Tire comprising a resistant reinforcing structure and allowing an appropriate flattening

Abstract

The tire (10) comprises a reinforcing structure (50) comprising reinforcing elements (52, 53) anchored in or around a radially inner reinforcing structure (60A) and a radially outer reinforcing structure (70A, 70B). Each reinforcing element (52, 53) extending from one radially inner reinforcing structure (60A) comprises a portion (523) extending in the toroidal cavity (35) between first anchoring points. Each reinforcing element (52, 53) extending from the other radially inner reinforcing structure (60B) comprises a portion (524) extending in the toroidal cavity (35) between second anchoring points. The portions (523) do not intersect in the toroidal cavity (35). The first anchoring points are axially arranged on the other side of a median plane (M) of the tire (10) with respect to the second anchoring points.

Description

Includes a durable, reinforced structure and allows for proper tire flatness. Technical Field

[0001] This invention relates to a tire, particularly a tire for passenger vehicles. A tire is defined as an inflatable tire designed to form a cavity by cooperating with a mounting support (e.g., a rim), the cavity being adapted to be pressurized to a pressure greater than atmospheric pressure. The tire according to the invention has a substantially annular structure about the tire's main axis, which coincides with the tire's axis of rotation. Background Technology

[0002] Tires designed for mounting passenger vehicles are known from the prior art and are described in WO2020 / 128225. The described tire includes a crown extending radially inward on respective opposite sides of the tire's central plane via a first and a second sidewall, and then via a first and a second bead, the first and second beads intended to contact a mounting support (e.g., a wheel rim). Each of the first and second beads includes a circumferential reinforcing element intended to attach the tire to the mounting support.

[0003] The tire has an inner surface that defines an annular inflation cavity when the tire is mounted on a mounting support.

[0004] The tire described in WO2020 / 128225 includes a reinforcing structure comprising a first filamentary reinforcing element and a second filamentary reinforcing element, the first filamentary reinforcing element extending continuously from a first bead to a crown in an annular cavity, and the second filamentary reinforcing element extending continuously from a second bead to a crown in an annular cavity.

[0005] The first and second filamentary reinforcing elements are each connected to each extended bead via a bead interface between the filamentary reinforcing element and a portion of the inner surface of the bead. Similarly, the first and second filamentary reinforcing elements are each secured to the tire crown via a crown interface between the filamentary reinforcing element and a portion of the inner surface of the crown. Both the bead interface and the crown interface include an elastomeric compound liner located between the filamentary reinforcing element and the corresponding portion of the inner surface.

[0006] It has been noted that the bead interface and the crown interface are each subjected to peeling loads. This interface is sensitive to repeated loading, which may lead to premature separation of the filamentary reinforcing element from the inner surface of the bead and / or the inner surface located radially inside the crown, thus resulting in premature failure of the reinforcing structure.

[0007] Other components or tires are also known from the prior art (especially WO2019115917, GB2299554, FR3089870, FR2638398, US3010504 or US2005279438). Summary of the Invention

[0008] The purpose of this invention is to improve the durability of reinforced structures.

[0009] Therefore, in a first embodiment, the object of the present invention is a tire comprising a crown extending radially inward on both sides of the tire's central plane via a first sidewall and a second sidewall, and then via a first bead and a second bead, the tire having an inner surface defining an annular inflation cavity of the tire and a reinforcing structure comprising at least one reinforcing element, wherein the reinforcing element is anchored in or around a structure thereof:

[0010] - A first radial internal reinforcement structure in the first sidewall and / or the first bead.

[0011] - At least one radially external reinforcing structure in the tire crown

[0012] - A second radial internal reinforcement structure in the second sidewall and / or the second bead.

[0013] Such that each or every reinforcing element extends continuously from the first sidewall and / or the first bead into the crown and up to the second sidewall and / or the second bead.

[0014] Each or every reinforcing element includes a portion extending between the following points within the annular cavity:

[0015] - A first radial internal anchor point, wherein each reinforcing element passes through the inner surface at the first radial internal anchor point to anchor itself in or around the first radial internal reinforcement structure.

[0016] - A first radially outer anchor point, wherein each or every reinforcing element passes through the inner surface at the first radially outer anchor point to anchor itself in or around the one or more radially outer reinforcing structures.

[0017] Each or every reinforcing element includes a portion extending between the following points within the annular cavity:

[0018] - A second radial internal anchor point, wherein each reinforcing element passes through the inner surface at the second radial internal anchor point to anchor itself in or around the second radial internal reinforcement structure.

[0019] - A second radial external anchor point, wherein each or every reinforcing element passes through the inner surface at the second radial external anchor point to anchor itself in or around the one or more radial external reinforcing structures.

[0020] The first radial internal anchor point and the second radial internal anchor point, as well as the first radial external anchor point and the second radial external anchor point, each satisfy the following:

[0021] - The first radial outer anchor point and the first radial inner anchor point are located on the same side of the tire's midplane along the axial direction.

[0022] - The second radial outer anchor point and the second radial inner anchor point are located on the opposite side of the tire's center plane along the axial direction, and

[0023] - The portions extending between the first radially outer anchor point and the first radially inner anchor point, and the portions extending between the second radially outer anchor point and the second radially inner anchor point, do not intersect within the annular cavity.

[0024] In a second embodiment, the present invention also aims to provide a tire, the tire comprising a crown extending radially inward on both sides of the tire's central plane via a first sidewall and a second sidewall, and then via a first bead and a second bead, the tire having an inner surface defining an annular inflation cavity of the tire and a reinforcing structure, the reinforcing structure comprising a first reinforcing element and a second reinforcing element:

[0025] The first reinforcing element is anchored in or around the following structure:

[0026] - A first radial internal reinforcement structure in the first sidewall and / or the first bead.

[0027] - At least one radially external reinforcing structure in the tire crown

[0028] The second reinforcing element is anchored in or around the following structure:

[0029] - A second radial internal reinforcement structure in the second sidewall and / or the second bead, and

[0030] - At least one radially external reinforcing structure in the tire crown

[0031] Such that each of the first reinforcing element and the second reinforcing element extends continuously within the annular cavity from the first sidewall and / or the first bead and the second sidewall and / or the second bead to the tire crown.

[0032] Each or every first reinforcing element includes a portion extending between the following points within the annular cavity:

[0033] - A first radial internal anchor point, wherein each of the first reinforcing elements passes through the inner surface at the first radial internal anchor point to anchor itself in or around the first radial internal reinforcement structure.

[0034] - A first radially external anchor point, wherein the or each of the first reinforcing elements passes through the inner surface at the first radially external anchor point to anchor itself in or around the one or more radially external reinforcing structures.

[0035] Each or every second reinforcing element includes a portion extending between the following points within the annular cavity:

[0036] - A second radial internal anchor point, wherein each of the second reinforcing elements passes through the inner surface at the second radial internal anchor point to anchor itself in or around the second radial internal reinforcement structure.

[0037] - A second radial external anchor point, wherein the or each of the second reinforcing elements passes through the inner surface at the second radial external anchor point to anchor itself in or around the one or more radial external reinforcing structures.

[0038] The first radial internal anchor point and the second radial internal anchor point, as well as the first radial external anchor point and the second radial external anchor point, each satisfy the following:

[0039] - The first radial outer anchor point and the first radial inner anchor point are located on the same side of the tire's midplane along the axial direction.

[0040] - The second radial outer anchor point and the second radial inner anchor point are located on the opposite side of the tire's center plane along the axial direction.

[0041] - The portions extending between the first radially outer anchor point and the first radially inner anchor point, and the portions extending between the second radially outer anchor point and the second radially inner anchor point, do not intersect within the annular cavity.

[0042] In this specification, when a reference is made to a reinforcing element or each reinforcing element without explicitly stating that it applies only to the first embodiment or the second embodiment, it will be understood that it applies to the first embodiment of the invention or each reinforcing element, and also to the first and second reinforcing elements or each of the first and second reinforcing elements in the second embodiment of the invention.

[0043] Due to the radially internal and radially external reinforcing structures, each reinforcing element is anchored on one hand in each first sidewall and / or first bead and each second sidewall and / or second bead, and on the other hand in the tread, which allows for fastening by anchoring each reinforcing element within the tire. This anchoring-based fastening is more robust than the bead and tread interfaces described in WO2020 / 128225. In fact, anchoring prevents peel loads and radial and axial slippage of each reinforcing element toward the tire's interior. Therefore, as demonstrated by the tests performed and described below, the durability of the tire's reinforcing structure according to the invention is significantly improved.

[0044] Because each or every reinforcing element is anchored in the tread, the portion of the tread to which it is anchored is fixed axially and radially. Similarly, because each or every reinforcing element is anchored in the sidewall and / or bead, the portion of the sidewall and / or bead to which it is anchored is fixed axially and radially.

[0045] Each of the first and second radial internal reinforcement structures is respectively disposed in the first sidewall or the first bead and the second sidewall or the second bead, and each of the radial external reinforcement structures is disposed in the tire crown, i.e., radially disposed inside the inner surface and embedded in the material blocks constituting the sidewall or bead and the crown. Each of the reinforcing elements passes through the inner surface at the first and second radial internal anchor points to anchor itself in or around the first and second radial internal reinforcement structures, and passes through the inner surface at the first and second radial external anchor points to anchor itself in or around the radial external reinforcement structures. This feature is particularly effective in reducing noise generated by the reinforcement structures, which is attenuated by the tire structure that separates each of the radial internal or radial external reinforcement structures from the mounting supports.

[0046] According to the invention, each or every reinforcing element is anchored in or around each of the first and second radially inner reinforcing structures and the said or every radially outer reinforcing structure. Thus, in a first variation, each or every reinforcing element may be anchored in the structure of one, several, or all of the reinforcing structures, i.e., each reinforcing element at least partially penetrates into the structure, or even completely penetrates the structure, such that the structure forms a mechanical anchorage of the said or every reinforcing element within the structure. In particular, in the case of an assembly of multiple filamentary elements, stating that each or every reinforcing element is anchored in the structure means, for example, that the said or every reinforcing element is wound around some of the filamentary elements of the structure, thereby penetrating the structure itself. In a second variation, each or every reinforcing element may be structurally anchored around one, several, or all of the reinforcing structures, i.e., the said or every reinforcing element is supported on the structure such that the structure absorbs a portion of the force applied to the said or every reinforcing element and anchors the structure in the sidewall or bead and crown. In particular, in the case of an assembly with a structure of multiple filamentary elements, declaring that the or each reinforcing element is anchored around the structure means, for example, that the or each reinforcing element is wrapped around the outer filamentary elements of the structure without passing through the structure.

[0047] According to the invention, the portions extending between the first anchor points on the same side of the central plane and the portions extending between the second anchor points on the opposite side of the central plane do not intersect, which limits the axial bending of the tread, especially under high lateral load conditions. Therefore, on the one hand, a regular contact area is maintained, and on the other hand, particularly by avoiding compression of the various components of the crown reinforcement (e.g., the fabric filament reinforcement elements and metal filament reinforcement elements of the crown reinforcement), the risk of deterioration of the tire crown reinforcement is reduced.

[0048] In the first embodiment, the reinforcing element is continuous between the first sidewall or the first bead and the second sidewall or the second bead. Therefore, the edges of the unanchored reinforcing elements in the tread facilitate tire manufacturing and limit the risk of edge slippage of the reinforcing elements located in the tread. The continuity of the reinforcing element also improves the transmission of force between each of the first sidewall and / or the first bead and the second sidewall and / or the second bead, thus distributing force across the entire tire. Furthermore, the reinforcing structure functions on both sides of the tire's center plane, enabling uniform tire behavior.

[0049] In the second embodiment, in contrast to the first embodiment, the first reinforcing element is different from the second reinforcing element and is discontinuous relative to the second reinforcing element.

[0050] After the tire is installed to the mounting bracket (most commonly the rim), the annular inflation cavity is designed to be pressurized by inflation gas.

[0051] Among other advantages, compared to classic tires without reinforcement, and also to tires with other reinforcements (such as those described in WO2017 / 005713), reinforcement simultaneously increases the tire's radial stiffness, axial stiffness, and lateral stiffness. Radial stiffness (expressed in daN / mm) is the radial force generated when the tire is subjected to a radial displacement equal to 1 mm. Axial stiffness (expressed in daN / mm) is the axial force generated when the tire is subjected to an axial displacement equal to 1 mm. Lateral stiffness (expressed in daN / °) is the axial force generated when the tire rolls at an angle of 1° around its radial axis.

[0052] By increasing radial stiffness, the reinforced structure limits the radial deformation of the tire crown during rolling, particularly the radial deformation relative to the contact area between the tread and the ground. Therefore, as the tire rolls around the wheel, the reinforced structure limits the magnitude of cyclic deformation of the tire (especially its tread), and thus limits the resulting energy dissipation, which helps reduce rolling resistance. Furthermore, under radial load, the value of the contact area with the ground remains unchanged, maintaining the same grip performance as the tire described in WO2017 / 005713.

[0053] By increasing axial stiffness and lateral stiffness, strengthening the structure will help improve behavior under lateral loads (e.g., when cornering). Furthermore, under lateral loads, the contact area with the ground ensures a more even distribution of contact pressure, which increases lateral grip.

[0054] Furthermore, the reinforcing structure at least partially participates in supporting the load applied to the tire, such that this applied load is absorbed jointly by the tire and the reinforcing structure due to the tire's stiffness and the inherent structural stiffness. Therefore, when the tire experiences a nominal radial load, the aforementioned or each reinforcing element arranged opposite the contact area is under tension. Conversely, in some embodiments, the aforementioned or each reinforcing element aligned with the contact area undergoes compressive buckling.

[0055] Therefore, the presence of a reinforcing structure can reduce the tire's contribution to load support, and thus reduce its structural stiffness, for example, by reducing the volume of the bead. In fact, the bead of a classic tire dissipates a significant amount of energy due to its volume and the hysteretic properties of its constituent elastomer mixture. Therefore, reducing its volume can significantly reduce rolling resistance.

[0056] The reinforcing elements are independent of each other within the annular cavity of the tire; that is, they are not mechanically connected within the annular cavity and therefore exhibit independent mechanical behavior. For example, they are not interconnected in a way that forms a network or mesh within the cavity.

[0057] The tire according to the invention has a substantially annular shape about an axis of rotation (which substantially coincides with the axis of rotation of the tire). This axis of rotation defines three directions commonly used by those skilled in the art: axial direction, circumferential direction, and radial direction.

[0058] The axial direction refers to the direction that is substantially parallel to the axis of rotation of the tire (i.e., the axis of rotation of the tire).

[0059] The circumferential direction refers to the direction that is basically perpendicular to the axial direction and the tire radius (in other words, tangent to a circle centered on the tire's axis of rotation).

[0060] Radial direction refers to the direction along the tire radius, that is, any direction that intersects the tire's axis of rotation and is substantially perpendicular to that axis.

[0061] The center plane of a tire (denoted as M) is a plane that is perpendicular to the tire's axis of rotation, located axially between the two bead sections, and passes through the axial center of the crown reinforcement.

[0062] The equatorial circumferential plane of a tire (denoted as E) refers to the plane in the meridional section plane that passes through the tire's equator and is perpendicular to the midline and radial directions. The tire's equator is the axis in the meridional section plane (a plane perpendicular to the circumferential direction and parallel to the radial and axial directions) that is parallel to the tire's axis of rotation and is equidistant between the outermost radial point of the tread intended to contact the ground and the innermost radial point of the tire intended to contact a support (e.g., the rim).

[0063] The central plane refers to a plane that is parallel to and includes the axis of rotation of the tire and is perpendicular to the circumferential direction.

[0064] Radial inner (or radial outer) refers to the part closer to (or further away from) the tire's axis of rotation. Axial inner (or axial outer) refers to the part closer to (or further away from) the tire's center plane.

[0065] A bead is the radial portion of a tire designed to attach the tire to a mounting support (such as a wheel including a rim). Therefore, each bead is specifically designed to contact a hook-shaped part that enables it to attach. Thus, the bead is radially defined internally by the inner radial edge of the tire and radially externally by an axial straight segment passing through the outermost point of a standard rim that conforms to the standards published by the European Tire and Rim Technology Organization (ETRTO) in 2020.

[0066] The sidewall refers to the radial portion of the tire where the bead connects to the tread. Radially outer, the sidewall is defined by a straight line segment perpendicular to the tire's outer surface and passing through a point such that the angle between the tangent to the tire's outer surface and the straight line segment parallel to the axial direction and passing through that point is equal to 30°. When multiple points exist in the meridional plane where the absolute value of this angle equals 30°, the outermost radial point is retained. Radially inner, the sidewall is defined by an axial straight line segment passing through the outermost radial point of the rim that contacts a rim conforming to the European Tire and Rim Technology Organization (ETRTO) 2020 standard.

[0067] Any range of values ​​expressed as “between a and b” refers to a range of values ​​greater than a and less than b (i.e., excluding the limits a and b), while any range of values ​​expressed as “from a to b” refers to a range of values ​​from a to b (i.e., including the strict limits a and b).

[0068] The tires of this invention are preferably intended for use in passenger vehicles as defined by the European Tire and Rim Technology Organization (ETRTO) (2020). The cross-section of this type of tire in the meridional plane is characterized by a section height H and a nominal section width SW conforming to the European Tire and Rim Technology Organization (ETRTO) (2020). The values ​​of SW and H are shown in markings on the tire sidewall, for example, as defined in the 2020 ETRTO manual.

[0069] The tires for passenger vehicles to which the present invention will be advantageously applied preferably satisfy a ratio H / S (expressed as a percentage) of at most 90, preferably at most 80, more preferably at most 70 and at least 20, preferably at least 30, and a nominal section width SW preferably at least 115 mm, preferably at least 155 mm, more preferably at least 175 mm and at most 385 mm, preferably at most 315 mm, more preferably at most 285 mm. Furthermore, the diameter D of the hook-shaped part defining the diameter of the rim for mounting the tire is at least 12 inches, preferably at least 16 inches and at most 24 inches, preferably at most 21 inches.

[0070] In a tire that includes a crown reinforcement and a carcass reinforcement, the crown typically comprises a tread and a crown reinforcement, the tread being designed to contact the ground, the crown reinforcement being radially disposed inside the tread. The tire also includes a carcass reinforcement anchored in each bead and extending radially in each sidewall and axially in the crown, and located radially inside the crown reinforcement. Typically, the crown reinforcement comprises at least one crown layer including reinforcement elements. These reinforcement elements are preferably metal filament elements or fabric filament elements. The carcass reinforcement is anchored in each bead by one or more circumferential reinforcement elements.

[0071] In an embodiment capable of achieving the performance of a so-called radial tire as defined by ETRTO, the carcass reinforcement includes at least one carcass layer, and each carcass layer includes a carcass filament reinforcing element, each carcass filament reinforcing element extending substantially in a principal direction that forms an angle of 80° to 90° with the circumferential direction of the tire.

[0072] In a preferred variant of the first preferred embodiment, said or each reinforcing element is anchored in or around a structure in which:

[0073] -First radial internal reinforcement structure,

[0074] - First and second radial external reinforcement structures in the tire crown

[0075] - Second radial internal reinforcement structure.

[0076] In this preferred variant, the tire includes a first radially outer reinforcement structure and a second radially outer reinforcement structure that are distinct from each other. This reduces the weight of the reinforcement structure, thereby enabling the anchoring of one or more reinforcing elements within the tread. Furthermore, for a given axial width, using both the first and second radially outer reinforcement structures limits the allowable stress in the tread compared to a single radially outer reinforcement structure, which allows for maintaining a regular contact area.

[0077] Similarly, in a preferred variant of the second preferred embodiment, the first reinforcing element is anchored in or around a structure in which:

[0078] - First radial internal reinforcement structure, and

[0079] - The first radial outer reinforcement structure in the tire crown

[0080] The second reinforcing element is anchored in or around the following structure:

[0081] -Second radial internal reinforcement structure, and

[0082] - A second radial external reinforcement structure in the tire crown, which is different from the first radial external reinforcement structure.

[0083] In the first embodiment, the first and second radially outer reinforcing structures are optionally located axially on either side of the tire's central plane, preferably substantially symmetrical with respect to the tire's central plane. Therefore, the axial distribution of the forces exerted by the reinforcing elements on each of the first sidewalls and / or the first and second beads, as well as the tire crown, is improved.

[0084] In a similar manner, in the second embodiment, the first radial external reinforcement structure and the second radial external reinforcement structure are optionally located on either side of the tire's central plane along the axial direction, preferably substantially symmetrical with respect to the tire's central plane.

[0085] In a preferred variant of the first embodiment, the reinforcing structure includes a plurality of reinforcing elements forming a continuous reinforcing element to form a ox-plowing path through the tire crown between the first sidewall and / or the first bead and the second sidewall and / or the second bead.

[0086] Therefore, the robustness of the reinforcement structure is further improved by eliminating the edges of the reinforcing elements anchored in each sidewall or bead. Thus, in this variant, continuous reinforcing elements forming the reinforcement structure can be present across the entire circumference of the tire. Similarly, multiple continuous reinforcing elements can be present, each forming part of the reinforcement structure on a portion of the tire's circumference. Furthermore, the production of this reinforcement structure is relatively simple because, using a single reinforcing element, its laying pattern can vary with different tire sizes. If multiple reinforcing elements that differ from each other are used, their lengths need to be adjusted for each tire size.

[0087] In a similar manner, in a preferred variant of the second embodiment, the reinforcing structure includes:

[0088] - A plurality of first reinforcing elements forming a first continuous reinforcing element to form a plow-like path between the first sidewall and / or the first bead and the crown.

[0089] - A plurality of second reinforcing elements forming a second continuous reinforcing element to form a plowing path between the second sidewall and / or the second bead and the crown.

[0090] In a fourth embodiment, a variant of the first embodiment, the reinforcing structure includes at least one axially internal anchoring reinforcing element and at least one axially external anchoring reinforcing element, wherein said or each axially internal anchoring reinforcing element is anchored in or around a structure thereof:

[0091] -The first radial internal anchoring reinforcement structure of each axial internal anchoring reinforcement element in the first sidewall and / or the first bead, and

[0092] - At least one radial external anchoring reinforcement structure in the tire crown or each of the axial internal anchoring reinforcement elements.

[0093] - A second radial internal anchoring reinforcement structure located on the second sidewall and / or the second bead, opposite the first sidewall and / or the first bead, relative to the center plane of the tire.

[0094] Such that each or every axial internal anchoring reinforcement element extends continuously from the first sidewall and / or the first bead into the crown until it reaches the second sidewall and / or the second bead.

[0095] Each or every axial internal anchoring reinforcement element includes:

[0096] -The first portion extending between the following points within the annular cavity:

[0097] - A first radial internal anchoring point, wherein the or each axial internal anchoring reinforcement element passes through the inner surface at the first radial internal anchoring point to anchor itself in or around the first radial internal anchoring reinforcement structure of the or each axial internal anchoring reinforcement element.

[0098] - A first radially external anchoring point, wherein the or each axially internal anchoring reinforcement element passes through the inner surface at the first radially external anchoring point to anchor itself in or around one or more radially external anchoring reinforcement structures of the or each axially internal anchoring reinforcement element.

[0099] -The second portion extending between the following points within the annular cavity:

[0100] - A second radial internal anchoring point, wherein each of the axial internal anchoring reinforcement elements passes through the inner surface at the second radial internal anchoring point to anchor itself in or around the second radial internal anchoring reinforcement structure of the axial internal anchoring reinforcement element.

[0101] - A second radial external anchoring point, wherein the or each axial internal anchoring reinforcement element passes through the inner surface at the second radial external anchoring point to anchor itself in or around one or more radial external anchoring reinforcement structures of the or each axial internal anchoring reinforcement element.

[0102] Each or every axial external anchoring reinforcement element is anchored in or around the following structure:

[0103] -The first radial internal anchoring reinforcement structure of each axial external anchoring reinforcement element in the first sidewall and / or the first bead, and

[0104] - At least one radial external anchoring reinforcement structure in the tire crown or for each axial external anchoring reinforcement element.

[0105] - A second radial internal anchoring reinforcement structure in the second sidewall and / or the second bead located on the other side of the first sidewall and / or the first bead relative to the center plane of the tire, comprising the second radial internal anchoring reinforcement element of each axial external anchoring reinforcement element.

[0106] Such that each or every axial external anchoring reinforcement element extends continuously from the first sidewall and / or the first bead into the crown until it reaches the second sidewall and / or the second bead.

[0107] Each or every axial external anchoring reinforcement element includes:

[0108] -The first portion extending between the following points within the annular cavity:

[0109] - A first radial internal anchoring point, wherein the or each axial external anchoring reinforcement element passes through the inner surface at the first radial internal anchoring point to anchor itself in or around the first radial internal anchoring reinforcement structure of the or each axial external anchoring reinforcement element.

[0110] - A first radial external anchoring point, wherein the or each axial external anchoring reinforcement element passes through the inner surface at the first radial external anchoring point to anchor in or around one or more radial external anchoring reinforcement structures of the or each axial external anchoring reinforcement element.

[0111] -The second portion extending between the following points within the annular cavity:

[0112] - A second radial internal anchoring point, wherein each of the or axial external anchoring reinforcement elements passes through the inner surface at the second radial internal anchoring point to anchor itself in or around the second radial internal anchoring reinforcement structure of the or axial external anchoring reinforcement element.

[0113] - A second radial external anchoring point, wherein the or each axial external anchoring reinforcement element passes through the inner surface at the second radial external anchoring point to anchor itself in or around one or more radial external anchoring reinforcement structures of the or each axial external anchoring reinforcement element.

[0114] The first radial internal anchoring point and the second radial internal anchoring point, as well as the first radial external anchoring point and the second radial external anchoring point of each axial internal anchoring reinforcement element and axial external anchoring reinforcement element, each satisfy the following:

[0115] The portions extending between the first radially outer anchor point and the first radially inner anchor point of each axially internal anchoring reinforcement element, and the portions extending between the second radially outer anchor point and the second radially inner anchor point of each axially internal anchoring reinforcement element, do not intersect within the annular cavity.

[0116] The portions extending between the first radially outer anchor point and the first radially inner anchor point of each axially outer anchoring reinforcement element, and the portions extending between the second radially outer anchor point and the second radially inner anchor point of each axially outer anchoring reinforcement element, do not intersect within the annular cavity.

[0117] The first radially external anchor point and the first radially internal anchor point of each axially internal anchoring reinforcement element and axially external anchoring reinforcement element are located on the same side of the tire's midplane along the axial direction, and

[0118] The second radially outer anchoring point and the second radially inner anchoring point of each axially inner anchoring reinforcement element and axially outer anchoring reinforcement element are located on the opposite side of the tire's midplane along the axial direction, and

[0119] Each of the first radially outer anchor point and the second radially outer anchor point of each of the axially inner anchoring reinforcement elements is located axially inside each of the first radially outer anchor point and the second radially outer anchor point of each of the axially outer anchoring reinforcement elements.

[0120] Due to the axial offset of one or more radially outer anchoring points of each reinforcing element in the tread, the terms "axially internal anchoring reinforcing element" or "axially external anchoring reinforcing element" are used. Therefore, when a reinforcing element is referred to as an axially external anchoring reinforcing element, its anchoring point in the tread is axially further away from the tire's center plane than that of another axially internal anchoring reinforcing element, whose anchoring point in the tread is axially closer to the tire's center plane.

[0121] Regardless of the construction of the fourth embodiment, in one variation, each of the first and second radially internal anchor points of each axially internal anchoring reinforcement element and each of the first and second radially internal anchor points of each axially external anchoring reinforcement element are respectively radially aligned with the same circumference. In another variation, as envisioned in the following fifth embodiment, each of the first and second radially internal anchor points of each axially internal anchoring reinforcement element and each of the first and second radially internal anchor points of each axially external anchoring reinforcement element are respectively radially offset relative to each other.

[0122] Regardless of the construction of the fourth embodiment, in one variation, each of the first and second radially internal anchor points and radially external anchor points of each axially internal anchoring reinforcement element lies in the same meridional section plane as each of the first and second radially internal anchor points and radially external anchor points of each axially external anchoring reinforcement element. In another variation, each of the first and second radially internal anchor points and radially external anchor points of each axially internal anchoring reinforcement element lies in a different meridional section plane than each of the first and second radially internal anchor points and radially external anchor points of each axially external anchoring reinforcement element.

[0123] Each of the first and second radial internal anchoring reinforcement structures of each axial internal anchoring reinforcement element is advantageously and is respectively each of the first and second radial internal anchoring reinforcement structures of each axial external anchoring reinforcement element. Alternatively, each of the first and second radial internal anchoring reinforcement structures of each axial internal anchoring reinforcement element is different from each of the first and second radial internal anchoring reinforcement structures of each axial external anchoring reinforcement element.

[0124] In a highly advantageous manner, one or more radially external anchoring reinforcement structures of the or each axially internal anchoring reinforcement element are one or more radially external anchoring reinforcement structures of the or each axially external anchoring reinforcement element.

[0125] In a fifth embodiment, which forms another variant of the first embodiment, the reinforcing structure includes at least one radially internal anchoring reinforcing element and at least one radially external anchoring reinforcing element, wherein said or each radially internal anchoring reinforcing element is anchored in or around the following structure:

[0126] -The first radial internal anchoring reinforcement structure of each radial internal anchoring reinforcement element in the first sidewall and / or the first bead, and

[0127] - At least one radially external anchoring reinforcement structure in the tire crown, or for each radially internal anchoring reinforcement element.

[0128] - A second radially internal anchoring reinforcement structure located on the second sidewall and / or the second bead, opposite to the first sidewall and / or the first bead, relative to the center plane of the tire.

[0129] Such that each or every radially internal anchoring reinforcement element extends continuously from the first sidewall and / or the first bead into the crown until it reaches the second sidewall and / or the second bead.

[0130] Each or every radially internal anchoring reinforcement element includes:

[0131] -The first portion extending between the following points within the annular cavity:

[0132] - A first radial internal anchoring point, wherein the or each radial internal anchoring reinforcement element passes through the inner surface at the first radial internal anchoring point to anchor itself in or around the first radial internal anchoring reinforcement structure of the or each radial internal anchoring reinforcement element.

[0133] - A first radially external anchor point, wherein the or each radially internal anchoring reinforcement element passes through the inner surface at the first radially external anchor point to anchor itself in or around one or more radially external anchoring reinforcement structures of the or each radially internal anchoring reinforcement element.

[0134] -The second portion extending between the following points within the annular cavity:

[0135] - A second radial internal anchoring point, wherein the or each radial internal anchoring reinforcement element passes through the inner surface at the second radial internal anchoring point to anchor itself in or around the second radial internal anchoring reinforcement structure of the or each radial internal anchoring reinforcement element.

[0136] - A second radial external anchor point, wherein the or each radial internal anchoring reinforcement element passes through the inner surface at the second radial external anchor point to anchor in or around one or more radial external anchoring reinforcement structures of the or each radial internal anchoring reinforcement element.

[0137] Each or every radially external anchoring reinforcement element is anchored in or around the following structure:

[0138] -The first radial internal anchoring reinforcement structure of each radial external anchoring reinforcement element in the first sidewall and / or the first bead, and

[0139] - At least one radial external anchoring reinforcement structure in the tire crown or for each radial external anchoring reinforcement element.

[0140] - A second radially internal anchoring reinforcement structure located on the second sidewall and / or the second bead, opposite to the first sidewall and / or the first bead, relative to the center plane of the tire.

[0141] Such that each or every radially external anchoring reinforcement element extends continuously from the first sidewall and / or the first bead into the crown until it reaches the second sidewall and / or the second bead.

[0142] Each or every radially external anchoring reinforcement element includes:

[0143] -The first portion extending between the following points within the annular cavity:

[0144] - A first radial internal anchoring point, wherein the or each radial external anchoring reinforcement element passes through the inner surface at the first radial internal anchoring point to anchor itself in or around the first radial internal anchoring reinforcement structure of the or each radial external anchoring reinforcement element.

[0145] - A first radial external anchoring point, wherein the or each radial external anchoring reinforcement element passes through the inner surface at the first radial external anchoring point to anchor in or around one or more radial external anchoring reinforcement structures of the or each radial external anchoring reinforcement element.

[0146] -The second portion extending between the following points within the annular cavity:

[0147] - A second radial internal anchoring point, wherein the or each radial external anchoring reinforcement element passes through the inner surface at the second radial internal anchoring point to anchor itself in or around the second radial internal anchoring reinforcement structure of the or each radial external anchoring reinforcement element.

[0148] - A second radial external anchoring point, wherein the or each radial external anchoring reinforcement element passes through the inner surface at the second radial external anchoring point to anchor itself in or around one or more radial external anchoring reinforcement structures of the or each radial external anchoring reinforcement element.

[0149] The first radial internal anchoring point and the second radial internal anchoring point, as well as the first radial external anchoring point and the second radial external anchoring point of each axial internal anchoring reinforcement element and axial external anchoring reinforcement element, each satisfy the following:

[0150] The portions extending between the first radially outer anchor point and the first radially inner anchor point of each radially inner anchoring reinforcement element, and the portions extending between the second radially outer anchor point and the second radially inner anchor point of each radially inner anchoring reinforcement element, do not intersect within the annular cavity.

[0151] The portions extending between the first radially outer anchor point and the first radially inner anchor point of each radially outer anchoring reinforcement element, and the portions extending between the second radially outer anchor point and the second radially inner anchor point of each radially outer anchoring reinforcement element, do not intersect within the annular cavity.

[0152] The first radially external anchor point and the first radially internal anchor point of each radially internal anchoring reinforcement element and radially external anchoring reinforcement element are located on the same side of the tire's midplane along the axial direction, and

[0153] The second radially outer anchor point and the second radially inner anchor point of each radially inner anchoring reinforcement element and radially outer anchoring reinforcement element are located axially on the opposite side of the tire's midplane, and

[0154] Each of the first and second radially internal anchor points of the said or each radially internal anchoring reinforcement element is located radially inside each of the first and second radially internal anchor points of the said or each radially external anchoring reinforcement element.

[0155] The terms radially internal anchoring reinforcement and radially external anchoring reinforcement are used due to the radial offset of one or more radially internal anchoring points of each reinforcement element in each sidewall and / or each bead. Therefore, when a reinforcement element is referred to as a radially external anchoring reinforcement, its anchoring point in each sidewall and / or each bead is radially further away from the tire's axis of rotation than that of another radially internal anchoring reinforcement, whose anchoring point in the tire crown is radially closer to the tire's axis of rotation.

[0156] Regardless of the construction of the fifth embodiment, in one variation, each of the first and second radially outer anchor points of each radially inner anchoring reinforcement element, and each of the first and second radially outer anchor points of each radially outer anchoring reinforcement element, are respectively axially aligned with the same circumferential line. In another variation, as envisioned in the fourth embodiment described above, each of the first and second radially outer anchor points of each radially inner anchoring reinforcement element, and each of the first and second radially outer anchor points of each radially outer anchoring reinforcement element, are respectively axially offset relative to each other.

[0157] Regardless of the construction of the fifth embodiment, in one variation, each of the first and second radially internal anchor points and radially external anchor points of the said or each radially external anchoring reinforcement element lies in the same meridional section plane as each of the first and second radially internal anchor points and radially external anchor points of the said or each radially external anchoring reinforcement element. In another variation, each of the first and second radially internal anchor points and radially external anchor points of the said or each radially external anchoring reinforcement element lies in a different meridional section plane than each of the first and second radially internal anchor points and radially external anchor points of the said or each radially external anchoring reinforcement element.

[0158] Each of the first and second radially internal anchoring reinforcement structures of the said or each radially internal anchoring reinforcement element is very advantageously each of the first and second radially internal anchoring reinforcement structures of the said or each radially external anchoring reinforcement element. Alternatively, each of the first and second radially internal anchoring reinforcement structures of the said or each radially internal anchoring reinforcement element is different from each of the first and second radially internal anchoring reinforcement structures of the said or each radially external anchoring reinforcement element.

[0159] One or more radially external anchoring reinforcement structures for each of the radially internal anchoring reinforcement elements are very advantageously one or more radially external anchoring reinforcement structures for each of the radially external anchoring reinforcement elements.

[0160] Note that the fourth and fifth embodiments can be combined to differentiate anchorages in the tread and each sidewall and / or each bead, and have radial and axial internal reinforcement elements or radial and axial external reinforcement elements or radial internal and axial external reinforcement elements or radial external and axial internal reinforcement elements.

[0161] Optionally, in both the first and second embodiments, each bead includes at least one circumferential reinforcing element designed to attach the tire to a mounting support, and the first radial internal reinforcement structure differs from the other circumferential reinforcing elements on the same first side as the first sidewall and / or the first bead located in the center plane of the tire. Alternatively, the first radial internal reinforcement structure may include the other circumferential reinforcing elements on the same first side as the first sidewall and / or the first bead located in the center plane of the tire.

[0162] Optionally, in both the first and second embodiments, each bead includes at least one circumferential reinforcing element designed to attach the tire to a mounting support, and the second radial internal reinforcement structure differs from the said or each circumferential reinforcing element on the same second side as the second sidewall and / or the second bead located in the center plane of the tire. Alternatively, the second radial internal reinforcement structure may include the said or each circumferential reinforcing element on the same second side as the second sidewall and / or the second bead located in the center plane of the tire.

[0163] The fact that each radial internal reinforcement structure differs from each circumferential reinforcement element located on the same side of the tire's center plane significantly reduces the transmission of noise generated by the reinforcement structure from the reinforcement structure to the vehicle via the tire's mounting support. In fact, the inventors hypothesize that a tire structure that separates each radial internal reinforcement structure from each circumferential reinforcement element, designed to attach the tire to its mounting support, reduces the noise generated by the reinforcement structure. This reduction arises from the fact that the radial internal reinforcement structure is mechanically disengaged from each circumferential reinforcement element located on the same side of the tire's center plane, due to their different orientation. In other words, the radial internal reinforcement structure and each circumferential reinforcement element located on the same side of the tire's center plane are physically separated from each other by one or more disengagement materials (e.g., elastomeric materials) capable of mechanically disengaging one layer from another.

[0164] In a preferred variant of the first and second embodiments, the reinforcing structure includes a plurality of reinforcing elements distributed circumferentially in the annular cavity, or a plurality of first and second reinforcing elements distributed circumferentially in the annular cavity.

[0165] Therefore, the reinforcing structure plays its role throughout the entire circumference of the tire.

[0166] The circumferential distribution can be achieved by a reinforcing structure in which the reinforcing elements are distributed at a constant circumferential spacing on the entire circumference of the tire, or by a reinforcing structure in which the reinforcing elements are periodically distributed on the entire circumference of the tire, or by a reinforcing structure in which the reinforcing elements are randomly distributed on the entire circumference of the tire.

[0167] In an advantageous configuration applicable to both the first and second embodiments, the reinforcing element is not airtight relative to the tire's inflation gas. Therefore, the reinforcing element allows inflation gas to pass through. In other words, the reinforcing element does not define any second cavity under tire pressure. The statement that it is not airtight means that the reinforcing element is permeable to inflation gas, such that the pressure in the annular cavity is uniform at all times, especially during tire inflation.

[0168] In order to enable a relatively easy-to-implement manufacturing method, the tire height advantageously includes a carcass reinforcement anchored in each bead, and a crown including a crown reinforcement and a tread, the carcass reinforcement extending in each sidewall and crown and located radially inside the crown reinforcement, the or each radially external reinforcement structure being arranged radially inside the carcass reinforcement.

[0169] In both the first and second embodiments, the first and second radial inner anchor points are each advantageously 0.10×H to 0.50×H, preferably 0.10×H to 0.35×H, radially from the innermost point of the tire, where H is the cross-sectional height of the tire.

[0170] Therefore, the noise generated by the reinforcement structure is further reduced from the reinforcement structure to the vehicle via the tire mounting support. In fact, when the radial distance is greater than or equal to 0.10 × H, the radially inner anchor points are far from the bead, and particularly far from the circumferential reinforcing elements (e.g., bead lines), so that the sound waves generated by the reinforcement structure are significantly attenuated by the tire structure before reaching the circumferential reinforcing elements, which constitute the main element transmitting noise between the tire and the mounting support. However, it is preferable that the radially inner anchor points are not at too large a radial distance so that the axial forces between the reinforcement structure and the sidewall or bead can be effectively absorbed by the reinforcing elements, or each of the first and second reinforcing elements, and thus contribute to improving axial stiffness.

[0171] In both the first and second embodiments, the first and second radially external anchor points are each advantageously axially distanced from the tire's central plane by at most 0.45 × SW, preferably from 0.05 × SW to 0.45 × SW, where SW is the tire's nominal cross-sectional width.

[0172] When the value exceeds 0.45×S, each or every reinforcing element extends in a direction that forms an excessively small angle relative to the radial direction, which reduces its contribution to axial stiffness and lateral stiffness, respectively.

[0173] In cases involving reinforcing structures, each reinforcing element (whether in the first or second embodiment) may have geometric characteristics (particularly its average cross-section Sm), which are not necessarily the same for all reinforcing elements. The average cross-section Sm is the average value of the cross-sections obtained by intersecting the reinforcing element with all cylindrical surfaces coaxial with the tire and radially included within the inner annular cavity. In the most common case of a constant cross-section, the average cross-section Sm is the constant cross-section of the reinforcing element. The average cross-section Sm includes the maximum characteristic dimension Dmax and the minimum characteristic dimension Dmin, and their ratio R = Dmax / Dmin is called the shape factor. For example, a reinforcing element with a circular average cross-section Sm and a diameter equal to d has a shape factor R = 1; a reinforcing element with a rectangular average cross-section Sm, a length L, and a width l has a shape factor R = L / l; and a reinforcing element with an elliptical average cross-section Sm with a principal axis D and a secondary axis d has a shape factor R = D / d.

[0174] A reinforcing element of the first preferred type, with a form factor R at most equal to 3, is referred to as one-dimensional. In other words, a reinforcing element is considered one-dimensional when its maximum characteristic dimension Dmax of the average cross-section Sm is at most three times its minimum characteristic dimension Dmin of the average cross-section Sm. One-dimensional reinforcing elements exhibit filament-like mechanical behavior, meaning they can only withstand tension and compressive forces along their average lines. Therefore, one-dimensional reinforcing elements are often referred to as filamentous reinforcing elements. In components commonly used in the tire industry, woven filamentous elements composed of components of basic fabric monofilaments or metal cables composed of components of basic metal monofilaments can be considered one-dimensional reinforcing elements because their average cross-section Sm is essentially circular, and their form factor R is equal to 1, and therefore less than 3.

[0175] A second type of reinforcing element with a shape factor R of at least 3 is referred to as two-dimensional. In other words, a reinforcing element is considered two-dimensional when its maximum characteristic dimension Dmax of the average cross-section Sm is at least three times its minimum characteristic dimension Dmin of the average cross-section Sm. Two-dimensional reinforcing elements exhibit membrane-type mechanical behavior, meaning they can only withstand tensile or compressive forces within a thickness defined by the minimum characteristic dimension Dmin of their average cross-section Sm. In the first variant, a reinforcing element with a shape factor R of at least 3 and at most 50 is referred to as cable-type two-dimensional. According to the second variant, a reinforcing element with a shape factor R of at least 50 is referred to as thin-film-type two-dimensional.

[0176] According to a first structural variant of the reinforcing element, any reinforcing element has a homogeneous structure comprising a single component. This is the simplest structure conceived, for example, a basic monofilament of a single material or a layer of a single material. According to a second structural variant, any reinforcing element has a composite structure comprising at least two components. It is a structure composed of assemblies of at least two elements (e.g., assemblies comprising multiple basic monofilaments or assemblies comprising a first layer of a first material and a second layer of a second material).

[0177] Regarding the one or more materials constituting the reinforcing element, in the first composition variant, any reinforcing element comprises a single material: for example, a basic monofilament of a single material or an assembly comprising multiple basic monofilaments of the same material. In the second composition variant, any reinforcing element comprises at least two materials. In this case, from a material perspective, it has a composite structure: for example, an assembly comprising a basic monofilament of a first material and a basic monofilament of a second material different from the first material, or a layer comprising a basic monofilament or an assembly of basic monofilaments embedded in a polymer matrix.

[0178] In a highly advantageous configuration applicable to both the first and second embodiments, each or every reinforcing element, or each or every first and second reinforcing element, is a filamentary reinforcing element, preferably a fabric filamentary reinforcing element. The reinforcing filamentary elements are preferably identical, i.e., having the same geometric features and being made of the same material.

[0179] These filamentary reinforcing elements are commonly referred to as drawwires. The advantage of using filamentary reinforcing elements is the production of reinforced structures with low weight and low hysteresis. Using the same reinforcing filaments allows for a more even distribution of force among the reinforcing elements.

[0180] When it is in filament form, each filamentary reinforcing element is preferably a fabric. Fabric means that each filamentary reinforcing element is non-metallic, for example made of materials selected from: polyester, polyamide, polyketone, polyvinyl alcohol, cellulose, mineral fibers, natural fibers, elastomer materials, or mixtures of these materials. Examples of polyesters include PET (polyethylene terephthalate), PEN (polyethylene naphthalate), PBT (polybutylene terephthalate), PBN (polybutylene naphthalate), PPT (polypropylene terephthalate), and PPN (polypropylene naphthalate). Examples of polyamides include aliphatic polyamides (e.g., 4-6, 6, 6-6 polyamide (nylon), 11, or 12) and aromatic polyamides (e.g., aramid). The material is preferably polyester or aliphatic polyamide.

[0181] For example, each fabric filamentary reinforcing element is a fabric assembly comprising one or more basic monofilaments twisted together or not twisted together. Thus, in one embodiment, there may be an assembly where the basic monofilaments are substantially parallel to each other. In another embodiment, there may also be an assembly where the basic monofilaments are spirally wound. In yet another embodiment, each filamentary reinforcing element is composed of a basic monofilament. The diameter of each basic monofilament is from 5 μm to 0.80 mm.

[0182] In a first variant, each fabric filament reinforcing element comprises one or more multifilament strands, each multifilament strand comprising a plurality of monofilaments with a diameter of 5 μm to 20 μm. In this first variant, the number of monofilaments in each multifilament strand is typically from 100 to 10,000. To limit leakage of inflating gas via capillary action between the monofilaments of the fabric filament reinforcing element according to this first variant, each fabric filament reinforcing element may advantageously be coated, for example, with one or more polymer compositions known to those skilled in the art to block its capillary action. In a second variant, each fabric filament reinforcing element comprises a multifilament strand comprising a plurality of helically wound monofilaments, each monofilament having a diameter of 0.10 mm to 0.80 mm. In this second variant, the number of monofilaments is typically from 2 to 10. In this second variant, the number of capillary action between the monofilaments is smaller, and therefore not useful in coating the fabric filament reinforcing element, although this is conceivable.

[0183] Each fabric filament reinforcing element is typically coated with at least one water-based adhesive compound, such as the RFL type adhesive described in documents WO2013017422 and WO2017168107.

[0184] In another embodiment, each filamentary reinforcing element is made of metal (e.g., an assembly of metal monofilaments), each metal monofilament typically having a diameter of less than 50 μm, for example, 10 μm. In one embodiment, each filamentary reinforcing element comprises an assembly consisting of multiple metal monofilaments. In another embodiment, each filamentary reinforcing element is composed of a single metal monofilament.

[0185] In a variant where the tire can be manufactured using relatively simple methods, each of the filamentary reinforcing elements, or each of the first and second reinforcing elements, advantageously extends continuously in the annular cavity from the sidewall or bead to the crown in a principal direction, the principal direction forming an angle of 85° to 90° with the circumferential direction of the tire. In another variant where the tire can be manufactured using more complex methods but with increased circumferential stiffness, each of the filamentary reinforcing elements extends continuously in the annular cavity from the sidewall or bead to the crown in a principal direction, the principal direction forming an angle of 45° to 75° with the circumferential direction of the tire, as specifically explained in WO2020128225.

[0186] In a configuration applicable to the first and second embodiments, each of the first and second radial internal reinforcement structures and / or each of the radial external reinforcement structures includes at least one filamentary reinforcement element extending in a principal direction that forms an angle of less than or equal to 10°, preferably less than or equal to 5°, and more preferably substantially zero with respect to the circumferential direction of the tire.

[0187] The tire has a substantially annular shape about a rotation axis, and the filamentous reinforcing elements of the first and second radial internal reinforcing structures are optionally wound circumferentially around the rotation axis for up to two full turns, preferably for up to one full turn.

[0188] Therefore, it can be envisioned that the filamentary reinforcing element of the radially internal reinforcing structure is a ring without free ends, either because it is joined, for example, by a sleeve, or because the ring is integral. It can also be envisioned that the filamentary reinforcing element of the radially internal reinforcing structure has two free ends.

[0189] The radially inner circular structure of the filamentary reinforcing element is preferably made of metal. In some embodiments, this advantageously allows the use of the same metal filamentary reinforcing element used to manufacture the circumferential reinforcing element.

[0190] The tire has a substantially annular shape around a rotation axis, and the filamentary reinforcing elements of each radially outer reinforcing structure are optionally wound circumferentially around the rotation axis for at least two full turns and up to ten full turns.

[0191] Therefore, it can be envisioned that the filamentary reinforcing element of the radially internal reinforcing structure is a ring without free ends, either because it is joined, for example, by a sleeve, or because the ring is integral. It can also be envisioned that the filamentary reinforcing element of the radially internal reinforcing structure has two free ends.

[0192] The radially outer circular filamentary reinforcement element is made of fabric. This prevents localized hardening of the tread. Therefore, in contrast to cases where the radially outer circular filamentary reinforcement element is made of metal, proper flatness of the tread is maintained. Fabric filamentary reinforcement elements exhibiting relatively low heat shrinkage are preferred.

[0193] In each of the first and second embodiments, the reinforcing element or the first and second reinforcing elements are optionally wound at least partially around the filamentary reinforcing element.

[0194] Because the reinforcing element is at least partially wound around the filamentous reinforcing element, the direction in which the reinforcing element extends in the annular cavity is not collinear with the direction in which the reinforcing element extends in the sidewall or in the bead and crown.

[0195] In variations of the said or each radially inner reinforcement structure and / or the said or each radially outer reinforcement structure, the said or each radially inner reinforcement structure and / or the said or each radially outer reinforcement structure comprises a woven fabric, a knitted fabric, or a nonwoven fabric, preferably a woven fabric or a knitted fabric.

[0196] The reinforcing element or each of the first and second reinforcing elements preferably passes through woven, knitted, or nonwoven fabrics, and preferably through each of the first and second radial internal reinforcing structures and / or the woven or knitted fabrics of the radial external reinforcing structures.

[0197] In another variation of the aforementioned or each radial internal reinforcement structure, the tire includes a carcass reinforcement anchored in each bead and extending in each sidewall, the first radial internal reinforcement structure and the second radial internal reinforcement structure each including a portion of the carcass reinforcement extending radially in the sidewall and / or bead.

[0198] In another variation of the said or each radially external reinforcement structure, the tire includes a carcass reinforcement extending axially in the tire crown, and the said or each radially external reinforcement structure includes a portion of the carcass reinforcement extending axially in the tire crown.

[0199] Therefore, in one embodiment, the carcass reinforcement includes carcass filamentary reinforcement elements, said or each reinforcement element being at least partially wound around one or more carcass filamentary reinforcement elements that extend radially in the sidewall and / or bead and / or axially in the crown of the carcass reinforcement. Attached Figure Description

[0200] Following the general description given above, the invention will be better understood by reading the following detailed description, which is given by way of non-limiting embodiments only and with reference to the accompanying drawings, in which:

[0201] Figures 1A, 1B, and 1C illustrate a tire according to a first embodiment of the present invention. Figure 1A is a view of a meridional section plane parallel to the axis of rotation of the tire, and Figures 1B and 1C are views of the interior of the tire in different directions.

[0202] Figure 2 is a cross-sectional view of the tires shown in Figures 1A, 1B, and 1C, illustrating the arrangement of the filamentous reinforcing elements in the tire crown.

[0203] Figure 3 is a schematic diagram illustrating the arrangement of the reinforcing structure of the tires shown in Figures 1A, 1B, and 1C.

[0204] Figures 4 and 5 are detailed views of regions IV and V in Figure 1A, respectively.

[0205] Figures 6 to 10 are views of tires similar to those in Figure 1A, according to the second, third, fourth, fifth, and sixth embodiments.

[0206] Figures 11 to 13 are views of the tire of Figure 10 according to the sixth embodiment, similar to Figures 3 to 5.

[0207] Figure 14 is a view of a tire according to the seventh embodiment, similar to Figure 1A.

[0208] Figures 15 and 16 are views of the meridional section plane parallel to the axis of rotation of the tire in Figure 1A and the control tire that does not conform to the present invention, respectively, when subjected to a lateral force F.

[0209] Figures 17 and 18 are views of the contact areas of the tire of Figure 1A and the control tire that does not conform to the present invention when subjected to a lateral force F.

[0210] Figures 19A, 19B, 20A, 20B, 21 and 22A to 22F illustrate the tools and methods for manufacturing a tire according to the first embodiment. Detailed Implementation

[0211] The accompanying drawings related to the tire show a system of axes X, Y, and Z, which correspond to the tire's usual axial direction (Y), radial direction (Z), and circumferential direction (X), respectively.

[0212] Figures 1A, 1B, and 1C show a tire conforming to the present invention and designated by reference numeral 10. The tire 10 has a substantially annular shape about an axis of rotation substantially parallel to the axial direction Y. The tire 10 is intended for use in passenger vehicles and has a size of 275 / 35ZR19. The tire 10 is shown in the figures as brand new, i.e., unused.

[0213] Tire 10 includes a crown 12, which includes a tread 14 and a crown reinforcement 16, the tread 14 being designed to contact the ground during rolling, and the crown reinforcement 16 extending in the crown 12 in the circumferential direction X. Tire 10 also includes a layer 18 that is airtight for inflation gas.

[0214] The crown reinforcement 16 includes a working reinforcement 20 and a ring reinforcement 22. The working reinforcement 20 includes at least one working layer, here including two working layers 24, 26. In this case, the working reinforcement 20 is composed of two working layers 24, 26. The radially inner working layer 24 is arranged radially inside the radially outer working layer 26.

[0215] The hoop reinforcement 22 includes at least one hoop layer, which is hoop layer 28. Here, the hoop reinforcement 22 is composed of hoop layer 28.

[0216] The crown reinforcement 16 is radially covered by the tread 14. Here, the ring reinforcement 22 (here, the ring layer 28) is radially arranged outside the working reinforcement 20, and thus radially inserted between the working reinforcement 20 and the tread 14.

[0217] Tire 10 includes a first sidewall 30A and a second sidewall 30B, which extend radially inward to form a crown 12. The second sidewall 30B is located on the opposite side of the central plane M relative to the first sidewall 30A. Tire 10 also includes a first bead 32A and a second bead 32B, which extend radially inward to form a crown 12 relative to the first sidewall 30A and the second sidewall 30B, respectively. The second bead 32B is located on the opposite side of the central plane M relative to the first bead 32A. Each of the first sidewall 30A and the second sidewall 30B connects each of the first bead 32A and the second bead 32B to the crown 12. An inner surface 33, intended to contact the inflation gas of tire 10, defines an annular inflation cavity 35 of the tire. Here, the inner surface 33 is supported by an airtight layer 18. Each of the first bead 32A and the second bead 32B includes a first circumferential reinforcing element 40A and a second circumferential reinforcing element 40B (here, bead line), which are capable of attaching the tire 10 to a mounting support (e.g., a rim) of the tire 10.

[0218] Tire 10 includes a carcass reinforcement 34 anchored in each of a first bead 32A and a second bead 32B, and in this case, wound around each of a first circumferential reinforcing element 40A and a second circumferential reinforcing element 40B. The carcass reinforcement 34 extends radially in each sidewall 30 and radially inside a crown reinforcement 16 in the crown 12. The crown reinforcement 16 is radially disposed between the tread 14 and the carcass reinforcement 34. The carcass reinforcement 34 includes at least one carcass layer, but here only one carcass layer 36 is included. In this case, the carcass reinforcement 34 is constituted by a single carcass layer 36.

[0219] Each of the working layers 24 and 26, the hoop layer 28, and the carcass layer 36 comprises an elastomeric matrix in which one or more filamentary reinforcing elements corresponding to the layer are embedded. These layers will be described below with reference to FIG2.

[0220] The hoop reinforcement 22 (here, the hoop layer 28) is defined axially by two axial edges 28A and 28B. The hoop reinforcement 22 includes one or more hoop filament reinforcement elements 280, which are helically wound circumferentially to extend axially from one axial edge 28A to the other axial edge 28B in the principal direction D0 of each hoop filament reinforcement element 280. The principal direction D0 forms an angle AF with the circumferential direction X of the tire 10, the absolute value of which is less than or equal to 10°, preferably less than or equal to 7°, and more preferably less than or equal to 5°. Here, AF = -5°.

[0221] The radially inner working layer 24 is defined axially by two axial edges 24A and 24B. The radially inner working layer 24 includes working filamentary reinforcing elements 240 that extend axially from axial edge 24A to the other axial edge 24B in a principal direction D1 and are substantially parallel to each other. Similarly, the radially outer working layer 26 is defined axially by two axial edges 26A and 26B. The radially outer working layer 26 includes working filamentary reinforcing elements 260 that extend axially from axial edge 26A to the other axial edge 26B in a principal direction D2 and are substantially parallel to each other. The principal direction D1 of each working filamentary reinforcing element 240 of the radially inner working layer 24 and the principal direction D2 of each working filamentary reinforcing element 260 of the other radially outer working layer 26 form angles AT1 and AT2 with opposite orientations to the circumferential direction X of the tire 10, respectively. The absolute values ​​of the angles AT1 and AT2 formed by each principal direction D1 and D2 with the circumferential direction X of the tire 10 are strictly greater than 10°, preferably 15° to 50°, and more preferably 15° to 30°. Here, AT1 = -26° and AT2 = +26°.

[0222] The carcass layer 36 is defined axially by two axial edges 36A and 36B. The carcass layer 36 includes a carcass filament reinforcing element 340, which extends axially from the axial edge 36A to the other axial edge 36B in the principal direction D3. The absolute value of the angle AC formed by the principal direction D3 and the circumferential direction X of the tire 10 is greater than or equal to 60°, preferably 80° to 90°, where AC = +90°.

[0223] Each hoop filament reinforcing element 280 typically comprises two multifilament strands, including a multifilament strand composed of aliphatic polyamide monofilament strands (here, nylon with a fineness of 140 tex) and a multifilament strand composed of aramid monofilament strands (here, aramid with a fineness of 167 tex). These two multifilament strands are advantageously wound at 290 turns / meter in one direction and then wound together at 290 turns / meter in the opposite direction. The two multifilament strands are helically wound around each other. Obviously, any other hoop filament reinforcing element known to those skilled in the art can be used.

[0224] Each working filament reinforcing element 240, 260 is an assembly of four steel monofilaments, comprising an inner layer of two steel monofilaments initially helically wound at an infinite pitch and an outer layer of two steel monofilaments initially helically wound at a pitch of 14.3 mm in one direction, then the four monofilaments are wound in opposite directions at a pitch of 14.3 mm, each steel monofilament having a diameter of 0.26 mm. In another variation, each working filament reinforcing element 240, 260 is composed of a steel monofilament with a diameter of 0.30 mm. In yet another variation, each working filament reinforcing element is an assembly of two monofilaments helically wound together, the monofilaments having a diameter of 0.30 mm. More typically, the diameter of the steel monofilaments is between 0.25 mm and 0.32 mm. Obviously, any other working filament reinforcing element known to those skilled in the art can be used.

[0225] Each carcass filament reinforcing element 340 typically comprises two multifilament strands, each composed of a polyester (here, PET) monofilament strand. These two multifilament strands are individually helically wound in one direction at 270 turns / meter, and then helically wound together in the opposite direction at 270 turns / meter. Each of these multifilament strands has a fineness of 334 tex. In other variations, a fineness of 144 tex and a twist of 420 turns / meter, or a fineness of 220 tex and a twist of 240 turns / meter, may be used.

[0226] Referring to Figure 1A, the tire 10 includes a reinforcing structure 50 comprising a plurality of reinforcing elements 52 extending continuously within an annular cavity 35. The reinforcing elements 52 are circumferentially distributed within the annular cavity 35. The reinforcing elements 52 are distributed circumferentially at a repeating angular pitch, preferably between 1 degree and 5 degrees (inclusive), and more preferably between 1 degree and 3 degrees (inclusive). Thus, depending on the size of the tire 10, the reinforcing structure 50 has between 72 and 360 reinforcing elements 52, preferably between 120 and 360, and here 240 reinforcing elements 52. The number of reinforcing elements 52 achieves a good trade-off between being sufficient on the one hand to effectively reinforce the tire 10, and on the other hand, being moderate enough to allow for the arrangement of a corresponding number of channels 1500 within the core 1000 without excessively weakening the structure of the core 1000 or complicating removal from the mold, as described below.

[0227] Each reinforcing element 52 is a woven filament reinforcing element, which here consists of a combination of three polyester (PET) multifilament strands wound individually in one direction at 220 turns / meter, and then wound together in the opposite direction at 220 turns / meter. The fineness of each of these multifilament strands is equal to 220 tex.

[0228] Each filamentary reinforcing element 52 extends continuously from the first sidewall 30A and / or the first bead 32A into the crown 12 and then into the second sidewall 30B and / or the second bead 32B, where it extends continuously from the first sidewall 30A into the crown 12 and then into the second sidewall 30B. The absolute value of the angle formed by the principal direction of each reinforcing element 52 extending in the annular cavity 35 and the circumferential direction X is 85° to 90°.

[0229] The reinforcing structure 50 also includes a radially internal first reinforcing structure 60A and a radially internal second reinforcing structure 60B, respectively, in the first sidewall 30A and the second sidewall 30B and / or the first bead 32A and the second bead 32B (here, in each of the first sidewall 30A and the second sidewall 30B). Each of the radially internal first reinforcing structure 60A and the radially internal second reinforcing structure 60B is different from each of the first circumferential reinforcing elements 40A and 40B, which are located on the same side of the central plane as each of the first sidewall 30A and the second sidewall 30B. In this case, each of the radially internal first reinforcing structure 60A and the radially internal second reinforcing structure 60B is arranged radially outside each of the first circumferential reinforcing elements 40A and 40B.

[0230] Each of the radially internal first reinforcing structure 60A and the radially internal second reinforcing structure 60B respectively includes a first filamentary reinforcing element 62A and a second filamentary reinforcing element 62B, which comprises an inner layer of four 0.35mm basic metal monofilaments spirally wound at a pitch of 5mm and an outer layer of 0.35mm basic metal monofilaments spirally wound around the inner layer at a pitch of 10mm. Each filamentary reinforcing element 62A, 62B extends in a principal direction, the angle between which is less than or equal to 10° with the circumferential direction X, preferably less than or equal to 5°, and essentially zero, as can be seen in Figures 3 and 4. Each of the first filamentary reinforcing element 62A and the second filamentary reinforcing element 62B in each of the first radially internal reinforcing structure 60A and the second radially internal reinforcing structure 60B is wound circumferentially around the axis of rotation Y at most two complete turns, and here at most one complete turn.

[0231] To ensure optimal anchorage for each reinforcing element 52, the first radial internal reinforcement structure 60A and the second radial internal reinforcement structure 60B each possess relatively high elongation and flexural stiffness. Furthermore, again to optimize the anchorage of each reinforcing element 52, the first radial internal reinforcement structure 60A and the second radial internal reinforcement structure 60B are each embedded in a block of one or more materials (preferably an elastomer) with a nominal secant modulus at 10% elongation greater than or equal to 20 MPa, preferably greater than or equal to 30 MPa, and here equal to 56 MPa. Measurements were performed according to French Standard NF T 46-002 of September 1988. The calculated nominal secant modulus (or apparent stress, in MPa) relative to the initial cross-section of the specimen was measured at 10% elongation during the second elongation (i.e., after adjustment). This tension measurement was performed under normal conditions of temperature (23 ± 2 °C) and relative humidity (50 ± 5%) according to French Standard NF T 40-101 (December 1979).

[0232] The reinforcing structure 50 in the tire crown 12 also includes a first radially outer reinforcing structure 70A and a second radially outer reinforcing structure 70B. The first radially outer reinforcing structure 70A and the second radially outer reinforcing structure 70B are located on both sides of the center plane M of the tire 10 along the axial direction, and are substantially symmetrical with respect to the center plane M of the tire 10. The radially outer reinforcing structures 70A and 70B are each arranged radially inside the carcass reinforcement 34.

[0233] The first radial external reinforcement structure 70A and the second radial external reinforcement structure 70B respectively include a first fabric filament reinforcement element 72A and a second fabric filament reinforcement element 72B, which here comprises an assembly of two multifilament strands respectively composed of aramid monofilament strands (here, aramid with a fineness of 330 tex) and a multifilament strand composed of aliphatic polyamide monofilament strands (here, nylon with a fineness of 188 tex). Each multifilament strand is individually spirally wound at 270 turns / meter in one direction and then spirally wound together at 270 turns / meter in the opposite direction. The three multifilament strands are spirally wound around each other. Each filament reinforcement element 72A, 72B extends in the principal direction, and the angle formed by the principal direction and the circumferential direction X is less than or equal to 10°, preferably less than or equal to 5°, which is essentially zero here, as can be seen in Figures 3 and 5. Each of the first filamentary reinforcing element 72A and the second filamentary reinforcing element 72B in the first radial external reinforcing structure 70A and the second radial external reinforcing structure 70B is wound around the rotation axis Y in the circumferential direction for at least two and at most ten complete turns, wherein four complete turns are wound around the rotation axis in the circumferential direction.

[0234] To ensure optimal anchorage for each reinforcing element 52, the first radial external reinforcement structure 70A and the second radial external reinforcement structure 70B each have relatively high elongation stiffness and relatively low flexural stiffness, thereby limiting excessive circumferential banding of the crown 12 without the risk of tread 14 flattening degradation. Furthermore, still to optimize the anchorage of each reinforcing element 52, the first radial external reinforcement structure 70A and the second radial external reinforcement structure 70B are each embedded in a block of one or more materials (preferably an elastomeric material) having a nominal secant modulus at 10% elongation greater than or equal to 2.5 MPa, preferably less than or equal to 15 MPa, more preferably less than or equal to 10 MPa, and even more preferably less than or equal to 5 MPa, here equal to 3 MPa.

[0235] Each reinforcing element 52 is anchored in the first sidewall 30A around the first radial inner reinforcing structure 60A and in the second sidewall 30B around the second radial inner reinforcing structure 60B. Here, each reinforcing element 52 is at least partially wound around each of the first filamentary reinforcing element 62A and the second filamentary reinforcing element 62B. Each reinforcing element 52 is also anchored in the crown 12 around each of the first radial outer reinforcing structure 70A and the second radial outer reinforcing structure 70B. Here, each reinforcing element 52 is at least partially wound around each of the first filamentary reinforcing element 72A and the second filamentary reinforcing element 72B.

[0236] Each reinforcing element 52 passes through the inner surface 33 at a first radially inner anchor point 54A to anchor around the first radially inner reinforcing structure 60A, and passes through the inner surface 33 at a first radially outer anchor point 56A to anchor around the first radially outer reinforcing structure 70A. The reinforcing element 52 passes through the inner surface 33 at a second radially inner anchor point 54B to anchor around the second radially inner reinforcing structure 60B, and passes through the inner surface 33 at a second radially outer anchor point 56B to anchor around the second radially outer reinforcing structure 70B.

[0237] Therefore, each reinforcing element 52 includes portions 521 and 522 respectively embedded in each sidewall 30A and 30B, a first portion 523 and a second portion 524 extending in the annular cavity 35 between a first radially inner anchor point 54A and a first radially outer anchor point 56A and between a second radially inner anchor point 54B and a second radially outer anchor point 56B, and a portion 525 embedded in the crown 12 and between the first portion 523 and the second portion 524.

[0238] To ensure optimal anchoring of each reinforcing element, each part 521, 522 has a relatively long length (greater than or equal to 20 mm here) and is connected to each radially internal reinforcing structure 60A, 60B with a length greater than or equal to 1 mm.

[0239] As shown in Figure 1A, the first radially outer anchor point 56A is axially aligned with the first radially inner anchor point 54A and the first radially inner structure 60A relative to the central plane M. The second radially outer anchor point 56B is axially aligned with the second radially inner anchor point 54B and the second radially inner structure 60B relative to the central plane M. Each of the first radially inner anchor point 54A and the second radially inner anchor point 54B is arranged such that the first portion 523 and the second portion 524 do not intersect in the annular cavity 35.

[0240] The axial distances D1 and D2 between each of the first radial external anchor points 56A and the second radial external anchor point 56B and the center plane M of the tire 10 are at most equal to 0.45 × SW, preferably from 0.05 × SW to 0.45 × SW, where SW is the nominal section width of the tire 10. The nominal section width is as defined in the ETRTO 2020 standard manual and can be seen specifically in the markings in the form of SW / ARαV Uβ applied to at least one sidewall 30A, 30B of the tire 10, where SW represents the nominal section width, AR represents the nominal aspect ratio, α represents the structure and is R or ZR, V represents the nominal rim diameter, U represents the load index, and β represents the speed symbol. Here, D1 = D2 = 45 mm.

[0241] The radial distances B1 and B2 between each of the first radial inner anchor point 54A and the second radial inner anchor point 54B and the innermost radial point of the tire 10 are 0.10×H to 0.50×H, preferably 0.10×H to 0.35×H, respectively. H is the tire section height defined by H = SW×AR / 100, where SW is the nominal section width and AR is the tire's nominal aspect ratio according to the ETRTO 2020 standard manual. The nominal section width SW and nominal aspect ratio AR are dimensions marked on the tire sidewall and conform to the ETRTO 2020 standard manual. Here, B1 = B2 = 30 mm.

[0242] As shown in Figures 3 and 4, the reinforcing element 52 forms a continuous reinforcing element to create a plowing path in the crown 12 between the first sidewall 30A and the second sidewall 30B. Alternatively, separate and therefore discontinuous reinforcing elements 52 can also be envisioned.

[0243] Figure 6 shows a tire according to a second embodiment of the present invention. Elements similar to those in the tire according to the first embodiment are indicated by the same reference numerals.

[0244] Unlike the tire according to the first embodiment, the reinforcing structure 50 of the tire 10 according to the second embodiment includes a first reinforcing element 52A and a second reinforcing element 52B that are distinct from each other. Each first reinforcing element 52A is anchored around a first radially inner reinforcing structure 60A disposed in a first sidewall 30A and around a first radially outer reinforcing structure 70A disposed in a crown 12. Each second reinforcing element 52B is anchored around a second radially inner reinforcing structure 60B disposed in a second sidewall 30B and around a second radially outer reinforcing structure 70B disposed in a crown 12, such that each first reinforcing element 52A extends continuously from the first sidewall 30A to the crown 12 in an annular cavity 35, and each second reinforcing element 52B extends continuously from the second sidewall 30B to the crown 12 in an annular cavity 35.

[0245] The first reinforcing element 52A forms a first continuous reinforcing element to create a plowing path between the first sidewall 30A and the crown 12. The second reinforcing element 52B forms a second continuous reinforcing element to create a plowing path between the first sidewall 30B and the crown 12.

[0246] The first reinforcing element 52A and the second reinforcing element 52B each include a first portion 521A and a second portion 521B respectively embedded in the first sidewall 30A and the second sidewall 30B; a first portion 523A and a second portion 524B respectively extending between the first radially inner anchor point 54A and the first radially outer anchor point 56A and between the second radially inner anchor point 54B and the second radially outer anchor point 56B in the annular cavity 35; and a first portion 525A and a second portion 525B embedded in the crown 12. For clarity, FIG6 shows a portion of each of the first portion 523A' and the second portion 523B' of the reinforcing elements 52A' and 52B', which is continuous with each of the first reinforcing element 52A and the second reinforcing element 52B, but outside the meridional plane of FIG6.

[0247] As in the first embodiment, the first radially outer anchor point 56A is axially aligned with the first radially inner anchor point 54A and the first radially inner structure 60A relative to the central plane M. The second radially outer anchor point 56B is aligned with the second radially inner anchor point 54B and the second radially inner structure 60B relative to the central plane M. The first radially inner anchor point 54A and the second radially inner anchor point 54B are arranged with each of the radially outer anchor points 56A and 56B such that the first portion 523A and the second portion 523B do not intersect in the annular cavity 35. In variations of the second embodiment (not shown), similar embodiments can be envisioned, but in which the reinforcing structure 50 does not include two radially outer reinforcing structures, but instead includes a single radially outer reinforcing structure, as in the third embodiment described below.

[0248] Figure 7 shows a tire according to a third embodiment of the present invention. Elements similar to those in the tire according to the foregoing embodiments are indicated by the same reference numerals.

[0249] Unlike the tire according to the first embodiment, the tire 10 according to the second embodiment has a reinforcing structure comprising a single radially external reinforcing structure 73. Each reinforcing element 52 is anchored around a first radially internal reinforcing structure 60A, around the radially external reinforcing structure 73 in the tread, and around a second radially internal reinforcing structure 60B, such that each reinforcing element 52 extends continuously from the first sidewall 30A into the tread 12 to the second sidewall 30B.

[0250] Figure 8 shows a tire according to a fourth embodiment of the present invention. Elements similar to those in the tire according to the foregoing embodiments are indicated by the same reference numerals.

[0251] Unlike the first embodiment, the reinforcing structure 50 includes an axially external anchoring reinforcing element 52 and an axially internal anchoring reinforcing element 53. The reinforcing structure 52 includes a first radially external reinforcing structure 70A and a second radially external reinforcing structure 70B, which are arranged on either side of the central plane M and are substantially symmetrical with respect to the central plane M. Each axially external anchoring reinforcing element 52 is anchored around the first radially internal reinforcing structure 60A, around the first radially external reinforcing structure 70A and the second radially external reinforcing structure 70B, and around the second radially internal reinforcing structure 60B, such that each axially external anchoring reinforcing element 52 extends continuously from the first sidewall 30A into the crown 12 until it reaches the second sidewall 30B. Each axially external anchoring reinforcement element 52 includes a first portion 523 extending in the annular cavity 35 between a first radially internal anchoring point 54A and a first radially external anchoring point 56A. Each axially external anchoring reinforcement element 52 passes through the inner surface 33 at the first radially internal anchoring point 54A to anchor around the first radially internal reinforcement structure 60A. Each axially external anchoring reinforcement element 52 passes through the inner surface 33 at the first radially external anchoring point 56A to anchor around the first radially external reinforcement structure 70A and the second radially external reinforcement structure 70B. Each axially external anchoring reinforcement element 52 includes a second portion 524 extending in the annular cavity 35 between a second radially internal anchoring point 54B and a second radially external anchoring point 56B. Each axially external anchoring reinforcement element 52 passes through the inner surface 33 at the second radially internal anchoring point 54B to anchor around the second radially internal reinforcement structure 60B, and each axially external anchoring reinforcement element 52 passes through the inner surface 33 at the second radially external anchoring point 56B to anchor around the first radially external reinforcement structure 70A and the second radially external reinforcement structure 70B.

[0252] Each axial internal anchoring reinforcement element 53 is anchored around a first radial internal reinforcement structure 60A, around a first radial external reinforcement structure 70A and a second radial external reinforcement structure 70B, and around a second radial internal reinforcement structure 60B, such that each second reinforcement element 53 extends continuously from the first sidewall 30A into the crown 12 to the second sidewall 30B. Each axial internal anchoring reinforcement element 53 includes a first portion 533 extending in the annular cavity 35 between a first radial internal anchoring point 55A and a first radial external anchoring point 57A. Each axial internal anchoring reinforcement element 53 passes through an inner surface 33 at the first radial internal anchoring point 55A to anchor around the first radial internal reinforcement structure 60A, and each axial internal anchoring reinforcement element 53 passes through an inner surface 33 at the first radial external anchoring point 57A to anchor within the first radial external reinforcement structure 70A and the second radial external reinforcement structure 70B. Each axial internal anchoring reinforcement element 53 includes a second portion 534 extending in the annular cavity 35 between a second radial internal anchoring point 55B and a second radial external anchoring point 57B. Each axial internal anchoring reinforcement element 53 passes through the inner surface 33 at the second radial internal anchoring point 55B to anchor around the second radial internal reinforcement structure 60B. Each axial internal anchoring reinforcement element 53 passes through the inner surface 33 at the second radial external anchoring point 57B to anchor in the first radial external reinforcement structure 70A and the second radial external reinforcement structure 70B.

[0253] In a manner similar to the first embodiment, each of the first radially internal anchor points 54A, 55A and the second radially internal anchor points 54B, 55B, and the first radially external anchor points 56A, 57A and the second radially external anchor points 56B, 57B of each axially internal anchoring reinforcement element 53 and axially external anchoring reinforcement element 52 is arranged such that portions 533 and 534 do not intersect in the annular cavity, portions 523 and 524 do not intersect in the annular cavity, the first radially external anchor points 56A, 57A and the first radially internal anchor points 54A, 55A are located on the same side of the tire's midplane along the axial direction, and the second radially external anchor points 56B, 57B and the second radially internal anchor points 54B, 55B are arranged on the other side of the tire's midplane along the axial direction.

[0254] Each of the first radially outer anchor point 57A and the second radially outer anchor point 57B of each axially inner anchoring reinforcement element 53 is located axially inside each of the first radially outer anchor point 56A and the second radially outer anchor point 56B of each axially outer anchoring reinforcement element 52.

[0255] Note that each of the first radial internal anchor points 55A and 54A is aligned radially and axially with the same circumferential line. Similarly, each of the second radial internal anchor points 54B is aligned radially and axially with the same circumferential line.

[0256] It will also be noted that each of the first and second radially internal anchor points and the first and second radially external anchor points 55A, 55B, 57A, 57B lies in the same meridional section plane as each of the first and second radially internal anchor points and the first and second radially external anchor points 54A, 54B, 56A, 56B. In a variant not shown, it is also conceivable that each of the first and second radially internal anchor points and the first and second radially external anchor points 55A, 55B, 57A, 57B lies in a different meridional section plane than each of the first and second radially internal anchor points and the first and second radially external anchor points 54A, 54B, 56A, 56B.

[0257] In this fourth embodiment, each of the first radially internal anchoring reinforcement structure 60A and the second radially internal anchoring reinforcement structure 60B of each axially internal anchoring reinforcement element 53 is each of the first radially internal anchoring reinforcement structure 60A and the second radially internal anchoring reinforcement structure 60B of each axially external anchoring reinforcement element 52. Furthermore, the first radially external anchoring reinforcement structure 70A and the second radially external anchoring reinforcement structure 70B of each axially internal anchoring reinforcement element 53 are radially external anchoring reinforcement structures 70A and 70B of each radially external anchoring reinforcement element 52. In a variant, these may be contemplated to be different.

[0258] Figure 9 shows a tire according to a fifth embodiment of the present invention. Elements similar to those in the tire according to the foregoing embodiments are indicated by the same reference numerals.

[0259] Unlike the fourth embodiment, the reinforcing structure 50 includes radial and axial external anchoring reinforcement elements 52 and radial and axial internal anchoring reinforcement elements 53. The reinforcing structure 50 includes a first radial external anchoring reinforcement structure 60A for each radial and axial external anchoring reinforcement element 52 in the first sidewall 30A and a first radial internal anchoring reinforcement structure 61A for each radial and axial internal anchoring reinforcement element 53 in the first sidewall 30A, wherein the first radial internal anchoring reinforcement structure 61A is different from the first radial external reinforcement structure 60A and the first circumferential reinforcement element 40A. The reinforcing structure 50 also includes a second radial external anchoring reinforcement structure 60B for each radial and axial external anchoring reinforcement element 52 in the second sidewall 30B and a second radial internal anchoring reinforcement structure 61B for each radial and axial internal anchoring reinforcement element 53 in the second sidewall 30B, wherein the second radial internal anchoring reinforcement structure 61B is different from the second radial external reinforcement structure 60B and the second circumferential reinforcement element 40B.

[0260] Unlike the fourth embodiment, each of the first radial internal anchor point 55A and the second radial internal anchor point 55B of each radial and axial internal anchoring reinforcement element 53 is located radially inside each of the first radial internal anchor point 54A and the second radial internal anchor point 54B of each radial and axial external anchoring reinforcement element 52.

[0261] Note that each of the first radially outer anchor point 57A and the second radially outer anchor point 57B is axially offset from each of the first radially outer anchor point 56A and the second radially outer anchor point 56B. In a variant, it can be envisioned that they are aligned radially and axially with the same circumference.

[0262] Note that each of the first radial internal reinforcement structure 60A and the second radial internal reinforcement structure 60B is different from each of the first radial internal reinforcement structure 61A and the second radial internal reinforcement structure 61B. In this case, each radial internal reinforcement structure 60A, 60B, 61A, 61B includes respective filamentary reinforcement elements 62A, 62B, 63A, 63B, which are different from and discontinuous with the filamentary reinforcement elements of other radial internal reinforcement structures in the same sidewall and / or the same bead. In one variant, it is conceivable that these radial internal reinforcement structures are identical.

[0263] Figures 10 to 13 show a tire according to a sixth embodiment of the present invention. Elements similar to those in the tire according to the foregoing embodiments are indicated by the same reference numerals.

[0264] Unlike the aforementioned embodiments, each of the first radial internal reinforcement structure 60A and the second radial internal reinforcement structure 60B includes portions 34A1, 34B1 of the carcass reinforcement 34 extending radially in each sidewall 30A, 30B. In this case, each reinforcing element 52A, 52B is at least partially wound around the carcass filamentary reinforcing element 340 of the carcass reinforcement 34 extending radially in each sidewall 30A, 30B.

[0265] In a similar manner, each of the first radial external reinforcement structure 70A and the second radial external reinforcement structure 70B includes portions 34A2, 34B2 of the carcass reinforcement 34 extending axially in the crown 12. In this case, each reinforcing element 52B is at least partially wound around the carcass filamentary reinforcing element 340 of each portion 34A2, 34B2 of the carcass reinforcement 34 extending axially in the crown 12.

[0266] Unlike the aforementioned embodiments, in this sixth embodiment, each of the first reinforcing element 52A and the second reinforcing element 52B is anchored in each of the first radially inner reinforcing structure 60A and the second radially inner reinforcing structure 60B, and each of the first radially outer reinforcing structure 70A and the second radially outer reinforcing structure 70B, formed by each corresponding portion 34A1, 34B1, 34A2, 34B2 of the carcass reinforcement 34, rather than being anchored around them.

[0267] Figure 14 shows a tire according to a seventh embodiment of the present invention. Elements similar to those in the tire according to the foregoing embodiments are indicated by the same reference numerals.

[0268] Unlike the first embodiment, the first bead 32A and the second bead 32B include various circumferential reinforcing elements 40A1, 40A2 and 40B1, 40B2 capable of anchoring the carcass reinforcement 34. Each of these circumferential reinforcing elements is a continuous filamentary reinforcing element comprising a plurality of circumferential rings about a rotation axis, the plurality of circumferential rings overlapping each other radially.

[0269] Obviously, it is conceivable to include the same circumferential reinforcing element as the seventh embodiment and to combine it with the reinforcing structures of the second, third, fourth, fifth and sixth embodiments.

[0270] Comparative Test

[0271] To demonstrate the benefits of the present invention in terms of the durability of the reinforced structure, a comparison was made between a tire 10 according to the first embodiment and a prior art tire R as described in WO2020 / 128225, but with a size of 275 / 35R19. Tire 10 and tire R were each mounted on a nominal rim and inflated to a pressure equal to 250 kPa. A load / speed performance test similar to that described in Annex VII of EEC-UNO Article 30 was then performed, but with more restrictive load and speed conditions. The mileage driven before the first separation of the reinforcing element was observed was then recorded. This mileage is represented relative to a base of 100, which corresponds to the mileage driven by the prior art tire R; therefore, mileage greater than 100 indicates an improvement in the durability of the reinforced structure.

[0272] The test passes if the tire remains usable after a mileage threshold set by each manufacturer according to its specifications (e.g., between 10,000 km and 50,000 km). The prior art tire R was tested under the conditions described above, and after mileage less than the fixed mileage threshold, the prior art tire R became unusable due to pressure loss caused by structural deterioration. Conversely, the tire 10 according to the first embodiment exceeded the mileage threshold without deterioration and remained usable for even greater distances.

[0273] To demonstrate the benefits of the present invention regarding the good flatness of the tread, a tire 10 according to a first embodiment and a control tire R' not conforming to the invention were compared, wherein a first radially outer anchor point is axially located on the opposite side of a first radially inner structure relative to the tire's center plane, and a second radially outer anchor point is axially located on the opposite side of a second radially inner structure relative to the tire's center plane, such that portions 523 and 524 intersect in the annular cavity 35. The contact area between each tire 10 and R' and the ground was simulated, wherein each tire 10 and R' was subjected to a given lateral force F, mounted on a nominal rim, inflated to a pressure equal to 250 kPa, and under a load greater than the nominal load, to simulate load transfer equivalent to load transfer observed on the outer wheel during vehicle cornering. It should be noted that in Figures 15 and 16, the tire 10 according to the invention has fewer axial bending areas than the control tire R'. Figures 17 and 18 show the axial limits of each rib of the tire 10's tread in dashed lines, thus enabling a comparison of their contact areas. It can be seen that the contact area width of each rib of the tread of tire 10 is significantly larger than the contact area width of the corresponding rib of tire R'. As described above, the fact that portions 523 and 524 intersect in the annular cavity 35 of tire R' results in the appearance of multiple axially curved areas of the tread, and thus leads to a reduction in the axial width of the ribs in contact with the ground, particularly through radial displacement of the axial edges of each rib in the space formed by the longitudinal grooves of the tread defined by the axial edges of each rib.

[0274] Finally, the radial stiffness Kzz, axial stiffness Kyy, and lateral stiffness D(z) of tire 10 and tire R according to the first embodiment were compared. These stiffnesses are substantially the same as those of a tire with a size of 275 / 35R19 as described in WO2020 / 128225, and are significantly better than the stiffness of conventional prior art tires without reinforcement structures.

[0275] The tools and methods for manufacturing tires according to the present invention will now be described.

[0276] To manufacture the tire 10 according to the first embodiment, the tools and methods described below are used.

[0277] As shown in Figures 19A, 19B, 20A, and 20B, the tool includes an annular core 1000 having a raised outer receiving surface 1000_outer and a radially outer crown region 1100, a first lateral region 1200, and a second lateral region 1300 around its main axis Z10. The radially outer crown region 1100 is intended to receive components constituting the crown 12. The first lateral region 1200 is curved toward the main axis Z10 of the core and is intended to receive components constituting a first sidewall 30A and a first bead 32A. The second lateral region 1300 is curved toward the main axis Z10 of the core and is intended to receive components constituting a second sidewall 30B and a second bead 32B.

[0278] Therefore, the core 1000 defines a so-called reserved volume, the exterior of which is defined by the receiving surface 1000_outer surface and corresponds to the internal cavity 35. Thus, during tire manufacturing, the core 1000 can occupy and therefore temporarily retain a volume whose shape and size correspond to the shape and size of the internal cavity 35, which will become the internal cavity 35.

[0279] The core 1000 has a plurality of channels 1500 extending below the receiving surface 1000_ outside into the retention volume and opening onto the receiving surface 1000_ outside, such that each of the channels 1500 connects a crown region 1100 outside the receiving surface 1000_ to one of a first lateral region 1200 and a second lateral region 1300, so that the core 10 can accommodate a reinforcing element 52 in the channel 1500. The recess 1500 is a blind recess and has a solid bottom 1900 in the retention volume located below the receiving surface 1000_ outside.

[0280] As can be seen in Figure 20A, the core 1000 includes a component consisting of a plurality of annular sub-assemblies 2100, 2200, and 2300, the component including: i) a first annular sub-assembly 2100, referred to as the central crown 2100, which forms the central portion of the crown region 1100 outside the receiving surface 1000, the receiving surface 1000 being intended to receive one or more constituent components of the crown 12; ii) a second annular sub-assembly 2200. 00, the second annular subassembly 2200 is referred to as the left ear portion 2200 and includes a groove 1500 forming a channel intended for connecting the first sidewall 30A to the reinforcing element 52 of the crown 12, and iii) the third annular subassembly 2300, referred to as the right ear portion 2300, and includes a groove 1500 forming a channel intended for connecting the second sidewall 30B to the reinforcing element 52 of the crown 12.

[0281] Each of the annular subassemblies 2100, 2200, and 2300 is angularly divided into portions 2400, 2500, 2600, 2700, 2800, and 2900 at an azimuth angle around the main axis Z10, wherein so-called "keyway" portions 2400, 2600, and 2800 and so-called "vault" portions 2500, 2700, and 2900 alternate, the "vault" portions 2500, 2700, and 2900 being held and locked in place by keyways 2400, 2600, and 2800, and designed to become operable after being released by removing the keyways 2400, 2600, and 2800. The central ring 2100 is divided into multiple annular keyways 2400 and annular vaults 2500. The ear-shaped keyways 2600, 2800 and the ear-shaped domes 2700, 2900 are preferably made of metal alloys, more preferably aluminum alloys.

[0282] The method of manufacturing tire 10 is practically equivalent to using the tools described above. The method includes a preparation step (S0) in which the tools are prepared. During the preparation step (S0), keyways 2400 and domes 2500 are assembled to form the central ring, as shown in Figures 20A and 20B, and then a series of ear-shaped keyways 2600, 2800 and ear-shaped domes 2700, 2900 are fixed to each gap surface 3200, 3300 to form ear-shaped portions 2200, 2300.

[0283] The method then includes a step (S2) of installing reinforcing elements 52, during which reinforcing elements 52 pass through each channel 1500. For this purpose, the reinforcing elements 52 are arranged continuously along a tumbler path through the continuous channels 1500, where the continuous reinforcing elements 52 are inserted into the grooves 1500 at the level of the radially inner anchor points 54A, 54B and the radially outer anchor points 56A, 56B, and the continuous reinforcing elements 52 appear above the receiving surface 1000 in the crown region 1100 and the lateral regions 1200, 1300, as can be seen from Figure 21. Then, in a step not shown, the method includes a protection step (S3) during which an anti-permeability device (not shown) is used. During the installation step (S4) and the curing step (S5), the anti-permeability device cooperates with the core 1000 to form a barrier, thereby preventing the components of the tread 12, sidewalls 30A, 30B, and bead 32A, 32B from penetrating into the groove 1500 of the engaging reinforcing element 52. This anti-permeability device may include elements for filling the groove 1500, or a masking strip or masking shell placed on the groove to cover it.

[0284] The method then includes an installation step (S4), during which a component assembly comprising a tire crown 12, sidewalls 30A, 30B, and bead 32A, 32B is arranged on the receiving surface 1000. The assembly includes polymer-based tapes or layers and filamentary reinforcing elements capable of forming the various layers of the tire 10.

[0285] The method then includes a curing step (S5), during which the core 1000 and the preform of the tire 10 carried by the core 1000 are placed in a curing mold to vulcanize the assembly.

[0286] The method then includes a step (S6) of removing the tire 10 from the mold, during which the core 1000 of the tire 10 is detached, and the reinforcing element 52 is kept in place within the internal cavity 35, specifically as shown in the sequence of Figures 22A to 22F. The components are disassembled and gradually removed to release the tire 10. The step of removing the core ring 2100 first includes a first sub-step of removing the core ring 2100, during which the keyway 2400 is removed radially from the core ring, followed by the dome 2500 of the core ring, thereby releasing the ear-shaped portions 2200 and 2300 so that portions 2600, 2700, 2800, and 2900 that satisfy the construction of the ear-shaped portions 2200 and 2300 can be accessed from the interior of the tire 10, as shown in FIG22A. Then, a second sub-step of removing the first ear-shaped portion 2200 is included, during which the keyway 2600 of one of the left and right ear-shaped portions is removed from the internal cavity 35, and then the dome 2700 of the ear-shaped portion 2200 is removed from the internal cavity 35, thereby releasing the corresponding portion of the internal cavity 35 and the reinforcing element 52 located in the portion. Then, a third sub-step of removing the other ear-shaped portions 2300 is included, which is performed in a manner similar to the second sub-step. Here, if the sidewall of the groove 1500 is formed in the axial generatrix direction DG_A coaxial with the main axis Z10, then portions 2600, 2700, 2800, and 2900 are affected by the translational axial removal movement M_A, as shown in Figure 22B; after the translational axial removal movement M_A, there can be a spacing tilting movement M_B about an axis perpendicular to the sagittal meridional plane of the relevant portions 2600, 2700, 2800, and 2900, as shown in Figures 22D and 22E. When portions 2600, 2700, 2800, and 2900 detach from the reinforcing element 52, for example, as shown in Figure 22F, the removal sequence can be freely completed from the interior of the tire 10 by a radial movement that moves the relevant portions 2600, 2700, 2800, and 2900 toward the main axis Z10, so that the portions are completely removed from the tire 10. When portions 2600 and 2700 of the ear-shaped portion 2200 are removed, or after each of the ear-shaped portions 2200 and 2300 is released, the anti-permeability device can be removed sequentially. For example, in the case of a shielding strip, the shielding strip can be removed by spirally sliding it into the space between two consecutive reinforcing elements 52.

[0287] Following the preparation step (S0) and preceding the step (S2), the method includes a pre-installation step (S1), during which, as shown in FIG21, radial inner reinforcement structures 60A, 60B and radial outer reinforcement structures 70A, 70B are placed on the lateral regions 1200, 1300 and the crown region 1100 outside the receiving surface 1000 of the core 1000, facing the radial inner anchor points 54A, 54B and the radial outer anchor points 56A, 56B. The rings forming portions 521, 522 are found to be bound to the radial inner reinforcement structures 60A, 60B and other adjacent components of the tire 10 disposed in the lateral regions 1200, 1300, while portion 525 is found to be bound to the radial outer reinforcement structures 70A, 70B and other adjacent components of the tire 10.

[0288] The present invention is not limited to the above-described embodiments.

[0289] In fact, it is indeed conceivable to combine the second implementation plan with the fourth and fifth implementation plans.

[0290] Without departing from the scope of the invention, it is conceivable to use cavity noise absorbers, such as mounting supports fixed to the tire or the tire itself, to reduce cavity noise in the tire. Such noise absorbers are particularly described in WO2018046376, WO2013182477, WO2011051203, EP2660075, EP1253025, EP1876038, and EP3406462.

Claims

1. A tire (10), the tire (10) comprising a crown (12) extending radially inward on both sides of a central plane (M) of the tire (10) via a first sidewall and a second sidewall (30A, 30B) and then via a first bead and a second bead (32A, 32B), the tire (10) having an inner surface (33) defining an annular inflation cavity (35) of the tire (10) and a reinforcing structure (50), the reinforcing structure (50) comprising at least one reinforcing element (52, 53), characterized in that, The reinforcing elements (52, 53) or each reinforcing element (52, 53) are anchored in or around the following structures: - a first radially inner reinforcing structure (60A, 61A) in the first sidewall (30A) and / or the first bead (32A), - at least one radially outer reinforcing structure (70A, 70B, 73) in the crown (12), - a second radially inner reinforcing structure (60B, 61B) in the second sidewall (30B) and / or the second bead (32B), such that the reinforcing elements (52, 53) or each reinforcing element (52, 53) extend continuously in the crown (12) from the first sidewall (30A) and / or the first bead (32A) to the second sidewall (30B) and / or the second bead (32B). B), the reinforcing element (52, 53) or each reinforcing element (52, 53) includes a portion (523) extending between the following points in the annular cavity (35): - a first radially inner anchoring point (54A, 55A), at which the reinforcing element (52, 53) or each reinforcing element (52, 53) passes through the inner surface (33) to anchor in or around the first radially inner reinforcing structure (60A, 61A); - a first radially outer anchoring point (56A, 57A), at which the reinforcing element (52, 53) or each reinforcing element (52, 53) passes through the inner surface (33) to anchor in or around the first radially outer anchoring point (56A, 57A). Anchored in or around the radially external reinforcing structures (70A, 70B, 73) or multiple radially external reinforcing structures (70A, 70B, 73), the reinforcing element (52, 53) or each reinforcing element (52, 53) includes a portion (524) extending between the following points in the annular cavity (35): - a second radially internal anchoring point (54B, 55B), where the reinforcing element (52, 53) or each reinforcing element (52, 53) passes through the inner surface (33) at the second radially internal anchoring point (54B, 55B) to be anchored in or around the second radially internal reinforcing structure (60B, 61B); - a second radially external anchoring point (56B, 57B), where the reinforcing element ( 52, 53) or each reinforcing element (52, 53) passes through the inner surface (33) at the second radially outer anchor point (56B, 57B) to be anchored in or around the radially outer reinforcing structure (70A, 70B, 73) or multiple radially outer reinforcing structures (70A, 70B, 73), and the first radially inner anchor point and the second radially inner anchor point (54A, 54B, 55A, 55B) and the first radially outer anchor point and the second radially outer anchor point (56A, 56B, 57A, 57B) each satisfy: - the first radially outer anchor point and the first radially inner anchor point (54A, 56A, 55A, 57A) are located axially on the same side of the central plane (M) of the tire (10),- The second radially outer anchor point and the second radially inner anchor point (54B, 56B, 55B, 57B) are located axially on the other side of the central plane (M) of the tire (10), and - the portion (523) extending between the first radially outer anchor point and the first radially inner anchor point (54A, 56A, 55A, 57A) and the portion (524) extending between the second radially outer anchor point and the second radially inner anchor point (54B, 56B, 55B, 57B) do not intersect in the annular cavity (35).

2. The tire (10) according to claim 1, wherein, The reinforcing elements (52, 53) or each reinforcing element (52, 53) are anchored in or around the following structures: - a first radial internal reinforcing structure (60A, 61A), - a first radial external reinforcing structure and a second radial external reinforcing structure (70A, 70B, 73) in the tread, - a second radial internal reinforcing structure (60B, 61B).

3. The tire (10) according to claim 2, wherein, The first radial external reinforcement structure and the second radial external reinforcement structure (70A, 70B, 73) are located on both sides of the center plane (M) of the tire (10) along the axial direction.

4. The tire (10) according to claim 1, wherein, The reinforcing structure (50) includes a plurality of reinforcing elements (52, 53) forming a continuous reinforcing element to form a ox-plowing path through the crown (12) between the first sidewall (30A) and / or the first bead (32A) and the second sidewall (30B) and / or the second bead (32B).

5. A tire (10), the tire (10) comprising a crown (12) extending radially inward on both sides of the central plane (M) of the tire (10) via a first sidewall and a second sidewall (30A, 30B) and then via a first bead and a second bead (32A, 32B), the tire (10) having an inner surface (33) defining an annular inflation cavity (35) of the tire (10) and a reinforcing structure (50), the reinforcing structure (50) comprising a first reinforcing element and a second reinforcing element (52A, 52B), characterized in that: The first reinforcing element (52A) or each of the first reinforcing elements (52A) is anchored in or around the following structures: - a first radially inner reinforcing structure (60A, 61A) in the first sidewall (30A) and / or the first bead (32A), - at least one radially outer reinforcing structure (70A, 70B, 73) in the crown (12), and the second reinforcing element (52B) or each of the second reinforcing elements (52B) is anchored in or around the following structures: - a second radially inner reinforcing structure (60B, 61B) in the second sidewall (30B) and / or the second bead (32B), and - at least one radially outer reinforcing structure (70A, 70B, 73) in the crown (12), such that The first reinforcing element and the second reinforcing element (52A, 52B), or each of the first reinforcing element and the second reinforcing element (52A, 52B), extend continuously in the annular cavity (35) from the first sidewall (30A) and / or the first bead (32A) and the second sidewall (30B) and / or the second bead (32B) to the crown (12), respectively. The first reinforcing element (52A) or each of the first reinforcing elements (52A) includes a portion (523A) extending between the following points in the annular cavity (35): - a first radially internal anchor point (54A, 55A), the first reinforcing element (52A) or each of the first reinforcing elements (52A) at the first radially internal anchor point (54A, 55A). 5A) passes through the inner surface (33) to anchor in or around the first radially inner reinforcing structure (60A, 61A), - first radially outer anchor point (56A, 57A), the first reinforcing element (52A) or each of the first reinforcing elements (52A) passes through the inner surface (33) at the first radially outer anchor point (56A, 57A) to anchor in or around the radially outer reinforcing structure (70A, 70B, 73) or multiple radially outer reinforcing structures (70A, 70B, 73), the second reinforcing element (52B) or each of the second reinforcing elements (52B) includes a portion (523B) extending between the following points in the annular cavity (35): - second radial Towards the inner anchor points (54B, 55B), the second reinforcing element (52B) or each of the second reinforcing elements (52B) passes through the inner surface (33) at the second radial inner anchor points (54B, 55B) to anchor in or around the second radial inner reinforcing structures (60B, 61B); to the second radial outer anchor points (56B, 57B), the second reinforcing element (52B) or each of the second reinforcing elements (52B) passes through the inner surface (33) at the second radial outer anchor points (56B, 57B) to anchor in or around the radial outer reinforcing structures (70A, 70B, 73) or multiple radial outer reinforcing structures (70A, 70B, 73).The first radial internal anchor point and the second radial internal anchor point (54A, 54B, 55A, 55B) and the first radial external anchor point and the second radial external anchor point (56A, 56B, 57A, 57B) each satisfy the following: - The first radial external anchor point and the first radial internal anchor point (54A, 56A, 55A, 57A) are located on the same side of the midplane (M) of the tire (10) along the axial direction; - The second radial external anchor point and the second radial internal anchor point... Points (54B, 56B, 55B, 57B) are located axially on the other side of the central plane (M) of the tire (10), and the portion (523A) extending between the first radially outer anchor point and the first radially inner anchor point (54A, 56A, 55A, 57A) does not intersect with the portion (523B) extending between the second radially outer anchor point and the second radially inner anchor point (54B, 56B, 55B, 57B) in the annular cavity (35).

6. The tire (10) according to claim 1 or claim 5, wherein, The reinforcing element (52, 53) or each of the reinforcing elements (52, 53) or the first reinforcing element and the second reinforcing element (52A, 52B) or each of the first reinforcing element and the second reinforcing element (52A, 52B) is a filamentous reinforcing element.

7. The tire (10) according to claim 1 or claim 5, wherein, Each of the first radial internal reinforcement structure and the second radial internal reinforcement structure (60A, 60B, 61A, 61B) and / or the radial external reinforcement structure (70A, 70B, 73) or each radial external reinforcement structure (70A, 70B, 73) includes at least one filamentary reinforcement element (62A, 62B, 72A, 72B, 63A, 63B) extending in a principal direction, the principal direction forming an angle less than or equal to 10° with the circumferential direction (X) of the tire (10).

8. The tire (10) according to claim 7, wherein the tire (10) has a substantially annular shape about a rotation axis, and the filamentary reinforcing elements (62A, 62B, 63A, 63B) of the first radial internal reinforcing structure and the second radial internal reinforcing structure (60A, 60B, 61A1, 61B) are wound circumferentially around the rotation axis for at most two complete turns.

9. The tire (10) according to claim 7, wherein the tire (10) has a substantially annular shape about a rotation axis, and the radial external reinforcement structure (70A, 70B, 73) or the filamentary reinforcement element (72A, 72B) of each radial external reinforcement structure (70A, 70B, 73) is wound circumferentially around the rotation axis for at least two complete turns and up to ten complete turns.

10. The tire (10) according to claim 7, wherein, The reinforcing element (52, 53) or each of the reinforcing elements (52, 53) or the first reinforcing element and the second reinforcing element (52A, 52B) or each of the first reinforcing element and the second reinforcing element (52A, 52B) is at least partially wound around the filamentous reinforcing element (62A, 62B, 72A, 72B, 63A, 63B) or each of the filamentous reinforcing elements (62A, 62B, 72A, 72B, 63A, 63B).

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