A pneumatic tire for use on trucks, the tire comprising: a tread which includes a belt reinforcement structure of only three belts, the belt structure including a pair of working belts, wherein the angle of the working belts range from about 10 degrees to about 50 degrees, wherein a zigzag or low angle belt is positioned preferably between the working belts or radially inward of the working belts. The belt structure further includes a rubber strip located between the radially innermost belt and the tire carcass, and preferably has a gauge that varies across the axial width of the tire.

A pneumatic tire for use on trucks, the tire comprising: a tread which includes a belt reinforcement structure of only three belts, the belt structure including a pair of working belts, wherein the angle of the working belts range from about 10 degrees to about 50 degrees, wherein a zigzag or low angle belt is positioned preferably between the working belts or radially inward of the working belts. The belt structure further includes a rubber strip located between the radially innermost belt and the tire carcass, and preferably has a gauge that varies across the axial width of the tire.

A method for manufacturing an annular carcass of a tire includes providing first and second ply materials, each including cords; winding at least a layer of the first ply material and a layer of the second ply material onto a carcass drum so the first ply material radially surrounds the second ply material; arranging two cables onto the cylindrical carcass preform; turning the part of the cylindrical carcass preform about the closer cable onto the part of the cylindrical carcass preform between the two cables; and expanding the cylindrical carcass preform to form an annular carcass having, in a bead area, inner and outer layers of the first ply material and inner and outer layers of the second ply material. The ply materials are arranged so the cords thereof are arranged cross-wise with respect to its neighboring ply materials or a neighboring ply material, considering the innermost or outermost layer.

A method for manufacturing an annular carcass of a tire includes providing first and second ply materials, each including cords; winding at least a layer of the first ply material and a layer of the second ply material onto a carcass drum so the first ply material radially surrounds the second ply material; arranging two cables onto the cylindrical carcass preform; turning the part of the cylindrical carcass preform about the closer cable onto the part of the cylindrical carcass preform between the two cables; and expanding the cylindrical carcass preform to form an annular carcass having, in a bead area, inner and outer layers of the first ply material and inner and outer layers of the second ply material. The ply materials are arranged so the cords thereof are arranged cross-wise with respect to its neighboring ply materials or a neighboring ply material, considering the innermost or outermost layer.

Tire (1) for a motorized two-wheeled vehicle of the motorbike type. A good compromise between the stability of the motorbike in a straight line at high speed and the stability of the motorbike in a curved path with a high camber angle is achieved with reinforcers of a first carcass layer (61) that form, with the circumferential direction (XX′), an angle (A.sub.1) at most equal to 75°, the reinforcers of a second carcass layer (62) form, with the circumferential direction, an angle (A.sub.2) at least equal to 80° and at most equal to 90°, the difference between the angles (A1, A2) of the respective reinforcers of the first and second carcass layers (61, 62) is at least equal to 10° and at most equal to 20° and the angles (A1, A2) of the respective reinforcers of the first and second carcass layers (61, 62) are oriented in the same direction.

Tire (1) for a motorized two-wheeled vehicle of the motorbike type. A good compromise between the stability of the motorbike in a straight line at high speed and the stability of the motorbike in a curved path with a high camber angle is achieved with reinforcers of a first carcass layer (61) that form, with the circumferential direction (XX′), an angle (A.sub.1) at most equal to 75°, the reinforcers of a second carcass layer (62) form, with the circumferential direction, an angle (A.sub.2) at least equal to 80° and at most equal to 90°, the difference between the angles (A1, A2) of the respective reinforcers of the first and second carcass layers (61, 62) is at least equal to 10° and at most equal to 20° and the angles (A1, A2) of the respective reinforcers of the first and second carcass layers (61, 62) are oriented in the same direction.

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.

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.

This invention relates generally to tires having multiple carcasses that wrap around multiple bead cores on a single side of the tire, and, more specifically, to a tire that has a bead core locking insert that eliminates a pullout step for one of the carcass plies or bands during fabrication, This step includes wrapping one of the plies or bands completely around said multiple bead cores that are found on a single side of the tire. In certain embodiments, the tire is an aviation tire that has bands of multiple plies that are wrapped about multiple bead cores found on each side of the tire. The bead core locking insert is found below the multiple bead cores found on each side of the tire and is adjacent to the bands that wrap around the inside and outside head cores, thereby locking these beads and associated bands together.

This invention relates generally to tires having multiple carcasses that wrap around multiple bead cores on a single side of the tire, and, more specifically, to a tire that has a bead core locking insert that eliminates a pullout step for one of the carcass plies or bands during fabrication, This step includes wrapping one of the plies or bands completely around said multiple bead cores that are found on a single side of the tire. In certain embodiments, the tire is an aviation tire that has bands of multiple plies that are wrapped about multiple bead cores found on each side of the tire. The bead core locking insert is found below the multiple bead cores found on each side of the tire and is adjacent to the bands that wrap around the inside and outside head cores, thereby locking these beads and associated bands together.