Abstract: The invention relates to a tire (1) that can be regrooved at least once, and the tread of which has at least one re-cuttable groove (3). According to the invention, after regrooving, the height (HR) of said at least one re-cut groove (3) is greater than or equal to 70% of the groove height (HN3) of said at least one re-cuttable groove of the tire when new.

Abstract: The invention relates to a tire (1) that can be regrooved at least once, and the tread of which has at least one re-cuttable groove (3). According to the invention, after regrooving, the height (HR) of said at least one re-cut groove (3) is greater than or equal to 70% of the groove height (HN3) of said at least one re-cuttable groove of the tire when new.

Abstract: A tire having a radial carcass reinforcement, made up of a single layer of reinforcing elements anchored in each of the beads by being turned up around a bead wire, reinforced by a stiffener.

Abstract: Tire tread (1) is divided into central part (20) and edge parts (30), central part (20) having width Lc between 40% and 90% of total width W of the tread. Edge parts (30) do not have any transverse cuts. Central part (20) has a tread pattern with circumferentially oriented sipe (21) and transversely oriented sipes (22, 22?, 22?) distributed around the periphery of the tread, such sipes having a depth at least equal to 60% of thickness E of material to be worn away and being interconnected to form a network. Such sipes are continued by hidden channels (210, 220). Central part (20) is delimited axially by transverse sipes (22?, 22?), each of which ends in end channel (221?, 221?) that opens onto tread surface (10) and extends into the thickness of the tread, and each end channel (221?, 221?) is connected to the network formed by the hidden channels.

Abstract: A tire having a radial carcass reinforcement, made up of a single layer of reinforcing elements anchored in each of the beads by being turned up around a bead wire, reinforced by a stiffener.

Abstract: A heavy goods vehicle tire has a radial carcass reinforcement, made up of a single layer of metal reinforcing elements anchored in each of the beads by a turn-up around a bead wire. The turn-up of the carcass reinforcement layer and the main part of the carcass reinforcement layer are coupled, and a radiofrequency communication module is placed in the coupling region at the interface between the turn-up of the carcass reinforcement layer and axially outwardly adjacent layer of rubber compound.

Abstract: The tread has main grooves that delimit a central region of a width comprised between 15 and 25% of a total width W and that define the wearable thickness of the tread. The tread also has lateral regions on each side of the central region, and the lateral regions are divided into raised elements. The elongate elements are delimited by oblique secondary grooves which are inclined by a mean angle of between 35 degrees and 55 degrees with respect to the circumferential direction and have a depth P5 which is between 30% and 60% of the depth P. Each elongate raised element has an oblique cut which divides the element into two elongate element halves, and each oblique cut is formed by a sipe extended by an internal canal. The internal canal forms a new groove once the tread is partially worn before the oblique secondary grooves completely disappear.

Abstract: Tire tread (1) is divided into central part (20) and edge parts (30), central part (20) having width Lc between 40% and 90% of total width W of the tread. Edge parts (30) do not have any transverse cuts. Central part (20) has a tread pattern with circumferentially oriented sipe (21) and transversely oriented sipes (22, 22?, 22?) distributed around the periphery of the tread, such sipes having a depth at least equal to 60% of thickness E of material to be worn away and being interconnected to form a network. Such sipes are continued by hidden channels (210, 220). Central part (20) is delimited axially by transverse sipes (22?, 22?), each of which ends in end channel (221?, 221?) that opens onto tread surface (10) and extends into the thickness of the tread, and each end channel (221?, 221?) is connected to the network formed by the hidden channels.

Abstract: The tread has main grooves that delimit a central region of a width comprised between 15 and 25% of a total width W and that define the wearable thickness of the tread. The tread also has lateral regions on each side of the central region, and the lateral regions are divided into raised elements. The elongate elements are delimited by oblique secondary grooves which are inclined by a mean angle of between 35 degrees and 55 degrees with respect to the circumferential direction and have a depth P5 which is between 30% and 60% of the depth P. Each elongate raised element has an oblique cut which divides the element into two elongate element halves, and each oblique cut is formed by a sipe extended by an internal canal. The internal canal forms a new groove once the tread is partially worn before the oblique secondary grooves completely disappear.

Abstract: Passenger vehicle tire having a tread extended on either side by sidewalls, this tread being provided with an asymmetric tread pattern with respect to a median plane that divides this tread into two parts with the same axial width, this axial width being measured in a direction parallel to the axis of rotation, an external part and an internal part, this external part being situated between this median plane and the sidewall intended to be positioned on the outside of a vehicle, and the internal part being situated between the same plane and the sidewall intended to be positioned towards the inside of the same vehicle, the internal part and the external part each having at least one void that forms a groove or is intended to form a groove when the tread has partially worn away, these voids defining, in the new state and for each (internal and external) part, a total voids volume Vi0 and Ve0, respectively, and a voids surface ratio Ti0 and Te0, respectively, these ratios being other than zero and such that, in

Abstract: Tire tread comprising a tread surface intended to come into contact with a roadway, this tread comprising at least one sipe extending in a main direction D and of mean width E, this sipe comprising in the main direction D at least one part sipe of shallow depth HF and at least one part sipe of great depth HG, the depth HF being less than the depth HG, each part sipe of shallow depth and each part sipe of great depth comprising an end region, this tread further comprising at least one insert oriented in a direction different from the main direction D of the sipe, this insert being positioned wholly within the thickness of the tread so as to be situated radially on the inside of a part sipe of shallow depth HF, this tread being such that at least the part sipe of shallow depth HF situated radially on the outside of the insert is provided, at its end region, with a widening forming a channel of maximum width W, this maximum width W being greater than the mean width E of the sipe.

Abstract: Tire tread comprising a tread surface intended to come into contact with a roadway, this tread comprising at least one sipe extending in a main direction D and of mean width E, this sipe comprising in the main direction D at least one part sipe of shallow depth HF and at least one part sipe of great depth HG, the depth HF being less than the depth HG, each part sipe of shallow depth and each part sipe of great depth comprising an end region, this tread further comprising at least one insert oriented in a direction different from the main direction D of the sipe, this insert being positioned wholly within the thickness of the tread so as to be situated radially on the inside of a part sipe of shallow depth HF, this tread being such that at least the part sipe of shallow depth HF situated radially on the outside of the insert is provided, at its end region, with a widening forming a channel of maximum width W, this maximum width W being greater than the mean width E of the sipe.