A tire (1) for a passenger vehicle exhibits improved performance in terms of rolling resistance without adversely affecting the transverse cornering stiffness. The bead (50) is made more flexible by the use of low-hysteresis materials. The transverse cornering stiffness is increased by managing the contact between the bead (50) and the mounting rim (100). In a first section located in the contact patch, in at least a first bead, the length of the rim contact curve, LADC, is measured. In a second section located opposite the contact patch in relation to the axis of rotation of the tire, in at least a second bead, the length of the rim contact curve, LCJ, is measured. The ratio of the difference in the lengths of the rim contact curves in the two sections, i.e. 100*(LADC?LCJ)/LCJ, is greater than or equal to 30.

In a pneumatic tire, a bead filler is radially outward of a bead core, a carcass turned up end is radially inward of an outer side end of the bead filler, the turned up end is spaced from a carcass body, a reinforcement layer is laterally outward of the bead filler, a sidewall rubber extends from a sidewall to the bead, an inner rubber reinforcing layer is between the bead filler and the reinforcement layer and adjacent to the turned up end, a crack suppression layer is between the reinforcement layer and the sidewall rubber, the crack suppression layer extends 5 mm or more from where the crack suppression layer overlaps, the reinforcement layer contacts the carcass body radially outwardly of the bead filler, and a 100% modulus Kc.sub.M100 of the crack suppression layer is at least 1.5 times that of the sidewall rubber.

A tire for a motor vehicle comprising: two beads (20); two sidewalls (30) meeting at a crown (25); at least one carcass reinforcement (160) extending from the beads (20) through the sidewalls (30) as far as the crown (25), the carcass reinforcement (160) having a plurality of carcass reinforcing elements and anchored in the two beads (20) by a turn-up around the annular reinforcing structure (70), so as to form in each bead a main strand (162) and a turn-up strand (163); and a stiffening reinforcement (140) arranged in at least one sidewall of the tire, said stiffening reinforcement (140) having a radially inner end (141) and a radially outer end (142), the stiffening reinforcement being formed of a plurality of stiffening elements oriented at an angle less than or equal to 10? relative to a circumferential direction of the tire.

The present invention provides a pneumatic tire having improved durability while maintaining or improving good handling stability. The present invention relates to a pneumatic tire including an outer apex formed from a rubber composition, the rubber composition having a thermal conductivity of 0.60 W/m.Math.K or higher.

A pneumatic tire mountable on a 15 tapered specified rim includes a bead core, a carcass, a steel cord reinforcing layer, a bead rubber layer, an organic fiber reinforced layer, and a first reinforcing rubber layer. A distance from a second line segment to a third line segment is from 4 mm to 12 mm, a complex modulus of the first reinforcing rubber layer is from 6 MPa to 10 MPa, an elongation at break of the first reinforcing rubber layer is from 300% to 450%, and a difference between a first height and a second height is from 3 mm to 15 mm.

A heavy truck tire is provided with a bead design that has a bead core and a reinforcement ply that wraps around a section of the bead core and has a return casing ply. Bead filler is present that has a portion radially outward from the bead core and axially inboard from the return casing ply. A stiffener layer is present that has a portion located outboard from the return casing ply. The bead has a first bead layer with a portion between the return casing ply and the stiffener layer, and a second bead layer that has a portion outboard from the stiffener layer. The stiffness of the first and second bead layers is 8 MPa to 14 MPa. The stiffness of the bead filler is less than the stiffness of the first and second bead layers.

A pneumatic radial tire includes a bead filler, a carcass ply, a steel protection layer, and an organic fiber protection layer. A reinforcing rubber sandwiches a wind-up end of the steel protection layer. A relationship of 1A/B2 is satisfied between a width A from the wind-up end of the steel protection layer to a tire inner surface, and a width B from the wind-up end of the steel protection layer to a tire outer surface. The wind-up end of the carcass ply is covered with a ply cover member. A relationship of 0.8D/C1.2 is satisfied between a thickness C of a second bead filler positioning between the ply cover member and a first bead filler, and a thickness D of the reinforcing rubber positioning between the ply cover member and the steel protection layer.

The pneumatic tire comprises a carcass and a pair of bead portions each with a bead core and a bead apex. The carcass comprises a carcass ply having a pair of turned-up portions and a main portion therebetween. At least one of the bead portions 4 is provided with a bead reinforcing rubber disposed on the axially outside of the turned-up portion. The bead reinforcing rubber comprises an axially outer first reinforcing rubber layer and an axially inner second reinforcing rubber layer. The complex elastic modulus of the second reinforcing rubber layer is smaller than the complex elastic modulus of the first reinforcing rubber layer.

A tire has an axis of rotation. The tire includes two inextensible annular bead structures for attachment to a vehicle rim, a carcass-like structure having at least one reinforced ply, the carcass-like structure being wound about the two bead structures, a tread disposed radially outward of the carcass-like structure, and a shear band structure disposed radially between the carcass-like structure and the tread. The two bead structures include at least one layer of a three dimensional fabric including a tear drop frame structure and open cells defined by the tear drop frame structure.

The reinforcing structure for a tire is in the form of a stratified assembly formed of two layers of reinforcing strips of completely connected cross section, and flattened in shape. According to the method, the strips of each layer are laid side by side in a main direction of laying. The strips of the first layer are spaced apart by a distance that is less than the width of the strips of the second layer and in such a way that the edges of the strips of the first layer overlap the edges of the strips of the second layer. The two layers of strips are separated by a layer of uncoupling rubber.