Accessory for a tire, associated tire, and assembly comprising such an accessory and such a tire

Abstract

This accessory (200), designed to be attached to the tire (100) inside its toric cavity (150), comprises a stiffening element (210), designed to extend continuously in the toric cavity while connecting a crown (110) and a sidewall and / or bead (120A, 130A) of the tire. The accessory also comprises a bottom fastening member (220), from which the stiffening element extends, while being permanently secured thereto, and which is designed to cooperate in a form-fitting manner with a bottom fastening structure (160) of the tire, which structure is permanently integrated in the first sidewall and / or bead, so as to secure the bottom fastening member to the bottom fastening structure, and / or a top fastening member (230), from which the stiffening element extends, while being permanently secured thereto, and which is designed to cooperate in a form-fitting manner with a top fastening structure (170) of the tire, which structure is permanently integrated in the crown, so as to secure the top fastening member to the top fastening structure.

Description

[0001] Accessory for a tire, associated tire, and assembly comprising such an accessory and such a tire

[0002] The present invention relates to an accessory for a tire. It also relates to a tire associated with such an accessory. It also relates to an assembly comprising such a tire and such an accessory.

[0003] The invention relates in particular, but not exclusively, to passenger vehicle tires. A tire is defined as a band designed to form a cavity by cooperating with a mounting support, for example, a rim, this cavity being capable of being pressurized to a pressure greater than atmospheric pressure. The tire has a substantially toroidal structure of revolution around an axis of revolution of the tire, which coincides with an axis of rotation around which the tire can be driven to rotate in order to roll on the ground. This axis of revolution defines three directions, namely an axial direction, a circumferential direction, and a radial direction, conventionally used by those skilled in the art to describe the tire according to the following conventions:

[0004] - by axial direction, we mean the direction substantially parallel to the axis of revolution of the tire, that is to say the axis of rotation of the tire;

[0005] - by radial direction, we mean the direction along a radius of the tire, that is to say any direction intersecting the axis of rotation of the tire and substantially perpendicular to this axis;

[0006] - by circumferential direction, we mean the direction which is substantially perpendicular to both the axial direction and to a radius of the tire; in other words, the circumferential direction is tangent to a circle whose center is on the axis of rotation of the tire; the circumferential direction is thus tangent to a tread surface of the tire;

[0007] - by median plane, we mean the plane perpendicular to the axis of rotation of the tire, which passes through the axial midpoint of the tire's rolling surface;

[0008] - by meridian plane, we mean a plane containing the axis of rotation of the tire, the meridian plane thus being perpendicular to the circumferential direction;

[0009] - by radially inside, respectively radially outside, we mean closer to the axis of rotation of the tire, respectively further from the axis of rotation of the tire; - by axially inside, respectively axially outside, we mean closer to the median plane of the tire, respectively further from the median plane of the tire.

[0010] Typically, a tire consists of a crown extended radially inward on either side of the tire's median plane by first and second sidewalls, and then by first and second beads designed to contact a mounting surface, such as a wheel rim. The crown, first and second sidewalls, and first and second beads define a toroidal inflation cavity for the tire. Here, a bead is defined as the radial portion of the tire designed to secure it to the mounting surface, particularly the rim. Each bead is specifically designed to engage with a rim hook for this purpose.The bead is thus delimited radially internally by the inner radial end of the tire and radially externally by an axial line passing through the outermost radial point in contact with a standard rim as defined by the European Tyre and Rim Technical Organisation (ETRTO) standard, 2020. Furthermore, the sidewall is defined as the radial portion of the tire connecting the bead to the crown. The sidewall is delimited radially externally by a line perpendicular to the outer surface of the tire passing through the point where the angle between the tangent to the outer surface of the tire and a line parallel to the axial direction passing through that point is equal to 30°. When there are several points on a meridional cross-section where this angle is equal to 30°, the outermost radial point is selected.The sidewall is radially delimited internally by an axial line passing through the outermost radial point in contact with a standard rim as defined by the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2020. For the purpose of its reinforcement, the tire is usually provided with a carcass reinforcement, which extends successively into the first bead, the first sidewall, the crown, the second sidewall and the second bead, being anchored in each of the two beads.

[0011] W02020 / 128225, which describes such a tire, proposed integrating into it both first stiffening elements extending continuously within the toroidal cavity from the first bead to the apex and second stiffening elements extending continuously within the toroidal cavity from the second bead to the apex. In this way, the overall stiffness of the tire is increased. In particular, radial stiffness, axial stiffness, and drift stiffness are increased compared to a tire without such stiffening elements.In practice, each first and second stiffening element is connected to each flange from which it extends by a flange interface, ensuring a permanent connection, either direct or indirect, in particular via an elastomeric compound cushion delimited by the stiffening element in question, the flange in question, and a reinforcing layer. Similarly, each first and second stiffening element is connected to the apex by a apex interface, ensuring a permanent connection, either direct or indirect, in particular via an elastomeric compound cushion delimited by the stiffening element in question and the apex.

[0012] To prevent the stiffening elements, which typically operate under tension during service, from undesirably separating or detaching from the bead and / or crown due to irreparable damage to their bead and / or crown interface, particularly through peeling of the stiffening elements or their elastomeric compound cushion, W02022 / 200717 proposed extending each first and second stiffening element into the crown and sidewall and / or bead of the tire, until they are permanently anchored within the thickness of this crown and sidewall and / or bead. This improves the durability of the corresponding tire, especially its stiffening elements.In practice, as explained in W02022 / 200717, the corresponding tire can only be obtained by simultaneously manufacturing the crown, sidewalls, bead and stiffening elements, in other words at the cost of a long and complex manufacturing process, using in particular sophisticated tooling including in particular an internal core for molding the entire tire, provided with grooves for the stiffening elements.

[0013] EP0029074A1, for its part, offers a tire with the unique features of being made by casting a fiber-reinforced synthetic rubber and having lower, inner and outer zones that wrap around and penetrate the rim for the purpose of securing the tire to the rim, thus eliminating the need for any carcass reinforcement. EP0029074A1 plans to reinforce its tire with metal or plastic spacers positioned within the tire cavity, extending from an inner or outer shoulder to the lower outer or inner zone.In the lower sections of the tire, each spacer takes advantage of the absence of a carcass reinforcement to pass completely through both the tire and the rim. One end of the spacer is received in a metal cup integrated into the tire. This cup opens onto the outside of the tire, and a nut is screwed around the end of the spacer until it rests against the bottom of the metal cup, with a washer inserted between the two. The same spacer attachment arrangement is found at the tire shoulders, which again benefit from the absence of any carcass reinforcement, allowing the ends of the spacers to pass completely through them.

[0014] As for FR2638398A1, it offers a tire, mountable on a rim and internally equipped with a triangulation element that is anchored to a rim edge and, opposite its rim anchorage, is bonded, by gluing or structural integration, to the tire at the level of the tread or sidewall. For the purpose of its rim anchorage, the triangulation element includes a bead, which is equipped with a rod and is positioned in flat contact against a tire bead, so that it can be pinched between this bead and the rim by a movable element bolted to the rim.

[0015] The aim of the invention is to enable the stiffening of a tire, using stiffening elements of the type envisaged in WQ2020 / 128225 and WQ2022 / 200717, in a manner that is both reliable and simple.

[0016] To this end, the invention relates to an accessory for a tire, the tire comprising a crown, first and second sidewalls, each extending radially inwards from the crown and which are arranged axially on either side of a median plane of the tire, and first and second beadings, which extend radially inwards respectively from the first and second sidewalls, as well as a toroidal inflation cavity of the tire, which is delimited by an internal surface of the tire, carried by the crown, by the first and second sidewalls and by the first and second beadings, the tire further comprising a carcass reinforcement, which, over the entire circumference of the tire, extends successively in the first bead, the first sidewall, the crown, the second sidewall and the second bead, and which is anchored in the first bead and the second bead.The accessory is designed to be attached to the tire inside the toroidal cavity and includes at least one first stiffening element, which, when the accessory is attached to the tire, is adapted to extend continuously within the toroidal cavity, connecting the apex and the first sidewall and / or bead so as to stiffen the tire. Furthermore, the accessory also includes: - at least one first lower attachment member, from which said at least one first stiffening element extends, being permanently attached to it, and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with a first lower attachment structure of the tire, permanently integrated into the first sidewall and / or bead, so as to secure said at least one first lower attachment member to said first lower attachment structure, and / or.

[0017] - at least one first summit attachment element, from which said at least one first stiffening element extends, being permanently attached to it, and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with a first summit attachment structure of the tire, permanently integrated at the top, so as to attach said at least one first summit attachment element to said first summit attachment structure

[0018] The invention also relates to a tire, comprising a crown, first and second sidewalls, each extending radially inward from the crown and arranged axially on either side of a median plane of the tire, and first and second beadings, which extend radially inward from the first and second sidewalls respectively, as well as a toroidal inflation cavity of the tire, which is delimited by an internal surface of the tire, supported by the crown, the first and second sidewalls, and the first and second beadings. The tire further comprises a carcass reinforcement, which, over the entire circumference of the tire, extends successively into the first bead, the first sidewall, the crown, the second sidewall, and the second bead, and which is anchored in the first and second beadings.The tire is designed to receive in the toroidal cavity an accessory attached to the tire in such a way that at least a first stiffening element of the accessory extends continuously in the toroidal cavity by connecting the apex and the first sidewall and / or bead to each other in order to stiffen the tire, the tire comprising:.

[0019] - a first lower attachment structure, which is permanently integrated into the first sidewall and / or bead and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with at least one first lower attachment element of the accessory, from which said at least one first stiffening element extends by being permanently attached to it, so as to secure said at least one first lower attachment element to the first lower attachment structure, and / or

[0020] - a first summit attachment structure, which is permanently integrated at the summit and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with at least one first summit attachment element of the accessory, from which said at least one first stiffening element extends by being permanently attached to it, so as to attach said at least one first summit attachment element to the first summit attachment structure.

[0021] The invention also relates to an assembly comprising:

[0022] - a tire as defined above, and

[0023] - an accessory, which is as defined above and which is related to the tire.

[0024] One of the ideas underlying the invention is to find a way to easily and efficiently "add," possibly reversibly, one or more stiffening elements to a tire so that it can be used, in particular driven on, without such stiffening elements. To this end, the invention provides that the stiffening element(s) are not permanently integrated into the tire during its manufacture, but are integrated into the accessory according to the invention. This accessory is provided separately from the tire according to the invention, so that it can then be attached securely to the tire, inside the toroidal cavity of the latter, at least by cooperating through complementary shapes with dedicated features of the tire according to the invention, to obtain the assembly according to the invention, as explained in more detail below.Once the accessory is thus attached to the tire, and the resulting assembly is mounted on a mounting support, most often a rim, the toroidal cavity can be pressurized by an ad hoc inflation gas.

[0025] A "permanent" connection between two objects is a permanent bond that links them definitively, without the possibility of separating them except by irreparably damaging or destroying the connection. In contrast to a permanent connection, a "reversible" connection makes two objects joined together, yet can be broken without damaging them or losing their original properties, allowing them to be separated and reassembled if necessary.

[0026] Before explaining the invention further, it should be noted that it functions as soon as it is applied to only one side of the tire, namely the side comprising the first sidewall and / or bead. Advantageous embodiments, discussed in more detail later, allow the invention to be applied to both sides of the tire, although this is not necessary to realize the invention. Thus, in the present application, the use of the term "first" is intended, unless otherwise obviously interpreted, to associate the element designated as "first" with the first sidewall and / or bead. Similarly, the use of the term "second" is intended, unless otherwise obviously interpreted, to associate the element designated as "second" with the second sidewall and / or bead. Advantageously, the first sidewall and / or bead is arranged on the same side of the tire's median plane as the outer side of the tire.Thus, the first stiffening element(s) act on the side of the tire most stressed during high-velocity drifts. The inside and outside edges refer to the fact that the tire is designed so that one side is oriented on the inside and the other on the outside. This orientation, imposed by the tire manufacturer, ensures that the tire performs as intended. Indeed, mounting a tire with an orientation different from that specified by the manufacturer can lead to suboptimal vehicle handling. The outside edge refers to the side of the tire fully visible from outside the vehicle when the tire is mounted. The inside edge refers to the side of the tire facing the wheel well of the vehicle on which it is mounted. Generally, the tire has markings indicating the inside and outside edges.

[0027] In all cases, when the accessory is attached to the tire, the first stiffening element(s) are permanently connected to the tire, more precisely to the first bead and / or rim and to the crown of the tire. To this end, the invention provides that (i) the first stiffening element(s) are permanently connected to the first bead and / or rim by means of the first lower attachment structure of the tire and to the first lower attachment elements of the accessory and / or (ii) the first stiffening element(s) are permanently connected to the crown by means of the first upper attachment structure of the tire and to the first upper attachment elements of the accessory.

[0028] The first lower attachment structure of the tire and the first lower attachment elements of the accessory allow for a rigid connection between the first stiffening element(s) and the first sidewall and / or bead via three connections: a first connection located exclusively within the tire, a second connection located exclusively within the accessory, and a third connection shared between the tire and the accessory. More specifically, the first connection mentioned above is a permanent connection between the first sidewall and / or bead and the first lower attachment structure, achieved by physically integrating the latter into the first sidewall and / or bead, in particular through material continuity or by creating a recess within the tire's mass.The second connection mentioned above is a permanent connection between the first stiffening element(s) and the first lower attachment element(s), which is provided by any suitable bonding between them, in particular by permanent physicochemical junction, such as fusion / welding, gluing, molding, etc.The third connection mentioned above is a connection, where applicable reversible, directly between the first lower attachment structure and the lower attachment member(s), which is provided by complementarity of forms, that is to say by means of the cooperation between two form arrangements, which are carried respectively by the first lower attachment structure and by the member(s) of each lower attachment member and which fit together or adjust by geometric correspondence so as to keep them together, in particular by preventing their separation in one or more directions in which the form arrangements are geometrically in contact with each other and block by mutual contact any significant movement between them.In all cases, this connection by complementary shapes is provided axially internally to the carcass frame: in particular, the first lower attachment structure is entirely disposed internally to the carcass frame and cooperates by complementary shapes with the lower attachment element(s) exclusively on the side of the carcass frame, turned towards the toroidal cavity of the tire.

[0029] Similarly, the first crown attachment structure of the tire and the first crown attachment elements of the accessory allow for a rigid connection between the first stiffening element(s) and the crown via three links: a first link located exclusively within the tire, a second link located exclusively within the accessory, and a third link shared directly between the tire and the accessory. More specifically, the first link mentioned above is a permanent connection between the crown and the first crown attachment structure, achieved by physically integrating the latter into the crown, either through continuous material or by creating a recess within the material.The second connection mentioned above is a permanent connection between the first stiffening element(s) and the first top attachment element(s), achieved through any suitable bonding between them, in particular by a permanent physicochemical joint. The third connection mentioned above is a connection, possibly reversible, directly between the first top attachment structure and the top attachment element(s), achieved through complementary shapes. This connection through complementary shapes is radially internal to the carcass reinforcement: in particular, the first top attachment structure is entirely located internally to the carcass reinforcement and cooperates through complementary shapes with the top attachment element(s) exclusively on the side of the carcass reinforcement facing the toroidal cavity of the tire.

[0030] In its most general definition, the invention encompasses various embodiments depending on how the first stiffening element(s) are securely connected to the tire:

[0031] - in early implementation cases, the first stiffening element(s) are connected to the first sidewall and / or bead by the first lower attachment structure of the tire and the first lower attachment elements of the accessory, while the first stiffening element(s) are connected to the top by the first upper attachment structure of the tire and the first upper attachment elements of the accessory;

[0032] - in second embodiments, the first stiffening element(s) are connected to the first sidewall and / or bead by the first lower attachment structure of the tire and the first lower attachment elements of the accessory, while the first stiffening element(s) are connected to the top by top arrangements other than those provided for in the first embodiments; by way of non-limiting but preferential example, these top arrangements are designed to form an essentially chemical bond between the accessory and the top, for example by bonding or vulcanization;As an alternative example, these top fittings are designed to form an essentially mechanical connection, having different specificities from a mechanical connection by complementary shapes such as that provided between the first top attachment structure of the tire and the first top attachment elements of the accessory; and;

[0033] - in third embodiments, the first stiffening element(s) are connected to the top by the first top attachment structure of the tire and the first top attachment elements of the accessory, while the first stiffening element(s) are connected to the first sidewall and / or bead by lower arrangements other than those provided for in the first embodiments; by way of non-limiting but preferential example, these lower arrangements are designed to form an essentially chemical bond between the accessory and the first sidewall and / or bead, for example by bonding or vulcanization;As an alternative example, these low fittings are designed to form an essentially mechanical connection, having different specificities from a mechanical connection by complementary shapes such as that provided between the first low attachment structure of the tire and the first low attachment element(s) of the accessory; in the latter case, the low fittings may include an intermediate piece wedged between the mounting support and the first bead, from which the first stiffening element(s) extend in an integrated manner.

[0034] Thus, when the accessory according to the invention is referred to the tire according to the invention, the first stiffening element or each first stiffening element extends continuously in the toroidal cavity substantially from one to the other of the first sidewall and / or bead and the top.More specifically, in the first and second embodiments mentioned above, the first stiffening element or each first stiffening element extends in the toroidal cavity from the first lower attachment members which are joined by complementary shapes, advantageously reversibly, to the first lower attachment structure, itself integrated into the first flank and / or bead, and in the first and third embodiments mentioned above, the first stiffening element or each first stiffening element extends in the toroidal cavity up to the first summit attachment members which are joined by complementary shapes, advantageously reversibly, to the first summit attachment structure, itself integrated into the summit.The first stiffening element(s) can thus ensure the transmission / resistance of forces between the first sidewall and / or bead and the crown through the toroidal cavity, thereby stiffening the tire to which the accessory is attached, as detailed later. It should be noted that, given their relative positioning within the tire, the lower attachment structure can be described as a radially internal attachment structure and the upper attachment structure as a radially external attachment structure. Similarly, given their relative positioning within the toroidal cavity when the accessory is attached to the tire, each lower attachment element can be described as a radially internal attachment element and each upper attachment element can be described as a radially external attachment element.We speak of an object as "radially inside" and an object as "radially outside" because of their relative offset along the radial direction of the tire. In other words, at any point along the axis of revolution of the tire, the "radially inside" object is radially closer to this axis of revolution than the "radially outside" object.

[0035] In practice, it is understood that the stresses, particularly tensile stresses, transmitted during operation between the first sidewall and / or bead and the crown via the first stiffening element(s) pass through (i) the aforementioned first, second, and third connections relating to the first lower attachment structure of the tire and the first lower attachment elements of the accessory, and / or (ii) the aforementioned first, second, and third connections relating to the first upper attachment structure of the tire and the first upper attachment elements of the accessory. Therefore, it is understood that the characteristics of these various connections are assessed, and in particular dimensioned, by a person skilled in the art so that the corresponding connections withstand a predetermined level of stress, linked to the expected endurance performance of the assembly according to the invention.The person skilled in the art can thus play, among other things, on the extent of the physical integration interface for one and / or the other of the first two links mentioned above, on the nature and extent of the junction for one and / or the other of the second two links mentioned above, and on the geometry and extent of the shape correspondence for one and / or the other of the third two links mentioned above.Therefore, the reliability, and in particular the durability, of the assembly according to the invention is remarkable, in that the stresses, especially tensile stresses, absorbed during operation by the first stiffening element(s) are effectively transmitted to the tire by the first lower mounting structure of the tire and the first lower mounting elements, and / or by the first upper mounting structure of the tire and the first upper mounting elements of the accessory, without any damage to the tire or the accessory according to the invention, as long as the aforementioned predetermined stress level is maintained. In practice, this predetermined stress level corresponds, for example, to approved road or track use.

[0036] In all cases, the accessory according to the invention is particularly practical to use, being easy to insert into the toroidal cavity of the tire, where the accessory can then be easily attached to the first sidewall and / or bead and / or crown and, if necessary, detached for removal. It is clear that using this accessory makes it easy to obtain the assembly according to the invention, in which the tire is stiffened by the accessory, particularly by the first stiffening element(s) of the accessory, starting from the tire according to the invention, which initially lacks stiffening features similar to these first stiffening elements.Therefore, the assembly according to the invention exhibits enhanced rigidity, without its manufacture requiring a lengthy and complex process that would involve the simultaneous production of the tire and stiffening elements, necessitating, in particular, sophisticated tooling, including a grooved molding core as mentioned above. On the contrary, the potentially reversible attachment of the accessory to the first sidewall and / or bead and / or crown of the tire, achieved through complementary shapes, is particularly simple to implement, typically by hand and, if necessary, using standard tools in the field. The corresponding attachment and, advantageously, detachment operations can also be carried out by a tire manufacturer or a tire retailer / installer.

[0037] Naturally, the tire according to the invention is manufactured by permanently integrating the first lower attachment structure and / or the first upper attachment structure, which entails dedicated but reasonably complex design and / or manufacturing modifications. In other words, the design and manufacture of the tire according to the invention are similar to the usual design and manufacture in this field, with only minor modifications. In practice, the tire according to the invention can be used without the accessory attached: the presence of one or both of the first "free" attachment structures, that is, without being attached to an accessory, has no impact on the tire's ability to be used for rolling.As for the accessory according to the invention, it is manufactured by simple assembly operations, for example carried out flat, and which, in all cases, are independent of the tire manufacturing operations.

[0038] Another advantage of the invention, specific to the second and third embodiments mentioned above, lies in the possibility of adjusting the tension / laxity of the first stiffening element(s) while the accessory is being attached to the tire. Indeed, in the third embodiment, the positioning, particularly axial and / or radial, of the chemically bonded area between the first stiffening element(s) and the first sidewall and / or bead can be adjusted. Conversely, in the second embodiment, the positioning, particularly axial, of the chemically bonded area between the first stiffening element(s) and the crown can be adjusted. This adjusts the tension or laxity of the first stiffening element(s) and, consequently, the performance of the assembly according to the invention.As an example, behavioral performance is generally improved by tightening the first stiffening element(s) more, while conversely, noise performance is generally improved by loosening the first stiffening element(s) more.

[0039] Another advantage of the invention, which relates to the first, second, and third embodiments mentioned above, is the ability to produce the accessory in different sizes, each corresponding to one or more different tire sizes. The beneficial implications are numerous:

[0040] - managing stocks of such accessories in different sizes is less cumbersome and expensive than managing stocks of so many tires incorporating the first stiffening element(s) from their manufacture;

[0041] - depending on the desired performance level, particularly in terms of handling and / or noise, for a given tire to be fitted with the accessory, and therefore depending in particular on the corresponding level of tension / laxity of the first stiffening element(s), it is possible to choose the appropriate size of the accessory from among different sizes, distinguished from each other by the length of the first stiffening element(s). This length can also vary, per wheel rotation, between the first stiffening elements for a given accessory; and

[0042] - by having several accessories of different sizes, differing from each other in particular by the length of the first stiffening element(s), it is possible to choose the accessory according to the width of the rim on which the tire equipped with the accessory is to be mounted, which makes it possible to adjust the level of performance of the whole, in particular in behavior and / or noise in relation to the level of tension / laxity of the first stiffening element(s).

[0043] Among other advantages, the accessory, particularly its first stiffening element(s), allows for a simultaneous increase in the radial stiffness, axial stiffness, and drift stiffness of the tire to which the accessory is attached, compared to a conventional tire without such stiffening elements, but also compared to tires with other stiffening features, such as the one described in WO2017 / 005713. Radial stiffness, expressed in daN / mm, is the radial force generated by the tire when a radial displacement of 1 mm is applied. Axial stiffness, expressed in daN / mm, is the axial force generated by the tire when an axial displacement of 1 mm is applied. Drift stiffness, expressed in daN / °, is the axial force generated by the tire when rolling at an angle of 1° around the radial axis.

[0044] By increasing radial stiffness, the accessory, particularly its first stiffening element(s), limits radial deformation of the tread crown during rolling, and specifically, camber, i.e., radial deformation opposite the contact patch of the tread surface in contact with the ground. Thus, during tire rotation, with each wheel revolution, the accessory, particularly its first stiffening element(s), helps limit the amplitude of cyclic deformations of the tire, and especially of its tread, and therefore limits the resulting energy dissipation, which contributes to a reduction in rolling resistance. Furthermore, under radial loading, the value of the contact patch with the ground remains unchanged, which allows the same grip performance to be maintained as for the tire described in WO2017 / 005713.

[0045] By increasing axial and lateral stiffness, the accessory, particularly its first stiffening element(s), contributes to improved behavior under lateral stress, for example, during a drift. Furthermore, under lateral stress, the contact area with the ground ensures a more even distribution of contact pressures, thus increasing lateral grip.

[0046] Furthermore, the accessory, particularly its first stiffening element(s), contributes at least partially to supporting the load applied to the tire, such that this applied load is jointly borne by the tire, thanks to its pneumatic and intrinsic structural rigidity, and by the accessory, particularly its first stiffening element(s). Thus, when the assembly according to the invention is subjected to a nominal radial load, the first stiffening element(s) located opposite the contact area are placed in tension. Conversely, in certain embodiments, the first stiffening element(s) located at the contact area are subjected to buckling in compression.

[0047] Thus, the presence of the accessory, particularly its initial stiffening element(s), reduces the tire's contribution to load-bearing capacity and therefore allows for a reduction in its structural rigidity, for example, by reducing the volume of the bead(s). Indeed, the bead(s) of a conventional tire dissipate a significant amount of energy due to their volume and the hysteresis of their constituent elastomeric compound. Reducing their volume thus significantly reduces rolling resistance.

[0048] In practice, the assembly according to the invention is preferably intended for passenger vehicles as defined in the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2020. The tire of such an assembly has a cross-section in a meridian plane characterized by a section height H and a nominal section width SW as defined in the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2020. The values ​​of SW and H are indicated on the tire sidewall marking, for example as defined according to the ETRTO manual, 2020.Preferably, the passenger vehicle tires to which the invention is advantageously applied are such that the H / S ratio, expressed as a percentage, is at most 90, preferably at most 80, and more preferably at most 70, and is at least 20, preferably at least 30, and the nominal section width SW is at least 115 mm, preferably at least 155 mm, and more preferably at least 175 mm, and at most 385 mm, preferably at most 315 mm, more preferably at most 285 mm. Furthermore, the hook diameter D, defining the diameter of the tire mounting rim, is at least 12 inches, preferably at least 16 inches, and at most 30 inches.

[0049] Advantageously, in embodiments where several initial stiffening elements are provided, these elements are independent in pairs within the toroidal cavity of the tire to which the accessory is attached; that is, they are not mechanically connected to each other within the toroidal cavity, such that they exhibit independent mechanical behavior. For example, they are not connected to each other in such a way as to form a network or lattice within the toroidal cavity.

[0050] Advantageously, the first stiffening element(s) are not airtight to the inflation gas used to pressurize the toroidal cavity of the tire to which the accessory is attached. Thus, the first stiffening element(s) allow the inflation gas to pass through. In other words, the first stiffening element(s) do not define a sub-cavity within the toroidal cavity that can be pressurized at a different pressure than the rest of the cavity. By "not airtight," we mean that the stiffening element is permeable to the inflation gas so that the pressure is homogeneous throughout the toroidal cavity at all times, particularly during tire inflation.Regarding the intrinsic characteristics of the first stiffening element(s), each first stiffening element can be characterized geometrically, particularly by its average cross-sectional area Sm. This characteristic is not necessarily identical for all the stiffening elements of the accessory. The average cross-sectional area Sm is the average of the cross-sections obtained by cutting the stiffening element through all cylindrical surfaces coaxial with the tire and radially contained within the toroidal cavity. In the most frequent case of a constant cross-section, the average cross-sectional area Sm is the constant cross-sectional area of ​​the stiffening element. The average cross-sectional area Sm comprises a larger characteristic dimension Dmax and a smaller characteristic dimension Dmin, the ratio of which R = Dmax / Dmin is called the aspect ratio.For example, a stiffening element having a circular mean section Sm, having a diameter equal to d, has a form ratio R=1, a stiffening element having a rectangular mean section Sm, having a length L and a width I, has a form ratio R=L / I, and a stiffening element having an elliptical mean section Sm, having a major axis D and a minor axis d, has a form ratio R=D / d.

[0051] A preferred type of stiffening element, with a aspect ratio R of at most 3, is called one-dimensional. In other words, a stiffening element is considered one-dimensional when the largest characteristic dimension Dmax of its average cross-section Sm is at most 3 times the smallest characteristic dimension Dmin of its average cross-section Sm. A one-dimensional stiffening element exhibits wire-like mechanical behavior, meaning it can only be subjected to tensile or compressive forces along its neutral axis. This is why a one-dimensional stiffening element is commonly referred to as a wire-like stiffening element.Among the components commonly used in the field of pneumatics, textile filament elements, consisting of an assembly of elementary textile monofilaments, or metal cables, consisting of an assembly of elementary metal monofilaments, can be considered as one-dimensional stiffening elements, because their average section Sm being substantially circular, the shape ratio R is equal to 1, therefore less than 3.

[0052] Another type of stiffening element, with an aspect ratio R of at least 3, is called two-dimensional. In other words, a stiffening element is considered two-dimensional when the largest characteristic dimension Dmax of its average cross-section Sm is at least three times the smallest characteristic dimension Dmin of its average cross-section Sm. A two-dimensional stiffening element has membrane-like mechanical behavior, meaning that it can only be subjected to tensile or compressive forces within its thickness, defined by the smallest characteristic dimension Dmin of its average cross-section Sm. A fabric is an example of such a two-dimensional stiffening element. According to a first variant, a stiffening element with an aspect ratio R of at least 3 and at most 50 is called a two-dimensional strap-type element.According to a second variant, a stiffening element, with a form ratio R of at least 50, is said to be two-dimensional of film type.

[0053] According to a first structural variant of the stiffening element, every stiffening element has a homogeneous structure, comprising a single component. This is the simplest structure considered, such as, for example, a single monofilament of a single material or a layer of a single material. According to a second structural variant, every stiffening element has a composite structure, comprising at least two components. This is a structure made up of an assembly of at least two elements, such as, for example, an assembly comprising several single monofilaments or an assembly of a first layer of one material and a second layer of a second material.

[0054] Regarding the material(s) composing each stiffening element, in a first composition variant, each stiffening element comprises a single material: for example, a single monofilament of a single material or an assembly comprising several single monofilaments of the same material. In a second composition variant, each stiffening element comprises at least two materials. In this case, the structure is composite from a material perspective: for example, an assembly comprising single monofilaments of one material and single monofilaments of a second material different from the first, or a layer comprising single monofilaments or assemblies of single monofilaments embedded in a polymer matrix.

[0055] In a highly advantageous embodiment, each stiffening element is a wire stiffening element. Preferably, the wire stiffening elements are identical, meaning they have identical geometric characteristics and constituent materials. These wire stiffening elements are commonly called stays. The advantage of using wire stiffening elements is that they result in a stiffening structure with low mass and minimal hysteresis. Using identical wire stiffening elements ensures a homogeneous distribution of forces among the stiffening elements. If necessary, the stiffening element is formed by an assembly of such wire elements, typically forming a fabric.

[0056] When wire-based, each stiffening element is preferably textile. Textile is defined as each wire-based stiffening element being non-metallic, for example, made of a material selected from polyester, polyamide, polyketone, polyvinyl alcohol, cellulose, mineral fiber, natural fiber, elastomeric material, or a mixture of these materials. Examples of polyesters include PET (polyethylene terephthalate), PEN (polyethylene naphthalate), PBT (polybutylene terephthalate), PBN (polybutylene naphthalate), PPT (polypropylene terephthalate), and PPN (polypropylene naphthalate). Examples of polyamides include aliphatic polyamides such as polyamides 4-6, 6, 6-6 (nylon), 11, or 12, and aromatic polyamides such as aramid. Preferably, the material is either a polyester or an aliphatic polyamide.For example, each textile wire stiffening element is a textile assembly comprising one or more elementary monofilaments, twisted together or not. Thus, in one embodiment, the assembly may have elementary monofilaments that are substantially parallel to each other. In another embodiment, the assembly may have elementary monofilaments that are wound helically. In yet another embodiment, each wire stiffening element consists of an elementary monofilament. Each elementary monofilament has a diameter ranging from 5 µm to 0.80 mm. In a first variant, each textile wire stiffening element comprises one or more multifilament strands, each strand comprising several monofilaments with diameters ranging from 5 µm to 20 µm.In this first variant, the number of monofilaments in each multifilament strand typically ranges from 100 to 10,000. To limit the leakage of inflation gas through the capillaries between the monofilaments of the textile wire stiffening elements in this first variant, each textile wire stiffening element can advantageously be coated, for example, with one or more polymer compositions well known to those skilled in the art, to seal these capillaries. In a second variant, each textile wire stiffening element comprises a multifilament strand made up of several monofilaments wound helically, each with a diameter ranging from 0.10 mm to 0.80 mm. In this second variant, the number of monofilaments typically ranges from 2 to 10.In this second variant, since the number of capillaries between the monofilaments is low, it is not necessary to sheath the textile wire stiffening element, although this can of course be considered. Furthermore, each textile wire stiffening element is advantageously coated with at least one aqueous adhesive composition, for example, an RFL-type adhesive or one as described in documents WO2013017422 and W02017168107.

[0057] In another embodiment, each wire stiffening element is metallic, for example, an assembly of metallic monofilaments, each metallic monofilament typically having a diameter less than 50 µm, for example, 10 µm. In one embodiment, each wire stiffening element consists of an assembly of several metallic monofilaments. In another embodiment, each wire stiffening element consists of a metallic monofilament.

[0058] With regard to the positioning of the accessory in the toroidal cavity of the tire to which this accessory is attached, a first aspect consists of advantageously providing that the first stiffening element or each first stiffening element extends into the toroidal cavity until it penetrates the first lower attachment elements at a low anchor point which is arranged radially at a radial distance of 0.10 x H to 0.50 x H, preferably of 0.10 x H to 0.35 x H from the innermost radial point of the tire, H being the section height of the tire.Beyond a radial distance equal to 0.10 x H, the lower anchor point is far from the first bead, and in particular from a circumferential reinforcement element of the first bead, for example a rod, so that, in order for the sound waves generated by the accessory, in particular by the first stiffening element(s), to be dampened in a significant way by the first lower anchor structure and by the constitutive structure of the tire before reaching the circumferential reinforcement element which constitutes an important element of noise transmission between the tire and the mounting support.However, it is preferable that the lower anchorage point not be too far radially away so as to allow effective axial force transfer between the accessory and the first side and / or bead via the first stiffening element(s) and thus contribute to improving the axial stiffness of the assembly according to the invention.

[0059] Regarding the positioning of the accessory within the toroidal cavity of the tire to which it is attached, another advantageous aspect is to ensure that the first stiffening element(s) extend within the toroidal cavity until they penetrate one or more of the first apex attachment points at an apex anchor point arranged axially at an axial distance of no more than 0.45 x SW, preferably ranging from 0.05 x SW to 0.45 x SW, from the median plane of the tire, SW being the nominal section width of the tire. Beyond 0.45 x SW, the first stiffening element(s) extend in a direction forming too small an angle with respect to the radial direction, which reduces the axial and drift stiffness of the assembly according to the invention.

[0060] Advantageously, the accessory also includes a sound-absorbing foam body, which is attached to the lower and / or upper mounting bracket(s) and, when the accessory is fitted to the tire, is positioned within the toroidal cavity. This sound-absorbing foam, also known as cavity noise-absorbing foam, reduces or even eliminates the noise generated within the toroidal cavity of the tire to which the accessory is attached. Examples of sound-absorbing foams are described in EP1184207, EP1253025, EP1876038, and EP3406462. Regardless of the specific form of the sound-absorbing foam, integrating it into the accessory provides the latter with a dual effect: it stiffens the tire and reduces noise.

[0061] Similarly, the accessory advantageously incorporates one or more sensors which, when the accessory is connected to the tire, measure quantities relating to the tire and / or its toroidal cavity, such as temperature, pressure, etc. Here again, this gives the accessory a measurement function, in addition to its stiffening effect.

[0062] In accordance with an advantageous aspect already mentioned above, it is provided that (i) said at least one first lower attachment element is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with the first lower attachment structure so as to secure them to each other reversibly, and / or (ii) said at least one first upper attachment element is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with the first upper attachment structure so as to secure them to each other reversibly.Similarly, it is advantageously provided that (i) the first lower attachment structure is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with said at least one first lower attachment element so as to secure them to each other reversibly, and / or (ii) the first upper attachment structure is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with said at least one first upper attachment element so as to secure them to each other reversibly.

[0063] Beyond the advantages mentioned so far of reversible attachment between the mounting component(s) and the mounting structure, an additional benefit relates to considerations concerning potential tire repair. Indeed, in the event of repairable damage to the tire's first sidewall and / or bead and / or crown, repair operations, which must be carried out from inside the tire, are greatly facilitated by allowing the accessory to be easily removed, at least locally. This, among other things, simplifies access to the affected internal area of ​​the tire for repair tools. Once the repair operations are complete, the accessory is easily reattached to the tire.

[0064] In a preferred embodiment of the accessory, said at least one first stiffening element comprises several first stiffening elements, in particular wire-like, which (i) when the accessory is referred to the tire, are distributed circumferentially in the toroidal cavity, and (ii) extend from a common lower attachment member of said at least one first lower attachment member and / or from a common upper attachment member of said at least one first upper attachment member.

[0065] Thus, the stiffening provided by the accessory, particularly by the initial stiffening elements, and the function of securing the tire, ensured by one or both of the common attachment points (lower and upper, respectively), are exerted over at least a circumferential portion, or even over the entire circumference of the tire. In practice, the circumferential distribution of the initial stiffening elements can be designed so that (i) all or part of the initial stiffening elements are distributed at a constant circumferential interval around the tire's circumference and / or (ii) all or part of the initial stiffening elements are distributed periodically around the tire's circumference and / or (iii) all or part of the initial stiffening elements are distributed randomly around the tire's circumference.

[0066] In an alternative embodiment of the accessory, the first or each first stiffening element is associated with a first lower attachment member and / or a first upper attachment member. In a preferred embodiment of the accessory, said at least one first lower attachment member and / or said at least one first upper attachment member each have a body from which said at least one first stiffening element extends flexibly and which carries a fitting surface, in particular a blunt dovetail, adapted, when the accessory is attached to the tire, to fit respectively with a complementary surface of the first lower attachment structure and / or with a complementary surface of the first upper attachment structure.

[0067] This embodiment of the first lower attachment element(s) and / or the first upper attachment element(s) is practical and efficient. In particular, the body of the first attachment element(s), whether lower or upper, is advantageously designed to be sufficiently rigid to allow for durable anchoring and to incorporate an effective interlocking feature, such as a tenon or mortise, especially a blunt dovetail joint.

[0068] According to one embodiment of the tire, the first lower attachment structure and / or the first upper attachment structure each extend, following the circumferential direction of the tire, continuously over the entire circumference of the tire.

[0069] This embodiment thus utilizes the entire circumference of the tire for the integration of the first lower attachment structure and / or the first upper attachment structure. The distribution of stresses transmitted by the first lower attachment structure and / or the first upper attachment structure is thereby optimized, which contributes to the durability of the assembly according to the invention.

[0070] According to one embodiment of the tire, alternative to the one immediately preceding, the first lower attachment structure and / or the first upper attachment structure are each, following the circumferential direction of the tire, distributed into circumferential portions, which are disjointed in pairs.

[0071] This design contributes to proper installation of the accessory during tire mounting, preventing its positioning from drifting along the tire's circumferential direction. Furthermore, by evenly distributing the circumferential portions of the first lower and / or first upper mounting structure, the stresses transmitted by these structures are homogenized over a full rotation of the tire. By irregularly distributing the circumferential portions of the first lower and / or first upper mounting structure, the stresses transmitted by these structures are spread out over a full rotation of the tire, which contributes to better control of tire rolling noise.

[0072] In an advantageous embodiment of the tire, the first lower attachment structure and / or the first upper attachment structure each include at least one protruding attachment element, which:

[0073] - extends into the toric cavity respectively from the first flank and / or ridge and / or from the apex, projecting from the internal surface, and

[0074] - is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes in the toric cavity respectively with said at least one first lower attachment element and / or with said at least one first upper attachment element of the accessory.

[0075] This embodiment allows the integration of the first lower and / or first crown attachment structure into the tire without modifying the internal structure of the first sidewall and / or bead and the crown. The tire design can therefore be based, for its entire internal structure, on an existing design. Consequently, each protruding attachment element may require operational adjustments during tire manufacturing, particularly during demolding.

[0076] According to a practical and efficient implementation of this embodiment, said at least one projecting attachment element of the first lower attachment structure and / or said at least one projecting attachment element of the first upper attachment structure each include at least one protrusion which:

[0077] - came from material respectively with an elastomeric layer on the first flank and / or bead and / or with an elastomeric layer on the apex, and

[0078] - forms a tenon, in particular a blunt dovetail tenon.

[0079] According to another advantageous embodiment of the tire, the first lower attachment structure and / or the first upper attachment structure each include at least one recessed attachment element, which is:

[0080] - arranged respectively in the first flank and / or ridge and / or in the apex, being recessed from the internal surface and opening into the toric cavity, and

[0081] - adapted, when the accessory is attached to the tire, to cooperate by complementary shapes respectively with said at least one lower attachment element in the first sidewall and / or bead and / or with said at least one upper attachment element in the top.

[0082] This embodiment does not introduce any significant operational difficulties during tire manufacturing, particularly during demolding. However, each recessed attachment element modifies the internal structure of the first sidewall and / or bead and / or crown, which may necessitate significant adjustments to the design of this internal structure, particularly to maintain its various functions.

[0083] According to a practical and efficient implementation of this embodiment, said at least one recessed attachment element of the first lower attachment structure and / or said at least one recessed attachment element of the first upper attachment structure each include at least one cavity which:

[0084] - is provided respectively in an elastomeric layer of the first flank and / or ridge and / or in an elastomeric layer of the apex, and

[0085] - forms a mortise, in particular a blunt dovetail mortise.

[0086] As mentioned above, the invention is applicable to both sides, respectively outside and inside, of the tire.

[0087] Thus, in a corresponding advantageous embodiment of the accessory, the accessory further comprises at least one second stiffening element, which, when the accessory is attached to the tire, is adapted to extend continuously within the toroidal cavity, connecting the apex and the second sidewall and / or bead so as to stiffen the tire. In addition, the accessory further comprises:

[0088] - at least one second lower attachment element, from which said at least one second stiffening element extends, being permanently attached to it, and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with a second lower attachment structure of the tire, permanently integrated into the second sidewall and / or bead, so as to attach said at least one first stiffening element to said second lower attachment structure, and / or

[0089] - at least one second top attachment element, from which said at least one second stiffening element extends, being permanently attached to it, and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with a second top attachment structure of the tire, permanently integrated at the top, so as to attach said at least one second stiffening element to said second top attachment structure

[0090] Similarly, in a corresponding advantageous embodiment of the tire, the tire is designed to receive the accessory attached to the tire in the toroidal cavity such that at least a second stiffening element of the accessory extends continuously within the toroidal cavity, connecting the apex and the second sidewall and / or bead to stiffen the tire, the tire comprising:

[0091] - a second lower attachment structure, which is permanently integrated into the second sidewall and / or bead and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with at least one second lower attachment element of the accessory, from which said at least one second stiffening element extends and is permanently attached to it, so as to secure said at least one second lower attachment element to the second lower attachment structure, and / or

[0092] - a second summit attachment structure, which is permanently integrated at the summit and which is adapted, when the accessory is attached to the tire, to cooperate by complementary shapes with at least one second summit attachment element of the accessory, from which said at least one second stiffening element extends by being permanently attached to it, so as to attach said at least one second summit attachment element to the second summit attachment structure.

[0093] In practice, all the considerations developed so far concerning the first stiffening element(s), the first attachment device(s), respectively low and top, and the first attachment structures, respectively low and top, including advantageous or optional considerations, apply mutatis mutandis to the second stiffening element(s), the second attachment device(s), respectively low and top, and the second attachment structures, respectively low and top.

[0094] In one embodiment, the first and second top attachment structures are separate and advantageously arranged on either side and at a distance from the median plane of the tire. The accessory, whose first top attachment elements are thus separate from the second top attachment elements, forms, in a way, two sub-accessories, which are respectively associated with the two sides, outer and inner, of the tire and which can be attached to the tire independently of each other, for example one after the other.

[0095] In an alternative embodiment to that described in the preceding paragraph, the first and second crown attachment structures form a common crown attachment structure, which advantageously extends on both sides of the tire's median plane. This simplifies the tire's design and / or manufacture. Furthermore, one or both of the first and second crown attachment elements advantageously form a common crown attachment element, facilitating the handling of the accessory for attaching or detaching it from the tire. Additionally, where applicable, one or both of the first and second stiffening elements are joined together to form a common stiffening element, which extends in a single piece both through and from the common crown attachment element.The robustness of the accessory is improved by removing, at the level of the common top attachment points, the respective ends of the first stiffening element(s) and the second stiffening element(s).

[0096] According to an optional aspect of the assembly according to the invention, the assembly further comprises at least one layer of adhesive, which is interposed between the first lower attachment structure of the tire and said at least one first lower attachment element of the accessory and / or between the first upper attachment structure of the tire and said at least one first upper attachment element of the accessory.

[0097] This adhesive layer(s) reinforce the bonding through complementary shapes between the first lower anchoring structure of the tire and the first lower attachment points of the accessory, and / or the bonding through complementary shapes between the first upper anchoring structure of the tire and the first upper attachment points of the accessory. Where applicable, this adhesive layer(s) are removable so as not to prevent the reversibility of this bonding through complementary shapes.

[0098] The invention will be better understood upon reading the following description, given solely by way of example and with reference to the drawings in which:

[0099] - Figure 1 is a schematic section of a first embodiment of an assembly according to the invention, comprising a tire according to the invention, mounted on a mounting support, and an accessory according to the invention, referred to the tire, this section being in a cutting plane corresponding to a meridian plane of the tire;

[0100] - Figure 2 is a perspective view of part of the tire in Figure 1, shown alone;

[0101] - Figure 3 is a view similar to Figure 2, illustrating a variant of the implementation of the tire in Figures 1 and 2;

[0102] - Figure 4 is a view similar to Figure 1, illustrating, on a larger scale and partially, a second embodiment of an assembly according to the invention

[0103] - Figure 5 is a perspective view of part of the tire from the whole of Figure 4, this tire being shown alone;

[0104] - Figure 6 is a view similar to Figure 5, illustrating a variant of the pneumatic design of Figures 4 and 5;

[0105] - Figure 7 is a view similar to Figure 1, illustrating a third embodiment of an assembly according to the invention; and

[0106] - Figure 8 is a view similar to Figure 1, illustrating a fourth embodiment of the assembly according to the invention.

[0107] Figure 1 shows an assembly 1 comprising a tire 100 and an accessory 200 attached to the tire 100. In the figures, a geometric coordinate system has been shown whose directions X, Y and Z correspond respectively to the circumferential, axial and radial directions of the tire 100, as defined in the introductory part of this document.

[0108] The 100 tire has a substantially toroidal shape around an axis of revolution substantially parallel to the axial direction Y. The 100 tire is preferentially intended for a passenger vehicle and has, for example, a size of 275 / 35ZR19. In the various figures, the 100 tire is shown in its new condition, that is to say, having not yet been driven on.

[0109] The tire 100 includes a crown 110 having a tread 112, which extends in the circumferential direction X over the entire circumference of the tire 100 and is intended to come into contact with the ground during the rolling of the tire 100. The crown 110 also includes a crown reinforcement 114 which extends in the crown 110 in the circumferential direction X over the entire circumference of the tire 100, being radially surmounted by the tread 112. The tire 100 includes a first sidewall 120A and a second sidewall 120B, which each extend radially inwards from the crown 110 and which are arranged axially on either side of a median plane M of the tire 100, this median plane being as defined in the introductory part of this document.The tire 100 further comprises a first bead 130A, which radially extends inwards from the first sidewall 120A, and a second bead 130B, which radially extends inwards from the second sidewall 120B. Thus, the first sidewall 120A connects the first bead 130A to the apex 110 and the second sidewall 120B connects the second bead 130B to the apex 110, the second bead 130B being opposite the first bead 130A with respect to the median plane M.

[0110] The first and second bead sections 130A and 130B are each provided with a circumferential reinforcing element 132A, 132B, which extends into the corresponding bead along the circumferential direction X and is, for example, a bead. The circumferential reinforcing elements 132A and 132B allow the tire 100 to be attached to a mounting support 2, for example, a wheel rim, as schematically illustrated in Figure 1.

[0111] The tire 100 has a carcass reinforcement 140 that extends successively into the first bead 130A, the first sidewall 120A, the crown 110, the second sidewall 120B, and the second bead 130B, over the entire circumference of the tire 100. At the first bead 130A, the carcass reinforcement 140 is anchored in this bead 130A, here by being wrapped around the circumferential reinforcing element 132A. At the second bead 130B, the carcass reinforcement 140 is anchored in this bead 130B, here by being wrapped around the circumferential reinforcing element 132B. At the apex 110, the carcass reinforcement 140 is arranged in the apex 110 so that the apex reinforcement 114 is arranged radially between the tread 112 and the carcass reinforcement 140.

[0112] The specifications of the top reinforcement 114 and the frame reinforcement 140 are not limiting and, by way of example, these reinforcements are similar to those described in W02022 / 200717 to which the reader may refer.

[0113] The apex 110, the first and second sidewalls 120A and 120B, and the first and second bead 130A and 130B together define a toroidal cavity 150 of the tire 100, delimited by an internal surface 152 of the tire 100. This toroidal cavity 150 allows the tire 100 to be inflated when the latter is mounted on the mounting support 2. In the mounted state of the tire 100 on the mounting support 2, the toroidal cavity 150 is jointly closed by the tire 100 and the mounting support 2, so that it can be pressurized by an inflation gas, which is introduced into the toroidal cavity 150 and with which the internal surface 152 is then in contact. Before mounting the tire 100 on the mounting support 2, the toric cavity 150 opens onto the outside of the tire via a circumferential opening, which is axially delimited between the ridges 130A and 130B and which allows radial access to the toric cavity 150.

[0114] In the embodiment considered here, the internal surface 152 is supported by a sealing layer 154 which is substantially impermeable to the inflation gas. For this purpose, this sealing layer 154 comprises a sealing composition including, for example, one or more butyl rubbers, such as that described in WO2016 / 001226.

[0115] The tire 100 is designed to receive the accessory 200 in the toroidal cavity 150 in order to be stiffened by the latter. For this purpose, the tire 100 comprises a lower attachment structure 160, which is permanently integrated into the first sidewall 120A and / or bead 130A by being fully arranged axially internally to the carcass frame 140, and a top attachment structure 170, which is permanently integrated into the top 110 by being fully arranged radially internally to the carcass frame 140.

[0116] In the embodiment illustrated in Figures 1 and 2, the lower attachment structure 160 includes a projecting attachment element 162 that extends at least partially into the toroidal cavity 150 from the first flank 120A and / or bead 130A, projecting from the inner surface 152. Here, the projecting attachment element 162 is entirely contained within the toroidal cavity 150, being permanently bonded to the first flank 120A and / or bead 130A by a junction zone that is geometrically part of the inner surface 152. The projecting attachment element 162 includes, or, as here, is formed by, a protrusion 164 that is formed from an elastomeric layer of the first flank 120A and / or bead 130A, here with a lower portion 154.1 of the sealing layer 154, located at the level of the first flank 120A and / or bead 130A.The continuity of material between the protrusion 164 and the aforementioned elastomeric layer, in particular the sealing layer 154, is obtained for example by joint molding during the manufacture of the tire 100. The protrusion 164 forms, opposite the internal surface 152, a tenon 166, the interest of which will appear later and which is preferentially, as here, shaped into a blunt dovetail. Similarly, in the embodiment illustrated in Figures 1 and 2, the apex attachment structure 170 includes a projecting attachment element 172 which extends at least partially into the toric cavity 150 from the apex 110, projecting from the internal surface 152. Here, the projecting attachment element 172 is arranged entirely within the toric cavity 150, being permanently connected to the apex 110 by a junction zone belonging geometrically to the internal surface 152.The protruding attachment element 172 includes, or even, as here, is made up of a protrusion 174 which is formed from material with an elastomeric layer of the top 110, here with a summit part 154.2 of the sealing layer 154, located at the level of the top 110. The continuity of material between the protrusion 174 and the aforementioned elastomeric layer, in particular the sealing layer 154, is obtained for example by joint molding during the manufacture of the tire 100. The protrusion 174 forms, opposite the internal surface 152, a tenon 176, the interest of which will become apparent later and which is preferably, as here, shaped into a blunt dovetail.

[0117] As clearly visible in Figure 2, the lower attachment structure 160, in particular the protruding attachment element 162, and the upper attachment structure 170, in particular the protruding attachment element 172, each extend continuously along the circumferential direction X around the entire circumference of the tire 100. In other words, the circumferential extent of the lower attachment structure 160 and the upper attachment structure 170, in particular the protruding attachment element 162 and the protruding attachment element 172, is 360° around the axial direction Y. Here, the protrusion 164, in particular the stud 166, and the protrusion 174, in particular the stud 176, each thus extend continuously around the entire circumference. of the 100 tire.

[0118] The accessory 200 is designed to be attached to the tire 100 inside the toroidal cavity 150 in order to stiffen the tire 100. To this end, the accessory 200 shown in Figure 1 comprises stiffening elements 210, a lower attachment member 220, and a top attachment member 230. In Figure 1, the accessory 200 is indeed attached to the tire 100. Whether the accessory 200 is not yet attached to the tire 100 or is already attached to the tire 100, the attachment members 220 and 230 are rigidly connected to each other by the stiffening elements 210.

[0119] As clearly shown in Figure 1, when the accessory 200 is attached to the tire 100, each of the stiffening elements 210 extends continuously into the toroidal cavity 150, connecting the first flank 120A and / or bead 130A to the apex 110. More precisely, when the accessory 200 is attached to the tire 100, each of the stiffening elements 210 extends continuously into the toroidal cavity 150 from the lower attachment member 220, to which the stiffening element 210 is permanently attached and which is itself attached, potentially reversibly, to the lower attachment structure 160 by complementary shapes as detailed later, to the upper attachment member 230, to which the stiffening element 210 is permanently attached and which is secured, potentially reversibly, to the summit attachment structure 170 by complementary shapes as detailed later.Accessory 200, in particular its stiffening elements 210, thus contribute to stiffening the tire 100.

[0120] In the embodiment shown in Figures 1 and 2, the second sidewall 120B and / or bead 130B is left free of any stiffening elements similar to the stiffening elements 210. Thus, the accessory 200, in particular its stiffening elements 210, contributes to stiffening only one side of the tire 100 out of its two sides located on either side of the median plane M, in other words, one of its sides that can be described respectively as outer and inner as explained above. The first sidewall 120A and the first bead 130A are preferably arranged on the outer side of the tire 100, so that the accessory 200, in particular its stiffening elements 210, contributes to stiffening only the outer side of the tire 100.Furthermore, here, when the accessory 200 is attached to the tire 100, the accessory 200 is arranged entirely on the outer side of the tire: for this purpose, the top attachment structure 170 is entirely arranged on the outer side of the tire 100, more generally on the same side of the tire 100 as that on which the bottom attachment structure 160 is entirely arranged. That being said, in variants not shown, the top attachment structure 170 is arranged on either side of the median plane M or is entirely arranged on the side of the tire 100 opposite to that on which the bottom attachment structure 160 is entirely arranged.

[0121] When the accessory 200 is attached to the tire 100, the stiffening elements 210 are distributed circumferentially in the toroidal cavity 150. Advantageously, the stiffening elements 210 are thus distributed over the entire circumference of the tire 100 in order to homogenize the stiffening effect over the entire circumference of the tire 100. According to a practical embodiment, the lower attachment member 220 is advantageously provided to be common to the stiffening elements 210 thus distributed circumferentially: these stiffening elements 210 then all extend from this common lower attachment member 220, which advantageously extends continuously over the entire circumference of the tire 100 in the circumferential direction X.Similarly, the summit attachment element 230 is advantageously provided to be common to the stiffening elements 210 thus distributed circumferentially: these stiffening elements 210 then all extend from this common summit attachment element 230, which advantageously extends continuously over the entire circumference of the tire 100 along the circumferential direction X.

[0122] Here, each stiffening element 210 is a wire stiffening element, preferably textile, comprising, for example, an assembly of three multifilament strands of aliphatic polyamide, such as nylon, these three multifilament strands being individually helicalized at 190 turns per meter in one direction, and then helicalized together at 190 turns per meter in the opposite direction. Each of these multifilament strands has a fiber count of 188 tex. Each stiffening element 210 is advantageously coated with an adhesive composition, here an adhesive composition based on an aldehyde / phenol resin containing resorcinol, formaldehyde, and an elastomer latex, as described in WO2013 / 017422. Alternatively, any other adhesive composition described in WO2013 / 017422 may be used.

[0123] As shown in Figure 1, in the embodiment considered, the lower attachment member 220 comprises, or rather, as here, is made up of a body 222 which participates both in the permanent connection with the stiffening elements 210 and in the potentially reversible connection with the lower attachment structure 160. For this purpose, this body 222 includes an anchoring part 224, by which the stiffening elements 210 are permanently connected to the body 222, and a fitting part 226, by which the body 222 can be connected, potentially reversibly, to the lower attachment structure 160.

[0124] The anchoring portion 224 of the body 222 is advantageously designed to encase or embed a lower portion 212 of each stiffening element 210, which is thus permanently bonded by a physicochemical connection within the thickness of the body 222. Each stiffening element 210 emerges from the body 222, in particular from the anchoring portion 224, at a lower anchoring point 213 of the stiffening element 210. The lower portion 212 of each stiffening element 210 thus extends from this lower anchoring point 213, being rigidly constrained and embedded in the body 222, in particular in the anchoring portion 224, while an intracavity portion 214 of the stiffening element 210 extends flexibly from the lower anchoring point 213 outside the body 222. intracavitary 214 extending directly into the toric cavity 150 when the accessory is brought back to the pneumatic 100, as clearly visible in figure 1.

[0125] The interlocking portion 226 of the body 222 is shaped to cooperate, through complementary forms, with the lower attachment structure 160, so as to potentially reversibly secure the body 222 to the lower attachment structure 160 when the accessory 200 is attached to the tire 100. The interlocking portion 226 thus has an interlocking surface 228 that is adapted to fit and thus interlock with a complementary surface 168 of the tenon 166, more generally of the protrusion 164 or the projecting attachment element 162, so as to mechanically retain the tenon 166 in the interlocking portion 226, which thus forms a mortise, and thereby potentially reversibly join the lower attachment member 220 to the other. in particular the body 222, and the lower attachment structure 160, in particular the protruding attachment element 162, when the accessory 200 is attached to the tire 100.The complementary profiles of the tenon 166 and the mortise formed by the socket portion 226 ensure that the assembly between the body 222 and the projecting locking element 162 is secure in both the axial (Y) and radial (Z) directions, while also allowing for reversibility. The dovetail profile of the tenon 166 and the complementary profile of the mortise formed by the socket portion 226 make this assembly particularly strong and efficient. Other complementary profiles of the tenon 166 and the mortise formed by the socket portion 226 are possible in variants not shown. Also in variants not shown, the tenon / mortise geometry is reversed compared to what has just been described, which means that the protuberance 164 forms a mortise while the interlocking part 226 forms a complementary tenon.

[0126] Following considerations similar to those detailed for the lower attachment member 220, the upper attachment member 230 comprises, or, as in this case, is made up of, a body 232 that participates both in the permanent connection with the stiffening elements 210 and in the potentially reversible connection with the upper attachment structure 170. To this end, this body 232 includes an anchoring portion 234, by which the stiffening elements 210 are permanently attached to the body 222, and a socketing portion 236, by which the body 222 can be potentially reversibly attached to the upper attachment structure 270. The anchoring portion 234 of the body 232 is advantageously designed to encase or embed a top portion 216 of each stiffening element. 210, which is thus joined by a permanent physicochemical junction in the thickness of the body 232.Each stiffening element 210 emerges from the body 232, in particular from the anchoring part 234, at a summit anchoring point 217 of the stiffening element 210. The summit part 216 of each stiffening element 210 thus extends from this summit anchoring point 217, being rigidly constrained and embedded in the body 232, in particular in the anchoring part 234, while the intracavity part 214 of the stiffening element 210 under consideration extends from the summit anchoring point 217 outside the body 232 in a flexible manner.

[0127] The interlocking portion 236 of the body 232 is shaped to cooperate, through complementary forms, with the upper attachment structure 170 so as to secure, potentially reversibly, the body 232 to the upper attachment structure 170 when the accessory 200 is attached to the tire 100. The interlocking portion 236 thus has an interlocking surface 238 which is adapted to fit and thus interlock with a complementary surface 178 of the tenon 176, more generally of the protrusion 174 or the projecting attachment element 172, so as to mechanically retain the tenon 176 in the interlocking portion 236, which thus forms a mortise, and thereby assemble the attachment member to each other, potentially reversibly. summit 230, in particular the body 232, and the summit attachment structure 170, in particular the protruding attachment element 172, when the accessory 200 is attached to the tire 100.The complementary profiles of the tenon 176 and the mortise formed by the socket portion 236 ensure that the assembly between the body 232 and the projecting locking element 172 is secure in both the axial (Y) and radial (Z) directions, while also allowing for reversibility. The dovetail profile of the tenon 176 and the complementary profile of the mortise formed by the socket portion 236 make this assembly particularly strong and efficient. Other complementary profiles of the tenon 176 and the mortise formed by the socket portion 236 are possible in variants not shown. Also in variants not shown, the tenon / mortise geometry is reversed compared to what has just been described, which means that the protuberance 174 forms a mortise while the interlocking part 236 forms a complementary tenon.

[0128] Taking into account the above, it is understood that the body 222 and the body 232 each exhibit a rigidity which reconciles both (i) rigid constraint of their permanent attachment with the stiffening elements 210, in particular with respectively the lower parts 212 and the upper parts 216 of the latter, and (ii) blocking of their assembly, potentially reversible, respectively with the lower attachment structure 160, in particular with the salient attachment element 162, and with the upper attachment structure 170, in particular with the salient attachment element 172.In practice, the rigidity of the body 222 and the body 232 is partly due to their constituent material: by way of non-limiting example, the bodies 222 and 232 are made of a material whose tensile modulus, regardless of the direction of stress, exceeds several tens of GPa, such as steel, aluminum, copper, brass, bronze, rigid composites such as polymers reinforced with carbon or glass fibers, reinforced thermoplastic elastomers (TPE), etc. Of course, the rigidity of the body 222 and the body 232 is also partly due to their structural shape, in particular the geometric shapes and dimensions of their anchoring portion 224, 234 and their interlocking portion 226, 236, which a person skilled in the art can therefore assess.

[0129] According to an optional arrangement of assembly 1, which is implemented in the example illustrated in Figure 1, this assembly 1 comprises a lower bonding layer 10, which is interposed between the lower anchoring structure 160 and the lower attachment member 220, in particular between the projecting attachment element 162 and the body 222, and a top bonding layer 11, which is interposed between the top anchoring structure 170 and the top attachment member 230, in particular between the projecting attachment element 172 and the body 232. The bonding layers 10 and 11 reinforce the connection between the lower anchoring structure 160 and the lower attachment member 220 and between the top anchoring structure 170 and the top attachment member 230 when Accessory 200 is attached to the tire.In order to ensure that this bonding remains reversible, allowing the accessory 200 to be removed from the tire 100 without damaging it, each of the adhesive layers 10 and 11 is advantageously made of an adhesive suitable, after application and drying, for removal by physicochemical treatment, such as thermal and / or radiative treatment, and, where appropriate, by mechanical treatment, such as scraping. The adhesive layers 10 and 11 are, for example, made of hot-melt and / or photosensitive adhesives, thus allowing removal by the application of heat and / or ultraviolet light. More generally, the composition of the adhesive layers 10 and 11 is not limiting, as various compositions are well known to those skilled in the art, for example in FR2496004 and FR2529633; By way of non-limiting example, the bonding layers 10 and 11 are based on a self-adhesive silicone composition, many examples of which are commercially available.Of course, in variants not shown, one and / or the other of the bonding layers 10 and 11 are omitted.

[0130] We are now more interested in a manufacturing process by which set 1 is obtained.

[0131] This manufacturing process includes an initial phase in which the tire 100 and the accessory 200 are disposed of separately.

[0132] The tire 100 thus provided is manufactured by any standard method, the specifics of which are not limited, provided that the lower attachment structures 160 and the upper attachment structures 170 are permanently integrated into the tire 100 during its manufacture. It is understood that the tire 100 thus provided is usable for equipping a vehicle wheel and thus for driving, independently of the accessory 200. In this respect, the presence of the lower attachment structures 160 and 170 has no bearing on the tire 100's ability to be used independently of the accessory 200. It is also understood that the tire 100 provided in the initial phase of the manufacturing process may be new or may have already been used and therefore be partially worn.In all cases, the tire 100 thus made available in the initial phase of the manufacturing process is as illustrated in Figure 2, in particular by not being mounted on the mounting support 2 to leave its toroidal cavity 150 accessible.

[0133] The accessory 200, made available in the initial phase of the manufacturing process, is manufactured by any suitable method, such as flat molding or mold core manufacturing. As an example of flat molding, the accessory 200 can be obtained from a web of wires, the wires of which form the stiffening elements 210 and at the two opposite longitudinal ends of the wires of which the lower attachment member 220 and the upper attachment member 230 are respectively permanently attached.

[0134] The manufacturing process also includes an assembly phase, which is subsequent to the initial phase and in which the accessory 200 is attached to the tire 100 inside the toroidal cavity 150. During this assembly phase, the lower attachment member 220 is assembled to the lower attachment structure 160, by interlocking or, more generally, by matching shapes between the body 222 and the protruding attachment element 162, in particular between the interlocking surface 228 and the complementary surface 168 of the tenon 166, this matching of shapes being carried out exclusively on the side of the frame reinforcement 140, facing the toroidal cavity 150.Similarly, the top attachment member 230 is assembled to the top attachment structure 170, by interlocking or, more generally, by matching shapes between the body 232 and the projecting attachment element 172, in particular between the interlocking surface 238 and the complementary surface 178 of the tenon 176, this matching of shapes being carried out exclusively on the side of the frame reinforcement 140, turned towards the toric cavity 150. These two assemblies, optionally reversible, are carried out by respective operations, which are implemented simultaneously or one after the other in an indifferent order. In practice, these two assembly operations can be carried out by hand, if necessary with the help of hand tools, involving in particular partial elastic deformations of the attachment structures 160 and 170 and / or the attachment elements 220 and 230.

[0135] Where appropriate, the assembly phase includes a gluing operation, which is carried out before the aforementioned assembly operations and in which the gluing layers 10 and 11 are applied.

[0136] Figure 3 shows, as a variant of the first embodiment illustrated in figures 1 and 2, a 100' tire which differs from the 100 tire only in its attachment structures, respectively lower 160' and upper 170'.

[0137] The lower 160' and upper 170' attachment structures are functionally similar to the 160 and 170 attachment structures, but differ structurally in that they do not extend, along the circumferential direction X, over the entire circumference of the tire 100. On the contrary, each of the 160' and 170' attachment structures is, along the circumferential direction X, distributed into circumferential portions 161', 171', which are disjointed in pairs. Here, each of the circumferential portions 16T, 171' includes a projecting hooking element 162', 172', which is similar to the projecting hooking element 162, 172 and which includes, or even, as here, is made up of a protrusion 164', 174', similar to the protrusion 164, 174. The protrusion 164', 174' of each of the circumferential portions 161', 171' forms a tenon 166', 176' which is similar to the tenon 166, 176.

[0138] In practice, the distribution of the circumferential portions 16T, 171' along the circumferential direction X is designed to be either regular, particularly to homogenize their effect per wheel rotation, or irregular, particularly to obscure their effect per wheel rotation, especially in relation to noise. Each of the circumferential portions 161', 17T of the attachment structures 160' and 170' is designed to cooperate respectively with the lower attachment element 220 and with the upper attachment element 230 of the accessory 200 for the purpose of the potentially removable attachment of the latter to the tire 100'.Advantageously, the interruption, along the circumferential direction X, of the lower attachment structure 160', or upper attachment structure 170', between two immediately successive circumferential portions among the circumferential portions 16T, or 171', allows the lower attachment member 220, or upper attachment member 230, to be inserted and then slid along the circumferential direction X. This facilitates the placement of the lower attachment member 220, or upper attachment member 230, onto the attachment structure 160', or 170'. It should be noted that this effect is advantageously achieved for the lower attachment structure 160, or upper attachment structure 170, provided that the latter has an interruption similar to that described above.In practice, to avoid relative rotation of the accessory 200 and the tire 100 or 100' in use, i.e. when rolling the tire, a stop between them, along the circumferential direction X, is advantageously provided.

[0139] According to an optional feature, applicable to both the embodiments of Figures 1 and 2 and the variant of Figure 3, the lower attachment member 220 and / or the upper attachment member 230 are arranged, like the attachment structures 160' and 170', to be divided into separate circumferential portions, which, where applicable, correspond to the circumferential portions 161', 17T along the peripheral direction X. This amounts to the accessory 200 being, in a way, divided into several sub-accessories, potentially independent of each other. Therefore, it is understandable that it is then possible to manipulate:

[0140] - the possibility of attaching only some of the aforementioned sub-accessories to the 160 and 170 mounting structures, or to the 160' and 170' structures, in particular to adapt the performance level, especially in terms of handling and / or noise, for the 100' tire equipped with this 200 accessory, and / or to be able to combine the same 200 accessory with several tires having different dimensions; and / or

[0141] - the possibility of ensuring that the aforementioned sub-accessories are not identical or homogeneous with each other, in particular to allow for noise cancellation at wheel rotation. In an alternative not shown to the first embodiment, the tire 100 or 100' is devoid of the sealing layer 154. In this case, the internal surface 152 is supported by an elastomeric layer of the carcass reinforcement 140 and the protrusions 164 and 174 or 164' and 174' are formed from this elastomeric layer, respectively at the level of the first sidewall 120A and / or bead 130A and at the level of the crown 110 of the tire 100 or 100'.

[0142] Figures 4 and 5 show, as a second embodiment, an assembly 3 comprising a tire 300 and an accessory 400 attached to the tire 300.

[0143] The tire 300 comprises a crown 310, a first sidewall 320A, a second sidewall 320B, a first bead 330A, a second bead 330B, a carcass reinforcement 340, a toroidal cavity 350, an internal surface 352 and a sealing layer 354, which are respectively similar, functionally and structurally, to the crown 110, the first sidewall 120A, the second sidewall 120B, the first bead 130A, the second bead 130B, the carcass reinforcement 140, the toroidal cavity 150, the internal surface 152 and the sealing layer 154 of the tire 100.

[0144] The 300 tire also includes attachment structures, respectively lower 360 and upper 370, which are functionally similar to the attachment structures, respectively lower 160 and upper 170, but differ structurally from them, as explained below.

[0145] The lower attachment structure 360 ​​is permanently integrated into the first flank 320A and / or bead 330A and includes for this purpose a recessed attachment element 362 which is at least partially arranged in the first flank 320A and / or bead 330A, being at least partially recessed from the inner surface 352 and opening into the toroidal cavity 350. Here, the recessed attachment element 362 is entirely arranged in the first flank 320A and / or bead 330A, being completely recessed from the inner surface 352. The recessed attachment element 362 includes, or even, as here, consists of, a cavity 364 which is formed in an elastomeric layer of the first flank 320A and / or bead 330A, here in a lower portion 354.1 of the layer sealing 354, located at the level of the first flank 320A and / or bead 330A.The delimitation of the cavity 364 in the aforementioned elastomeric layer, in particular the sealing layer 354, is for example obtained by reservation during the manufacture of the tire 300. The cavity 364 forms a mortise 366 opening into the cavity 350, the interest of which will appear later and which is preferentially, as here, shaped into a blunt dovetail.

[0146] Similarly, the apex attachment structure 370 is permanently integrated into the apex 310 and includes for this purpose a recessed attachment element 372 which is at least partially located within the apex, being at least partially recessed from the internal surface 352 and opening into the toroidal cavity 350. Here, the recessed attachment element 372 is entirely located within the apex 310, being completely recessed from the internal surface 352. The recessed attachment element 372 includes, or even, as here, consists of, a cavity 374 which is formed in an elastomeric layer of the apex, here in an apex portion 354.2 of the sealing layer 354, located at the apex 310. The delimitation of the cavity 374 in the aforementioned elastomeric layer, in particular the sealing layer 354, is obtained, for example, by reservation during the manufacturing of the 300 tire.The cavity 374 forms a mortise 376 opening into the cavity 350, the interest of which will appear later and which is preferentially, as here, shaped into a blunt dovetail.

[0147] As clearly visible in Figure 5, the lower attachment structure 360, in particular the recessed attachment element 362, and the upper attachment structure 370, in particular the recessed attachment element 372, each extend continuously along the circumferential direction X over the entire circumference of the tire 300. Here, the cavity 364, in particular the mortise 366, and the cavity 374, in particular the mortise 376, each extend continuously over the entire circumference of the tire 300.

[0148] Accessory 400 is functionally similar to accessory 200, in that it is designed to be attached to the tire 300 inside the toroidal cavity 350 in order to stiffen the tire 300. To this end, accessory 400 includes stiffening elements 410, which are functionally, and even structurally, similar to stiffening elements 210, as well as a lower attachment member 420 and a top attachment member 430. These latter elements are functionally similar to the lower attachment members 220 and 230, respectively, but differ structurally in order to cooperate, through complementary shapes, with the lower attachment structure 360 ​​and the top attachment structure 370, respectively, so as to connect, optionally reversibly, the lower attachment members 420 and 430 to the structures low 360 and summit 370 attachment points.

[0149] As shown in Figure 4, in the embodiment considered, the lower attachment member 420 comprises, or even, as here, is made up of a body 422 which participates both in the permanent connection with the stiffening elements 410 and in the optionally reversible connection with the lower attachment structure 360. For this purpose, this body 422 includes an anchoring part 424, by which the stiffening elements 410 are permanently connected to the body 422, and a fitting part 426, by which the body 422 can be connected, optionally reversibly, to the lower attachment structure 360.

[0150] Following considerations similar to those developed above for the body 222, the anchoring part 424 of the body 422 is advantageously provided to encase or embed a lower part 412 of each stiffening element 410, which is thus joined by a permanent physicochemical junction in the thickness of the body 422. Each stiffening element 410 emerges from the body 422, in particular from the anchoring part 424, at a lower anchoring point 413 of the stiffening element 410.The lower part 412 of each stiffening element 410 thus extends from this lower anchorage point 413, being rigidly constrained and embedded in the body 422, in particular in the anchorage part 424, while an intracavitary part 414 of the stiffening element 410 under consideration extends from the lower anchorage point 413 outside the body 422 in a flexible manner, this intracavitary part 414 extending directly into the toric cavity 150 when the accessory 400 is referred to the pneumatic 300, as clearly visible in Figure 4.

[0151] Furthermore, the interlocking portion 426 of the body 422 is shaped to cooperate, through complementary forms, with the lower attachment structure 360, so as to optionally and reversibly secure the body 422 to the lower attachment structure 360 ​​when the accessory 400 is attached to the tire 300. The interlocking portion 426 thus has an interlocking surface 428 that is adapted to fit and thus interlock with a complementary surface 368 of the mortise 366, more generally of the cavity 364 or of the recessed attachment element 362, so as to mechanically retain the interlocking portion 426 in the mortise 366, which thus forms a tenon, and thereby to optionally and reversibly assemble the lower attachment element. 420, in particular the body 422, and the lower attachment structure 360, in particular the recessed attachment element 362, when the accessory 400 is attached to the tire 300.The complementary profiles of the mortise 366 and the tenon formed by the mortise portion 426 ensure that the assembly between the body 422 and the recessed locking element 362 is secure in both the axial (Y) and radial (Z) directions, while also allowing for reversibility if necessary. The dovetail profile of the mortise 366 and the complementary profile of the tenon formed by the mortise portion 426 make this assembly particularly strong and efficient. Alternative complementary profiles for the mortise 366 and the tenon formed by the mortise portion 426 are possible.

[0152] For its part, the summit attachment member 430 comprises, or even, as here, is made up of a body 432 which participates both in the permanent attachment with the stiffening elements 410 and in the optionally reversible attachment with the summit attachment structure 370. For this purpose, this body 432 includes an anchoring part 434, by which the stiffening elements 410 are permanently attached to the body 432, and a fitting part 436, by which the body 432 can be attached, optionally reversibly, to the summit attachment structure 370.

[0153] Following considerations similar to those developed above for the body 232, the anchoring portion 434 of the body 432 is advantageously designed to encase or embed a summit portion 416 of each stiffening element 410, which is thus permanently bonded by a physicochemical connection within the thickness of the body 432. Each stiffening element 410 emerges from the body 432, in particular from the anchoring portion 434, at a summit anchoring point 417 of the stiffening element 410. The summit portion 416 of each stiffening element 410 thus extends from this summit anchoring point 417, being rigidly constrained and embedded in the body 432, in particular in the anchoring portion 434, while the intracavity portion 414 of the stiffening element 410 extends from the summit anchor point 417 outside the body 432 in a flexible manner.

[0154] Furthermore, the interlocking portion 436 of the body 432 is shaped to cooperate, through complementary forms, with the upper attachment structure 370 so as to optionally and reversibly secure the body 432 to the upper attachment structure 370 when the accessory 400 is attached to the tire 300. The interlocking portion 436 thus has an interlocking surface 438 that is adapted to fit and thus interlock with a complementary surface 378 of the mortise 376, more generally of the cavity 374 or of the recessed attachment element 372, so as to mechanically retain the interlocking portion 436 in the mortise 376, which thus forms a tenon, and thereby to assemble the two components, optionally and reversibly. summit attachment 430, in particular the body 432, and the summit attachment structure 370, in particular the recessed attachment element 372, when the accessory 400 is attached to the tire 300.The complementary profiles of the mortise 376 and the tenon formed by the mortise portion 436 ensure that the assembly between the body 432 and the recessed locking element 372 is secure in both the axial (Y) and radial (Z) directions, while also allowing for reversibility if necessary. The dovetail profile of the mortise 376 and the complementary profile of the tenon formed by the mortise portion 436 make this assembly particularly strong and efficient. Alternative complementary profiles for the mortise 376 and the tenon formed by the mortise portion 436 are possible.

[0155] It is understood that body 422 and body 432 each exhibit a rigidity that responds to considerations similar to those developed above for bodies 222 and 232.

[0156] Set 3 is manufactured using a manufacturing process similar to that detailed above for set 1.

[0157] According to an optional provision not shown in set 3, the latter comprises:

[0158] - a lower bonding layer, interposed between the lower anchoring structure 360 ​​and the lower attachment element 420, this lower bonding layer being similar to the lower bonding layer 10, and / or

[0159] - a summit adhesive layer, interposed between the summit anchoring structure 370 and the summit attachment element 430, this summit adhesive layer being similar to the summit adhesive layer 11.

[0160] Figure 6 shows, as a variant of the second embodiment illustrated in figures 4 and 5, a 300' tire which differs from the 300 tire only in its attachment structures, respectively lower 360' and upper 370'.

[0161] The lower 360' and upper 370' attachment structures are functionally similar to the 360 ​​and 370 attachment structures, but differ structurally in that they do not extend, along the circumferential direction X, over the entire circumference of the tire 300. On the contrary, each of the 360' and 370' attachment structures is, along the circumferential direction X, distributed into circumferential portions 361', 37T, which are disjointed in pairs. Here, each of the circumferential portions 361', 371' includes a recessed hooking element 362', 372', which is similar to the recessed hooking element 362, 372 and which includes, or even, as here, is made up of a cavity 364', 374', similar to the cavity 364, 374. The cavity 164', 174' of each of the circumferential portions 361', 371' forms a mortise 366', 376' which is similar to the mortise 366, 376.

[0162] Thus, each of the circumferential portions 361', 37T of the attachment structures 360' and 370' is designed to cooperate respectively with the lower attachment member 420 and with the upper attachment member 430 of the accessory 400 for the purpose of the optionally removable attachment of the latter to the tire 300'. Here, the lower attachment member 420 and / or the upper attachment member 430 are arranged to, like the attachment structures 360' and 370', be divided into circumferential portions disjointed in pairs, which, along the peripheral direction X, correspond to the circumferential portions 36T, 37T.

[0163] Following considerations similar to circumferential portions 16T and 17T, the distribution of circumferential portions 361', 37T along the circumferential direction X is expected to be either regular or irregular.

[0164] In an unrepresented variant of the second embodiment, the tire 300 or 300' is devoid of the sealing layer 354. In this case, the internal surface 352 is supported by an elastomeric layer of the carcass reinforcement 340 and the cavities 364 and 374 or 364' and 374' are provided in this elastomeric layer, respectively at the level of the first sidewall 320A and / or bead 330A and at the level of the top 310 of the tire 300 or 300'.

[0165] Figure 7 shows, as a third embodiment, an assembly 4 comprising a tire 500 and an accessory 600 attached to the tire 500. This third embodiment illustrates the possibility of applying the invention to both sides, respectively outside and inside, of the tire 500, in the sense that the accessory 600 helps to stiffen these two sides of the tire 500.

[0166] More specifically, the tire 500 comprises a crown 510, a first sidewall 520A, a second sidewall 520B, a first bead 530A, a second bead 530B, a carcass reinforcement 540, a toroidal cavity 550, an internal surface 552 and a sealing layer 554, which are respectively similar, functionally and structurally, to the crown 110, the first sidewall 120A, the second sidewall 120B, the first bead 130A, the second bead 130B, the carcass reinforcement 140, the toroidal cavity 150, the internal surface 152 and the sealing layer 154 of the tire 100.

[0167] The 500 tire also has first attachment structures, respectively lower 560A and top 570A, which are at least functionally similar to the attachment structures, respectively lower 160 and top 170, of the 100 tire. Here, the first attachment structures, respectively lower 560A and top 570A, are structurally identical to the attachment structures, respectively lower 160 and top 170, so they will not be described in more detail.

[0168] The tire 500 also includes secondary attachment structures, respectively lower 560B and upper 570B, which are similar to the primary attachment structures, respectively lower 560A and upper 570A, but which are located on the inner side of the tire 500, more generally on the side opposite to that where the primary attachment structures 560A and 570A are located. In particular, the secondary attachment structures, respectively lower 560B and upper 570B, are thus permanently integrated into the second sidewall 520A and / or bead 530A and the crown 510, respectively.

[0169] Here, the second attachment structures, respectively lower 560B and upper 570B, are, mutatis mutandis, structurally similar to the first attachment structures, respectively lower 560A and upper 570A, so they will not be described in more detail.

[0170] As for the accessory 600, it comprises first stiffening elements 610A, a first lower attachment member 620A, and a first upper attachment member 630A, which are respectively functionally similar, or even, as in this case, structurally similar, to the stiffening elements 210, the lower attachment member 220, and the upper attachment member 230. In particular, the first attachment members, respectively lower 620A and upper 630A, cooperate by complementary shapes with the first lower attachment structure 560A and the first upper attachment structure 570A, respectively, so as to connect, optionally reversibly, the first lower attachment members 620A and upper 630A with the first lower attachment structures 560A and upper 570A when the accessory 600 is related to the pneumatic 500 in the toric cavity 550.

[0171] Furthermore, the accessory 600 also includes second stiffening elements 610B, a second lower attachment member 620B and a second upper attachment member 630B. As clearly visible in Figure 7, when the accessory 600 is attached to the tire 500, each of the second stiffening elements 610B extends continuously into the toroidal cavity 550, connecting the second sidewall 520B and / or bead 530B and the top 510 of the tire 500.More specifically, when the accessory 600 is attached to the tire 500, each of the second stiffening elements 610B extends continuously within the toroidal cavity 550 from the second lower attachment member 620B, to which this stiffening element 610B is permanently attached and which is optionally reversibly attached to the second lower attachment structure 560B by complementary shapes, to the second upper attachment member 630B, to which this stiffening element 610B is permanently attached and which is optionally reversibly attached to the second upper attachment structure 570B by complementary shapes. Thus, the second stiffening elements 610B contribute to stiffening only the inner side of the tire 500.

[0172] Here, the second stiffening elements 610B, the second lower attachment member 620B and the second upper attachment member 630B are, mutatis mutandis, structurally similar to the first stiffening elements 610A, the first lower attachment member 620A and the first upper attachment member 630A, so they will not be described in further detail.

[0173] In the embodiment illustrated in Figure 7, the first summit attachment structure 570A and the second summit attachment structure 570B are separate and are arranged on either side of and at a distance from the median plane M, here symmetrically with respect to the median plane M, but this aspect is not limiting. The same applies to the first stiffening elements 610A with respect to the second stiffening elements 610B and to the first summit attachment member 630A with respect to the second summit attachment member 630B when the accessory 600 is attached to the tire 500.

[0174] Assembly 4 is manufactured using a manufacturing process similar to that detailed above for assembly 1, adapting the assembly phase to take into account the specificities of accessory 600, in particular by applying the operations of this assembly phase to secure the first attachment elements 620A and 630A to the first attachment structures 560A and 570A and by repeating these operations to secure the second attachment elements 620B and 630B to the second attachment structures 560B and 570B.

[0175] Figure 8 shows, as a fourth embodiment, an assembly 5 comprising a tire 700 and an accessory 800 attached to the tire 700. Like the third embodiment, this fourth embodiment illustrates the possibility of applying the invention to both sides, respectively outside and inside, of the tire 700.

[0176] The 700 tire is similar to the 500 tire, except that as first and second top attachment structures respectively similar to top attachment structures 570A and 570B, the 700 tire has a common top attachment structure 770 which, here, extends on either side of the median plane M. The 800 accessory, which is similar to the 600 accessory, is adapted accordingly and has, as first and second top attachment elements respectively similar to top attachment elements 630A and 630B, a common top attachment element 830 which can be attached, optionally reversibly, to the common top attachment structure 770 by complementary shapes.Accessory 800 includes first stiffening elements 810A and second stiffening elements 810B, which are functionally similar to first and second stiffening elements 610A and 610B respectively, and which each extend from the common top attachment member 830.

[0177] In the embodiment shown in Figure 8, the first stiffening elements 810A and the second stiffening elements 810B are respectively joined in pairs, forming common stiffening elements 810, which, when the accessory 800 is attached to the tire 700, each extend in a single piece from a first lower attachment member 820A, similar to the lower attachment member 620A, to a second lower attachment member 820B, similar to the lower attachment member 620B, passing through the common upper attachment member 830

[0178] Assembly 5 is manufactured using a manufacturing process similar to that mentioned above for assembly 4, adapting the assembly phase to take into account the specificities of the connection between the common summit attachment element 830 and the common summit attachment structure 770.

[0179] The invention is not limited to the embodiments described so far.

[0180] In particular, all variants, options and alternatives envisaged in connection with each of the first, second, third and fourth embodiments detailed so far apply, mutatis mutandis, to all or part of the other embodiments, insofar as this is technically possible.

[0181] Furthermore, unlike the first, second, third and fourth embodiments, which have been detailed so far in relation to the figures and which illustrate the first embodiments as defined at the beginning of this document, it is conceivable that:

[0182] - the joining between the accessory 200, 400, 600 or 800 and the top of the tire 100, 300, 500 or 700 is carried out by a method other than that described so far in relation to the figures, in particular by chemical bonding, for example by co-vulcanization or gluing, which illustrates the second embodiment cases as defined at the beginning of this document, or

[0183] - the joining between accessory 200 or 400 and the first sidewall and / or bead of tire 100 or 300 or between accessory 600 or 800 and the first sidewall and / or bead and / or the second sidewall and / or bead of tire 500 or 700 is carried out differently than what has been described so far in connection with the figures, in particular carried out by chemical bonding, for example by co-vulcanization or gluing, which illustrates the third embodiment cases as defined at the beginning of this document.

Claims

49 Demands 1. Accessory (200; 400; 600; 800) for a tire (100; 100'; 300; 300'; 500; 700), the tire (100; 100'; 300; 300'; 500; 700) comprising a crown (110; 310; 510), first and second sidewalls (120A, 120B; 320A, 320B; 520A, 520B), each extending radially inward from the crown and arranged axially on either side of a median plane (M) of the tire, and first and second bead sections (130A, 130B; 330A, 330B; 530A, 530B), which extend radially inward respectively the first and second sidewalls, as well as a toroidal cavity (150; 350; 550) for inflating the tire, which is delimited by an internal surface (152; 352; 552) of the tire, carried by the top, by the first and second sidewalls and by the first and second beads, the tire further comprising a carcass reinforcement (140; 340;540), which, over the entire circumference of the tire, extends successively into the first bead, the first sidewall, the crown, the second sidewall, and the second bead, and which is anchored in the first and second bead, which accessory (200; 400; 600; 800) is designed to be attached to the tire (100; 100'; 300; 300'; 500; 700) inside the toroidal cavity (150; 350; 550) and comprises at least one first stiffening element (210; 410; 610A; 810A), which is adapted, when the accessory is attached to the tire, to extend continuously into the toroidal cavity by connecting the crown (110; 310; 510) and the first sidewall and / or bead (120A, 130A; 320A, 330A; 520A, 530A) so as to be able to stiffen the tire, and in which the accessory (200; 400; 600; 800) further includes:; - at least one first lower attachment element (220; 420; 620A; 820A), from which said at least one first stiffening element (210; 410; 610A; 810A) extends, being permanently attached to it, and which is adapted, when the accessory is attached to the tire (100; 100'; 300; 300'; 500; 700), to cooperate by complementary shapes with a first lower attachment structure (160; 160'; 360; 360'; 560A) of the tire, permanently integrated into the first sidewall and / or bead (120A, 130A; 320A, 330A; 520A, 530A), so as to attach said at least one first lower attachment element to said first structure low-hanging, and / or - at least one first apex attachment element (230; 430; 630A; 830), from which said at least one first stiffening element extends, being secured to it 50 remains, and which is adapted, when the accessory is attached to the tire, to cooperate by complementarity of shapes with a first summit attachment structure (170; 170'; 370; 370'; 570A; 770) of the tire, permanently integrated into the top (110; 310; 510), so as to secure said at least one first summit attachment element to said first summit attachment structure.

2. Accessory according to claim 1, wherein: - said at least one first lower attachment element (220; 420; 620A; 820A) is adapted, when the accessory (200; 400; 600; 800) is attached to the tire (100; 100'; 300; 300'; 500; 700), to cooperate by complementary shapes with the first lower attachment structure (160; 160'; 360; 360'; 560A) so as to reversibly join them to each other, and / or - said at least one first summit attachment element (230; 430; 630A; 830) is adapted, when the accessory (200; 400; 600; 800) is attached to the tire (100; 100'; 300; 300'; 500; 700), to cooperate by complementarity of shapes with the first summit attachment structure (170; 170'; 370; 370'; 570A; 770) so as to secure them to each other in a reversible manner.

3. Accessory according to claim 1 or 2, wherein said at least one first stiffening element comprises several first stiffening elements (210; 410; 610A; 810A), in particular wire elements, which: - when the accessory (200; 400; 600; 800) is attached to the pneumatic (100; 100'; 300; 300'; 500; 700), are distributed circumferentially in the toric cavity (150; 350; 550), and - extend from a common lower attachment element (220; 420; 620A; 820A) of said at least one first lower attachment element and / or from a common upper attachment element (230; 430; 630A; 830) of said at least one first upper attachment element.

4. Accessory according to any one of the preceding claims, wherein said at least one first lower attachment member (220; 420; 620A; 820A) and / or said at least one first upper attachment member (230; 430; 630A; 830) each comprise a body (222, 232; 422, 432), from which said at least one first stiffening element (210; 410; 610A; 810A) extends flexibly and which carries a fitting surface (228, 238; 428, 438), in particular a dovetail joint. 51 blunt, adapted, when the accessory (200; 400; 600; 800) is attached to the tire (100; 100'; 300; 300'; 500; 700), to fit respectively with a complementary surface (168; 368) of the first lower attachment structure (160; 160'; 360; 360'; 560A) and / or with a complementary surface (178; 378) of the first upper attachment structure (170; 170'; 370; 370'; 570A; 770).

5. Accessory according to any one of the preceding claims, wherein the accessory (600; 800) further comprises at least one second stiffening element (610B, 810B), which is adapted, when the accessory (600; 800) is attached to the tire (500; 700), to extend continuously into the toroidal cavity (550) by connecting the apex (510) and the second sidewall and / or bead (510B) so as to stiffen the tire, and wherein the accessory (600; 800) further comprises: - at least one second lower attachment member (620B; 820B), from which said at least one second stiffening element (610B, 810B) extends, being permanently attached to it, and which is adapted, when the accessory (600; 800) is attached to the tire (500; 700), to cooperate by complementary shapes with a second lower attachment structure (560B) of the tire (100; 100'; 300; 300'; 500; 700), permanently integrated into the second sidewall and / or bead (510B), so as to attach said at least one first stiffening element (210; 410; 610A; 810A) to said second lower attachment structure (560B), and / or - at least one second top attachment element (630B; 830), from which said at least one second stiffening element (610B, 810B) extends, being permanently attached to it, and which is adapted, when the accessory (600; 800) is attached to the tire (500; 700), to cooperate by complementary shapes with a second top attachment structure (570B; 770) of the tire, permanently integrated into the top (510), so as to attach said at least one second stiffening element to said second top attachment structure.

6. Tire (100; 100'; 300; 300'; 500; 700), comprising a crown (110; 310; 510), first and second sidewalls (120A, 120B; 320A, 320B; 520A, 520B), each extending radially inward from the crown (110; 310; 510) and arranged axially on either side of a median plane (M) of the tire, and first and second bead sections (130A, 130B; 330A, 330B; 530A, 530B), which extend radially inward from the first and second sidewalls respectively, as well as a 52. Toroidal cavity (150; 350; 550) for inflating the tire, which is delimited by an internal surface (152; 352; 552) of the tire, supported by the crown, the first and second sidewalls, and the first and second bead, which tire (100; 100'; 300; 300'; 500; 700) further comprises a carcass reinforcement (140; 340; 540), which, over the entire circumference of the tire, extends successively into the first bead (130A; 330A; 530A), the first sidewall (120A; 320A; 520A), the crown (110; 310; 510), the second sidewall (120B; 320B; 520B), and the second bead. (130B; 330B; 530B), and which is anchored in the first bead and the second bead, and which pneumatic (100; 100'; 300; 300'; 500; 700) is designed to receive in the toric cavity (150; 350; 550) an accessory (200; 400; 600; 800) attached to the pneumatic (100; 100'; 300; 300'; 500; 700) so that at least a first stiffening element (210; 410;610A; 810A) of the accessory (200; 400; 600; 800) extends continuously into the toric cavity (150; 350; 550) by connecting the apex (110; 310; 510) and the first flank and / or bead (120A, 130A; 320A, 330A; 520A, 530A) to stiffen the tire, the tire (100; 100'; 300; 300'; 500; 700) comprising:; - a first lower attachment structure (160; 160'; 360; 360'; 560A), which is permanently integrated into the first sidewall and / or bead (120A, 130A; 320A, 330A; 520A, 530A) and which is adapted, when the accessory (200; 400; 600; 800) is attached to the tire (100; 100'; 300; 300'; 500; 700), to cooperate by complementary shapes with at least one first lower attachment element (220; 420; 620A; 820A) of the accessory, from which said at least one first stiffening element (210; 410; 610A; 810A) extends, being attached to it remains, so as to secure said at least one first lower attachment device to the first lower attachment structure, and / or - a first summit attachment structure (170; 170'; 370; 370'; 570A; 770), which is permanently integrated into the summit (110; 310; 510) and which is adapted, when the accessory (200; 400; 600; 800) is attached to the tire (100; 100'; 300; 300'; 500; 700), to cooperate by complementary shapes with at least one first summit attachment element (230; 430; 630A; 830) of the accessory, from which said at least one first stiffening element (210; 410; 610A; 810A) extends, being permanently attached to it, so as to secure said at least one first attachment element summit to the first summit attachment structure.

7. Pneumatic according to claim 6, wherein: - the first lower attachment structure (160; 160'; 360; 360'; 560A) is adapted, when the accessory (200; 400; 600; 800) is attached to the tire (100; 100'; 300; 300'; 500; 700), to cooperate by complementary shapes with said at least one first lower attachment element (220; 420; 620A; 820A) so as to reversibly secure them to each other, and / or - the first summit attachment structure (170; 170'; 370; 370'; 570A; 770) is adapted, when the accessory (200; 400; 600; 800) is attached to the tire (100; 100'; 300; 300'; 500; 700), to cooperate by complementary shapes with said at least one first summit attachment element (230; 430; 630A; 830) so as to secure them to each other reversibly.

8. Tire according to any one of claim 6 or 7, wherein the first lower attachment structure (160; 360; 560A) and / or the first upper attachment structure (170; 370; 570A; 770) each extend, along the circumferential direction of the tire (100; 300; 500; 700), continuously over the entire circumference of the tire.

9. Tire according to any one of claims 6 or 7, wherein the first lower attachment structure (160'; 360') and / or the first upper attachment structure (170'; 370') are each, along the circumferential direction of the tire (100'; 300'), distributed into circumferential portions (16T, 17T; 36T, 37T), which are disjointed in pairs.

10. Pneumatic according to any one of claims 6 to 9, wherein the first lower attachment structure (160; 160'; 560A) and / or the first upper attachment structure (170; 170'; 570A; 770) each include at least one protruding attachment element (162, 172; 162', 172'), which: - extends into the toric cavity (150; 550) respectively from the first flank and / or ridge (120A, 130A; 520A, 530A) and / or from the apex (110; 510), projecting from the internal surface (152; 552), and - is adapted, when the accessory (200; 600; 800) is attached to the pneumatic (100; 100'; 500; 700), to cooperate by complementary shapes in the toric cavity (150; 550) respectively with said at least one first lower attachment element (220; 620A; 820A) and / or with said at least one first summit attachment element (230; 630A; 830A) of the accessory (200; 600; 800).

11. Pneumatic according to claim 10, wherein said at least one projecting attachment element (162; 162') of the first lower attachment structure (160; 160'; 560A) and / or said at least one projecting attachment element (172; 172') of the first upper attachment structure (170; 170'; 570A; 770) each include at least one protrusion (164, 174; 164', 174') which: - came from material respectively with an elastomeric layer of the first flank and / or bead (120A, 130A; 320A, 330A; 520A, 530A) and / or with an elastomeric layer of the apex (110; 310; 510), and - forms a tenon (166, 176; 166', 176'), in particular a blunt dovetail tenon.

12. Pneumatic according to any one of claims 6 to 11, wherein the first lower attachment structure (360; 360') and / or the first upper attachment structure (370; 370') each include at least one recessed attachment element (362, 372; 362', 372'), which is: - arranged respectively in the first flank and / or bulge (320A, 330A) and / or in the apex (310), being recessed from the internal surface (352) and opening into the toric cavity (350), and - adapted, when the accessory (400) is attached to the tire (300; 300'), to cooperate by complementarity of shapes respectively with said at least one lower attachment element (420) in the first sidewall and / or bead (320A, 330A) and / or with said at least one upper attachment element (430) in the top (310).

13. Pneumatic according to claim 12, wherein said at least one recessed attachment element (362; 362') of the first lower attachment structure (360; 360') and / or said at least one recessed attachment element (372; 372') of the first upper attachment structure (370; 370') each include at least one cavity (364, 374; 364', 374') which: - is provided respectively in an elastomeric layer of the first flank and / or bead (320A, 330A) and / or in an elastomeric layer of the apex (310), and - forms a mortise (366, 376; 366', 376'), in particular a blunt dovetail mortise. 55 14. A tire according to any one of claims 6 to 13, wherein the tire (500; 700) is designed to receive in the toroidal cavity (550) the accessory (600; 800) attached to the tire such that at least a second stiffening element (610B, 810B) of the accessory extends continuously within the toroidal cavity, connecting the apex (510) and the second sidewall and / or bead (510B) to each other in order to stiffen the tire, the tire (500; 700) comprising: - a second lower attachment structure (560B), which is permanently integrated into the second sidewall and / or bead (510B) and which is adapted, when the accessory (600; 800) is attached to the tire (500; 700), to cooperate by complementary shapes with at least one second lower attachment element (620B; 820B) of the accessory, from which said at least one second stiffening element (610B, 810B) extends and is permanently attached to it, so as to secure said at least one second lower attachment element (620B; 820B) to the second lower attachment structure (560B), and / or - a second summit attachment structure (570B; 770), which is permanently integrated into the summit (510) and which is adapted, when the accessory (600; 800) is attached to the tire (500; 700), to cooperate by complementary shapes with at least one second summit attachment element (630B; 830) of the accessory, from which said at least one second stiffening element (610B, 810B) extends by being permanently attached to it, so as to attach said at least one second summit attachment element to the second summit attachment structure.

15. Set (1; 3; 4; 5) comprising: - a tire (100; 100'; 300; 300'; 500; 700) that conforms to any one of claims 6 to 14, and - an accessory (200; 400; 600; 800), which conforms to any one of claims 1 to 5 and which is related to the tire (100; 100'; 300; 300'; 500; 700).

16. Assembly according to claim 15, wherein the assembly (1) further comprises at least one bonding layer (10, 11), which is interposed between the first lower attachment structure (160; 160') of the tire (100; 100') and said at least one first lower attachment element (220) of the accessory (200) and / or between the first upper attachment structure (170; 170') of the tire (100; 100') and said at least one first upper attachment element (230) of the accessory (200).

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