, and N*P=2?R*T, so as to form a bilayer (21). Additionally, for at least 40% of the strip crossovers (53) axially positioned, relative to the circumferential direction (XX?), at an axial distance L1 equal to not more than 0.25 times the amplitude L of the periodic curve (7), the circular bilayer portion (213), centred on the strip crossover (53) and having a radius R1 equal to twice the width W of a strip (5), comprises Ne outer strip crossovers and Ni inner strip crossovers, such that |Ne-Ni|/(Ne+Ni)?0.3.

Abstract: Tread (10) for a tire of an off-road vehicle. Total width Wt of the tread is greater than 600 mm and has at least three circumferential main grooves (1, 2, 3, 4) at least 60 mm deep that divide the tread into intermediate ribs (51, 52, 53) and edge ribs (8). The edge ribs have a width?0.25 Wt. At least one of the intermediate ribs (51, 52, 53) has fine grooves (61, 62, 63) of depth H1 delimiting blades of material (71, 72, 73) of mean width B1<2H1. Grooves (61, 62, 63) are oriented in the axial direction of the tire. Each intermediate rib (51, 52, 53) has a mean width?0.25 Wt and ?0.75 Ht (thickness of material to be worn away). Grooves, (61, 62, 63) have, over a height H12 at least equal to 65% of H1, a width? to the value obtained from 0.04?{square root over (B1·H1)}.

Abstract: Tread of a tire (1) for a heavy-duty vehicle of civil engineering type. The tread (2), having an axial width WT and having a radial thickness HT at least equal to 70 mm, comprises at least two circumferential grooves (3) positioned axially on each side of an equatorial plane (XZ). Each circumferential groove (3) has an axial width W and a radial depth H, such that the ratio W/H is at least equal to 0.06, the axial distance C between two consecutive circumferential grooves (3) is at least equal to 12% and at most equal to 21% of the axial width WT of the tread and each of the axially outermost circumferential grooves (3) is positioned axially, with respect to the equatorial plane XZ, at an axial distance LE at least equal to 35% of the axial width WT of the tread.

Abstract: The tread has a total width W and is provided with circumferential cuts that have a mean depth at least equal to 70 mm and at most equal to the thickness of wearable material. The circumferential cuts divide the tread into a middle region with an axial width Wm of 50% to 80% of the total width W. The middle region has transverse or oblique sipes opening into the circumferential cuts and closing at least in part when they enter the contact patch. The sipes have a depth at least equal to 75% of the depth of the circumferential cuts and delimit elements of material of height equal to the mean depth H of the said sipes and of circumferential length B equal to the mean distance between two sipes. For all the elements of material, the ratio H/B is greater than 0.5 and at most equal to 2.5.

Abstract: A tire comprising a crown reinforcement formed from at least two working crown layers of reinforcing elements and at least one layer of circumferential reinforcing elements, wherein, the tensile modulus of elasticity at 10% elongation of at least one skim coat of at least one working crown layer is greater than 9 MPa and the maximum value of tan(?), denoted tan(?)max, of said skim coat is less than 0.100.

Abstract: Tread (10) for a tire of an off-road vehicle. Total width Wt of the tread is greater than 600 mm and has at least three circumferential main grooves (1, 2, 3, 4) at least 60 mm deep that divide the tread into intermediate ribs (51, 52, 53) and edge ribs (8). The edge ribs have a width ?0.25 Wt. At least one of the intermediate ribs (51, 52, 53) has fine grooves (61, 62, 63) of depth H1 delimiting blades of material (71, 72, 73) of mean width B1<2H1. Grooves (61, 62, 63) are oriented in the axial direction of the tire. Each intermediate rib (51, 52, 53) has a mean width ?0.25 Wt and ?0.75 Ht (thickness of material to be worn away). Grooves, (61, 62, 63) have, over a height H12 at least equal to 65% of H1, a width ? to the value obtained from 0.04?(B1·H1).

Abstract: Tread of a tire (1) for a heavy-duty vehicle of civil engineering type. The tread (2), having an axial width WT and having a radial thickness HT at least equal to 70 mm, comprises at least two circumferential grooves (3) positioned axially on each side of an equatorial plane (XZ). Each circumferential groove (3) has an axial width W and a radial depth H, such that the ratio W/H is at least equal to 0.06, the axial distance C between two consecutive circumferential grooves (3) is at least equal to 12% and at most equal to 21% of the axial width WT of the tread and each of the axially outermost circumferential grooves (3) is positioned axially, with respect to the equatorial plane XZ, at an axial distance LE at least equal to 35% of the axial width WT of the tread.

Abstract: Tire (1) for a heavy-duty vehicle of civil engineering type, and more particularly to the tread (2) thereof, and seeks to improve the grip thereof, while at the same time ensuring a satisfactory compromise with wearing and thermal endurance. The tread (2) comprises cuts (3, 4, 5) distributed, in a circumferential direction (XX?) of the tire, among circumferential grooves (3) and, in an axial direction (YY?) of the tire, transverse sipes (4) and transverse grooves (5), the cuts (3, 4, 5) delimiting elements in relief (6), each cut (3, 4, 5) being delimited by two faces facing one another and each face intersecting the tread surface (21) along an edge corner (311, 321; 411, 421; 511, 521).

Abstract: The tread has a total width W and is provided with circumferential cuts that have a mean depth at least equal to 70 mm and at most equal to the thickness of wearable material. The circumferential cuts divide the tread into a middle region with an axial width Wm of 50% to 80% of the total width W. The middle region has transverse or oblique sipes opening into the circumferential cuts and closing at least in part when they enter the contact patch. The sipes have a depth at least equal to 75% of the depth of the circumferential cuts and delimit elements of material of height equal to the mean depth H of the said sipes and of circumferential length B equal to the mean distance between two sipes. For all the elements of material, the ratio H/B is greater than 0.5 and at most equal to 2.5.

Abstract: A tire having a crown reinforcement formed of at least two working crown layers having unequal axial widths, a layer C of rubber mixture being positioned between at least the ends of the said at least two working crown layers, and the crown reinforcement having at least one layer of circumferential reinforcing elements positioned radially between two working crown layers. The distance d between the end of the axially narrowest working layer and the working layer separated from the axially narrowest working layer by the layer C of rubber mixture is such that 1.1ø<d<2.2ø, ø being the diameter of the reinforcing elements of the said at least one layer of circumferential reinforcing elements, and, in a meridian plane, the thickness of the layer C of rubber mixture is substantially uniform.

Abstract: A tire having a radial carcass reinforcement having at least one layer of metal reinforcing elements. The tire includes a crown reinforcement, itself radially capped by a tread. The tread is connected to two beads by two sidewalls. The reinforcing elements of at least one layer of the carcass reinforcement have at least one filamentary element and at least one sheath covering the at least one filamentary element. The at least one sheath includes at least one layer of a thermoplastic polymer composition. The thickness of rubber compound between the internal surface of the tire cavity and the point of a metal reinforcing element of the carcass reinforcement that is closest to the internal surface of the cavity is less than or equal to 3.8 mm.

Abstract: A tire comprising a crown reinforcement formed from at least two working crown layers of reinforcing elements and at least one layer of circumferential reinforcing elements, wherein, the tensile modulus of elasticity at 10% elongation of at least one skim coat of at least one working crown layer is greater than 9 MPa and the maximum value of tan(?), denoted tan(?)max, of said skim coat is less than 0.100.

Abstract: A tire comprising a crown reinforcement formed from at least two working crown layers of reinforcing elements, a layer C of rubber mixture being placed between at least the ends of said at least two working crown layers, the crown reinforcement including at least one layer of circumferential reinforcing elements wherein the tensile modulus of elasticity at 10% elongation of the layer C is greater than 9 MPa and the maximum value of tan(?), denoted tan(?)max, of the layer C is less than 0.100.