Abstract: A radial tire (1) for a heavy-duty vehicle of construction plant type, and to reduce the risk of tire tread separation when running over sharp stones, while at the same time ensuring that the crown reinforcement exhibits good resistance to cracking. The tire (1) has a protective reinforcement (50) having three protective layers (51, 52, 53), comprising metal reinforcers that respectively have a diameter (D1, D2, D3) and are distributed at an axial spacing (P1, P2, P3). According to the invention, with Alpha1, Alpha2 and Alpha3 being the angles of the reinforcers of the respective layers (51, 52, 53) with the circumferential direction, the following relationships are satisfied: 15°?|Alpha1|?40° 15°?|Alpha2|?40° Alpha1*Alpha2?0 35°?|Alpha3|?75° As regards the differences between the angles of the reinforcers of the protective layers, the following relationship in terms of absolute values applies: |(Alpha1?Alpha3)|?10° |(Alpha2?Alpha3)|?10°.

Abstract: Improving the endurance of the beads (1) of a radial tire for a civil-engineering heavy vehicle by proposing a solution which blocks the propagation of the cracks initiated in the coating elastomer of the bead reinforcing layer (5), by inserting a cushion rubber (6) interposed between the coating elastomer of the carcass layer turn-up (312) and the coating elastomer of the bead reinforcing layer (5). The elastic modulus in extension of the cushion rubber (6) measured at 100% deformation must be less than the elastic modulus of the coating compound of the carcass layer. Still according to a disclosed embodiment, the thickness of the cushion rubber (6) is at least equal to the thickness of the bead reinforcing layer (5).

Abstract: A hooping reinforcement of a tire for a heavy duty civil engineering type vehicle is disclosed. The crown reinforcement (3) of the tire (1), radially on the inside of a tread (2), comprises a protective reinforcement (6), a working reinforcement (5) and a hooping reinforcement (7). Said hooping reinforcement (7) has an axial width at most equal to the smallest axial width (L61, L62) of the two working layers (61, 62), and comprises at least two hooping layers (71, 72) that are formed from strips each made up of elastic metal reinforcers. Each hooping layer (71, 72) is made up of an axial juxtaposition of contiguous turns of the strip (8), which are circumferentially wound around the working layer (51). Each strip (8) is at least 35 mm and at most 250 mm thick, and its distributed breaking tension is at least equal to 100 daN/mm.

Abstract: A radial tire (1) for a heavy-duty vehicle of construction plant type, and to reduce the risk of tire tread separation when running over sharp stones, while at the same time ensuring that the crown reinforcement exhibits good resistance to cracking. The tire (1) has a protective reinforcement (50) having three protective layers (51, 52, 53), comprising metal reinforcers that respectively have a diameter (D1, D2, D3) and are distributed at an axial spacing (P1, P2, P3).

Abstract: A radial tire (1) for a heavy-duty vehicle of construction plant type, and aims to increase the rupture strength of the hoop reinforcement thereof having circumferential layers, ensuring satisfactory endurance of the crown reinforcement thereof. According to the invention, the at least one circumferential hooping layer (71, 72) comprises a median portion (711, 721) having a median width (L11, L21) and a median tensile elastic modulus (E11, E21), and two lateral portions (712, 722) that axially extend the median portion (711, 721) on either side and each have a lateral width (L12, L22) and a lateral tensile elastic modulus (E12, E22), the lateral width (L12, L22) is at least equal to 0.05 times the median width (L11, L21), and the lateral tensile elastic modulus (E12, E22) is at most equal to 0.9 times the median tensile elastic modulus (E11, E21).

Abstract: Improving the endurance of the beads (1) of a radial tire for a civil-engineering heavy vehicle by proposing a solution which blocks the propagation of the cracks initiated in the coating elastomer of the bead reinforcing layer (5), by inserting a cushion rubber (6) interposed between the coating elastomer of the carcass layer turn-up (312) and the coating elastomer of the bead reinforcing layer (5). The elastic modulus in extension of the cushion rubber (6) measured at 100% deformation must be less than the elastic modulus of the coating compound of the carcass layer. Still according to a disclosed embodiment, the thickness of the cushion rubber (6) is at least equal to the thickness of the bead reinforcing layer (5).

Abstract: A hooping reinforcement of a tire for a heavy duty civil engineering type vehicle is disclosed. The crown reinforcement (3) of the tire (1), radially on the inside of a tread (2), comprises a protective reinforcement (6), a working reinforcement (5) and a hooping reinforcement (7). Said hooping reinforcement (7) has an axial width at most equal to the smallest axial width (L61, L62) of the two working layers (61, 62), and comprises at least two hooping layers (71, 72) that are formed from strips each made up of elastic metal reinforcers. Each hooping layer (71, 72) is made up of an axial juxtaposition of contiguous turns of the strip (8), which are circumferentially wound around the working layer (51). Each strip (8) is at least 35 mm and at most 250 mm thick, and its distributed breaking tension is at least equal to 100 daN/mm.

Abstract: Heavy vehicle tire with two beads (2) contacting rim (3) an outer face (21), radial carcass reinforcement (4) having carcass layer (41) wound within each bead (2) around bead wire (5) having center (O) to form turnup (411), additional circumferential reinforcement (6), in each bead (2), having additional layer (61, 62), additional reinforcement (6) extending radially from radially inner end (E1) to radially outer end (E2) and axially on outerside of axially outermost turnup (411).

Abstract: The tire comprises a tread, a crown reinforcement and at least one crown layer. The crown layer has an axial width (L2) that is at least two-thirds of a maximum axial width (L1) of the tire and has a concave portion with axial limits (M2, M?2) on either side of an equatorial plane (XZ). The tire further includes a carcass reinforcement which has at least one carcass layer with a concave portion that has axial limits (M3, M?3) on either side of the equatorial plane (XZ). The radial distance (d) between the respective concave portions is at a maximum in the equatorial plane (XZ) and decreases continuously from the equatorial plane (XZ) as far as the axial limits (M2, M?2) of the said concave portions axially closest to the equatorial plane (XZ), where it reaches a minimum value (dM).

Abstract: Tire for an aeroplane and, in particular, the crown thereof which comprises a tread (1), a working reinforcement (2), a carcass reinforcement (3) and a hoop reinforcement (4). The radially internal working layer (21) of the working reinforcement (2) comprises a concave portion. The hoop reinforcement (41) comprises at least one hooping layer (41) radially on the inside of the working layer (21) and made up of mutually parallel reinforcing elements, having a mean diameter D, that are inclined, with respect to the circumferential direction (XX?), at an angle of between +10° and ?10°. The hooping layer (41) comprises at least one axial discontinuity (411) having an axial width (L411) at least equal to three times the mean diameter D of the reinforcing elements of the hooping layer (41).

Abstract: Working reinforcement (2) of airplane tire (1) is radially inside tread (3) and radially outside carcass reinforcement (4), comprising carcass layer (41). Working reinforcement (2) comprises working biply (21) of greatest axial width (LT) and two axial ends (E). Hoop reinforcement (7) comprises hooping layer (71) radially inside working biply (21), and having axial width (LF) at least equal to 0.8 times LT. Distance D between axial end (E) of greatest axial width (LT) and its orthogonal projection (I) onto the radially outermost carcass layer (41) is at least equal to 7 mm and the distance D? between point (F) of working biply (21) of greatest axial width (LT), axially inside axial end (E) at a distance L equal to 25 mm, and its orthogonal projection (J) onto the radially outermost carcass layer (41) is at least equal to 4 mm and at most equal to the distance D.

Abstract: Airplane tire comprises working reinforcement (2) radially inside of tread (3) and radially outside of carcass reinforcement (4). working reinforcement (2) comprises working biply (21). The radially innermost working biply (21) has the greatest axial width (LT) and comprises two axial ends (E). Carcass reinforcement (4) comprises carcass layer (41). Distance (D) between axial end (E) of the radially innermost working biply (21) and its orthogonal projection (I) onto the radially outermost carcass layer (41) is at least equal to 8 mm. Distance (D?) between point (F) of radially innermost working biply (21), axially inside of axial end (E) at a distance (L) equal to 25 mm, and its orthogonal projection (J) onto the radially outermost carcass layer (41) is at most equal to the distance (D) and is such that angle (A) equal to atan[(D?D?)/L] is at least equal to 12°.

Abstract: Heavy vehicle tire with two beads (2) contacting rim (3) an outer face (21), radial carcass reinforcement (4) having carcass layer (41) wound within each bead (2) around bead wire (5) having centre (O) to form turnup (411), additional circumferential reinforcement (6), in each bead (2), having additional layer (61, 62), additional reinforcement (6) extending radially from radially inner end (E1) to radially outer end (E2) and axially on outerside of axially outermost turnup (411).

Abstract: An improvement in an airplane tire to obtain a more even distribution of temperature within the crown of the tire. An airplane tire comprises a crown reinforced by a working reinforcement (3), comprising at least one layer of working reinforcement (30) made up of axially juxtaposed substantially circumferential strips (31) made up of mutually parallel textile reinforcing elements (32) coated with a polymer coating material (33). Each strip is in contact, over at least its radially inner axial face, with a heat transfer element (34) comprising at least one heat-conducting material with thermal conductivity at least equal to 50 times the thermal conductivity of the polymer coating material. The product of the thickness of a heat transfer element by the tension modulus of a heat transfer element is at most equal to 0.3 times the product of the thickness of the strip by the tension modulus of the strip.

Abstract: An aeroplane tire comprising a tread, a crown reinforcement radially on the inside of the tread and comprising at least one crown layer, the radially interior crown layer having an axial width (L2) at least equal to two-thirds of the maximum axial width (L1) of the tire and comprising a concave portion of which the axial limits (M2, M?2), on either side of the equatorial plane (XZ), are the radially exterior points of the said crown layer, carcass reinforcement radially on the inside of the crown reinforcement and comprising at least one carcass layer, the radially exterior carcass layer comprising a concave portion of which the axial limits (M3, M?3), on either side of the equatorial plane (XZ), are the radially exterior points of the said carcass layer.

Abstract: Tire (10) comprising a radial carcass reinforcement (2) anchored in beads, the tire (10) comprising two sidewalls (1), each sidewall (1) extending between a bead (4) and a crown (3), the two sidewalls comprising a first additional reinforcement (6) positioned either between the carcass reinforcement and the internal cavity of the tire or axially on the outside of the carcass reinforcement and at least one of the sidewalls comprising a second additional reinforcement (5), this tire being characterized in that the first additional reinforcement comprises a plurality of reinforcing elements of textile nature oriented at an angle at least equal to 80° and at most equal to 90° to the circumferential direction, and in that the second additional reinforcement (5) comprises, in the circumferential direction and in an alternating manner, a plurality of first parts (51) and of second parts (52), these second parts (52), having a mean width at least equal to 20 mm, these first and second parts having ultimate tensile st

Abstract: An improvement of an airplane tire to obtain a more even distribution of temperature within the crown of the tire. An airplane tire comprises a crown reinforced by a working reinforcement (3), comprising at least one layer of working reinforcement (30) comprising axially juxtaposed substantially circumferential strips (31) comprising mutually parallel textile reinforcing elements (32) coated with a polymer coating material (33). Each strip of at least one layer of working reinforcement is in contact, over at least its radially inner axial face, with a heat transfer element (34) comprising mutually parallel substantially circumferential threadlike elements (35) made of a heat-conducting material with thermal conductivity at least equal to 50 times the thermal conductivity of the polymer coating material. Heat transfer element (34) comprises substantially circumferential threadlike elements (35) that have periodic geometric oscillations parallel to the strip in contact.

Abstract: An improvement in an airplane tire to obtain a more even distribution of temperature within the crown of the tire. An airplane tire comprises a crown reinforced by a working reinforcement (3), comprising at least one layer of working reinforcement (30) made up of axially juxtaposed substantially circumferential strips (31) made up of mutually parallel textile reinforcing elements (32) coated with a polymer coating material (33). Each strip is in contact, over at least its radially inner axial face, with a heat transfer element (34) comprising at least one heat-conducting material with thermal conductivity at least equal to 50 times the thermal conductivity of the polymer coating material. The product of the thickness of a heat transfer element by the tension modulus of a heat transfer element is at most equal to 0.3 times the product of the thickness of the strip by the tension modulus of the strip.

Abstract: Tire (10) comprising a radial carcass reinforcement (2) anchored in beads, the tire (10) comprising two sidewalls (1), each sidewall (1) extending between a bead (4) and a crown (3), the two sidewalls comprising a first additional reinforcement (6) positioned either between the carcass reinforcement and the internal cavity of the tire or axially on the outside of the carcass reinforcement and at least one of the sidewalls comprising a second additional reinforcement (5), this tire being characterized in that the first additional reinforcement comprises a plurality of reinforcing elements of textile nature oriented at an angle at least equal to 80° and at most equal to 90° to the circumferential direction, and in that the second additional reinforcement (5) comprises, in the circumferential direction and in an alternating manner, a plurality of first parts (51) and of second parts (52), these second parts (52), having a mean width at least equal to 20 mm, these first and second parts having ultimate tensile st