Tyre comprising a durable stiffening structure comprising anchoring members

Abstract

The invention relates to a tyre (10) comprising a crown (12), sidewalls (30A, 30B), beads (32A, 32B), an internal surface (34) defining a toroidal cavity (36), and a stiffening structure (52) extending into the toroidal cavity (36) from a sidewall (30A) and / or bead (32A) to at least the crown (12), while being anchored in the sidewall (30A) and / or bead and / or the crown. The tyre (10) comprises an anchoring member (56A, 58A) arranged in the toroidal cavity (36) and extending from the sidewall (30A) and / or bead and / or the crown (12) towards the inside of the toroidal cavity (36) while being in contact at least locally with the stiffening structure (52).

Description

Tyre comprising a durable stiffening structure comprising anchoring members Technical fieldThe present invention relates to a tyre, notably for a passenger vehicle. The term “tyre” should be understood to mean a tyre casing intended to form a cavity by interacting with a mounting support, for example a rim, this cavity being capable of being pressurized to a pressure greater than atmospheric pressure. A tyre has a structure of substantially toroidal shape exhibiting symmetry of revolution about a main axis of the tyre, this main axis being coincident with the axis of rotation of the tyre.Prior artA tyre intended to be fitted to a passenger vehicle is known in the prior art and described in WO2020 / 128225. The tyre described comprises a crown extended radially inwards on either side of the midplane of the tyre respectively by first and second sidewalls and then by first and second beads intended to come into contact with a mounting support, for example a rim. Each first and second bead comprises a circumferential reinforcing element intended to allow the tyre to be attached to the mounting support.The tyre comprises an inner surface which delimits a toroidal inflation cavity of the tyre once the tyre is mounted on the mounting support.The tyre described in WO2020 / 128225 comprises a stiffening structure comprising first stiffening elements extending continuously in the toroidal cavity from the first bead to the crown and second stiffening elements extending continuously in the toroidal cavity from the second bead to the crown.Each first and second stiffening element is rigidly secured to each bead from which it extends by a bead interface between the stiffening element and a portion of the inner surface of the bead. Likewise, each first and second stiffening element is rigidly secured to the crown of the tyre by a crown interface between the stiffening element and a portion of the inner surface of the crown. This crown interface and this bead interface are produced for example by hot vulcanization. Each bead interface and crown interface comprises a cushion made of an elastomer compound, positioned between the stiffening element and the corresponding portion of the inner surface and attached to the bead or the crown. It was found that each bead interface and crown interface was subjected to tensile stress. Such interfaces are sensitive to repeated stresses which can lead to premature separation between the stiffening elements and the inner surface of the bead and / or the inner surface of the crown and therefore to premature wear-out of the stiffening structure.The durability of the tyre described in WO2020 / 128225 has been improved in WO2022 / 200717 by the use of an anchoring for each first and second stiffening element in the internal structure of the tyre. Nevertheless, the durability of the tyre described in WO2022 / 200717, in particular the durability of the anchoring of the first and second stiffening elements in each first sidewall and / or bead and second sidewall and / or bead, although greatly improved compared to that of the tyre described in WO2020 / 128225, could be improved.For its part, FR 2 638 398, which is less closely related to the considerations developed so far, concerns a bracing element of a tyre, which is anchored, at its smallest diameter, directly to the rim and which is rigidly secured to the tyre, at its largest diameter, at the tread or the sidewall opposite that used for anchoring. Figures 3 to 5 of FR 2 638 398 describe in detail the anchoring of the bracing element to the rim at its smallest diameter, namely by an anchoring lug of the bracing element: this anchoring lug is separate from the tyre and, in particular, does not form an integral part of the bead and / or sidewall of the tyre. Figure 6 of FR 2 638 398 shows an embodiment of the attachment of the bracing element to the tyre, which is carried out within the tread, superimposed with a structural layer. Figure 8 of FR 2 638 398 shows an embodiment of the attachment of the bracing element to the tyre, which is carried out by superimposing the shoulder of the tread on the sidewall, with rubber embedded in the plane of the tyre shoulder.The invention aims to improve the durability of the stiffening structure described in WO2020 / 128225 and WO2022 / 200717.Summary of the inventionThe invention relates to a tyre comprising a crown, first and second sidewalls each extending the crown radially inwards, first and second beads respectively extending the first and second sidewalls radially inwards, the tyre being provided with an inner surface delimiting a toroidal inflation cavity of the tyre, the tyre comprising a stiffening structure which extends in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, penetrating the first sidewall and / or bead and / or the crown, passing through the inner surface, so as to be anchored in the first sidewall and / or bead and / or in the crown. The tyre comprises at least a first anchoring member arranged in the toroidal cavity and protruding from the first sidewall and / or bead towards the inside of the toroidal cavity and / or from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, said first anchoring member being in one piece with at least the first sidewall and / or bead and / or with the crown. When said first anchoring member is a first radially inner anchoring member protruding from the first sidewall and / or bead towards the inside of the toroidal cavity, it is in one piece with the first sidewall and / or bead. When said first anchoring member is a first radially outer anchoring member protruding from the crown, it is in one piece with the crown.As explained below, the invention works when it is applied to just one side of the tyre, in this instance at least on the side comprising the first sidewall and / or bead. According to advantageous embodiments, the invention is also applied to both sides of the tyre but this is not necessary to carry out the invention. In the present patent application, the use of the qualifier "first" is intended, in the absence of any other obvious interpretation, to associate the element qualified as "first" with the first sidewall and / or bead. Likewise, the use of the qualifier "second" is intended, in the absence of any other obvious interpretation, to associate the element qualified as "second" with the second sidewall and / or bead.Advantageously, the first sidewall and / or bead is arranged on the same side of the midplane of the tyre as the outer side of the tyre. Thus, the stiffening structure acts on the side of the tyre most subjected to stress loadings in the event of cornering stress loadings. Inner and outer sides mean that the tyre is designed such that one of its sides is arranged on the inside and the other one of its sides is arranged on the outside. This orientation imposed by the tyre manufacturer makes it possible to ensure that the tyre operates as expected. Specifically, the mounting of a tyre with an orientation different from the one imposed by the manufacturer could result in suboptimal behaviour of the vehicle. "Outer side" refers to the side of the tyre that is entirely visible from the outside of the vehicle when the tyre is fitted on the vehicle. "Inner side" refers to the side of the tyre that faces the wheel arch of the vehicle on which it is fitted. Generally, the tyre has a marking indicating the inner side and the outer side.In a preferred embodiment in which the stiffening structure performs its function on either side of the midplane of the tyre, thus ensuring homogeneous tyre behaviour, the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead, being anchored in the first sidewall and / or bead, to at least the crown, being anchored in the crown, and extends in the toroidal cavity from at least the second sidewall and / or bead, being anchored in the second sidewall and / or bead, to at least the crown, being anchored in the crown. In some embodiments, the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, penetrating the first sidewall and / or bead, passing through the inner surface, so as to be anchored in the first sidewall and / or bead, and extends in the toroidal cavity from at least the second sidewall and / or bead to at least the crown, penetrating the second sidewall and / or bead, passing through the inner surface, so as to be anchored in the second sidewall and / or bead. Furthermore, the tyre comprises at least first and second radially inner anchoring members protruding respectively from the first and second sidewalls and / or beads towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, each first and second radially inner anchoring member being in one piece respectively with at least said first sidewall and / or bead and at least said second sidewall and / or bead. In some embodiments, the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, penetrating the crown, passing through the inner surface, so as to be anchored in the crown, and extends in the toroidal cavity from at least the second sidewall and / or bead to at least the crown, penetrating the crown, passing through the inner surface, so as to be anchored in the crown. Furthermore, the tyre comprises at least first and second radially outer anchoring members each protruding from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, each first and second radially outer anchoring member being in one piece with at least the crown. Each anchoring member makes it possible to reinforce an interface between the stiffening structure and the inner surface and makes it possible to prevent failure of the interface resulting from repeated stresses exerted by the stiffening structure on said interface. This improves the durability of the stiffening structure. To be specific, such anchoring of the stiffening structure makes it possible to dilute the stresses in the anchoring member and therefore to obtain significantly more robust anchoring than the bead interfaces described in WO2020 / 128225 or the anchoring described in WO2022 / 200717. "In one piece" means that the corresponding anchoring member is not attached after cross-linking of the tyre, for example by adhesive bonding after cross-linking of the tyre. Thus, the corresponding anchoring member is cross-linked simultaneously with the first or second sidewall and / or bead and / or with the crown."Anchored in a sidewall and / or bead and / or the crown" means that the stiffening structure or stiffening element penetrates the sidewall and / or bead and / or the crown, in other words the stiffening structure or stiffening element passes through the inner surface so as to be anchored in a sidewall and / or bead and / or the crown.The toroidal inflation cavity is intended to be pressurized with an inflation gas once the tyre has been mounted on a mounting support, usually a rim.Among other advantages, the stiffening structure makes it possible to simultaneously increase the radial stiffness, axial stiffness and cornering stiffness of the tyre compared to a conventional tyre not comprising a stiffening structure, but also compared to tyres comprising other stiffening structures, such as that described in WO2017 / 005713. By increasing the radial stiffness, the stiffening structure limits the radial deformation of the crown during running, and in particular the camber, in other words the radial deformation, on the opposite side to the contact patch of the tread surface in contact with the ground. Thus, during running of the tyre, when the wheel turns, the stiffening structure makes it possible to limit the amplitude of the cyclic deformations of the tyre, and in particular of its tread, and therefore to limit the resultant dissipation of energy, thereby helping to reduce rolling resistance. Furthermore, under radial stress loading, the value of the contact patch is not modified, which makes it possible to keep the same grip performance as for the tyre described in WO2017 / 005713. By increasing the axial stiffness and cornering stiffness, the stiffening structure will help improve handling under transverse stress loading, for example when running with drift thrust. Furthermore, under transverse stress loading, the contact patch ensures a more uniform distribution of the contact pressures, thereby making it possible to increase transverse grip.Furthermore, the stiffening structure contributes at least partially to bearing the load applied to the tyre, such that this applied load is taken up jointly by the tyre, by virtue of its pneumatic stiffness and its intrinsic structural stiffness, and by the stiffening structure. Thus, when the tyre is subjected to a nominal radial load, a portion of the stiffening structure arranged opposite the contact patch is placed under tension. In some embodiments, conversely, a portion of the stiffening structure arranged in line with the contact patch is subjected to compressive buckling.The presence of the stiffening structure thus makes it possible to reduce the contribution of the tyre to load bearing and therefore to reduce its structural rigidity, for example by reducing the volume of the beads. To be specific, the beads of a conventional tyre dissipate a significant amount of energy, owing to their volume and the hysteretic nature of the elastomer compound from which they are made. Reducing the volume of the beads thus makes it possible to significantly reduce rolling resistance.The tyre according to the invention has a substantially toroidal shape about an axis of revolution substantially coincident with the axis of rotation of the tyre. This axis of revolution defines three directions conventionally used by those skilled in the art: an axial direction, a circumferential direction and a radial direction. The axial direction means the direction substantially parallel to the axis of revolution of the tyre, in other words the axis of rotation of the tyre.The circumferential direction means the direction that is substantially perpendicular both to the axial direction and to a radius of the tyre (in other words, tangent to a circle centred on the axis of rotation of the tyre).The radial direction means the direction along a radius of the tyre, in other words any direction that intersects the axis of rotation of the tyre and is substantially perpendicular to that axis.The midplane of the tyre, denoted M, means the plane perpendicular to the axis of rotation of the tyre which is situated axially mid-way between the two beads and passes through the axial middle of the crown reinforcement.The circumferential equatorial plane of the tyre, denoted E, means, in a meridian section plane, the plane passing through the equator of the tyre, perpendicular to the midplane and to the radial direction. The equator of the tyre is, in a meridian section plane (plane perpendicular to the circumferential direction and parallel to the radial and axial directions), the axis parallel to the axis of rotation of the tyre and situated equidistantly between the radially outermost point of the tread that is intended to be in contact with the ground, and the radially innermost point of the tyre that is intended to be in contact with a support, for example a rim.The meridian plane means a plane that is parallel to and contains the axis of rotation of the tyre and is perpendicular to the circumferential direction.Radially inner / inside and radially outer / outside mean closer to the axis of rotation of the tyre and further away from the axis of rotation of the tyre, respectively Axially inner / inside and axially outer / outside mean closer to the midplane of the tyre and further away from the midplane of the tyre, respectively. Bead means the radial portion of the tyre intended to allow the tyre to be attached to a mounting support, for example a wheel comprising a rim. Thus, each bead is notably intended to be in contact with a flange of the rim allowing it to be attached. The bead is thus delimited radially on the inside by the radially inner end of the tyre and radially on the outside by an axial straight line passing through the radially outermost point in contact with a standard rim as defined by the 2023 European Tyre and Rim Technical Organisation (ETRTO) standard.Sidewall means the radial portion of the tyre connecting the bead to the crown. The sidewall is delimited radially on the outside by an edge of the tread. The axial edges of the tread are determined on a tyre mounted on a nominal rim and inflated to the nominal pressure as defined in the 2023 ETRTO Standards Manual. The edges are arranged on either side of the midplane of the tyre and formed by lines substantially parallel to the circumferential direction of the tyre. If there is an obvious boundary between the tread and the sidewall of the tyre, the edges are determined easily. If the tread is continuous with respect to the sidewalls, the edges are usually determined by loading the tyre to 80% of its load capacity as defined in the 2023 ETRTO Standards Manual and the edges are identified as the axial limits of the tread in contact with the ground. The sidewall is delimited radially on the inside by an axial straight line passing through the radially outermost point in contact with a standard rim as defined by the 2023 European Tyre and Rim Technical Organisation (ETRTO) standard.Any range of values denoted by the expression "between a and b" refers to the range of values ranging from more than a to less than b (i.e. excluding the limits a and b), whereas any range of values denoted by the expression "from a to b" means the range of values ranging from a to b (i.e. including the strict limits a and b).The tyres of the invention are preferably intended for passenger vehicles as defined in the 2023 European Tyre and Rim Technical Organisation (ETRTO) standard. Such a tyre has a cross section in a meridian section plane that is characterized by a section height H and a nominal section width SW as defined in the 2023 European Tyre and Rim Technical Organisation (ETRTO) standard. The values of SW and H are marked on the tyre sidewall, for example as defined in the 2023 ETRTO Standards Manual.Preferably, the passenger vehicle tyres to which the invention will advantageously be applied are such that the ratio H / S, expressed as a percentage, is at most equal to 90 and is at least equal to 20, and the nominal section width SW is at least equal to 115 mm and at most equal to 385 mm. Moreover, the diameter at the flange D, defining the diameter of the rim on which the tyre is mounted, is at least equal to 12 inches and at most equal to 30 inches.Conventionally, in a tyre comprising a crown reinforcement and a carcass reinforcement, the crown comprises a tread intended to come into contact with the rolling surface and a crown reinforcement arranged radially inside the tread. The carcass reinforcement is anchored in each bead and extends radially in each sidewall and axially in the crown radially on the inside of the crown reinforcement. Conventionally, the crown reinforcement comprises at least one crown layer comprising reinforcing elements. These reinforcing elements are preferably textile or metal filamentary elements. In embodiments that make it possible to obtain performance aspects of tyres known as radial tyres as defined by the ETRTO, the carcass reinforcement comprises at least one carcass layer, said carcass layer comprising carcass filamentary reinforcing elements, each carcass filamentary reinforcing element extending substantially in a main direction that forms an angle, as an absolute value, ranging from 80° to 90°, with the circumferential direction of the tyre. As a variant, it is possible to have a variable angle ranging from 80° to 90° in at least part of the sidewall and strictly less than 80° in at least part of the crown. In an advantageous embodiment, the stiffening structure is not impervious to a tyre inflation gas. Thus, the stiffening structure allows the inflation gas to pass through. In other words, the stiffening structure does not delimit a secondary pressurized cavity of the tyre. "Not impervious” means that the stiffening structure is permeable to the inflation gas such that the pressure is homogeneous in the toroidal cavity at all times, and notably during inflation of the tyre.According to a particular design, the stiffening structure comprises at least a first stiffening element extending continuously in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, being anchored in the first sidewall and / or bead and / or in the crown, said first stiffening element being provided with:- at least a portion extending continuously in the toroidal cavity, and - at least a radially inner and / or outer anchoring portion extending said portion of said first stiffening element extending continuously in the toroidal cavity, said first anchoring member is in contact with at least part of said radially inner and / or outer anchoring portion of said first stiffening element. Optionally, in the particular design, the stiffening structure comprises at least a second stiffening element extending continuously in the toroidal cavity from at least the second sidewall and / or bead to at least the crown, being anchored in the second sidewall and / or bead and / or in the crown, said second stiffening element being provided with:- at least a portion extending continuously in the toroidal cavity, and - at least a radially inner and / or outer anchoring portion extending said portion of said second stiffening element extending continuously in the toroidal cavity, said second anchoring member is in contact with at least part of said radially inner and / or outer anchoring portion of said second stiffening element.In order to distribute the forces over the entire stiffening structure, the stiffening structure comprises a plurality of first stiffening elements distributed circumferentially in the tyre. Optionally, the stiffening structure comprises a plurality of second stiffening elements distributed circumferentially in the tyre.Preferably, the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, penetrating the first sidewall and / or bead, passing through the inner surface, so as to be anchored in the first sidewall and / or bead, the tyre comprising at least a first radially inner anchoring member protruding from the first sidewall and / or bead towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, said first radially inner anchoring member being in one piece with at least the first sidewall and / or bead; the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, penetrating the crown, passing through the inner surface, so as to be anchored in the crown, the tyre comprising at least a first radially outer anchoring member protruding from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, said first radially outer anchoring member being in one piece with at least the crown; and said portion extending continuously in the toroidal cavity of said first stiffening element extends from said first radially inner anchoring member to said first radially outer anchoring member. Advantageously, the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, penetrating the first sidewall and / or bead, passing through the inner surface, so as to be anchored in the first sidewall and / or bead, the tyre comprising at least a first radially inner anchoring member protruding from the first sidewall and / or bead towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, said first radially inner anchoring member being in one piece with at least the first sidewall and / or bead; and said radially inner anchoring portion of said first stiffening element passes through said first radially inner anchoring member so as to be anchored in the first sidewall and / or bead. Advantageously, the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, penetrating the crown, passing through the inner surface, so as to be anchored in the crown, the tyre comprising at least a first radially outer anchoring member protruding from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, said first radially outer anchoring member being in one piece with at least the crown; and said radially outer anchoring portion of the first stiffening element passes through said first radially outer anchoring member so as to be anchored in the crown.Optionally, said portion extending continuously in the toroidal cavity of said second stiffening element extends from said second radially inner anchoring member to said second radially outer anchoring member.Advantageously, said radially inner anchoring portion of said second stiffening element passes through said second radially inner anchoring member so as to be anchored in said second sidewall and / or bead.Advantageously, said radially outer anchoring portion of said second stiffening element passes through said second radially outer anchoring member so as to be anchored in the crown.Preferably, said first radially inner and outer anchoring members of said first stiffening element are arranged on the same side of the midplane of the tyre. Optionally, said second radially inner and outer anchoring members of said second stiffening element are arranged on the same other side of the midplane of the tyre. Thus, the portions extending on the one hand, between the first radially inner and outer anchoring members located on the same side of the midplane and on the other hand, between the second radially inner and outer anchoring members located on the other side of the midplane, do not cross, which makes it possible to limit axial buckling of the tread, in other words axial compression of the tread, notably when lateral stresses are high. Thus, on the one hand, an even contact patch is maintained, and on the other hand, the risk of damage to the crown reinforcement of the tyre is reduced, in particular by preventing compression of the various constituent elements of the crown reinforcement, for example the textile and metal filamentary reinforcing elements of the crown reinforcement.In one embodiment, the tyre comprises a plurality of separate first anchoring members, each first anchoring member of the plurality of said separate first anchoring members being arranged in the toroidal cavity and protruding from the first sidewall and / or bead towards the inside of the toroidal cavity and / or from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure in the toroidal cavity. Optionally, the tyre comprises a plurality of separate second anchoring members, each second anchoring member of the plurality of said separate second anchoring members being arranged in the toroidal cavity and protruding from the second sidewall and / or bead towards the inside of the toroidal cavity and / or from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure in the toroidal cavity. A "separate" anchoring member means that each anchoring member protrudes individually. In other words, the tyre comprises a gap between each separate protruding anchoring member.In a variant of this embodiment, the first anchoring members of the plurality of separate first anchoring members are distributed circumferentially in the toroidal cavity. Optionally, in this variant, the second anchoring members of the plurality of separate second anchoring members are distributed circumferentially in the toroidal cavity. According to a first configuration, said first anchoring member comprises a stud. Optionally, in the first configuration, said second anchoring member comprises a stud. Preferably, the outer surface of said stud of said first and / or second anchoring member has a transition radius with respect to the inner surface, having a continuous curvature. The transition radius geometrically characterizes the portion connecting the stud and the rest of the outer surface. The continuous curvature is characterized by the absence of abrupt edges where stresses would be concentrated, which would be detrimental to the durability of the stud. Thus, by virtue of the radius having a continuous curvature, the surface stresses exerted by the stiffening structure on the first or second sidewall and / or bead in question or on the crown are reduced, in particular at the anchoring point of the stiffening structure concerned. Preferably, the transition radius is at least equal to one times the smallest dimension of the stiffening elements anchored thereto, more preferably at least equal to three times the smallest dimension of the stiffening elements anchored thereto. Typically, use will be made of a transition radius of greater than or equal to 1 mm, more preferably at least equal to 3 mm in the case where stiffening elements with a circular cross-section and a diameter of 1 mm are used.Likewise, the height of said stud or of each of said studs is at least equal to one times the smallest dimension of the stiffening elements anchored thereto, more preferably at least equal to three times the smallest dimension of the stiffening elements anchored thereto. Typically, use will be made of a height of greater than or equal to 1 mm, more preferably at least equal to 3 mm in the case where stiffening elements with a circular cross-section and a diameter of 1 mm are used.To be specific, such a stud height has the effect of reducing the surface stresses exerted by the stiffening structure on the first or second sidewall and / or bead in question or on the crown, in particular at the anchoring point of the stiffening structure concerned. In one embodiment, said first anchoring member comprises a first ridge protruding towards the inside of the toroidal cavity and extending along the inner surface from the first sidewall and / or bead to the crown, said first ridge protruding from the first sidewall and / or bead towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, andsaid first ridge protruding from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure. Optionally, said second anchoring member comprises a second ridge protruding towards the inside of the toroidal cavity and extending along the inner surface from the second sidewall and / or bead to the crown, said second ridge protruding from the second sidewall and / or bead towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure, and said second ridge protruding from the crown towards the inside of the toroidal cavity, being in contact at least locally with the stiffening structure. In one embodiment, the stiffening structure comprises a plurality of sets of adjacent first stiffening elements in the toroidal cavity, each extending continuously in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, and being anchored in the first sidewall and / or bead and / or in the crown,the tyre comprises a plurality of separate first anchoring members, each separate first anchoring member being common to each set of adjacent first stiffening elements in such a way as to protrude from the first sidewall and / or bead towards the inside of the toroidal cavity and / or from the crown towards the inside of the toroidal cavity, being in contact at least locally with each of the adjacent first stiffening elements of said set of adjacent first stiffening elements.Optionally, in this embodiment, the stiffening structure comprises a plurality of sets of adjacent second stiffening elements in the toroidal cavity, each extending continuously in the toroidal cavity from at least the second sidewall and / or bead to at least the crown, and being anchored in the second sidewall and / or bead and / or in the crown,the tyre comprises a plurality of separate second anchoring members, each separate second anchoring member being common to each set of adjacent second stiffening elements in such a way as to protrude from the second sidewall and / or bead towards the inside of the toroidal cavity and / or from the crown towards the inside of the toroidal cavity, being in contact at least locally with each of the adjacent second stiffening elements of said set of adjacent second stiffening elements. "Adjacent" means that the stiffening elements are the stiffening elements closest to one another or to each other in the toroidal cavity.A plurality of separate stiffening elements comprises at least two stiffening elements extending separately in the toroidal cavity. In other words, it refers to two separate stiffening elements extending in the toroidal cavity or two separate portions of the same stiffening element extending in the toroidal cavity.In a variant of this embodiment, each first anchoring member comprises a stud as described above, the stud being common to said adjacent first stiffening elements of each set of adjacent first stiffening elements.Optionally in this variant, each second anchoring member comprises a stud as described above, the stud being common to said adjacent second stiffening elements of each set of adjacent second stiffening elements.In another variant of this embodiment, each first anchoring member comprises a first anchoring ridge extending circumferentially along the inner surface, the first anchoring ridge being common to said adjacent first stiffening elements of each set of adjacent first stiffening elements.Optionally in this other variant, each second anchoring member comprises a second anchoring ridge extending circumferentially along the inner surface, the second anchoring ridge being common to said adjacent second stiffening elements of each set of adjacent second stiffening elements.In some preferred embodiments, said first and / or second anchoring ridge extends circumferentially over at most 20% of the tyre circumference, preferably over at most 5% of the tyre circumference. In one embodiment, the tyre comprising a plurality of first stiffening elements distributed circumferentially in the toroidal cavity and each extending continuously in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, and being anchored in the first sidewall and / or bead and / or in the crown,said first anchoring member is common to the plurality of circumferentially distributed first stiffening elements in such a way as to protrude from the first sidewall and / or bead towards the inside of the toroidal cavity and / or from the crown towards the inside of the toroidal cavity, being in contact at least locally with the plurality of circumferentially distributed first stiffening elements.Optionally, in one embodiment comprising a plurality of second stiffening elements distributed circumferentially in the toroidal cavity and each extending continuously in the toroidal cavity from at least the second sidewall and / or bead to at least the crown, and being anchored in the second sidewall and / or bead and / or in the crown,said second anchoring member is common to the plurality of circumferentially distributed second stiffening elements in such a way as to protrude from the second sidewall and / or bead towards the inside of the toroidal cavity and / or from the crown towards the inside of the toroidal cavity, being in contact at least locally with the plurality of circumferentially distributed second stiffening elements.In a variant of this embodiment, said first common anchoring member comprises a first common ridge extending circumferentially along the inner surface.Optionally, in this variant of this embodiment, said second common anchoring member comprises a second common ridge extending circumferentially along the inner surface.In some preferred embodiments, said first and / or second common anchoring ridge extends circumferentially over at least 50% of the circumference of the tyre, preferably over the entire circumference of the tyre. In other embodiments, the tyre comprises several first and / or second common anchoring ridges extending circumferentially and separate from one another.In a particularly advantageous embodiment, said first anchoring member is made at least partially of, preferably consists of, a first elastomer composition having a modulus at 10% extension of less than or equal to 8 MPa, preferably less than or equal to 5 MPa. Optionally and very advantageously, said second anchoring member is made at least partially of a second elastomer composition having a modulus at 10% extension of less than or equal to 8 MPa, preferably less than or equal to 5 MPa. Such rigidity is relatively low and makes it possible to absorb the considerable deformation experienced by each stiffening element at the anchoring point in question. This improves the durability of the stiffening structure.The modulus at 10% extension of the elastomer composition is the elastic modulus of the elastomer composition measured during uniaxial tensile testing, at an elongation value of 0.1 (i.e. 10% elongation, expressed as a percentage). Uniaxial tension is applied to the test specimen at a constant rate, and the elongation and the force are measured. The measurements are taken using an INSTRON® type tensile tester, at a temperature of 23°C, and a relative humidity of 50% (ISO 23529 standard). The conditions for measuring and for using the results in order to determine elongation and stress are as described in the standard NF ISO 37: 2012-03. The stress is determined for an elongation of 0.1 and the modulus of elasticity under tension at 10% elongation is calculated by determining the ratio of this stress value to the elongation value. Those skilled in the art will know how to choose and adapt the dimensions of the test specimen according to the quantity of elastomer composition accessible and available in particular in the case of test specimens taken from the tyre.Each elastomer composition is referred to as elastomer because it is based on an elastomer composition; this elastomer composition may comprise one or more elastomers, but also fillers and other components usually used in the field of tyre compounds.Furthermore, in preferred embodiments, said first anchoring member is made at least partially from a first elastomer composition optionally comprising less than 50 phr of butyl rubber, preferably less than 10 phr of butyl rubber and more preferably in this instance substantially without butyl rubber. Preferably, said first elastomer composition comprises at least 50 phr of a diene elastomer. Optionally, said second anchoring member is made at least partially from a second elastomer composition optionally comprising less than 50 phr of butyl rubber, preferably less than 10 phr of butyl rubber and more preferably in this instance substantially without butyl rubber. Preferably, said second elastomer composition comprises at least 50 phr of a diene elastomer.This reduces the risk of poor adhesion between each stiffening element and the corresponding anchoring member. The anchoring member prevents the anchoring of said stiffening element from being weakened at said radially inner and / or outer anchoring point. This is because butyl rubber has relatively low adhesion with the stiffening element, which creates, in the tyre, a singular zone conducive to the initiation of cracks at the point of anchoring in the sidewall and / or bead and the crown. By including an anchoring member with a low butyl rubber content, the singular zone is eliminated, thus doing away with any risk of cracking.The term "parts per hundred rubber" or "phr" means the part by weight of a constituent per 100 parts by weight of the elastomer(s), in other words of the total weight of the elastomer(s). Thus, a constituent at 60 phr will mean, for example, 60 g of this constituent per 100 g of elastomer. As is customary in the present patent application, the terms "elastomer" and "rubber", which are interchangeable, are used equivalently in the text."Butyl rubber" means an isobutylene homopolymer or an isobutylene-isoprene copolymer, as well as the halogenated, in particular generally brominated or chlorinated, derivatives of these isobutylene homopolymers and isobutylene-isoprene copolymers. Particularly preferably, the butyl rubber(s) which can be used in the composition are chosen from isobutylene rubbers, isobutylene-isoprene copolymers (IIR), bromobutyl rubbers such as bromoisobutylene-isoprene copolymer (BIIR) and chlorobutyl rubbers such as chloroisobutylene-isoprene copolymer (CIIR). By extension of the preceding definition, the name "butyl rubber" will also include copolymers of isobutylene and of styrene derivatives, such as brominated isobutylene / methylstyrene copolymers (BIMSs), among which is included in particular the elastomer known as Exxpro® sold by the company Exxon. As examples of elastomers other than butyl rubber, mention may be made especially of diene elastomers other than the butyl elastomers mentioned above. The term diene elastomer or rubber should be understood as meaning, in a known manner, one or more elastomers derived at least in part (i.e. a homopolymer or a copolymer) from diene monomers (monomers bearing two conjugated or non-conjugated carbon-carbon double bonds). Such diene elastomers are known to those skilled in the art and, for example, described in WO2016 / 001226A1.Preferably, the stiffening structure or the first stiffening element extending from the first sidewall and / or bead to the crown or said radially inner anchoring portion of the first stiffening element is anchored in the first sidewall and / or bead, being anchored in or around a first radially inner reinforcing structure of the stiffening structure arranged in the first sidewall and / or bead. Also preferably, the stiffening structure or the first stiffening element extending from the first sidewall and / or bead to the crown or said radially outer anchoring portion of the first stiffening element is anchored in the crown, being anchored in or around one or more radially outer reinforcing structures of the stiffening structure arranged in the crown.As a variant, the stiffening structure or the first stiffening element extending from the first sidewall and / or bead to the crown or said radially inner anchoring portion of the first stiffening element is anchored in the first sidewall and / or bead, being anchored in an elastomer mass of the first sidewall and / or bead. Also as a variant, the stiffening structure or the first stiffening element extending from the first sidewall and / or bead to the crown or said radially outer anchoring portion of the first stiffening element is anchored in the crown, being anchored in an elastomer mass of the crown.Optionally, the stiffening structure or the second stiffening element extending from the second sidewall and / or bead to the crown or said radially inner anchoring portion of the second stiffening element is anchored in the second sidewall and / or bead, being anchored in or around a second radially inner reinforcing structure of the stiffening structure arranged in the second sidewall and / or bead. Also optionally, the stiffening structure or the second stiffening element extending from the second sidewall and / or bead to the crown or said radially outer anchoring portion of the second stiffening element is anchored in the crown, being anchored in or around one or more radially outer reinforcing structures of the stiffening structure arranged in the crown.As a variant, the stiffening structure or the second stiffening element extending from the second sidewall and / or bead to the crown or said radially inner anchoring portion of the second stiffening element is anchored in the second sidewall and / or bead, being anchored in an elastomer mass of the second sidewall and / or bead. Also as a variant, the stiffening structure or the second stiffening element extending from the second sidewall and / or bead to the crown or said radially outer anchoring portion of the second stiffening element is anchored in the crown, being anchored in an elastomer mass of the crown.Of course, the tyre may comprise both the first and second radially inner reinforcing structures and the radially outer reinforcing structure or structures, or only the first and second radially inner reinforcing structures, or only the radially outer reinforcing structure or structures.Each radially inner or outer reinforcing structure is respectively arranged in the corresponding sidewall and / or bead or in the crown, that is, arranged radially inside the inner surface and embedded in the mass of material forming the corresponding sidewall and / or bead or the crown. The stiffening structure passes through the inner surface so as to be anchored in or around the corresponding radially inner reinforcing structure and / or through the inner surface so as to be anchored in or around the or one of the radially outer reinforcing structure or structures. As stated above, the stiffening structure may be anchored in or around at least one radially inner and / or outer reinforcing structure. Thus, in a first variant, the stiffening structure may be anchored in the very structure of said reinforcing structure, in other words the stiffening structure at least partially penetrates said reinforcing structure, or passes completely through it such that said reinforcing structure forms a mechanical anchor for the stiffening structure. In particular, if said reinforcing structure is an assembly of a plurality of filamentary elements, the stiffening structure is "anchored in the structure" means, for example, that the stiffening structure is wound around certain filamentary elements of said reinforcing structure so as to pass through it. In a second variant, the stiffening structure may be anchored around the very structure of said reinforcing structure, in other words the stiffening structure bears on said reinforcing structure such that said reinforcing structure takes up some of the forces exerted on the stiffening structure and anchors the stiffening structure in the sidewall and / or bead or the crown. In particular, if said reinforcing structure is an assembly of a plurality of filamentary elements, the stiffening structure is "anchored around the structure" means, for example, that the stiffening structure is wound around peripheral filamentary elements of said reinforcing structure without passing through it.In the embodiments comprising a first radially inner reinforcing structure arranged in the first sidewall and / or bead, this structure preferably comprises at least one first radially inner circumferential reinforcing element making it possible to anchor the stiffening structure. In the embodiments comprising a second radially inner reinforcing structure arranged in the second sidewall and / or bead, this structure preferably comprises at least one second radially inner circumferential reinforcing element making it possible to anchor the stiffening structure.In a preferred variant, each first and second bead respectively comprises a first and second radially inner circumferential reinforcing element suitable for making it possible to attach the tyre to a mounting support for the tyre, said first radially inner circumferential reinforcing element or each first and second radially inner circumferential reinforcing element being arranged radially outside each first and second circumferential reinforcing element suitable for making it possible to attach the tyre to a mounting support for the tyre. This reduces the propagation of the noise generated by the stiffening structure from the stiffening structure to the vehicle through the mounting support for the tyre. To be specific, the noise generated by the stiffening structure is absorbed by the structure of the tyre separating the radially inner circumferential reinforcing element in question from the radially inner circumferential reinforcing element suitable for making it possible to attach the tyre to a mounting support for the tyre situated on the same side of the midplane of the tyre. This absorption is the result of the radially inner circumferential reinforcing element in question being mechanically decoupled from said radially inner circumferential reinforcing element suitable for making it possible to attach the tyre to a mounting support for the tyre situated on the same side of the midplane of the tyre. Alternatively, said first radially inner circumferential reinforcing element or each first and second radially inner circumferential reinforcing element is suitable for making it possible to attach the tyre to a mounting support for the tyre.In one embodiment, said first radially inner circumferential reinforcing element or each first and second radially inner circumferential reinforcing element is a filamentary reinforcing element extending in a main direction forming an angle of less than or equal to 10°, preferably less than or equal to 5°, and more preferably substantially zero, with the circumferential direction of the tyre.In the embodiments comprising at least one radially outer reinforcing structure arranged in the crown, this structure preferably comprises at least one radially outer circumferential reinforcing element. In one embodiment, said radially outer circumferential reinforcing element of the or each radially outer reinforcing structure is a filamentary reinforcing element extending in a main direction forming an angle of less than or equal to 10°, preferably less than or equal to 5°, and more preferably substantially zero, with the circumferential direction of the tyre. In some embodiments, the tyre comprises first and second radially outer reinforcing structures. In these embodiments, each first and second radially outer reinforcing structure preferably respectively comprises a first and second radially outer circumferential reinforcing element, the first radially outer circumferential reinforcing element being arranged axially at a distance from said second radially outer circumferential reinforcing element. This makes it possible to reduce the reinforcing structure mass making it possible to anchor the stiffening structure in the crown and to limit over-wrapping of the crown, thus making it possible to maintain an even contact patch. Preferably, the first radially outer circumferential reinforcing element and the second radially outer circumferential reinforcing element are arranged on either side of the midplane of the tyre. This improves the axial distribution of the forces exerted by the stiffening structure on the crown. Each radially inner circumferential reinforcing element and each radially outer circumferential reinforcing element may be wound in different ways, as described in particular in WO2022 / 200717. Of course, the tyre may comprise a plurality of said first and / or second radially inner and / or outer reinforcing structures. In a first configuration of the stiffening elements, each first stiffening element forms a first continuous stiffening element which meanders at least from the first sidewall and / or bead, passing through the crown. Also preferably, each second stiffening element forms a second continuous stiffening element which meanders at least from the second sidewall and / or bead, passing through the crown. This facilitates manufacture of the tyre and improves the robustness of the stiffening structure by doing away with the ends of said stiffening element to be anchored in each sidewall and / or bead and / or in the crown. In this first configuration, it is therefore possible to have a continuous stiffening element extending over the entire circumference of the tyre. Since said stiffening element of the stiffening structure is continuous, the transmission of forces between each sidewall and / or bead is improved, the transmission of forces thus being distributed over the tyre. Thus, the stiffening structure performs its function around the entire circumference of the tyre.According to a first variant of the first configuration of the stiffening elements, said first and second stiffening elements form a continuous stiffening element which extends continuously from the first sidewall and / or bead to the second sidewall and / or bead, passing through the crown, in such a way as to meander from the first sidewall and / or bead to the second sidewall and / or bead.According to a second variant of the first configuration of the stiffening elements, each first stiffening element forms a continuous stiffening element which meanders between the first sidewall and / or bead and the crown. Again in this second variant, each second stiffening element forms a continuous stiffening element which meanders between the second sidewall and / or bead and the crown. In a second configuration of the stiffening elements, it may be envisaged that each first stiffening element extend from the first sidewall and / or bead to the crown and have an end in the first sidewall and / or bead. Likewise, it may be envisaged that each second stiffening element extend from the second sidewall and / or bead to the crown and have an end in the second sidewall and / or bead.In a first variant of this second configuration, it may be envisaged that each first stiffening element extend from the first sidewall and / or bead to the crown and have an end in the crown. Likewise, it may be envisaged that each second stiffening element extend from the second sidewall and / or bead to the crown and have an end in the crown.In a second variant of this second configuration, each first stiffening element is respectively each second stiffening element and extends from the first sidewall and / or bead to the second sidewall and / or bead, passing through the crown, and has an end in each first and second sidewall and / or bead.Each stiffening element according to one of the designs or configurations defined above may be characterized geometrically, in particular by its mean section Sm, this property not necessarily being identical for all the stiffening elements. The mean section Sm is the mean of the sections obtained by sectioning the stiffening element through all of the cylindrical surfaces coaxial with the tyre and radially inside the inner toroidal cavity. In the most frequent case of a constant section, the mean section Sm is the constant section of the stiffening element. The mean section Sm comprises a largest characteristic dimension Dmax and a smallest characteristic dimension Dmin, the ratio R=Dmax / Dmin of which is referred to as the aspect ratio. By way of examples, a stiffening element having a circular mean section Sm having a diameter equal to d, has an aspect ratio R=1, a stiffening element having a rectangular mean section Sm, having a length L and a width l, has an aspect ratio R=L / l, and a stiffening element having an elliptical mean section Sm, having a major axis D and a minor axis d, has an aspect ratio R=D / d.A first type of preferred stiffening element, with an aspect ratio R at most equal to 3, is said to be one-dimensional. In other words, a stiffening element is considered to be one-dimensional when the largest characteristic dimension Dmax of its mean section Sm is at most equal to 3 times the smallest characteristic dimension Dmin of its mean section Sm. A one-dimensional stiffening element exhibits filamentary mechanical behaviour, that is, it can only be subjected to tensile or compression forces along its mean line. This is why a one-dimensional stiffening element is usually referred to as a filamentary stiffening element. Among the components commonly used in the field of tyres, textile filamentary elements, made up of an assembly of textile elementary monofilaments, or metal cords, made up of an assembly of metal elementary monofilaments, can be considered to be one-dimensional stiffening elements, as their mean section Sm is substantially circular and so the aspect ratio R is equal to 1, therefore less than 3. A second type of stiffening element, with an aspect ratio R at least equal to 3, is said to be two-dimensional. In other words, a stiffening element is considered to be two-dimensional when the largest characteristic dimension Dmax of its mean section Sm is at least equal to 3 times the smallest characteristic dimension Dmin of its mean section Sm. A two-dimensional stiffening element exhibits membranous mechanical behaviour, that is, it can only be subjected to tensile or compression forces through its thickness defined by the smallest characteristic dimension Dmin of its mean section Sm. According to a first variant, a stiffening element with an aspect ratio R at least equal to 3 and at most equal to 50 is said to be a strap-type two-dimensional stiffening element. According to a second variant, a stiffening element with an aspect ratio R at least equal to 50 is said to be a film-type two-dimensional stiffening element.The materials that can be used for each stiffening element are as described in WO2022 / 200717.In one very advantageous embodiment, the or each first and / or second stiffening element is respectively a first and / or second filamentary stiffening element, preferably a first and / or second textile filamentary stiffening element. Preferably, the filamentary stiffening elements are identical, in other words they have identical geometric characteristics and constituent materials.These filamentary stiffening elements are usually referred to as stays. The benefit of using filamentary stiffening elements is that they provide a low-mass, low-hysteresis stiffening structure. Using identical filamentary stiffening elements makes it possible to obtain uniform distribution of the forces between the stiffening elements."Textile" means that each filamentary stiffening element is non-metallic, for example made from a material selected from a polyester, a polyamide, a polyketone, a polyvinyl alcohol, a cellulose, a mineral fibre, a natural fibre, an elastomer material, or a mixture of these materials. Among polyesters, mention may be made, for example, of PET (polyethylene terephthalate), PEN (polyethylene naphthalate), PBT (polybutylene terephthalate), PBN (polybutylene naphthalate), PPT (polypropylene terephthalate) or PPN (polypropylene naphthalate). Among polyamides, mention may be made of aliphatic polyamides such as polyamides 4-6, 6, 6-6 (nylon), 11 or 12 and of aromatic polyamides such as aramid. Preferably, the material is a polyester or an aliphatic polyamide.Advantageously, at least a portion of each stiffening element is coated with at least one polymer layer, preferably with at least one adhesive layer. Such a layer of polymer composition makes it possible to limit the propagation of air and potential corrosive agents along the stiffening element and therefore into the structure of the tyre. The composition is referred to as a polymer composition because it is based on a polymer composition, this polymer composition possibly comprising one or more polymers, for example selected from thermoplastic polymers, thermosetting and / or crosslinkable polymers, elastomers, thermoplastic elastomers, and also fillers and other components usually used in the field of compositions for tyres.Preferably, the adhesive composition comprises a resin selected from phenol-aldehyde resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins and polyfunctional resins, as well as mixtures of these resins. In addition to limiting the propagation of air and potential corrosive agents, the adhesive composition makes it possible to improve the anchoring of the stiffening elements in the structure of the tyre.In some embodiments, said portion of the or each first stiffening element and / or of the or each second stiffening element extending continuously in the toroidal cavity may be coated at least partially with the polymer composition, preferably with the adhesive composition as described above. In this instance, the polymer composition makes it possible to limit the propagation of air and potential corrosive agents.In some embodiments, said radially inner anchoring portion of the or each first stiffening element and / or of the or each second stiffening element may be coated at least partially with the polymer composition, preferably with the adhesive composition as described above. In this instance, the polymer composition makes it possible to improve the anchoring of the stiffening structure in the first sidewall and / or bead and / or second sidewall and / or bead.In some embodiments, said radially outer anchoring portion of the or each first stiffening element and / or of the or each second stiffening element may be coated at least partially with the polymer composition, preferably with the adhesive composition as described above. In this instance, the polymer composition makes it possible to improve the anchoring of the stiffening elements in the crown.Advantageously, in a variant that makes it possible to manufacture the tyre using a relatively simple method, each filamentary stiffening element extends in the toroidal cavity in a main direction that forms an angle, as an absolute value, ranging from 85° to 90°, with the circumferential direction of the tyre. In another variant that makes it possible to manufacture the tyre using a method that is more complex but makes it possible to increase the circumferential stiffness, each filamentary stiffening element extends in the toroidal cavity in a main direction that forms an angle, as an absolute value, ranging from 45° to 85°, with the circumferential direction of the tyre, as explained in particular in WO2020 / 128225.Brief description of the drawingsThe present invention will be understood better from studying the detailed description of embodiments that are given by way of entirely non-limiting examples and are illustrated by the appended drawings, in which:- Figure 1 is a view of a tyre, in a meridian section plane parallel to the axis of rotation, according to a first example of an embodiment of the invention; - Figure 2 is a schematic perspective view of the inside of the tyre in Figure 1; - Figure 3 is a perspective view of an anchoring member according to a second example of an embodiment of the invention;- Figure 4 is a perspective view of an anchoring member according to a third example of an embodiment of the invention;- Figure 5 is a schematic perspective view of the inside of a tyre according to a fourth example of an embodiment of the invention; - Figure 6 is a view of the tyre in Figure 5 in a meridian section plane parallel to the axis of rotation; - Figure 7 is a view of a tyre, in a meridian section plane parallel to the axis of rotation, according to a fifth example of an embodiment of the invention; - Figure 8 is a view of a tyre, in a meridian section plane parallel to the axis of rotation, according to a sixth example of an embodiment of the invention; - Figure 9 is a schematic perspective view of the inside of the tyre in Figure 8; and- Figure 10 is a schematic perspective view of the inside of a tyre according to a seventh example of an embodiment of the invention. Detailed description A frame of reference X, Y, Z corresponding respectively to the usual axial (Y), radial (Z) and circumferential (X) directions of a tyre is shown in the figures relating to the tyre.The figures show a tyre 10 having a substantially toroidal shape about an axis of revolution substantially parallel to the axial direction Y. The tyre 10 is intended for a passenger vehicle and is a size 275 / 35ZR19. In the various figures, the tyre 10 is shown as new, i.e. when it has not yet been run. The tyre 10 comprises a crown 12 comprising a tread 14 intended to come into contact with the ground when it is running and a crown reinforcement 16 extending in the crown 12 in the circumferential direction X. The tyre 10 also comprises an inner layer 18. The tyre 10 further comprises a crown reinforcement identical to the one described in WO2022 / 200717 comprising a working reinforcement 20 comprising working layers 24, 26, and a hoop reinforcement 22 comprising a hooping layer 28. The tyre 10 comprises first and second sidewalls 30A, 30B continuing the crown 12 radially towards the inside. The second sidewall 30B is opposite the first sidewall 30A with respect to the midplane M. The tyre 10 further comprises first and second beads 32A, 32B that respectively extend each first and second sidewall 30A, 30B radially inwards. The second bead 32B is opposite the first bead 32A with respect to the midplane M. Each first and second sidewall 30A, 30B respectively connects each first and second bead 32A, 32B to the crown 12. An inner surface 34, intended to be in contact with the inflation gas of the tyre, delimits a toroidal inflation cavity 36 of the tyre 10. The inner surface 34 is in this instance supported by the inner layer 18. The tyre 10 comprises first and second radially inner reinforcing structures 38A, 38B respectively arranged in each first and second bead 32A, 32B. Each first and second radially inner reinforcing structure 38A, 38B respectively comprises first and second radially inner circumferential reinforcing elements 40A, 40B, respectively arranged in each first and second bead 32A, 32B, in this instance comprising first and second filamentary reinforcing elements as described in WO2022 / 200717. Each first and second bead 32A, 32B respectively comprises a first and second radially inner circumferential reinforcing element 42A, 42B, in this instance a bead wire, suitable for making it possible to attach the tyre 10 to a mounting support for the tyre 10, for example a rim.Each first and second radially inner circumferential reinforcing element 40A, 40B is respectively arranged radially outside each first and second radially inner circumferential reinforcing element 42A, 42B suitable for making it possible to attach the tyre 10 to a mounting support for the tyre 10. The tyre 10 further comprises a single radially outer reinforcing structure 44 arranged in the crown 12 and provided with a single radially outer circumferential reinforcing element 46 as described in WO2022 / 200717. The tyre 10 comprises a carcass reinforcement 48 anchored in each first and second bead 32A, 32B, in this case wound around each first and second radially inner circumferential reinforcing element 42A, 42B suitable for making it possible to attach the tyre 10 to a mounting support for the tyre 10. The carcass reinforcement 48 extends in each first and second bead 32A, 32B and in each first and second sidewall 30A, 30B such that each first and second radially inner circumferential reinforcing element 40A, 40B is arranged radially inside the carcass reinforcement 48. The carcass reinforcement 48 also extends in the crown 12, radially inside the crown reinforcement 16. The crown reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 48. The carcass reinforcement 48 comprises at least one carcass layer 50 and in this instance comprises a single carcass layer 50. The various crown layers 24, 26, 28 and carcass layer 50 are identical to those described in WO2022 / 200717. With reference to Figures 1 and 2, the tyre 10 comprises a stiffening structure 52 that extends in the toroidal cavity 36 from the first bead 32A to the crown 12 and is anchored in the first bead 32A, being anchored around the first radially inner reinforcing structure 38A. The stiffening structure 52 extends in the toroidal cavity 36 from the second bead 32B to the crown 12 and is anchored in the second bead 32B, being anchored around the second radially inner reinforcing structure 38B. The stiffening structure 52 extends in the toroidal cavity 36 from the first bead 32A and from the second bead 32B to the crown 12 and is anchored in the crown 12, being anchored around the single radially outer reinforcing structure 44.The stiffening structure 52 comprises a plurality of stiffening elements comprising first and second stiffening elements 54A, 54B extending continuously in the toroidal cavity 36. The first and second stiffening elements 54A, 54B are distributed circumferentially in the toroidal cavity 36. Each first and second stiffening element 54A, 54B is a textile filamentary stiffening element comprising an assembly of three multifilament plies of aliphatic polyamide, for example nylon, these three multifilament plies being twisted in a helix individually at 190 turns per metre in one direction and then twisted together in a helix at 190 turns per metre in the opposite direction. Each of these multifilament strands has a thread count equal to 188 tex. Each first and second stiffening element 54A, 54B is fully coated with an adhesive composition, in this instance an adhesive composition comprising a phenol-aldehyde resin based on resorcinol, formaldehyde and an elastomer latex as described in WO2013017422. As a variant, any other adhesive composition described in WO2013017422 may be used. Each first stiffening element 54A extends continuously from the first sidewall 30A and / or the first bead 32A to the crown 12 and in this instance from the first bead 32A to the crown 12. Each second stiffening element 54B extends continuously from the second sidewall 30B and / or the second bead 32B to the crown 12 and in this instance from the second bead 32B to the crown 12. In order to ensure optimum anchoring of each first and second stiffening element 54A, 54B, each first and second radially inner reinforcing structure 38A, 38B, in particular each first and second radially inner circumferential reinforcing element 40A, 40B, has relatively high extension stiffness and bending stiffness. Furthermore, again with the aim of optimizing the anchoring of each first and second stiffening element 54A, 54B, each first and second radially inner circumferential reinforcing element 40A, 40B is covered with a coating mass made of one or more materials, preferably elastomer.In order to ensure optimum anchoring of each first and second stiffening element 54A, 54B, the single radially outer reinforcing structure 44, in particular the single radially outer circumferential reinforcing element 46, has relatively high extension stiffness and relatively low bending stiffness in order to limit over-wrapping of the crown 12 and eliminate the risk of impairing flattening of the tread 14. Furthermore, again with the aim of optimizing the anchoring of each first and second stiffening element 54A, 54B, the single radially outer circumferential reinforcing element 46 is covered with a coating mass made of one or more materials, preferably elastomer.Each first stiffening element 54A is anchored, in the first bead 32A, around the first radially inner reinforcing structure 38A, in particular around the first radially inner circumferential reinforcing element 40A. Each second stiffening element 54B is anchored, in the second bead 32B, around the second radially inner reinforcing structure 38B, in particular around the second radially inner circumferential reinforcing element 40B. In this instance, each first and second stiffening element 54A, 54B is wound at least partially respectively around each first and second radially inner circumferential reinforcing element 40A, 40B. Each first and second stiffening element 54A, 54B is also anchored, in the crown 12, around the single radially outer reinforcing structure 44, in particular around the single radially outer circumferential reinforcing element 46. In this instance, each first and second stiffening element 54A, 54B is wound at least partially around the single radially outer circumferential reinforcing element 46. Each first stiffening element 54A forms a first continuous stiffening element which meanders from the first bead 32A, passing through the crown 12, and each second stiffening element 54B forms a second continuous stiffening element which meanders at least from the second bead 32B, passing through the crown 12. More specifically, the first and second stiffening elements 54A, 54B form a continuous stiffening element which extends continuously from the first bead 32A to the second bead 32B, passing through the crown 12, in such a way as to meander from the first bead 32A to the second bead 32B.In order to further improve the anchoring of each first and second stiffening element 54A, 54B, in particular the durability of the anchoring of the stiffening structure 52, the tyre 10 further comprises a plurality of first and second radially inner anchoring members 56A, 56B and radially outer anchoring members 58A, 58B, each arranged in the toroidal cavity 36 and protruding from the first sidewall 30A and / or bead 32A and from the crown 12 towards the inside of the toroidal cavity 36, being in contact at least locally with the stiffening structure 52. Thus, for each first stiffening element 54A, the tyre 10 comprises a first radially inner anchoring member 56A arranged in the toroidal cavity 36 and protruding from the first bead 32A towards the inside of the toroidal cavity 36, and a first radially outer anchoring member 58A arranged in the toroidal cavity 36 and protruding from the crown 12. For each second stiffening element 54B, the tyre 10 comprises a second radially inner anchoring member 56B arranged in the toroidal cavity 36 and protruding from the first bead 32A towards the inside of the toroidal cavity 36, and a first radially outer anchoring member 58B arranged in the toroidal cavity 36 and protruding from the crown 12 towards the inside of the toroidal cavity 36. Each radially inner and outer anchoring member 56A, 56B, 58A, 58B in this instance has a shape substantially exhibiting symmetry of revolution. The first radially inner anchoring member 56A is in one piece with the first bead 32A, the second radially inner anchoring member 56B is in one piece with the second bead 32B and the first and second radially outer anchoring members 58A, 58B are in one piece with the crown 12. Each first and second anchoring member 56A, 56B, 58A, 58B is made at least partially from an elastomer composition having a modulus at 10% extension of less than or equal to 8 MPa, preferably less than or equal to 5 MPa, and in this instance equal to 3 MPa. Moreover, the elastomer composition comprises less than 50 phr of butyl rubber, preferably less than 10 phr of butyl rubber and is more preferably in this instance substantially without butyl rubber. Furthermore, the elastomer composition comprises at least 50 phr of a diene elastomer, for example natural rubber. Those skilled in the art will have no difficulty formulating and manufacturing such a composition. Each first stiffening element 54A comprises a radially inner anchoring portion 541, a portion 543 and a radially outer anchoring portion 545, the portion 543 being extended on the one hand by the radially inner anchoring portion 541 and on the other hand by the radially outer anchoring portion 545. Each second stiffening element 54B comprises a radially inner anchoring portion 542, a portion 544 and a radially outer anchoring portion 546, the portion 544 being extended on the one hand by the radially inner anchoring portion 542 and on the other hand by the radially outer anchoring portion 546.The portion 543 of each first stiffening element 54A extends continuously in the toroidal cavity 36 from the first radially inner anchoring member 56A to the first radially outer anchoring member 58A. The portion 544 of each second stiffening element 54B extends continuously in the toroidal cavity 36 from the second radially inner anchoring member 56B to the second radially outer anchoring member 58B. The radially inner anchoring portion 541 of each first stiffening element 54A passes through the first radially inner anchoring member 56A so as to be anchored in the first bead 32A around the first radially inner reinforcing structure 38A.The radially outer anchoring portion 545 of each first stiffening element 54A passes through the first radially outer anchoring member 58A so as to be anchored in the crown 12 around the single radially outer reinforcing structure 44. The radially inner anchoring portion 542 of each second stiffening element 54B passes through the second radially inner anchoring member 56B so as to be anchored in the second bead 32B around the second radially inner reinforcing structure 38B. The radially outer anchoring portion 546 of each second stiffening element 54B passes through the second radially outer anchoring member 58B so as to be anchored in the crown 12 around the single radially outer reinforcing structure 44. As shown more clearly in Figure 2, each first and second radially inner and outer anchoring member 56A, 58A has a shape substantially exhibiting symmetry of revolution, in this case substantially cylindrical. The first and second radially inner anchoring members 56A, 56B and radially outer anchoring members 58A, 58B are separate from one another and are distributed circumferentially in the toroidal cavity 36.Each of the first and second radially inner anchoring members 56A, 56B and radially outer anchoring members 58A, 58B comprises a stud having a height greater than 1 mm, notably greater than 2 mm, in particular greater than 3 mm. The base of each of the first and second radially inner anchoring members 56A, 56B and radially outer anchoring members 58A, 58B is substantially in the form of a circle with a radius greater than 1 mm, notably greater than 2 mm, in particular less than 3 mm in such a way as to be at a distance in the circumferential direction from the other first or second radially inner anchoring members 56A, 56B or radially outer anchoring members 58A, 58B.As shown in Figure 1, the first radially outer anchoring member 58A is arranged axially on the same side as the first radially inner anchoring member 56A and the first radially inner reinforcing structure 38A with respect to the median plane M. The second radially outer anchoring member 58B is arranged axially on the same other side as the second radially inner anchoring member 56B and the second radially inner reinforcing structure 38B with respect to the median plane M. Each first and second radially inner anchoring member 56A, 56B and radially outer anchoring member 58A, 58B is arranged such that the portions 543, 544 do not cross in the toroidal cavity 36.The example of an embodiment illustrated in Figure 3, in which identical elements bear the same reference numerals, differs from the example illustrated in Figures 1 and 2 by the geometry of the first and second radially inner and outer anchoring members, each comprising a stud in the form of a truncated cone having a strictly concave outer surface. In Figure 3, only a first radially inner anchoring member 56A is shown. The strictly concave outer surface of the truncated cones forms a connection fillet of the tyre 10. In particular, the transition radius between the outer surface of the anchoring member shown in Figure 3 and the inner surface 34 has a continuous curvature. Thus, neither of the first and second radially inner and outer anchoring members has an abrupt edge, in particular an abrupt edge, between the stud and the rest of the inner surface 34. The example of an embodiment illustrated in Figure 4, in which identical elements bear the same reference numerals, differs from the example illustrated in Figure 3 by the geometry of the first and second radially inner and outer anchoring members, also comprising a stud in the form of a truncated cone having a strictly concave outer surface topped by a dome having a strictly convex outer surface. In Figure 4, only a first radially inner anchoring member 56A is shown.An anchoring member like that shown in Figure 4 has a larger diameter near its end than an anchoring member like that shown in Figure 3 and therefore allows better distribution of the forces exerted by the stiffening element on the anchoring member. The example of an embodiment illustrated in Figures 5 and 6, in which identical elements bear the same reference numerals, differs from the example illustrated in Figures 1 and 2 by the geometry of the first and second radially inner anchoring members 56A, 56B and radially outer anchoring members 58A, 58B.In this example of an embodiment, each first anchoring member 56A, 58A comprises a first ridge 59A protruding towards the inside of the toroidal cavity 36 and extending along the inner surface 34 from the first bead 32A to the crown 12. Each first ridge 59A protrudes from the first bead 32A towards the inside of the toroidal cavity 36, being in contact at least locally with the stiffening structure 52. Each first ridge 59A also protrudes from the crown 12 towards the inside of the toroidal cavity 36, being in contact at least locally with the stiffening structure 52. Likewise, each second anchoring member 56B, 58B comprises a second ridge 59B protruding towards the inside of the toroidal cavity 36 and extending along the inner surface 34 from the second bead 32B to the crown 12. Each second ridge 59B protrudes from the second bead 32B towards the inside of the toroidal cavity 36, being in contact at least locally with the stiffening structure 52. Each second ridge 59B also protrudes from the crown 12 towards the inside of the toroidal cavity 36, being in contact at least locally with the stiffening structure 52.The first radially inner and outer anchoring members 56A, 58A are in this instance in one piece with one another in the form of the first ridge 59A and the second radially inner and outer anchoring members 56B, 58B are in this instance in one piece with one another in the form of the second ridge 59B. The radially inner ends of each first and second ridge 59A, 59B are in this instance in the form of a sidewall extending in a straight line in partial contact with each radially inner anchoring portion 541, 542 and radially outer anchoring portion 545, 546. In a variant, as shown in Figure 7, the radially inner ends of each first and second ridge may be curved in contact with each radially inner anchoring portion 541, 542 and radially outer anchoring portion 545, 546.The example of an embodiment illustrated in Figures 8 and 9, in which identical elements bear the same reference numerals, differs from the example illustrated in Figures 1 and 2 in that the tyre 10 comprises first and second radially outer reinforcing structures 44A, 44B arranged in the crown 12 and each provided respectively with a first and second radially outer circumferential reinforcing element 46A, 46B arranged axially on either side of the midplane M of the tyre 10 and in this instance substantially symmetrically about the midplane M of the tyre 10. Each first and second radially outer circumferential reinforcing element 46A, 46B is as described in WO2022 / 200717. The stiffening structure 52 comprises a plurality of sets of adjacent first stiffening elements 54A, 54A’ in the toroidal cavity 36, each extending continuously in the toroidal cavity 36 from the first bead 32A to the crown 12, and being anchored around the first radially inner reinforcing structure 38A and around the first radially outer reinforcing structure 44A. The stiffening structure 52 also comprises a plurality of sets of adjacent second stiffening elements 54B, 54B’ in the toroidal cavity 36, each extending continuously in the toroidal cavity 36 from the second bead 32B to the crown 12, and being anchored around the second radially inner reinforcing structure 38B and around the second radially outer reinforcing structure 44B. The tyre 10 in Figures 8 and 9 comprises a plurality of separate first radially inner anchoring members 56A and radially outer anchoring members 58A. Each separate first radially inner anchoring member 56A and radially outer anchoring member 58A is common to one of the sets of adjacent first stiffening elements 54A, 54A’ in such a way as to protrude from the first bead 32A towards the inside of the toroidal cavity 36 and from the crown 12 towards the inside of the toroidal cavity 36, being in contact at least locally with each of the adjacent first stiffening elements 54A, 54A’ of the set.The tyre 10 comprises a plurality of separate second radially inner anchoring members 56B and radially outer anchoring members 58B, each separate second radially inner anchoring member 56B and radially outer anchoring member 58B is common to one of the sets of adjacent second stiffening elements 54B, 54B’ in such a way as to protrude from the second bead 32B towards the inside of the toroidal cavity 36 and from the crown 12 towards the inside of the toroidal cavity 36, being in contact at least locally with each of the adjacent second stiffening elements 54B, 54B’ of the set.Each first and second radially inner anchoring member 56A, 56B and radially outer anchoring member 58A, 58B comprises a stud 60A, 60B and 62A, 62B. Each stud 60A, 62A is common to the adjacent first stiffening elements 54A, 54A’ and each stud 60B, 62B is common to the adjacent second stiffening elements 54B, 54B’.The example of an embodiment illustrated in Figure 10, in which identical elements bear the same reference numerals, differs from the example illustrated in Figures 8 and 9 in that the first radially inner anchoring member 56A is common to the plurality of circumferentially distributed first stiffening elements 54A, 54A’ in such a way as to protrude from the first bead 32A towards the inside of the toroidal cavity 36, being in contact at least locally with the plurality of circumferentially distributed first stiffening elements 54A, 54A’. The first radially inner common anchoring member 56A comprises a first radially inner common ridge 64A extending circumferentially along the inner surface 34. Although not shown in Figure 10, the tyre corresponding to Figure 10 is such that the first radially outer anchoring member 58A is common to the plurality of circumferentially distributed first stiffening elements 54A, 54A’ in such a way as to protrude from the crown 12 towards the inside of the toroidal cavity 36, being in contact at least locally with the plurality of circumferentially distributed first stiffening elements 54A, 54A’. The first radially outer common anchoring member 58A comprises a first radially outer common ridge extending circumferentially along the inner surface 34.Likewise, the second radially inner anchoring member 56B is common to the plurality of circumferentially distributed second stiffening elements 54B, 54B’ in such a way as to protrude from the second bead 32B towards the inside of the toroidal cavity 36, being in contact at least locally with the plurality of circumferentially distributed second stiffening elements 54B, 54B’. The second radially inner common anchoring member 56B comprises a second radially inner common ridge extending circumferentially along the inner surface 34. The second radially outer anchoring member 58B is common to the plurality of circumferentially distributed second stiffening elements 54B, 54B’ in such a way as to protrude from the crown 12 towards the inside of the toroidal cavity 36, being in contact at least locally with the plurality of circumferentially distributed second stiffening elements 54B, 54B’. The second radially outer common anchoring member 58B comprises a second radially outer common ridge extending circumferentially along the inner surface 34.Each first and second radially inner and outer common ridge extends circumferentially over at least 50% of the circumference of the tyre, and in this instance over the entire circumference of the tyre.Comparative testsThe tyre according to the example of the invention described above in Figures 8 and 9, and a control tyre which is identical except that it does not comprise any anchoring member, were tested. These tests were carried out on a rolling machine simulating the stresses experienced on the Nürburgring race track (Germany) by the tested tyre under extreme racing stress conditions in order to cause deterioration of the stiffening structure.The control tyre completed 15 laps after which 46% of the stiffening elements had become detached in one of the first and second beads (the one arranged on the outside of the vehicle), in 37% of the stiffening elements one of the radially inner anchoring portions had failed (the one arranged on the outside of the vehicle), and 17% of the stiffening elements showed no damage.The tyre according to the example of the invention described above in Figures 8 and 9 completed 15 laps without damage and then 5 additional laps after which no detachment was observed in the anchoring and in only 2.5% of the stiffening elements one of the radially inner anchoring portions had failed (the one arranged on the outside of the vehicle), thus showing that the anchoring members made it possible to prevent deterioration of the stiffening structure owing to detachment and to reduce the rate of failure in the radially inner anchoring portions.Thus, the invention has made it possible to significantly improve the durability of the stiffening structure. CLAIMS 1. Tyre (10) comprising a crown (12), first and second sidewalls (30A, 30B) each extending the crown (12) radially inwards, first and second beads (32A, 32B) respectively extending the first and second sidewalls (30A, 30B) radially inwards, the tyre (10) being provided with an inner surface (34) delimiting a toroidal inflation cavity (36) of the tyre (10), the tyre (10) comprising a stiffening structure (52) which extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A) and / or the crown (12), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A) and / or in the crown (12),characterized in that the tyre (10) comprises at least a first anchoring member (56A, 58A) arranged in the toroidal cavity (36) and protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36) and / or from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first anchoring member (56A, 58A) being in one piece with at least the first sidewall (30A) and / or bead (32A) and / or with the crown (12). 2. The tyre (10) according to the preceding claim, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A), and extends in the toroidal cavity from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12), penetrating the second sidewall (30B) and / or bead (32B), passing through the inner surface (34), so as to be anchored in the second sidewall (30B) and / or bead (32B),the tyre (10) comprising at least first and second radially inner anchoring members (56A, 56B) protruding respectively from the first and second sidewalls (30A, 30B) and / or beads (32A, 32B) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), each first and second radially inner anchoring member (56A, 56B) being in one piece respectively with at least said first sidewall (30A) and / or bead (32A) and at least said second sidewall (30B) and / or bead (32B). 3. Tyre (10) according to any one of the preceding claims, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown (12), and extends in the toroidal cavity from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown,the tyre (10) comprising at least first and second radially outer anchoring members (58A, 58B) each protruding from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), each first and second radially outer anchoring member (58A, 58B) being in one piece with at least the crown (12). 4. Tyre (10) according to any one of the preceding claims, wherein the stiffening structure (52) comprises at least a first stiffening element (54A) extending continuously in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), being anchored in the first sidewall (30A) and / or bead (32A) and / or in the crown (12), said first stiffening element (54A) being provided with:- at least a portion (543) extending continuously in the toroidal cavity (36), and - at least a radially inner and / or outer anchoring portion (541, 545) extending said portion (543) of said first stiffening element (54A) extending continuously in the toroidal cavity (36),said first anchoring member (56A, 58A) is in contact with at least part of said radially inner and / or outer anchoring portion (541, 545) of said first stiffening element (54A). 5. Tyre (10) according to Claim 4, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A), the tyre (10) comprising at least a first radially inner anchoring member (56A) protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially inner anchoring member (56A) being in one piece with at least the first sidewall (30A) and / or bead (32A); wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown (12), the tyre (10) comprising at least a first radially outer anchoring member (58A) protruding from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially outer anchoring member (58A) being in one piece with at least the crown (12); and wherein said portion extending continuously in the toroidal cavity (36) of said first stiffening element (54A) extends from said first radially inner anchoring member (56A) to said first radially outer anchoring member (58A). 6. Tyre (10) according to Claim 4 or 5, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A), the tyre (10) comprising at least a first radially inner anchoring member (56A) protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially inner anchoring member (56A) being in one piece with at least the first sidewall (30A) and / or bead (32A), and wherein said radially inner anchoring portion (541) of said first stiffening element (54A) passes through said first radially inner anchoring member (56A) so as to be anchored in the first sidewall (30A) and / or bead (32A).7. Tyre (10) according to any one of Claims 4 to 6, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown (12), the tyre (10) comprising at least a first radially outer anchoring member (58A) protruding from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially outer anchoring member (58A) being in one piece with at least the crown (12), and wherein said radially outer anchoring portion (545) of said first stiffening element (54A) passes through said first radially outer anchoring member (58A) so as to be anchored in the crown (12).8. Tyre (10) according to any one of the preceding claims, comprising a plurality of separate first anchoring members (56A, 58A), each first anchoring member of the plurality of said separate first anchoring members (56A, 58A) being arranged in the toroidal cavity (36) and protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36) and / or from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52) in the toroidal cavity (36).9. Tyre (10) according to the preceding claim, wherein the first anchoring members of the plurality of separate first anchoring members (56A, 58A) are distributed circumferentially in the toroidal cavity (36).10. Tyre (10) according to any one of Claims 1 to 9, wherein said first anchoring member (56A, 58A) comprises a stud.11. Tyre (10) according to the preceding claim, wherein the outer surface of said stud of said first anchoring member (56A, 58A) has a transition radius with respect to the inner surface, having a continuous curvature. 12. Tyre (10) according to any one of Claims 1 to 9, wherein said first anchoring member comprises a first ridge (59A) protruding towards the inside of the toroidal cavity (36) and extending along the inner surface (34) from the first sidewall (30A) and / or bead (32A) to the crown (12), said first ridge (59A) protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), andsaid first ridge (59A) protruding from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52).13. Tyre (10) according to any one of Claims 1 to 9, wherein the stiffening structure (52) comprises a plurality of sets of adjacent first stiffening elements (54A, 54A’) in the toroidal cavity (36), each extending continuously in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), and being anchored in the first sidewall (30A) and / or bead (32A) and / or in the crown (12),the tyre (10) comprises a plurality of separate first anchoring members (56A, 58A), each separate first anchoring member (56A, 58A) being common to each set of adjacent first stiffening elements (54A, 54A’) in such a way as to protrude from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36) and / or from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with each of the adjacent first stiffening elements (54A, 54A’) of said set of adjacent first stiffening elements (54A, 54A’).14. Tyre (10) according to any one of Claims 1 to 9, comprising a plurality of first stiffening elements (54A, 54A’) distributed circumferentially in the toroidal cavity (36) and each extending continuously in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), and being anchored in the first sidewall (30A) and / or bead (32A) and / or in the crown (12),said first anchoring member (56A, 58A) is common to the plurality of circumferentially distributed first stiffening elements (54A, 54A’) in such a way as to protrude from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36) and / or from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the plurality of circumferentially distributed first stiffening elements (54A, 54A’).  Abstract  The tyre (10) comprises a crown (12), sidewalls (30A, 30B), beads (32A, 32B), an inner surface (34) delimiting a toroidal cavity (36), and a stiffening structure (52) extending in the toroidal cavity (36) from a sidewall (30A) and / or bead (32A) to at least the crown (12), being anchored in the sidewall (30A) and / or bead and / or the crown. The tyre (10) comprises an anchoring member (56A, 58A) arranged in the toroidal cavity (36) and protruding from the sidewall (30A) and / or bead and / or the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52).  Figure for the abstract: Figure 1   

Claims

 1. Tyre (10) comprising a crown (12), first and second sidewalls (30A, 30B) each extending the crown (12) radially inwards, first and second beads (32A, 32B) respectively extending the first and second sidewalls (30A, 30B) radially inwards, the tyre (10) being provided with an inner surface (34) delimiting a toroidal inflation cavity (36) of the tyre (10), the tyre (10) comprising a stiffening structure (52) which extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A) and / or the crown (12), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A) and / or in the crown (12),characterized in that the tyre (10) comprises at least a first anchoring member (56A, 58A) arranged in the toroidal cavity (36) and protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36) and / or from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first anchoring member (56A, 58A) being in one piece with at least the first sidewall (30A) and / or bead (32A) and / or with the crown (12).

2. The tyre (10) according to the preceding claim, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A), and extends in the toroidal cavity from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12), penetrating the second sidewall (30B) and / or bead (32B), passing through the inner surface (34), so as to be anchored in the second sidewall (30B) and / or bead (32B),the tyre (10) comprising at least first and second radially inner anchoring members (56A, 56B) protruding respectively from the first and second sidewalls (30A, 30B) and / or beads (32A, 32B) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), each first and second radially inner anchoring member (56A, 56B) being in one piece respectively with at least said first sidewall (30A) and / or bead (32A) and at least said second sidewall (30B) and / or bead (32B).

3. Tyre (10) according to any one of the preceding claims, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown (12), and extends in the toroidal cavity from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown,the tyre (10) comprising at least first and second radially outer anchoring members (58A, 58B) each protruding from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), each first and second radially outer anchoring member (58A, 58B) being in one piece with at least the crown (12).

4. Tyre (10) according to any one of the preceding claims, wherein the stiffening structure (52) comprises at least a first stiffening element (54A) extending continuously in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), being anchored in the first sidewall (30A) and / or bead (32A) and / or in the crown (12), said first stiffening element (54A) being provided with:- at least a portion (543) extending continuously in the toroidal cavity (36), and - at least a radially inner and / or outer anchoring portion (541, 545) extending said portion (543) of said first stiffening element (54A) extending continuously in the toroidal cavity (36),said first anchoring member (56A, 58A) is in contact with at least part of said radially inner and / or outer anchoring portion (541, 545) of said first stiffening element (54A).

5. Tyre (10) according to Claim 4, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A), the tyre (10) comprising at least a first radially inner anchoring member (56A) protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially inner anchoring member (56A) being in one piece with at least the first sidewall (30A) and / or bead (32A); wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown (12), the tyre (10) comprising at least a first radially outer anchoring member (58A) protruding from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially outer anchoring member (58A) being in one piece with at least the crown (12); and wherein said portion extending continuously in the toroidal cavity (36) of said first stiffening element (54A) extends from said first radially inner anchoring member (56A) to said first radially outer anchoring member (58A).

6. Tyre (10) according to Claim 4 or 5, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A), passing through the inner surface (34), so as to be anchored in the first sidewall (30A) and / or bead (32A), the tyre (10) comprising at least a first radially inner anchoring member (56A) protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially inner anchoring member (56A) being in one piece with at least the first sidewall (30A) and / or bead (32A), and wherein said radially inner anchoring portion (541) of said first stiffening element (54A) passes through said first radially inner anchoring member (56A) so as to be anchored in the first sidewall (30A) and / or bead (32A).

7. Tyre (10) according to any one of Claims 4 to 6, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the crown (12), passing through the inner surface (34), so as to be anchored in the crown (12), the tyre (10) comprising at least a first radially outer anchoring member (58A) protruding from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially outer anchoring member (58A) being in one piece with at least the crown (12), and wherein said radially outer anchoring portion (545) of said first stiffening element (54A) passes through said first radially outer anchoring member (58A) so as to be anchored in the crown (12).

8. Tyre (10) according to any one of the preceding claims, comprising a plurality of separate first anchoring members (56A, 58A), each first anchoring member of the plurality of said separate first anchoring members (56A, 58A) being arranged in the toroidal cavity (36) and protruding from the first sidewall (30A) and / or bead (32A) towards the inside of the toroidal cavity (36) and / or from the crown (12) towards the inside of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52) in the toroidal cavity (36).

9. Tyre (10) according to any one of the preceding claims, wherein said first anchoring member (56A, 58A) comprises a stud.

10. Tyre (10) according to the preceding claim, wherein the outer surface of said stud of said first anchoring member (56A, 58A) has a transition radius with respect to the inner surface, having a continuous curvature.  

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