TIRES WITH A PERMANENT STIFFENING STRUCTURE

Description

[0001] The present invention relates to a tire, in particular for a passenger vehicle. By tire is meant a bandage intended to form a cavity by cooperating with a mounting support, for example a rim, this cavity being capable of being pressurized to a pressure higher than atmospheric pressure. A tire according to the invention has a structure of substantially toroidal shape of revolution around a main axis of the tire, this main axis being coincident with the axis of rotation of the tire.

[0002] Known from the state of the art is a tire intended to equip a passenger vehicle and described in WO2020 / 128225. The tire described comprises a crown extended radially inwards respectively on each side of the median plane of the tire by first and second sidewalls then by first and second beads intended to come into contact with a mounting support, for example a rim. Each first and second bead comprises a circumferential reinforcing element intended to allow the tire to be attached to the mounting support.

[0003] The tire includes an internal surface delimiting a toric cavity for inflating the tire once the latter is mounted on the mounting support.

[0004] The tire described in WO2020 / 128225 comprises a stiffening structure comprising first stiffening wire elements extending continuously in the toric cavity from the first bead to the crown and second stiffening wire elements extending continuously in the toric cavity from the second bead to the crown.

[0005] Each first and second wire stiffening element is secured to each bead from which it extends by a bead interface between the wire stiffening element and a portion of the inner surface of the bead. Similarly, each first and second wire stiffening element is secured to the crown of the tire by a crown interface between the wire stiffening element and a portion of the inner surface of the crown. Each bead and crown interface comprises a cushion of elastomeric mixture positioned between the wire stiffening element and the portion of the corresponding inner surface.

[0006] It was noted that each bead and crown interface was stressed in peeling. Such interfaces are sensitive to repeated stresses which can lead to early separation between the stiffening wire elements and the inner surface of the bead and / or the inner surface located radially inside the crown and therefore to early destruction of the stiffening structure.

[0007] Other assemblies or tires from the state of the art are also known, in particular from WO2019115917, GB2299554, FR3089870, FR2638398, US3010504 or US2005279438.

[0008] The invention aims to improve the endurance of the stiffening structure.

[0009] Thus, the subject of the invention is a tire comprising a crown extended radially inwards, by two sidewalls then by two beads, each bead comprising at least one circumferential reinforcing element intended to allow the tire to be attached to a tire mounting support, the tire comprising an internal surface delimiting a toric inflation cavity of the tire and a stiffening structure comprising at least one stiffening element extending continuously in the toric cavity from at least one of the sidewalls or one of the beads to at least the crown, the or each stiffening element is anchored in or around: at least one radially inner reinforcing structure arranged in said sidewall and / or said bead, the radially inner reinforcing structure being distinct from the or each circumferential reinforcing element located on the same side of the median plane of the tire as said sidewall and / or said bead, and at least one radially outer reinforcing structure arranged in the crown.

[0010] Thanks to the radially inner and outer reinforcement structures, the or each stiffening element is anchored on the one hand, in one of the sidewalls and / or one of the beads and, on the other hand, in the crown, which makes it possible to obtain a connection by anchoring of the or each stiffening element in the tire. Such a connection by anchoring is significantly more robust than the bead and crown interfaces described in WO2020 / 128225. Indeed, the anchoring makes it possible to avoid peeling stress and sliding of the or each stiffening element radially and axially towards the inside of the tire. Thus, the endurance of the stiffening structure of the tire according to the invention is significantly improved as demonstrated by the tests conducted and described below.

[0011] By anchoring the or each stiffening element in the crown, the or each stiffening element is fixed axially and radially relative to the part of the crown in which it is anchored. Similarly, by anchoring the or each stiffening element in the sidewall and / or the bead, the or each stiffening element is fixed axially and radially relative to the part of the sidewall and / or the bead in which it is anchored.

[0012] Each radially inner and outer reinforcement structure being respectively arranged in the sidewall or bead and in the crown of the tire, that is to say arranged radially inside the inner surface and embedded in the mass of materials constituting the sidewall or bead and in the crown, the or each stiffening element passes through the inner surface to be anchored in or around the radially inner reinforcement structure at a radially inner anchoring point and through the inner surface to be anchored in or around the radially outer reinforcement structure at a radially outer anchoring point. This characteristic makes it possible in particular to reduce the noise generated by the stiffening structure, noise which is damped by the structure of the tire separating the or each radially inner and outer reinforcement structure from the mounting support.

[0013] According to the invention, the or each stiffening element is anchored in or around each radially inner and outer reinforcement structure. Thus, in a first variant, the or each stiffening element may be anchored in the very structure of one or both of the radially inner and outer reinforcement structures, that is to say that the or each stiffening element penetrates at least partly into this structure, or even passes through it completely so that the structure forms a mechanical anchoring of the or each stiffening element in the structure. In particular, in the case where the structure is an assembly of several wire elements, the or each stiffening element is anchored in the structure means, for example, that the or each stiffening element is wrapped around certain wire elements of the structure so as to pass through the structure itself.In a second variant, the or each stiffening element may be anchored around the structure itself of one or both of the radially inner and outer reinforcement structures, that is to say that the or each stiffening element bears on this structure so that the structure takes up part of the forces exerted on the or each stiffening element and anchors the structure in the sidewall or the bead and the crown. In particular, in the case where the structure is an assembly of several wire elements, the or each stiffening element is anchored around the structure means, for example, that the or each stiffening element wraps around the peripheral wire elements of the structure without passing through it.

[0014] According to the invention, the or each radially inner reinforcement structure is distinct from the or each circumferential reinforcement element located on the same side of the median plane of the tire, which makes it possible to very significantly reduce the propagation of the noise generated by the stiffening structure from the stiffening structure to the vehicle through the tire mounting support. Indeed, the inventors behind the invention hypothesize that the noise generated by the stiffening structure is damped by the structure of the tire separating the or each radially inner reinforcement structure from each circumferential reinforcement element intended to allow the tire to be attached to its mounting support.This damping is the result of the fact that by being distinct from the or each circumferential reinforcing element located on the same side of the median plane of the tire, the radially inner reinforcing structure is mechanically decoupled from the or each circumferential reinforcing element located on the same side of the median plane of the tire. In other words, the radially inner reinforcing structure and the or each circumferential reinforcing element located on the same side of the median plane of the tire are physically separated from each other by one or more decoupling materials, for example elastomeric materials, making it possible to mechanically decouple one from the other.

[0015] The toric inflation cavity is intended to be pressurized by an inflation gas once the tire is mounted on a mounting support, most often a rim.

[0016] Among other advantages, the stiffening structure makes it possible to simultaneously increase the radial stiffness, axial stiffness and drift stiffness of the tire compared to a conventional tire not comprising a stiffening structure but also compared to tires comprising other stiffening structures, such as that described in WO2017 / 005713. Radial stiffness, expressed in daN / mm, is the radial force generated by the tire when applying a radial displacement equal to 1 mm. Axial stiffness, expressed in daN / mm, is the axial force generated by the tire when applying an axial displacement equal to 1 mm. Drift stiffness, expressed in daN / °, is the axial force generated by the tire when rolling with an angle of 1° applied around the radial axis.

[0017] By increasing the radial rigidity, the stiffening structure limits the radial deformation of the crown, during rolling, and in particular, the counter-deflection, that is to say the radial deformation, opposite the contact area of ​​the rolling surface in contact with the ground. Thus, during the rolling of the tire, during the wheel revolution, the stiffening structure makes it possible to limit the amplitude of the cyclic deformations of the tire, and in particular of its tread, and therefore to limit the resulting energy dissipation, which contributes to the reduction of the rolling resistance. In addition, under radial stress, the value of the contact area with the ground is not modified, which makes it possible to maintain the same grip performance as for the tire described in WO2017 / 005713.

[0018] By increasing axial stiffness and drift stiffness, the stiffening structure will contribute to improving behavior under transverse loading, for example when drifting. In addition, under transverse loading, the contact area with the ground ensures a more homogeneous distribution of contact pressures, which increases transverse grip.

[0019] Furthermore, the stiffening structure participates at least partially in carrying the load applied to the tire such that this applied load is taken up jointly by the tire, thanks to its pneumatic rigidity and its intrinsic structural rigidity and by the stiffening structure. Thus, when the tire is subjected to a nominal radial load, the or each stiffening element arranged opposite the contact area is put under tension. In certain embodiments, conversely, the or each stiffening element arranged opposite the contact area is subjected to compression buckling.

[0020] Thus, the presence of a stiffening structure makes it possible to reduce the tire's contribution to carrying the load and therefore to be able to reduce its structural rigidity, for example by reducing the volume of the beads. Indeed, the beads of a conventional tire dissipate a significant amount of energy, due to their volume and the hysteretic nature of their constituent elastomeric mixture. Reducing their volume thus makes it possible to significantly reduce rolling resistance.

[0021] The stiffening elements are independent in pairs in the toric cavity, i.e. not mechanically linked together in the toric cavity of the tire, so that they have independent mechanical behaviors. For example, they are not linked together in such a way as to form a network or a lattice in the cavity.

[0022] The tire according to the invention has a substantially toric shape around an axis of revolution substantially coincident with the axis of rotation of the tire. This axis of revolution defines three directions conventionally used by those skilled in the art: an axial direction, a circumferential direction and a radial direction.

[0023] Axial direction means the direction substantially parallel to the axis of revolution of the tire, i.e. the axis of rotation of the tire. Circumferential direction means the direction which is substantially perpendicular to both the axial direction and a radius of the tire (in other words, tangent to a circle whose center is on the axis of rotation of the tire).

[0024] Radial direction means the direction along a radius of the tire, that is to say any direction intersecting the axis of rotation of the tire and substantially perpendicular to this axis.

[0025] By median plane of the tire (noted M), we mean the plane perpendicular to the axis of rotation of the tire which is located at the axial midpoint of the two beads and passes through the axial center of the crown reinforcement.

[0026] By equatorial circumferential plane of the tire (denoted E), we mean, in a meridian section plane, the plane passing through the equator of the tire, perpendicular to the median plane and to the radial direction. The equator of the tire is, in a meridian section plane (plane perpendicular to the circumferential direction and parallel to the radial and axial directions) the axis parallel to the axis of rotation of the tire and located equidistant between the radially outermost point of the tread intended to be in contact with the ground and the radially innermost point of the tire intended to be in contact with a support, for example a rim.

[0027] Meridian plane means a plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.

[0028] By radially inner, respectively radially outer, is meant closer to the tire's axis of rotation, respectively further from the tire's axis of rotation. By axially inner, respectively axially outer, is meant closer to the tire's median plane, respectively further from the tire's median plane.

[0029] By bead is meant the radial portion of the tire intended to allow the tire to be attached to a mounting support, for example a wheel comprising a rim. Thus, each bead is in particular intended to be in contact with a hook of the rim allowing it to be attached. The bead is thus delimited radially internally by the radially inner end of the tire and radially externally by an axial straight line passing through the radially outermost point in contact with a standard rim within the meaning of the standard of the European Tire and Rim Technical Organization or "ETRTO", 2020.

[0030] The sidewall is defined as the radial portion of the tire connecting the bead to the crown. The sidewall is delimited radially externally by a straight line perpendicular to the external surface of the tire passing through the point at which the angle between the tangent to the external surface of the tire and a straight line parallel to the axial direction passing through this point is equal to 30°. When there are several points on a meridian section plane for which the said angle is equal in absolute value to 30°, the radially outermost point is retained. The sidewall is delimited radially internally by an axial straight line passing through the radially outermost point in contact with a standard rim within the meaning of the European Tyre and Rim Technical Organization or "ETRTO" standard, 2020.

[0031] Any interval of values ​​designated by the expression "between a and b" represents the domain of values ​​from more than a to less than b (i.e., excluding the limits a and b), while any interval of values ​​designated by the expression "from a to b" means the domain of values ​​from a to b (i.e., including the strict limits a and b).

[0032] The tires of the invention are preferably intended for passenger vehicles as defined within the meaning of the European Tire and Rim Technical Organization or "ETRTO" standard, 2020. Such a tire has a section in a meridian cutting plane characterized by a section height H and a nominal section width SW within the meaning of the European Tire and Rim Technical Organization or "ETRTO" standard, 2020. The values ​​of SW and H are indicated on the tire sidewall marking, for example as defined according to the ETRTO manual, 2020.

[0033] Preferably, the passenger vehicle tires to which the invention will advantageously be applied are such that the H / S ratio, expressed as a percentage, is at most equal to 90, preferably at most equal to 80 and more preferably at most equal to 70 and is at least equal to 20, preferably at least equal to 30, and the nominal section width SW is at least equal to 115 mm, preferably at least equal to 155 mm and more preferably at least equal to 175 mm and at most equal to 385 mm, preferably at most equal to 315 mm, more preferably at most equal to 285 mm. In addition, the hook diameter D, defining the diameter of the rim on which the tire is mounted, is at least equal to 12 inches, preferably at least equal to 16 inches and at most equal to 24 inches, preferably at most equal to 21 inches.

[0034] Conventionally, in a tire comprising a crown reinforcement and a carcass reinforcement, the crown comprises a tread intended to come into contact with the rolling ground and a crown reinforcement arranged radially inside the tread. The tire also comprises a carcass reinforcement anchored in each bead and extending radially in each sidewall and axially in the crown radially inside the crown reinforcement. Conventionally, the crown reinforcement comprises at least one crown layer comprising reinforcing elements. These reinforcing elements are preferably textile or metal wire elements. The carcass reinforcement is anchored in each bead by means of the circumferential reinforcing element(s).

[0035] In embodiments allowing the performance of so-called radial tires to be obtained as defined by the ETRTO, the carcass reinforcement comprises at least one carcass layer, the or each carcass layer comprising carcass cord reinforcement elements, each carcass cord reinforcement element extending substantially in a main direction forming with the circumferential direction of the tire, an angle, in absolute value, ranging from 80° to 90°.

[0036] In a preferred embodiment, the stiffening structure comprises a plurality of stiffening elements distributed circumferentially in the toric cavity.

[0037] Thus, the stiffening structure performs its function over the entire circumference of the tire.

[0038] The circumferential distribution can be obtained by a stiffening structure in which the stiffening elements are distributed according to a constant circumferential pitch over the entire circumference of the tire or by a stiffening structure in which the stiffening elements are distributed periodically over the entire circumference of the tire or by a stiffening structure in which the stiffening elements are distributed randomly over the entire circumference of the tire. In an advantageous embodiment, the or each stiffening element is not sealed against an inflation gas of the tire. Thus, the or each stiffening element allows the inflation gas to pass through. In other words, the or each stiffening element does not delimit a secondary cavity under pressure of the tire.By not watertight, we mean that the stiffening element is permeable to the inflation gas so that the pressure is homogeneous in the toric cavity at all times and, in particular, when inflating the tire.

[0039] Very advantageously, so as to allow a relatively easy manufacturing process to implement, the tire comprising a carcass reinforcement anchored in each bead, the crown comprising a crown reinforcement and a tread, the carcass reinforcement extending in each sidewall and in the crown radially inside the crown reinforcement, the or each radially external reinforcement structure is arranged radially inside the carcass reinforcement. In a first embodiment, the or each stiffening element is anchored in or around: a first radially inner reinforcing structure arranged in a first sidewall and / or a first bead, the first radially inner reinforcing structure being distinct from the or each circumferential reinforcing element located on the same first side of the median plane of the tire as said first sidewall and / or said first bead, and the or more of the radially outer reinforcing structure(s) arranged in the crown, a second radially inner reinforcing structure arranged in a second sidewall and / or a second bead located on the other side than the first sidewall and / or the first bead relative to the median plane of the tire, the second radially inner reinforcing structure being distinct from the or each circumferential reinforcing element located on the same second side of the median plane of the tire as said second sidewall and / or said second bead, such that the or each stiffening element extends continuously from the first sidewall and / or the first bead to the second sidewall and / or second bead passing through the crown.

[0040] In this first embodiment, the or each stiffening element is continuous between the first and second sidewalls or beads. Thus, there is no end of the stiffening element to be anchored in the crown, which, on the one hand, facilitates the manufacture of the tire and, on the other hand, limits the risks of slippage of one end of the stiffening element which would be located in the crown. The or each stiffening element being continuous, this also improves the transmission of forces between each first and second sidewall and / or bead which are thus distributed over the entire tire.

[0041] In addition, the stiffening structure performs its function on both sides of the median plane of the tire, which allows for uniform behavior of the tire.

[0042] In a preferred variation of the first preferred embodiment, the or each stiffening element is anchored in or around: the first radially inner reinforcing structure, first and second radially outer reinforcing structures arranged in the crown, the second radially inner reinforcing structure.

[0043] In this preferred variant, the tire comprises first and second radially outer reinforcement structures distinct from one another. This makes it possible to reduce the mass of the reinforcement structure allowing the anchoring of the stiffening element(s) in the crown. In addition, for a given axial width, the use of first and second radially outer reinforcement structures compared to a single radially outer reinforcement structure makes it possible to limit the over-frettage of the crown, which makes it possible to maintain a regular contact area.

[0044] In a second embodiment, the stiffening structure comprising at least first and second stiffening elements, the or each first stiffening element is anchored in or around: a first radially inner reinforcing structure arranged in a first sidewall and / or a first bead, the first radially inner reinforcing structure being distinct from the or each circumferential reinforcing element located on the same first side of the median plane of the tire as said first sidewall and / or first said bead, and the or more of the radially outer reinforcing structure(s), the or each second stiffening element is anchored in or around: a second radially inner reinforcing structure arranged in a second sidewall and / or a second bead located on the other side than the first sidewall and / or the first bead relative to the median plane of the tire, the second radially inner reinforcing structure being distinct from the or each circumferential reinforcing element located on the same second side of the median plane of the tire as said second sidewall and / or said second bead, and the one or more of the radially outer reinforcing structure(s), such that the or each first and second stiffening element extends continuously respectively from the first sidewall and / or the first bead and the second sidewall and / or the second bead to the top.

[0045] In this second embodiment, unlike the first embodiment, the or each first stiffening element is distinct from the or each second stiffening element and discontinuous with respect to the or each second stiffening element.

[0046] In a preferred variant of this second embodiment, the or each first stiffening element is anchored in or around: the first radially inner reinforcing structure, and a first radially outer reinforcing structure arranged in the crown, the or each second stiffening element is anchored in or around: the second radially inner reinforcing structure, and a second radially outer reinforcing structure arranged in the crown, distinct from the first radially outer reinforcing structure.

[0047] Optionally, the first and second radially outer reinforcement structures are arranged axially on either side of the median plane of the tire, preferably substantially symmetrically with respect to the median plane of the tire. Thus, the axial distribution of the forces exerted by the stiffening elements on each first and second sidewall and / or bead and on the crown is improved.

[0048] In order to limit as much as possible the axial buckling of the tread and therefore in order to, on the one hand, maintain a regular contact area, and on the other hand reduce the risk of deterioration of the crown reinforcement of the tire, the or each stiffening element extending from the radially inner reinforcement structure comprises a portion extending into the toric cavity between: a radially inner anchoring point at which the or each stiffening element passes through the inner surface to anchor itself in or around the radially inner reinforcing structure, a radially outer anchoring point at which the or each stiffening element passes through the inner surface to anchor itself in or around the or one of the radially outer reinforcing structures, the radially outer anchoring point and the radially inner anchoring point are arranged axially on the same side of the median plane of the tire.

[0049] In the case of the first embodiment, the or each stiffening element comprises a portion extending into the toric cavity between: a first radially inner anchoring point at which the or each stiffening element passes through the inner surface to anchor in or around the first radially inner reinforcing structure, a first radially outer anchoring point at which the or each stiffening element passes through the inner surface to anchor in or around the one or more radially outer reinforcing structures, the or each stiffening element comprises a portion extending into the toric cavity between: a second radially inner anchoring point at which the or each stiffening element passes through the inner surface to anchor in or around the second radially inner reinforcing structure,a second radially outer anchoring point at which the or each stiffening element passes through the inner surface to be anchored in or around the or more radially outer reinforcing structure(s), each first and second radially inner and outer anchor point is arranged so that: the portion extending between the first radially outer and radially inner anchoring points and the portion extending between the second radially outer and radially inner anchoring points do not intersect in the toric cavity, the first radially outer and radially inner anchoring points are arranged axially on the same side of the median plane of the tire, and the second radially outer and radially inner anchoring points are arranged axially on the same other side of the median plane of the tire.

[0050] Indeed, the portions extending on the one hand, between the first anchoring points located on the same side of the median plane and on the other hand, between the second anchoring points located on the other side of the median plane do not cross, which makes it possible to limit the axial buckling of the tread, that is to say the axial compression of the tread, in particular under conditions of high lateral stresses. Thus, on the one hand, a regular contact area is maintained, and on the other hand, the risk of deterioration of the crown reinforcement of the tire is reduced, in particular by avoiding the compression of the various constituent elements of the crown reinforcement, for example the textile and metal wire reinforcement elements of the crown reinforcement.

[0051] Similarly, in the case of the second embodiment, the or each first stiffening element comprises a portion extending into the toric cavity between: a first radially inner anchoring point at which the or each first stiffening element passes through the inner surface to anchor in or around the first radially inner reinforcing structure, a first radially outer anchoring point at which the or each first stiffening element passes through the inner surface to anchor in or around the one or more radially outer reinforcing structures, the or each second stiffening element comprises a portion extending into the toric cavity between: a second radially inner anchoring point at which the or each second stiffening element passes through the inner surface to anchor in or around the second radially inner reinforcing structure, a second radially outer anchoring point at which the or each second stiffening element passes through the inner surface to anchor in or around the one or more radially outer reinforcing structures, each first and second radially inner and outer anchor point is arranged so that: the first radially outer and radially inner anchoring points are arranged axially on the same side of the median plane of the tire, the second radially outer and radially inner anchoring points are arranged axially on the same other side of the median plane of the tire, and the portion extending between the first radially outer and radially inner anchoring points and the portion extending between the second radially outer and radially inner anchoring points do not intersect in the toric cavity.

[0052] Alternatively, whether in the first or the second embodiment, it may on the contrary be envisaged that each first and second radially outer anchoring point is arranged so that the portion extending between the first anchoring points and the portion extending between the second anchoring points intersect in the toric cavity and / or that the first radially outer and radially inner anchoring points are arranged axially on two different sides of the median plane of the tire and / or that the second radially outer and radially inner anchoring points are arranged axially on two different sides of the median plane of the tire.

[0053] In a preferred variant of the first embodiment, the stiffening structure comprises several stiffening elements forming a continuous stiffening element so as to describe a boustrophedon trajectory between the first flank and / or the first bead and the second flank and / or the second bead passing through the apex.

[0054] Thus, the robustness of the stiffening structure is further improved by removing ends of the stiffening element to be anchored in each sidewall or each bead. In this variant, it is thus possible to have a continuous stiffening element forming the stiffening structure over the entire circumference of the tire. It is also possible to have several continuous stiffening elements, each forming a part of the stiffening structure over a part of the circumference of the tire. In addition, such a stiffening structure is relatively simple to manufacture because a single stiffening element is used, the installation law of which can be varied according to the different tire dimensions. If several stiffening elements, distinct from each other, were used, their length would then have to be adjusted for each tire dimension.

[0055] In a preferred variant of the second embodiment, the stiffening structure comprises: several first stiffening elements forming a first continuous stiffening element so as to describe a boustrophedon trajectory between the first flank and / or the first bead and the apex, several second stiffening elements forming a second continuous stiffening element so as to describe a boustrophedon trajectory between the second flank and / or the second bead and the apex.

[0056] Very advantageously, the or each stiffening element passes through the internal surface to be anchored in or around the or one of the radially inner reinforcement structures at a radially inner anchoring point arranged radially at a radial distance ranging from 0.10 x H to 0.50 x H, preferably ranging from 0.10 x H to 0.35 x H from the radially innermost point of the tire, H being the section height of the tire.

[0057] Thus, the propagation of noise generated by the stiffening structure from the stiffening structure to the vehicle through the tire mounting bracket is further reduced. Indeed, beyond a radial distance equal to 0.10 x H, the radially inner anchoring point is distant from the bead, and in particular from the circumferential reinforcement elements of the beads, for example bead wires, so that the sound waves generated by the stiffening structure are significantly damped by the tire structure before reaching the circumferential reinforcement element which constitutes a significant noise transmission element between the tire and the mounting bracket.However, it is preferable that the radially inner anchoring point is not too far away radially so as to allow effective absorption of axial forces between the stiffening structure and the sidewall or bead via the stiffening element and thus contribute to improving axial stiffness.

[0058] Very advantageously, the or each stiffening element passes through the internal surface to be anchored in or around the or one of the radially external reinforcement structures at a radially external anchoring point arranged axially at an axial distance at most equal to 0.45 x SW, preferably ranging from 0.05 x SW to 0.45 x SW from the median plane of the tire, SW being the nominal section width of the tire.

[0059] Beyond 0.45xS, the or each stiffening element extends in a direction forming too small an angle with respect to the radial direction, which makes a lesser contribution to the axial and drift stiffnesses respectively.

[0060] As regards the stiffening structure, each stiffening element can be characterized geometrically, in particular by its mean section Sm, this characteristic not necessarily being identical for all the stiffening elements. The mean section Sm is the average of the sections obtained by cutting the stiffening element by all the cylindrical surfaces, coaxial with the tire and radially included in the inner toric cavity. In the most frequent case of a constant section, the mean section Sm is the constant section of the stiffening element. The mean section Sm includes a largest characteristic dimension Dmax and a smallest characteristic dimension Dmin, whose ratio R= Dmax / Dmin is called the aspect ratio.As examples, a stiffening element having a circular mean section Sm, having a diameter equal to d, has a shape ratio R=1, a stiffening element having a rectangular mean section Sm, having a length L and a width I, has a shape ratio R=L / I, and a stiffening element having an elliptical mean section Sm, having a major axis D and a minor axis d, has a shape ratio R=D / d.

[0061] A first type of preferred stiffening element, with an aspect ratio R at most equal to 3, is said to be one-dimensional. In other words, a stiffening element is considered one-dimensional when the largest characteristic dimension Dmax of its mean section Sm is at most equal to 3 times the smallest characteristic dimension Dmin of its mean section Sm. A one-dimensional stiffening element has a wire-like mechanical behavior, that is to say that it can only be subjected to extension or compression forces along its mean line. This is the reason why a one-dimensional stiffening element is usually called a wire-like stiffening element.Among the components commonly used in the field of tires, textile wire elements, consisting of an assembly of elementary textile monofilaments, or metal cables, consisting of an assembly of elementary metal monofilaments, can be considered as one-dimensional stiffening elements, because their average section Sm being substantially circular, the aspect ratio R is equal to 1, therefore less than 3.

[0062] A second type of stiffening element, with an aspect ratio R at least equal to 3, is said to be two-dimensional. In other words, a stiffening element is considered two-dimensional when the largest characteristic dimension Dmax of its mean section Sm is at least equal to 3 times the smallest characteristic dimension Dmin of its mean section Sm. A two-dimensional stiffening element has membrane-type mechanical behavior, i.e. it can only be subjected to extension or compression forces in its thickness defined by the smallest characteristic dimension Dmin of its mean section Sm. According to a first variant, a stiffening element, with an aspect ratio R at least equal to 3 and at most equal to 50, is said to be two-dimensional of the strip type. According to a second variant, a stiffening element, with an aspect ratio R at least equal to 50, is said to be two-dimensional of the film type.

[0063] According to a first structural variant of the stiffening element, any stiffening element has a homogeneous structure, comprising a single constituent. This is the simplest structure envisaged, such as, for example, an elementary monofilament of a single material or a layer of a single material. According to a second structural variant, any stiffening element has a composite structure, comprising at least two constituents. This is a structure constituted by an assembly of at least two elements, such as, for example, an assembly comprising several elementary monofilaments or an assembly of a first layer of a first material and a second layer of a second material.

[0064] Concerning the material(s) composing the stiffening element, in a first composition variant, any stiffening element comprises a single material: for example, an elementary monofilament of a single material or an assembly comprising several elementary monofilaments of the same material. In a second composition variant, any stiffening element comprises at least two materials. In this case, there is a composite structure from the point of view of the materials: for example, an assembly comprising elementary monofilaments of a first material and elementary monofilaments of a second material different from the first material. or a layer comprising elementary monofilaments or assemblies of elementary monofilaments embedded in a polymer matrix.

[0065] In a very advantageous embodiment, the or each stiffening element is a wire stiffening element, preferably a textile wire stiffening element. Preferably, the wire stiffening elements are identical, that is to say they have identical geometric characteristics and constituent materials.

[0066] These stiffening wire elements are usually called stays. The advantage of using stiffening wire elements is to have a stiffening structure with low mass and low hysteresis. The use of identical stiffening wire elements allows for a homogeneous distribution of forces between the stiffening elements.

[0067] When it is wired, each wire stiffening element is preferably textile. Textile means that each wire stiffening element is non-metallic, for example made of a material chosen from a polyester, a polyamide, a polyketone, a polyvinyl alcohol, a cellulose, a mineral fiber, a natural fiber, an elastomeric material or a mixture of these materials. Polyesters include, for example, PET (polyethylene terephthalate), PEN (polyethylene naphthalate), PBT (polybutylene terephthalate), PBN (polybutylene naphthalate), PPT (polypropylene terephthalate), PPN (polypropylene naphthalate). Polyamides include aliphatic polyamides such as polyamides 4-6, 6, 6-6 (nylon), 11 or 12 and aromatic polyamides such as aramid. Preferably, the material is a polyester or an aliphatic polyamide.

[0068] For example, each textile wire stiffening element is a textile assembly comprising one or more elementary monofilaments, twisted together or not. Thus, in one embodiment, there may be an assembly in which the elementary monofilaments are substantially parallel to each other. In another embodiment, there may also be an assembly in which the elementary monofilaments are wound in a helix. In yet another embodiment, each wire stiffening element is made up of an elementary monofilament. Each elementary monofilament has a diameter ranging from 5 µm to 0.80 mm.

[0069] In a first variant, each textile wire stiffening element comprises one or more multifilament strand(s) each comprising several monofilaments having a diameter ranging from 5 µm to 20 µm. In this first variant, the number of monofilaments of each multifilament strand generally ranges from 100 to 10,000. In order to limit the leakage of the inflation gas via the capillaries present between the monofilaments of the textile wire stiffening elements according to this first variant, each textile wire stiffening element may advantageously be sheathed, for example using one or more polymeric compositions well known to those skilled in the art, in order to block these capillaries. In a second variant, each textile wire stiffening element comprises a multifilament strand comprising several monofilaments wound in a helix and each having a diameter ranging from 0.10 mm to 0.80 mm.In this second variant, the number of monofilaments generally ranges from 2 to 10. In this second variant, the number of capillaries between the monofilaments being low, it is not useful to sheath the textile wire stiffening element even if this can of course be considered.

[0070] Conventionally, each textile wire stiffening element is coated with at least one aqueous adhesive composition, for example an RFL type glue or as described in documents WO2013017422, WO2017168107.

[0071] In another embodiment, each wire stiffening element is metallic, for example an assembly of metal monofilaments, each metal monofilament having a diameter typically less than 50 µm, for example 10 µm. In one embodiment, each wire stiffening element is made up of an assembly of several metal monofilaments. In another embodiment, each wire stiffening element is made up of a metal monofilament.

[0072] Advantageously, in a variant making it possible to manufacture the tire by implementing a relatively simple method, the or each wire stiffening element extends continuously in the toric cavity from the sidewall or the bead to the crown in a main direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 85° to 90°. In another variant making it possible to manufacture the tire by implementing a more complex method but making it possible to increase the circumferential rigidity, the or each wire stiffening element extends continuously in the toric cavity from the sidewall or the bead to the crown in a main direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 45° to 75° as is explained in particular in WO2020128225.

[0073] In one embodiment, the or each radially inner reinforcing structure and / or the or each radially outer reinforcing structure comprises at least one wire reinforcement element extending in a main direction forming with the circumferential direction of the tire an angle less than or equal to 10°, preferably less than or equal to 5° and more preferably substantially zero.

[0074] Optionally, the tire having a substantially toric shape around an axis of revolution, the wire reinforcement element of the radially inner reinforcement structure is wound circumferentially over at most two complete turns, preferably over at most one complete turn around the axis of revolution.

[0075] It may thus be envisaged that the wire reinforcement element of the radially inner reinforcement structure is a ring without free ends either because they are joined, for example by a sleeve, or because the ring is monolithic. It may also be envisaged that the wire reinforcement element of the radially inner reinforcement structure has two free ends.

[0076] Preferably, the wire reinforcement element of the radially inner structure of revolution is metallic. This advantageously makes it possible, in certain embodiments, to use a metal wire reinforcement element identical to that used to manufacture the circumferential reinforcement element.

[0077] In one embodiment, the tire having a substantially toric shape around an axis of revolution, the wire reinforcement element of the or each radially outer reinforcement structure is wound circumferentially over at least two complete turns around the axis of revolution and over at most ten complete turns around the axis of revolution.

[0078] In a similar manner to the wire reinforcement element of the radially inner reinforcement structure, it may thus be envisaged that the wire reinforcement element of the radially outer reinforcement structure is a ring without free ends either because they are joined, for example by a sleeve, or because the ring is monolithic. It may also be envisaged that the wire reinforcement element of the radially outer reinforcement structure has two free ends.

[0079] Preferably, the wire reinforcement element of the radially outer structure of revolution is textile. This avoids localized stiffening of the crown. This maintains correct flattening of the tire, compared to the case where the wire reinforcement element of the radially outer structure of revolution is metallic. Textile wire reinforcement elements with relatively low thermal contraction will be preferred.

[0080] Optionally, the or each stiffening element is wrapped at least partially around the or each wire reinforcement element.

[0081] By being wound at least partly around the wire reinforcement element, the direction in which the stiffening element extends in the toric cavity is non-collinear with the direction in which the stiffening element extends in the sidewall or bead and in the crown.

[0082] In a fourth embodiment, the stiffening structure comprises at least one axially internally anchored stiffening element and at least one axially externally anchored stiffening element, each axially internally and externally anchored stiffening element extending continuously in the toric cavity from at least one of the flanks and / or one of the beads to at least the top, the or each axially internally anchored stiffening element is anchored in or around: a radially internal anchoring reinforcement structure of the or each axially internally anchored stiffening element arranged in one of the sidewalls and / or one of the beads, the radially internal anchoring reinforcement structure of the or each axially internally anchored stiffening element being distinct from the or each circumferential reinforcement element located on the same side of the median plane of the tire as said sidewall and / or said bead, and at least one radially external anchoring reinforcement structure of the or each axially internally anchored stiffening element arranged in the crown,the or each axially inwardly anchored stiffening element comprises a portion extending into the toric cavity between: a radially inward anchoring point at which the or each axially inwardly anchored stiffening element passes through the inner surface to anchor in or around the radially inward anchoring reinforcement structure of the or each axially inwardly anchored stiffening element, a radially outward anchoring point at which the or each axially inwardly anchored stiffening element passes through the inner surface to anchor in or around the one or more radially outward anchoring reinforcement structure(s) of the or each axially inwardly anchored stiffening element,the or each axially externally anchored stiffening element is anchored in or around: a radially inner reinforcement structure for anchoring the or each axially externally anchored stiffening element arranged in the same sidewall and / or the same bead as the radially inner reinforcement structure around or in which the or each axially internally anchored stiffening element is anchored, the radially inner reinforcement structure for anchoring the or each axially externally anchored stiffening element being distinct from the or each circumferential reinforcement element located on the same side of the median plane of the tire as said sidewall and / or said bead, and at least one radially outer reinforcement structure for anchoring the or each axially externally anchored stiffening element arranged in the crown,the or each axially outwardly anchored stiffening element comprises a portion extending into the toric cavity between: a radially inner anchoring point at which the or each axially outwardly anchored stiffening element passes through the inner surface to anchor in or around the radially inner anchoring reinforcement structure of the or each axially outwardly anchored stiffening element, a radially outer anchoring point at which the or each axially outwardly anchored stiffening element passes through the inner surface to anchor in or around the one or more radially outer anchoring reinforcement structure(s) of the or each axially outwardly anchored stiffening element,the radially outer anchoring point of the or each axially inner anchoring stiffening element is arranged axially inside relative to the radially outer anchoring point of the or each axially outer anchoring stiffening element.

[0083] A stiffening element is referred to as axially internally and externally anchored because of the axial offset of the radially external anchor point(s) of each stiffening element in the crown. Thus, a stiffening element is said to be axially externally anchored because its anchor point in the crown is axially further from the median plane of the tire than another axially internally anchored stiffening element whose anchor point in the crown is axially closer to the median plane of the tire.

[0084] Preferably, the radially outer anchor points are arranged on the same side of the median plane of the tire.

[0085] In a variant of the fourth embodiment, the radially inner anchoring point of the or each axially inner anchoring stiffening element and the radially inner anchoring point of the or each axially outer anchoring stiffening element are radially and axially aligned on the same circumferential line. In another variant of the fourth embodiment, the radially inner anchoring point of the or each axially inner anchoring stiffening element and the radially inner anchoring point of the or each axially outer anchoring stiffening element are radially offset from each other, as envisaged in the fifth embodiment described below.

[0086] In a variant of the fourth embodiment, each radially inner and outer anchoring point of the or each axially inner anchoring stiffening element is in the same meridian section plane as each radially inner and outer anchoring point of the or each axially outer anchoring stiffening element. In another variant of the fourth embodiment, each radially inner and outer anchoring point of the or each axially inner anchoring stiffening element is in a different meridian section plane than each radially inner and outer anchoring point of the or each axially outer anchoring stiffening element.

[0087] In a configuration of the fourth embodiment, the or each axially internally anchored stiffening element is anchored in or around: a first radially inner reinforcement structure for anchoring the or each axially inner anchoring stiffening element arranged in a first sidewall and / or a first bead, the first radially inner reinforcement structure for anchoring the or each axially inner anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same first side of the median plane of the tire as said first sidewall and / or said first bead, and at least one radially outer reinforcement structure for anchoring the or each axially inner anchoring stiffening element arranged in the crown, a second radially inner reinforcement structure for anchoring the or each axially inner anchoring stiffening element arranged in a second sidewall and / or a second bead located on the other side than the first sidewall and / or the first bead relative to the median plane of the tire,the second radially inner reinforcement structure for anchoring the or each axially inner anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same second side of the median plane of the tire as said second sidewall and / or said second bead, such that the or each axially internally anchored stiffening element extends continuously from the first flank and / or the first bead to the second flank and / or second bead passing through the crown, the or each axially internally anchored stiffening element comprises: a first portion extending in the toric cavity between: a first radially internal anchoring point at which the or each axially internally anchored stiffening element passes through the internal surface to be anchored in or around the first radially internal anchoring reinforcement structure of the or each axially internally anchored stiffening element,a first radially outer anchoring point at which the or each axially inner anchoring stiffening element passes through the inner surface to anchor in or around the one or more radially outer anchoring reinforcement structures of the or each axially inner anchoring stiffening element, a second portion extending into the toric cavity between: a second radially inner anchoring point at which the or each axially inner anchoring stiffening element passes through the inner surface to anchor in or around the second radially inner anchoring reinforcement structure of the or each axially inner anchoring stiffening element,a second radially outer anchoring point at which the or each axially inner anchoring stiffening element passes through the inner surface to be anchored in or around the or more radially outer anchoring reinforcement structure(s) of the or each axially inner anchoring stiffening element, the or each axially outer anchoring stiffening element is anchored in or around: a first radially inner anchoring reinforcement structure of the or each axially outer anchoring stiffening element arranged in the first sidewall and / or the first bead, the first radially inner anchoring reinforcement structure of the or each axially outer anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same first side of the median plane of the tire as said first sidewall and / or said first bead,and at least one radially outer reinforcement structure for anchoring the or each axially outer anchoring stiffening element arranged in the crown, a second radially inner reinforcement structure for anchoring the or each axially outer anchoring stiffening element arranged in the second sidewall and / or the second bead located on the other side than the first sidewall and / or the first bead relative to the median plane of the tire, the second radially inner reinforcement structure for anchoring the or each axially outer anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same second side of the median plane of the tire as said second sidewall and / or said second bead,such that the or each axially externally anchored stiffening element extends continuously from the first flank and / or the first bead to the second flank and / or second bead passing through the crown, the or each axially externally anchored stiffening element comprises: a first portion extending in the toric cavity between: a first radially internal anchoring point at which the or each axially externally anchored stiffening element passes through the internal surface to be anchored in or around the first radially internal anchoring reinforcement structure of the or each axially externally anchored stiffening element,a first radially outer anchoring point at which the or each axially outer anchoring stiffening element passes through the inner surface to anchor in or around the one or more radially outer anchoring reinforcement structures of the or each axially outer anchoring stiffening element, a second portion extending into the toric cavity between: a second radially inner anchoring point at which the or each axially outer anchoring stiffening element passes through the inner surface to anchor in or around the second radially inner anchoring reinforcement structure of the or each axially outer anchoring stiffening element,a second radially outer anchoring point at which the or each axially outer anchoring stiffening element passes through the inner surface to be anchored in or around the one or more radially outer anchoring reinforcement structures of the or each axially outer anchoring stiffening element, each first and second radially outer anchoring point of the or each axially inner anchoring stiffening element is arranged axially inward relative to each first and second radially outer anchoring point of the or each axially outer anchoring stiffening element, respectively.

[0088] Regardless of the configuration of the fourth embodiment, in one variant, each first and second radially inner anchoring point of the or each axially inner anchoring stiffening element and each first and second radially inner first anchoring point of the or each axially outer anchoring stiffening element are respectively radially aligned on the same circumferential line. In another variant, each first and second radially inner first anchoring point of the or each axially inner anchoring stiffening element and each first and second radially inner first anchoring point of the or each axially outer anchoring stiffening element are respectively radially offset from each other, as envisaged in the fifth embodiment below.

[0089] Regardless of the configuration of the fourth embodiment, in one variant, each first and second radially inner and outer anchoring point of the or each axially inner anchoring stiffening element is in the same meridian section plane as each first and second radially inner and outer anchoring point of the or each axially outer anchoring stiffening element. In another variant, each first and second radially inner and outer anchoring point of the or each axially inner anchoring stiffening element is in a different meridian section plane than each first and second radially inner and outer anchoring point of the or each axially outer anchoring stiffening element.

[0090] Very advantageously, each first and second radially inner anchoring reinforcement structure of the or each axially inner anchoring stiffening element is respectively each first and second radially inner anchoring reinforcement structure of the or each axially outer anchoring stiffening element. Alternatively, each first and second radially inner anchoring reinforcement structure of the or each axially inner anchoring stiffening element is distinct from each first and second radially inner anchoring reinforcement structure of the or each axially outer anchoring stiffening element.

[0091] Very advantageously, the radially outer anchoring reinforcement structure(s) of the or each axially inner anchoring stiffening element is or are the radially outer anchoring reinforcement structure(s) of the or each axially outer anchoring stiffening element. Alternatively, the radially outer anchoring reinforcement structure(s) of the or each axially inner anchoring stiffening element is or are the radially outer anchoring reinforcement structure(s) of the or each axially outer anchoring stiffening element.

[0092] In a fifth embodiment, the stiffening structure comprises at least one stiffening element with radially inner anchoring and at least one stiffening element with radially outer anchoring, each stiffening element with radially inner and outer anchoring extending continuously in the toric cavity from at least one of the flanks and / or one of the beads to at least the top, the or each radially inwardly anchored stiffening element is anchored in or around: a radially inwardly anchoring reinforcement structure for the or each radially inwardly anchored stiffening element arranged in one of the sidewalls and / or one of the beads, the radially inwardly anchoring reinforcement structure for the or each radially inwardly anchored stiffening element being distinct from the or each circumferential reinforcement element located on the same side of the median plane of the tire as said sidewall and / or said bead, and at least one radially outwardly anchoring reinforcement structure for the or each radially inwardly anchored stiffening element arranged in the crown,the or each radially inwardly anchored stiffening element comprises a portion extending into the toric cavity between: a radially inwardly anchoring point at which the or each radially inwardly anchored stiffening element passes through the inner surface to anchor in or around the radially inwardly anchoring reinforcement structure of the or each radially inwardly anchored stiffening element, a radially outwardly anchoring point at which the or each radially inwardly anchored stiffening element passes through the inner surface to anchor in or around the one or more radially outwardly anchoring reinforcement structure(s) of the or each radially inwardly anchored stiffening element,the or each radially outer anchoring stiffening element is anchored in or around: a radially inner reinforcing structure for anchoring the or each radially outer anchoring stiffening element arranged in the same sidewall and / or the same bead as the radially inner reinforcing structure around or in which the or each radially inner anchoring stiffening element is anchored, the radially inner reinforcing structure for anchoring the or each radially outer anchoring stiffening element being distinct from the or each circumferential reinforcing element located on the same side of the median plane of the tire as said sidewall and / or said bead, and at least one radially outer reinforcing structure for anchoring the or each radially outer anchoring stiffening element arranged in the crown,the or each radially outwardly anchored stiffening element comprises a portion extending into the toric cavity between: a radially inner anchoring point at which the or each radially outwardly anchored stiffening element passes through the inner surface to anchor in or around the radially inner anchoring reinforcement structure of the or each radially outwardly anchored stiffening element, a radially outer anchoring point at which the or each radially outwardly anchored stiffening element passes through the inner surface to anchor in or around the one or more radially outer anchoring reinforcement structure(s) of the or each radially outwardly anchored stiffening element,the radially inner anchoring point of the or each radially inner anchoring stiffening element is arranged radially inward relative to the radially inner anchoring point of the or each radially outer anchoring stiffening element.

[0093] A stiffening element is referred to as a radially inward and outward anchoring element due to the radial offset of the radially inward anchoring point(s) of each stiffening element in each sidewall and / or each bead. Thus, a stiffening element is said to be radially outward anchoring because its anchoring point in each sidewall and / or each bead is radially further from the tire's axis of rotation than another radially inward anchoring stiffening element whose anchoring point in the crown is radially closer to the tire's axis of rotation.

[0094] Preferably, the radially outer anchor points are arranged on the same side of the median plane of the tire.

[0095] In a variant of the fifth embodiment, the radially outer anchoring point of the or each radially inner anchoring stiffening element and the radially outer anchoring point of the or each radially outer anchoring stiffening element are radially and axially aligned on the same circumferential line. In another variant of the fifth embodiment, the radially outer anchoring point of the or each radially inner anchoring stiffening element and the radially outer anchoring point of the or each radially outer anchoring stiffening element are axially offset from each other, as envisaged in the fourth embodiment described above.

[0096] In a variant of the fifth embodiment, each radially inner and outer anchoring point of the or each radially inner anchoring stiffening element is in the same meridian section plane as each radially inner and outer anchoring point of the or each radially outer anchoring stiffening element. In another variant of the fifth embodiment, each radially inner and outer anchoring point of the or each radially inner anchoring stiffening element is in a different meridian section plane than each radially inner and outer anchoring point of the or each radially outer anchoring stiffening element.

[0097] In a configuration of the fifth embodiment, the or each radially inwardly anchored stiffening element is anchored in or around: a first radially inner reinforcement structure for anchoring the or each radially inner anchoring stiffening element arranged in a first sidewall and / or a first bead, the first radially inner reinforcement structure for anchoring the or each radially inner anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same first side of the median plane of the tire as said first sidewall and / or said first bead, and at least one radially outer reinforcement structure for anchoring the or each radially inner anchoring stiffening element arranged in the crown,a second radially inner reinforcement structure for anchoring the or each radially inner anchoring stiffening element arranged in a second sidewall and / or a second bead located on the other side than the first sidewall and / or the first bead relative to the median plane of the tire, the second radially inner reinforcement structure for anchoring the or each radially inner anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same second side of the median plane of the tire as said second sidewall and / or said second bead, , such that the or each radially inner anchoring stiffening element extends continuously from the first flank and / or the first bead to the second flank and / or second bead passing through the crown, the or each radially inner anchoring stiffening element comprises: a first portion extending into the toric cavity between: a first radially inner anchoring point at which the or each radially inner anchoring stiffening element passes through the inner surface to be anchored in or around the first radially inner anchoring reinforcement structure of the or each radially inner anchoring stiffening element,a first radially outer anchoring point at which the or each radially inner anchoring stiffening element passes through the inner surface to anchor in or around the one or more radially outer anchoring reinforcement structures of the or each radially inner anchoring stiffening element, a second portion extending into the toric cavity between: a second radially inner anchoring point at which the or each radially inner anchoring stiffening element passes through the inner surface to anchor in or around the second radially inner anchoring reinforcement structure of the or each radially inner anchoring stiffening element,a second radially outer anchoring point at which the or each radially inner anchoring stiffening element passes through the inner surface to be anchored in or around the or more radially outer anchoring reinforcement structure(s) of the or each radially inner anchoring stiffening element, the or each radially outer anchoring stiffening element is anchored in or around: a first radially inner anchoring reinforcement structure of the or each radially outer anchoring stiffening element arranged in the first sidewall and / or the first bead, the first radially inner anchoring reinforcement structure of the or each radially outer anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same first side of the median plane of the tire as said first sidewall and / or said first bead,and at least one radially outer reinforcement structure for anchoring the or each radially outer anchoring stiffening element arranged in the crown, a second radially inner reinforcement structure for anchoring the or each radially outer anchoring stiffening element arranged in the second sidewall and / or the second bead located on the other side than the first sidewall and / or the first bead relative to the median plane of the tire, the second radially inner reinforcement structure for anchoring the or each radially outer anchoring stiffening element being distinct from the or each circumferential reinforcement element located on the same second side of the median plane of the tire as said second sidewall and / or said second bead,such that the or each radially outer anchoring stiffening element extends continuously from the first flank and / or the first bead to the second flank and / or second bead passing through the crown, the or each radially outer anchoring stiffening element comprises: a first portion extending in the toric cavity between: a first radially inner anchoring point at which the or each radially outer anchoring stiffening element passes through the inner surface to be anchored in or around the first radially inner anchoring reinforcement structure of the or each radially outer anchoring stiffening element,a first radially outer anchoring point at which the or each radially outer anchoring stiffening element passes through the inner surface to anchor in or around the one or more radially outer anchoring reinforcement structures of the or each radially outer anchoring stiffening element, a second portion extending into the toric cavity between: a second radially inner anchoring point at which the or each radially outer anchoring stiffening element passes through the inner surface to anchor in or around the second radially inner anchoring reinforcement structure of the or each radially outer anchoring stiffening element,a second radially outer anchoring point at which the or each radially outer anchoring stiffening element passes through the inner surface to anchor in or around the one or more radially outer reinforcing anchoring structures of the or each radially outer anchoring stiffening element, each first and second radially inner anchoring point of the or each radially inner anchoring stiffening element is arranged radially inward relative to each first and second radially inner anchoring point of the or each radially outer anchoring stiffening element, respectively.

[0098] Regardless of the configuration of the fifth embodiment, in one variant, each first and second radially outer anchoring point of the or each radially inner anchoring stiffening element and each first and second radially outer first anchoring point of the or each radially outer anchoring stiffening element are respectively axially aligned on the same circumferential line. In another variant, each first and second radially outer first anchoring point of the or each radially inner anchoring stiffening element and each first and second radially outer first anchoring point of the or each radially outer anchoring stiffening element are respectively axially offset from each other, as envisaged in the fourth embodiment described above.

[0099] Regardless of the configuration of the fifth embodiment, in one variant, each first and second radially inner and outer anchoring point of the or each radially inner anchoring stiffening element is in the same meridian section plane as each first and second radially inner and outer anchoring point of the or each radially outer anchoring stiffening element. In another variant, each first and second radially inner and outer anchoring point of the or each radially inner anchoring stiffening element is in a different meridian section plane than each first and second radially inner and outer anchoring point of the or each radially outer anchoring stiffening element.

[0100] Very advantageously, each first and second radially inner anchoring reinforcement structure of the or each radially inner anchoring stiffening element is each first and second radially inner anchoring reinforcement structure of the or each radially outer anchoring stiffening element. Alternatively, each first and second radially inner anchoring reinforcement structure of the or each radially inner anchoring stiffening element is distinct from each first and second radially inner anchoring reinforcement structure of the or each radially outer anchoring stiffening element.

[0101] Very advantageously, the radially outer anchoring reinforcement structure(s) of the or each radially inner anchoring stiffening element is or are the radially outer anchoring reinforcement structure(s) of the or each radially outer anchoring stiffening element. Alternatively, the radially outer anchoring reinforcement structure(s) of the or each radially inner anchoring stiffening element is or are the radially outer anchoring reinforcement structure(s) of the or each radially outer anchoring stiffening element.

[0102] It will be noted that the fourth and fifth embodiments may be combined so as to differentiate the anchoring in the crown and each flank and / or each bead and have radially and axially internal stiffening elements or radially and axially external stiffening elements or radially internal and axially external stiffening elements or even radially external and axially internal stiffening elements.

[0103] In another variant of the or each radially inner reinforcing structure and / or the or each radially outer reinforcing structure, the or each radially inner reinforcing structure and / or the or each radially outer reinforcing structure comprises a fabric, a knit or a nonwoven, preferably a fabric or a knit.

[0104] Preferably, the or each stiffening element passes through the fabric, knit or nonwoven, preferably through the fabric or knit of the or each radially inner reinforcing structure and / or the or each radially outer reinforcing structure.

[0105] In yet another variant of the or each radially inner reinforcing structure, the tire comprising a carcass reinforcement anchored in each bead and extending into each sidewall, the or each radially inner reinforcing structure comprises a portion of the carcass reinforcement extending radially into the sidewall and / or the bead.

[0106] In yet another variant of the or each radially outer reinforcing structure, the tire comprising a carcass reinforcement extending axially in the crown, the or each radially outer reinforcing structure comprises a portion of the carcass reinforcement extending axially in the crown.

[0107] Thus, in an exemplary embodiment, the carcass reinforcement comprising wire carcass reinforcement elements, the or each stiffening element is wound at least in part around one or more of the wire carcass reinforcement elements of the portion of the carcass reinforcement extending radially in the sidewall and / or the bead and / or of the portion of the carcass reinforcement extending axially in the crown.

[0108] Following the generic description which has just been given, the invention will be better understood on reading the detailed description which follows, given solely by way of non-limiting example and made with reference to the drawings in which: there figure 1 , bringing together the figures 1A, 1B, 1C illustrates a tire according to a first embodiment, the figure 1A being a view, in a meridian section plane parallel to the axis of rotation of the tire, the figures 1B et 1C being views of the inside of the tire from different directions, the figure 2 is a cutaway view of the tire of the figure 1 illustrating the arrangement of the wire reinforcement elements in the top, the figure 3 is a diagram illustrating the arrangement of the tire stiffening structure of the figure 1 , THE figures 4 et 5 are detailed views of zones IV and V respectively of the figure 1A , THE figures 6 à 10 are views analogous to that of the figure 1A of tires according to respectively second, third, fourth, fifth and sixth embodiments, the figures 11 à 13 are views analogous to the figures 3 à 5 of the tire of the figure 10 according to the sixth embodiment, the figure 14 is a view analogous to that of the figure 1A of a tire according to a seventh embodiment, the figures 15 et 16 are views in a meridian section plane parallel to the axis of rotation of the tire, respectively of the tire of the figure 1A and a control tire conforming to the invention subjected to a lateral force F, the figures 17 et 18 are views of the contact patch respectively of the tire of the figure 1A and the control tire conforming to the invention subjected to the lateral force F, and the figure 19 gathering the figures 19A, 19B , there figure 20 gathering the figures 20A, 20B , there figure 21 and the figure 22 gathering the figures 22A et 22F illustrate a tool and a method for manufacturing the tire according to the first embodiment.

[0109] In the figures relating to the tire, a reference X, Y, Z is shown corresponding to the usual axial (Y), radial (Z) and circumferential (X) directions of a tire.

[0110] It has been represented on the figures 1A, 1B, 1C a tire, in accordance with the invention and designated by the general reference 10. The tire 10 has a substantially toric shape around an axis of revolution substantially parallel to the axial direction Y. The tire 10 is intended for a passenger vehicle and has a dimension 275 / 35ZR19. In the various figures, the tire 10 is shown in new condition, that is to say not having yet been driven.

[0111] The tire 10 comprises a crown 12 comprising a tread 14 intended to come into contact with a ground when rolling and a crown reinforcement 16 extending in the crown 12 in the circumferential direction X. The tire 10 also comprises a sealing layer 18 to an inflation gas.

[0112] The crown reinforcement 16 comprises a working reinforcement 20 and a hoop reinforcement 22. The working reinforcement 20 comprises at least one working layer and here comprises two working layers 24, 26. In this case, the working reinforcement 20 consists of the two working layers 24, 26. The radially inner working layer 24 is arranged radially inside the radially outer working layer 26.

[0113] The hoop reinforcement 22 comprises at least one hoop layer and here comprises a hoop layer 28. The hoop reinforcement 22 here consists of the hoop layer 28.

[0114] The crown reinforcement 16 is radially surmounted by the tread 14. Here, the hoop reinforcement 22, here the hoop layer 28, is arranged radially outside the working reinforcement 20 and is therefore radially interposed between the working reinforcement 20 and the tread 14.

[0115] The tire 10 comprises first and second sidewalls 30A, 30B extending the crown 12 radially inwards. The second sidewall 30B is located on the other side than the first sidewall 30A relative to the median plane M. The tire 10 further comprises first and second beads 32A, 32B extending each first and second sidewall 30A, 30B radially inwards respectively. The second bead 32B is located on the other side than the first bead 32A relative to the median plane M. Each first and second sidewall 30A, 30B respectively connects each first and second bead 32A, 32B to the crown 12. An internal surface 33, intended to be in contact with the inflation gas of the tire, delimits a toric cavity 35 for inflation of the tire 10. The internal surface 33 is here carried by the sealing layer 18.Each first and second bead 32A, 32B respectively comprises a first and second circumferential reinforcing element 40A, 40B, here a bead wire allowing the tire 10 to be attached to a tire mounting support 10, for example a rim.

[0116] The tire 10 comprises a carcass reinforcement 34 anchored in each first and second bead 32A, 32B, in this case is wrapped around each first and second circumferential reinforcing element 40A, 40B. The carcass reinforcement 34 extends radially in each sidewall 30 and radially internally to the crown reinforcement 16 axially in the crown 12. The crown reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 34. The carcass reinforcement 34 comprises at least one carcass layer and here comprises a single carcass layer 36. In this case, the carcass reinforcement 34 is made up of the single carcass layer 36.

[0117] Each working layer 24, 26, hooping 28 and carcass 36 comprises an elastomeric matrix in which one or more wire reinforcement elements of the corresponding layer are embedded. These layers will now be described with reference to the figure 2 .

[0118] The hoop reinforcement 22, here the hoop layer 28, is delimited axially by two axial edges 28A, 28B of the hoop reinforcement 22. The hoop reinforcement 22 comprises one or more hoop wire reinforcement elements 280 wound circumferentially helically so as to extend axially from the axial edge 28A to the other axial edge 28B of the hoop layer 28 in a main direction D0 of each hoop wire reinforcement element 280. The main direction D0 forms, with the circumferential direction X of the tire 10, an angle AF, in absolute value, 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°.

[0119] The radially inner working layer 24 is delimited axially by two axial edges 24A, 24B. The radially inner working layer 24 comprises working wire reinforcement elements 240 extending axially from the axial edge 24A to the other axial edge 24B, each substantially parallel to the other in a main direction D1. Similarly, the radially outer working layer 26 is delimited axially by two axial edges 26A, 26B. The radially outer working layer 26 comprises working wire reinforcement elements 260 extending axially from the axial edge 26A to the other axial edge 26B, each substantially parallel to the other in a main direction D2.The main direction D1 along which each working wire reinforcement element 240 of the radially inner working layer 24 extends and the main direction D2 along which each working wire reinforcement element 260 of the other of the radially outer working layer 26 extends form, with the circumferential direction X of the tire 10, angles AT1 and AT2 respectively of opposite orientations. Each main direction D1, D2 forms, with the circumferential direction X of the tire 10, an angle AT1, AT2 respectively, in absolute value, strictly greater than 10°, preferably ranging from 15° to 50° and more preferably ranging from 15° to 30°. Here, AT1=-26° and AT2=+26°.

[0120] The carcass layer 36 is delimited axially by two axial edges 36A, 36B. The carcass layer 36 comprises carcass wire reinforcement elements 340 extending axially from the axial edge 36A to the other axial edge 36B of the carcass layer 36 in a main direction D3 forming with the circumferential direction X of the tire 10, an angle AC, in absolute value, greater than or equal to 60°, preferably ranging from 80° to 90° and here AC=+90°.

[0121] Each hoop wire reinforcement element 280 conventionally comprises two multifilament strands comprising a multifilament strand consisting of a yarn of aliphatic polyamide monofilaments, here nylon with a count equal to 140 tex and a multifilament strand consisting of a yarn of aromatic polyamide monofilaments, here aramid with a count equal to 167 tex, these two multifilament strands being individually helical at 290 turns per meter in one direction and then helical together at 290 turns per meter in the opposite direction. These two multifilament strands are wound in a helix around each other. Obviously, any other hoop wire reinforcement element known to those skilled in the art may be used.

[0122] Each working wire reinforcement element 240, 260 is an assembly of four steel monofilaments comprising an inner layer of two steel monofilaments initially wound in a helix at an infinite pitch and an outer layer of two steel monofilaments initially wound in a helix at a pitch of 14.3 mm in one direction, the four monofilaments then being wound at a pitch of 14.3 mm in the opposite direction, each steel monofilament having a diameter equal to 0.26 mm. In another variant, each working wire reinforcement element 240, 260 is made of a steel monofilament having a diameter equal to 0.30 mm. In yet another variant, each working wire reinforcement element is an assembly of two monofilaments wound together in a helix having a diameter equal to 0.30 mm. More generally, steel monofilaments have diameters ranging from 0.25 mm to 0.32 mm.Obviously, any other wire reinforcement element known to those skilled in the art can be used.

[0123] Each 340 carcass wire reinforcement element conventionally comprises two multifilament strands, each multifilament strand being made up of a polyester monofilament yarn, here PET, these two multifilament strands being individually helical at 270 turns per meter in one direction and then helical together at 270 turns per meter in the opposite direction. Each of these multifilament strands has a count equal to 334 tex. In other variants, counts equal to 144 tex and twists equal to 420 turns per meter or counts equal to 220 tex and twists equal to 240 turns per meter may be used.

[0124] In reference to the figures 1A, 1B et 1C , the tire 10 comprises a stiffening structure 50 comprising several stiffening elements 52 extending continuously in the toric cavity 35. The stiffening elements 52 are distributed circumferentially in the toric cavity 35. The stiffening elements 52 are distributed circumferentially according to an angular repetition pitch preferably between 1 degree and 5 degrees, preferably between 1 degree and 3 degrees. Thus, depending on the dimensions of the tire 10, the stiffening structure 50 has between 72 and 360 stiffening elements 52, preferably between 120 and 360 stiffening elements 52, and here 240 stiffening elements 52.The number of stiffening elements 52 makes it possible to obtain a good compromise between a number of stiffening elements 52 which is on the one hand sufficiently high to obtain effective stiffening of the tire 10, and on the other hand sufficiently moderate to be able to arrange a corresponding number of passages 1500 in the core 1000 without excessively weakening the structure of the core 1000 or complicating the demolding operations as explained below.

[0125] Each stiffening element 52 is a textile wire stiffening element, here consisting of an assembly of three multifilament strands of polyester, here PET, these three multifilament strands being individually helical at 220 turns per meter in one direction and then helical together at 220 turns per meter in the opposite direction. Each of these multifilament strands has a count equal to 220 tex.

[0126] Each wire stiffening element 52 extends continuously from the first flank 30A and / or the first bead 32A to the second flank 30B and / or the second bead 32B passing through the apex 12 and here from the first flank 30A to the second flank 30B passing through the apex 12. The main direction in which each stiffening element 52 extends in the toric cavity 35 forms, with the circumferential direction X, an angle ranging, in absolute value, from 85° to 90°.

[0127] The stiffening structure 50 also comprises first and second radially inner reinforcing structures 60A, 60B respectively arranged in each first and second flank 30A, 30B and / or in each first and second bead 32A, 32B, and here respectively arranged in each first and second flank 30A, 30B. Each first and second radially inner reinforcing structure 60A, 60B is respectively distinct from each first and second circumferential reinforcing element 40A, 40B located on the same side of the median plane as each first and second flank 30A, 30B respectively. In this case, each first and second radially inner reinforcing structure 60A, 60B is arranged radially to the outside respectively of each first and second circumferential reinforcing element 40A, 40B.

[0128] Each first and second radially inner reinforcing structure 60A, 60B respectively comprises a first and second metallic wire reinforcement element 62A, 62B comprising here an assembly of an inner layer of four elementary metallic monofilaments of 0.35 mm wound in a helix at a pitch of 5 mm and an outer layer of nine elementary metallic monofilaments of 0.35 mm wound in a helix around the inner layer at a pitch of 10 mm. Each wire reinforcement element 62A, 62B extends in a main direction forming with the circumferential direction X an angle less than or equal to 10°, preferably less than or equal to 5° and here substantially zero as can be seen in the figures 3 And 4. Each first and second wire reinforcement element 62A, 62B of each first and second radially inner reinforcement structure 60A, 60B is wound circumferentially over at most two complete turns, and here over at most one complete turn around the axis of revolution Y.

[0129] In order to ensure optimal anchoring of each stiffening element 52, each first and second radially inner reinforcing structure 60A, 60B has relatively high extension and flexion rigidities. Furthermore, still with the aim of optimizing the anchoring of each stiffening element 52, each first and second radially inner reinforcing structure 60A, 60B is embedded in a mass of one or more materials, preferably elastomeric, whose nominal secant modulus at 10% elongation is greater than or equal to 20 MPa, preferably 30 MPa and here equal to 56 MPa. The measurement is carried out in accordance with the French standard NF T 46-002 of September 1988. The nominal secant modulus calculated by reducing it to the initial section of the test piece (or apparent stress, in MPa) at 10% elongation is measured in second elongation (i.e. after accommodation).This traction measurement is carried out under normal temperature (23±2°C) and hygrometry (50±5% relative humidity) conditions, according to French standard NF T 40-101 (December 1979).

[0130] The stiffening structure 50 further comprises first and second radially outer reinforcing structures 70A, 70B respectively arranged in the crown 12. The first and second radially outer reinforcing structures 70A, 70B are arranged axially on either side of the median plane M of the tire 10 and here substantially symmetrically with respect to the median plane M of the tire 10. Each radially outer reinforcing structure 70A, 70B is arranged radially inside the carcass reinforcement 34.

[0131] Each first and second radially outer reinforcing structure 70A, 70B respectively comprises a first and second textile wire reinforcement element 72A, 72B comprising here an assembly of two multifilament strands each consisting of a yarn of aromatic polyamide monofilaments, here aramid with a count equal to 330 tex and a multifilament strand consisting of a yarn of aliphatic polyamide monofilaments, here nylon with a count equal to 188 tex, each of the multifilament strands being individually helically wound at 270 turns per meter in one direction and then helically wound together at 270 turns per meter in the opposite direction. These three multifilament strands are helically wound around each other. Each wire reinforcement element 72A, 72B extends in a main direction forming with the circumferential direction X an angle less than or equal to 10°, preferably less than or equal to 5° and here substantially zero as can be seen in the figures 3 And 5 . Each first and second wire reinforcement element 72A, 72B of each first and second radially outer reinforcement structure 70A, 70B is wound circumferentially over at least two complete turns and at most ten complete turns around the axis of revolution, and here over four complete turns around the axis of revolution Y.

[0132] In order to ensure optimal anchoring of each stiffening element 52, each first and second radially outer reinforcement structure 70A, 70B has a relatively high extension rigidity and a relatively low bending rigidity in order to limit over-frettage of the crown 12 and not risk damaging the flattening of the tread 14. In addition, still with the aim of optimizing the anchoring of each stiffening element 52, each first and second radially outer reinforcement structure 70A, 70B is embedded in a mass of one or more materials, preferably elastomeric, whose nominal secant modulus at 10% elongation is greater than or equal to 2.5 MPa and 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 and here equal to 3 MPa.

[0133] Each stiffening element 52 is anchored, in the first flank 30A, around the first radially inner reinforcing structure 60A and in the second flank 30B, around the second radially inner reinforcing structure 60B. Here, each stiffening element 52 is wound at least in part around each first and second wire reinforcement element 62A, 62B. Each stiffening element 52 is also anchored, in the crown 12, around each first and second radially outer reinforcing structure 70A, 70B. Here, each stiffening element 52 is wound at least in part around each first and second wire reinforcement element 72A, 72B.

[0134] Each stiffening element 52 passes through the inner surface 33 at a first radially inner anchoring point 54A to be anchored around the first radially inner reinforcing structure 60A and at a first radially outer anchoring point 56A to be anchored around the first radially outer reinforcing structure 70A. The stiffening element 52 passes through the inner surface 33 at a second radially inner anchoring point 54B to be anchored around the second radially inner reinforcing structure 60B and at a second radially outer anchoring point 56B to be anchored around the second radially outer reinforcing structure 70B.

[0135] Thus, each stiffening element 52 comprises portions 521, 522 respectively embedded in each flank 30A, 30B, first and second portions 523, 524 extending in the toric cavity 35 respectively between the first radially inner 54A and outer 56A anchoring points and between the second radially inner 54B and outer 56B anchoring points as well as a portion 525 embedded in the crown 12 arranged between the first and second portions 523, 524.

[0136] In order to ensure optimal anchoring of each stiffening element, each portion 521, 522 has a relatively large length, here greater than or equal to 20 mm and is coupled to a length greater than or equal to 1 mm of each radially interior reinforcement structure 60A, 60B.

[0137] As illustrated in the figure 1A , the first radially outer anchoring point 56A is arranged axially on the same side as the first radially inner anchoring point 54A and the first radially inner structure 60A relative to the median plane M. The second radially outer anchoring point 56B is arranged axially on the same other side as the second radially inner anchoring point 54B and the second radially inner structure 60B relative to the median plane M. Each first and second radially inner anchoring point 54A, 54B and outer 56A, 56B is arranged so that the first and second portions 523, 524 do not intersect in the toric cavity 35.

[0138] Each first and second radially outer anchor point 56A, 56B is arranged axially respectively at an axial distance D1, D2 at most equal to 0.45 x SW, preferably ranging from 0.05 x SW to 0.45 x SW from the median plane M of the tire 10, SW being the nominal section width of the tire 10. The nominal section width is as defined in the ETRTO 2020 standard manual and is notably visible on the marking affixed to at least one of the sidewalls 30A, 30B of the tire 10 in the form SW / AR α VU β with SW designating the nominal section width, AR designating the nominal aspect ratio, α designating the structure and possibly being R or ZR, V designating the nominal rim diameter, U designating the load index and β designating the speed symbol. Here, D1=D2=45 mm.

[0139] Each first and second radially inner anchor point 54A, 54B is arranged radially respectively at a distance B1, B2 ranging from 0.10 x H to 0.50 x H, preferably ranging from 0.10 x H to 0.35 x H from the radially innermost point of the tire 10, H being the section height of the tire defined by H=SW x AR / 100 with SW the nominal section width and AR the nominal aspect ratio of the tire according to the ETRTO 2020 standard manual. The nominal section width SW and the nominal aspect ratio AR are those of the dimension marking inscribed on the sidewall of the tire and in accordance with the ETRTO 2020 standard manual. Here, B1=B2=30 mm.

[0140] As illustrated in the figures 3 And 4, the stiffening elements 52 form a continuous stiffening element so as to describe a boustrophedon trajectory between the first flank 30A and the second flank 30B passing through the apex 12. As a variant, it would be entirely possible to envisage stiffening elements 52 that are separate and therefore discontinuous from one another.

[0141] It has been represented on the figure 6 a tire according to a second embodiment of the invention. Elements similar to those of the tire according to the first embodiment are designated by identical references.

[0142] Unlike the tire according to the first embodiment, the stiffening structure 50 of the tire 10 according to the second embodiment comprises first and second stiffening elements 52A, 52B distinct from each other. Each first stiffening element 52A is anchored around the first radially inner reinforcement structure 60A arranged in the first sidewall 30A and around the first radially outer reinforcement structure 70A arranged in the crown 12.Each second stiffening element 52B is anchored around a second radially inner reinforcing structure 60B arranged in the second flank 30B and around the second radially outer reinforcing structure 70B arranged in the crown 12 such that each first stiffening element 52A extends continuously in the toric cavity 35 from the first flank 30A to the crown 12 and such that each second stiffening element 52B extends continuously in the toric cavity 35 from the second flank 30B to the crown 12.

[0143] The first stiffening elements 52A form a first continuous stiffening element so as to describe a boustrophedon trajectory between the first flank 30A and the apex 12. The second stiffening elements 52B form a second continuous stiffening element so as to describe a boustrophedon trajectory between the first flank 30B and the apex 12.

[0144] Each first and second stiffening element 52A, 52B comprises a first and second portion 521A, 521B respectively embedded in each first and second flank 30A, 30B, a first and second portion 523A, 523B extending in the toric cavity 35 respectively between the first radially inner 54A and outer 56A anchoring points and between the second radially inner 54B and outer 56B anchoring points as well as a first and a second portion 525A, 525B embedded in the crown 12. On the figure 6 , for the sake of clarity, a part of each first and second portion 523A', 523B' of stiffening elements 52A', 52B' has been shown continuous with each first and second stiffening element 52A, 52B but arranged outside the meridian plane of the figure 6 .

[0145] Just as in the first embodiment, the first radially outer anchoring point 56A is arranged axially on the same side as the first radially inner anchoring point 54A and the first radially inner structure 60A relative to the median plane M. The second radially outer anchoring point 56B is arranged axially on the same side as the second radially inner anchoring point 54B and the second radially inner structure 60B relative to the median plane M. Each first and second radially inner anchoring point 54A, 54B and outer anchoring point 56A, 56B is arranged so that the first and second portions 523A, 523B do not intersect in the toric cavity 35.

[0146] In a variant not shown of the second embodiment, it is possible to envisage an embodiment similar to the second embodiment but in which the stiffening structure 50 does not comprise two radially external reinforcement structures but a single radially external reinforcement structure, as is the case for the third embodiment described below.

[0147] It has been represented on the figure 7 a tire according to a third embodiment of the invention. Elements similar to those of the tires according to the preceding embodiments are designated by identical references.

[0148] Unlike the tire according to the first embodiment, the stiffening structure of the tire 10 according to the third embodiment comprises a single radially outer reinforcement structure 73. Each stiffening element 52 is anchored around the first radially inner reinforcement structure 60A, around the radially outer reinforcement structure 73 arranged in the crown 12 and around the second radially inner reinforcement structure 60B so that each stiffening element 52 extends continuously from the first sidewall 30A to the second sidewall 30B passing through the crown 12.

[0149] It has been represented on the figure 8 a tire according to a fourth embodiment of the invention. Elements similar to those of the tires according to the preceding embodiments are designated by identical references.

[0150] Unlike the first embodiment, the stiffening structure 50 comprises stiffening elements 52 with axially external anchoring and stiffening elements 53 with axially internal anchoring. The stiffening structure 52 comprises first and second radially external reinforcing structures 70A, 70B arranged on either side and substantially symmetrically with respect to the median plane M.

[0151] Each axially externally anchored stiffening element 52 is anchored around the first radially internal reinforcing structure 60A, around the first and second radially external reinforcing structures 70A, 70B and around the second radially internal reinforcing structure 60B such that each axially externally anchored stiffening element 52 extends continuously from the first flank 30A to the second flank 30B passing through the crown 12.Each axially outer anchoring stiffening element 52 comprises a first portion 523 extending in the toric cavity 35 between a first radially inner anchoring point 54A at which each axially outer anchoring stiffening element 52 passes through the inner surface 33 to be anchored around the first radially inner reinforcing structure 60A and a first radially outer anchoring point 56A at which each axially outer anchoring stiffening element 52 passes through the inner surface 33 to be anchored around the first and second radially outer reinforcing structures 70A, 70B.Each axially outer anchoring stiffening element 52 comprises a second portion 524 extending in the toric cavity 35 between a second radially inner anchoring point 54B at which each axially outer anchoring stiffening element 52 passes through the inner surface 33 to be anchored around the second radially inner reinforcing structure 60B and a second radially outer anchoring point 56B at which each axially outer anchoring stiffening element 52 passes through the inner surface 33 to be anchored around the first and second radially outer reinforcing structures 70A, 70B.

[0152] Each axially inner anchored stiffening element 53 is anchored around the first radially inner reinforcing structure 60A, around the first and second radially outer reinforcing structures 70A, 70B and around the second radially inner reinforcing structure 60B such that each second stiffening element 53 extends continuously from the first flank 30A to the second flank 30B passing through the crown 12.Each axially inner anchoring stiffening element 53 comprises a first portion 533 extending in the toric cavity 35 between a first radially inner anchoring point 55A at which each axially inner anchoring stiffening element 53 passes through the inner surface 33 to be anchored around the first radially inner reinforcing structure 60A and a first radially outer anchoring point 57A at which each axially inner anchoring stiffening element 53 passes through the inner surface 33 to be anchored in the first and second radially outer reinforcing structures 70A, 70B.Each axially inner anchoring stiffening element 53 comprises a second portion 534 extending into the toric cavity 35 between a second radially inner anchoring point 55B at which each axially inner anchoring stiffening element 53 passes through the inner surface 33 to be anchored around the second radially inner reinforcing structure 60B and a second radially outer anchoring point 57B at which each axially inner anchoring stiffening element 53 passes through the inner surface 33 to be anchored in the first and second radially outer reinforcing structures 70A, 70B.

[0153] In a manner similar to the first embodiment, each first and second radially inner anchoring point 54A, 55A, 54B, 55B and outer anchoring point 56A, 57A, 56B, 57B of each axially inner anchoring stiffening element 53 and outer anchoring stiffening element 52 is arranged such that the portion 533 and the portion 534 do not intersect in the toric cavity, the portion 523 and the portion 524 do not intersect in the toric cavity, the first radially outer anchoring points 56A, 57A and radially inner anchoring points 54A, 55A are arranged axially on the same side of the median plane of the tire, and the second radially outer anchoring points 56B, 57B and radially inner anchoring points 54B, 55B are arranged axially on the same other side of the median plane of the tire.

[0154] Each first and second radially outer anchoring point 57A, 57B of each axially inner anchoring stiffening element 53 is arranged axially inward relative to each first and second radially outer anchoring point 56A, 56B of each axially outer anchoring stiffening element 52, respectively.

[0155] It will be noted that each first radially inner anchor point 55A and each first radially inner anchor point 54A are radially and axially aligned on the same circumferential line. Similarly, each second radially inner anchor point and each second radially inner anchor point 54B are radially and axially aligned on the same circumferential line.

[0156] It will also be noted that each first and second radially inner and outer anchoring point 55A, 55B, 57A, 57B is in the same meridian section plane as each first and second radially inner and outer anchoring point 54A, 54B, 56A, 56B. It may also be envisaged, in a variant not illustrated, that each first and second radially inner and outer anchoring point 55A, 55B, 57A, 57B is in a different meridian section plane than each first and second radially inner and outer anchoring point 54A, 54B, 56A, 56B.

[0157] In this fourth embodiment, each first and second radially inner anchoring reinforcement structure 60A, 60B of each axially inner anchoring stiffening element 53 is each first and second radially inner anchoring reinforcement structure 60A, 60B of each axially outer anchoring stiffening element 52. In addition, the first and second radially outer anchoring reinforcement structures 70A, 70B of each axially inner anchoring stiffening element 53 are the radially outer anchoring reinforcement structures 70A, 70B of each axially outer anchoring stiffening element 52. In a variant, they could be considered separate.

[0158] It has been represented on the figure 9 a tire according to a fifth embodiment of the invention. Elements similar to those of the tires according to the preceding embodiments are designated by identical references.

[0159] Unlike the fourth embodiment, the stiffening structure 50 comprises stiffening elements 52 with radially and axially external anchoring and stiffening elements 53 with radially and axially internal anchoring. The stiffening structure 50 comprises a first radially external reinforcing structure 60A for anchoring each stiffening element with radially and axially external anchoring 52 arranged in the first flank 30A and a first radially internal reinforcing structure 61A for anchoring each stiffening element with radially and axially internal anchoring 53 arranged in the first flank 30A and distinct from the first radially external reinforcing structure 60A but also from the first circumferential reinforcing element 40A.The stiffening structure 50 also comprises a second radially outer reinforcement structure 60B for anchoring each stiffening element with radially and axially outer anchoring 52 arranged in the second flank 30B and a second radially inner reinforcement structure 61B for anchoring each stiffening element with radially and axially inner anchoring 53 arranged in the second flank 30B and distinct from the second radially outer reinforcement structure 60B but also from the second circumferential reinforcement element 40B.

[0160] Unlike the fourth embodiment, each first and second radially inner anchoring point 55A, 55B of each radially and axially inner anchoring stiffening element 53 is arranged radially inward relative to each first and second radially inner anchoring point 54A, 54B of each radially and axially outer anchoring stiffening element 52, respectively.

[0161] It will be noted that each first and second radially outer anchoring point 57A, 57B and each first and second radially outer anchoring point 56A, 56B are respectively axially offset from each other. Alternatively, it may be envisaged that they are radially and axially aligned on the same circumferential line.

[0162] It will be noted that each first and second radially inner reinforcing structure 60A, 60B is distinct from each first and second radially inner reinforcing structure 61A, 61B. In this case, each radially inner reinforcing structure 60A, 60B, 61A, 61B respectively comprises a wire reinforcing element 62A, 62B, 63A, 63B distinct from and discontinuous with respect to the wire reinforcing element of the other radially inner reinforcing structure arranged in the same sidewall and / or the same bead. Alternatively, it may be envisaged that these radially inner reinforcing structures are the same.

[0163] It has been represented on the figures 10 à 13 a tire according to a sixth embodiment of the invention. Elements similar to those of the tires according to the preceding embodiments are designated by identical references.

[0164] Unlike the previous embodiments, each first and second radially inner reinforcing structure 60A, 60B respectively comprises a portion 34A1, 34B1 of the carcass reinforcement 34 extending radially in each sidewall 30A, 30B. In this case, each stiffening element 52A, 52B is wound at least in part around a carcass wire reinforcement element 340 of each portion 34A1, 34B1 of the carcass reinforcement 34 extending radially in each sidewall 30A, 30B.

[0165] Similarly, each first and second radially outer reinforcing structure 70A, 70B respectively comprises a portion 34A2, 34B2 of the carcass reinforcement 34 extending axially in the crown 12. In this case, each stiffening element 52A, 52B is wound at least in part around a wire carcass reinforcing element 340 of each portion 34A2, 34B2 of the carcass reinforcement 34 extending axially in the crown 12.

[0166] In this sixth embodiment, unlike the previous embodiments, each first and second stiffening element 52A, 52B is anchored in, and not around, each first and second radially inner reinforcing structure 60A, 60B and each first and second radially outer reinforcing structure 70A, 70B formed by each corresponding portion 34A1, 34B1, 34A2, 34B2 of the carcass reinforcement 34.

[0167] It has been represented on the figure 14 a tire according to a seventh embodiment of the invention. Elements similar to those of the tires according to the preceding embodiments are designated by identical references.

[0168] Unlike the first embodiment, each first and second bead 32A, 32B comprises two circumferential reinforcing elements respectively 40A1, 40A2 and 40B1, 40B2 and allowing the anchoring of the carcass reinforcement 34. Each of these circumferential reinforcing elements is a continuous wire reinforcing element comprising several circumferential turns around the axis of revolution, radially superimposed on one another.

[0169] Obviously, it will be possible to envisage embodiments comprising circumferential reinforcing elements identical to those of the seventh embodiment in combination with the stiffening structures of the second, third, fourth, fifth and sixth embodiments. Comparative tests

[0170] In order to demonstrate the interest of the invention concerning the endurance of the stiffening structure, the tire 10 according to the first embodiment was compared with a tire R of the state of the art as described in WO2020 / 128225 but in its dimension 275 / 35R19. Each tire 10 and R is mounted on a nominal rim and inflated to a pressure equal to 250 kPa. Then, a test similar to the load / speed performance test described in Annex VII of UNECE Regulation No. 30 was conducted, but under more demanding load and speed conditions. The number of kilometers traveled before observing the first separations of the stiffening elements was then noted.This number of kilometers traveled was related to a base of 100 corresponding to the number of kilometers traveled by the state-of-the-art tire R so that a number of kilometers traveled greater than 100 indicates an improvement in the endurance of the stiffening structure.

[0171] The test is satisfied if the tire is in a condition to be driven after a mileage threshold that each manufacturer will set according to its specifications, for example between 10,000 and 50,000 kilometers. The state-of-the-art tire R was driven under the conditions described above and after a number of kilometers less than the set mileage threshold, the state-of-the-art tire R was no longer in a condition to be driven due to a loss of pressure following deterioration of its structure. On the contrary, the tire 10 according to the first embodiment crossed the mileage threshold without deterioration and was in a condition to be driven for many more kilometers.

[0172] The radial rigidities Kzz, axial rigidities Kyy and the drift rigidity D(z) of the tire 10 according to the first embodiment and of the tire R were also compared. These rigidities are substantially identical to those of the tire described in WO2020 / 128225 in its dimension 275 / 35R19 and much better than those of a conventional tire of the state of the art without any stiffening structure.

[0173] In order to demonstrate the additional and optional interest of the embodiment in which good flattening of the tread is obtained, the tire 10 according to the first embodiment was compared with a control tire R' also in accordance with the invention in which the first radially outer anchoring point is arranged axially on the opposite side of the first radially inner structure relative to the median plane of the tire and the second radially outer anchoring point is arranged axially on the opposite side of the second radially inner structure relative to the median plane of the tire so that the portions 523 and 524 intersect in the toric cavity 35.The contact area of ​​each tire 10 and R' with a rolling ground was simulated when each tire 10 and R' is 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 so as to simulate a load transfer equivalent to the load transfer that would be observed on an outside wheel of a vehicle taking a turn. On the . figures 15 et 16 , we note that the number of axial flexion zones is less for tire 10 than for the control tire R'. On the figures 17 et 18 , the axial limits of each rib of the tread of the tire 10 have been represented by dotted lines in order to be able to compare the contact areas with each other. It can be seen that each rib of the tread of the tire 10 has a contact area width significantly greater than that of the corresponding rib of the tire R'. As explained previously, the fact that the portions 523 and 524 intersect in the toric cavity of the tire R' leads to the appearance of several zones of axial bending of the tread and therefore a reduction in the axial width of the ribs in contact with the rolling ground, in particular due to a displacement of the axial edges of each rib radially in the space formed by the longitudinal grooves of the tread delimited by the axial edges of each rib.

[0174] We will now describe a tool and a method for manufacturing the tire according to the invention.

[0175] In order to manufacture the tire 10 according to the first embodiment, a tool and a method are used which will be described below.

[0176] As illustrated on the figures 19A, 19B et 20A, 20B , the tooling comprises a toroidal core 1000 having, around its main axis Z10, a convex external receiving surface 1000_out and which comprises a radially external top zone 1100, intended to receive components constituting the top 12, a first lateral zone 1200 folded towards the main axis Z10 of the core and intended to receive components constituting the first flank 30A and the first bead 32A and a second lateral zone 1300 folded towards the main axis Z10 of the core and intended to receive components constituting the second flank 30B and the second bead 32B.

[0177] In this way, the core 1000 materializes a volume, called the reserved volume, which is delimited externally by the receiving surface 1000_out and which corresponds to the internal cavity 35. The core 1000 can thus occupy, and therefore temporarily reserve, during the manufacture of the tire, the volume whose shape and dimensions correspond to those of the internal cavity 35, a volume which will become the internal cavity 35.

[0178] The core 1000 has a plurality of passages 1500 which extend inside the reserved volume, under the receiving surface 1000_out, and which open onto said receiving surface 1000_out such that each of said passages 1500 connects the top zone 1100 of the receiving surface 1000_out to one of the first and second lateral zones 1200, 1300 so that the core 10 can receive, inside said passages 1500, the stiffening elements 52. The grooves 1500 are blind and have a solid bottom 1900, located under the receiving surface 1000_out, in the reserved volume.

[0179] The core 1000 comprises, as is notably visible on the figure 20A , an assembly of several annular subassemblies 2100, 2200, 2300 comprising: i) a first annular subassembly 2100 called central crown 2100, which forms a central portion of the summit zone 1100 of the receiving surface 1000_out intended to receive one or more components constituting the crown 12, ii) a second annular subassembly 2200 called left ear 2200 containing the grooves 1500 forming the passages intended for the stiffening elements 52 which connect the first flank 30A to the crown 12, and iii) a third annular subassembly 2300 called right ear 2300 containing the grooves 1500 forming the passages intended for the stiffening elements 52 which connect the second flank 30B to the crown 12.

[0180] Said annular sub-assemblies 2100, 2200, 2300 are each angularly divided into sectors 2400, 2500, 2600, 2700, 2800, 2900, in azimuth around the main axis Z10, according to an alternation of sectors called “keys” 2400, 2600, 2800, and sectors called “vaults” 2500, 2700, 2900, supported and locked in position by the keys 2400, 2600, 2800, and designed to become maneuverable after they have been released by the withdrawal of the keys 2400, 2600, 2800. The central crown 2100 is subdivided into a plurality of crown keys 2400 and crown vaults 2500. Preferably, both the ear keys 2600, 2800 and the ear vaults 2700, 2900 will be made of a metal alloy, more preferably of an aluminum alloy.

[0181] The method for manufacturing the tire 10 in practice amounts to using a tool as described above. The method comprises a preparation step (S0), during which the tool is prepared. During said preparation step (S0), the keys 2400 and vaults 2500 will be assembled to form said central crown, as illustrated in the figures 20A et 20B , then we will fix, on each of the draft faces 3200, 3300 a succession of ear keys 2600, 2800 and ear vaults 2700, 2900 to form the ears 2200, 2300.

[0182] The method then comprises a step (S2) of placing the stiffening elements 52, during which the stiffening element 52 is passed through each passage 1500. To do this, the continuous stiffening element 52 is arranged in a boustrophedon fashion through the successive passages 1500, here by inserting the continuous stiffening element 52 into the grooves 1500 and by making the continuous stiffening element 52 emerge above the receiving surface 1000_out in the top zone 1100 and in the lateral zones 1200, 1300, at the level of the radially inner anchoring points 54A, 54B and outer anchoring points 56A, 56B, as can be seen in the figure 21 . Then, in a step not illustrated, the method comprises a protection step (S3), during which an anti-penetration device (not illustrated) is implemented which, during the filling step (S4) and during the baking step (S5), cooperates with the core 1000 to prevent penetration of the constituent components of the crown 12, the sides 30A, 30B or the beads 32A, 32B into the grooves 1500 in which the stiffening elements 52 are engaged. Such an anti-penetration device may comprise elements for filling the grooves 1500 or even masking strips or shells which are placed on the grooves so as to cover the grooves 1500.

[0183] The method then comprises a filling step (S4) during which the constituent components of the crown 12, the sidewalls 30A, 30B and the beads 32A, 32B are deposited on the receiving surface 1000_out. Said components comprise strips or plies based on polymeric compositions and the wire reinforcement elements making it possible to form the different layers of the tire 10.

[0184] The method then comprises a baking step (S5) during which the core 1000 and the blank of the tire 10 carried by said core 1000 are placed in a baking mold, in order to vulcanize the components.

[0185] The method then comprises a demolding step (S6) during which the core 1000 is released from the tire 10 while leaving the stiffening elements 52 in place in the internal cavity 35, as is notably illustrated in the sequences of figures 22A à 22F . The said parts are gradually disassembled and extracted to release the tire 10. The demolding step (S6) firstly comprises a first sub-step of removing the central crown 2100, during which the keys 2400 are radially removed from the central crown, then the arches 2500 from the central crown, in order to release the ears 2200, 2300, and so that we are in a configuration in which the sectors 2600, 2700, 2800, 2900 of the ears 2200, 2300 are accessible from the inside of the tire 10 as illustrated in the figure 22A , then a second sub-step of extracting a first ear 2200 during which the keys 2600 of one of the left and right ears are extracted from the internal cavity 35, then the vaults 2700 of said ear 2200 are extracted from the internal cavity 35, in order to release the corresponding portion of internal cavity 35 and the stiffening elements 52 which are located in said portion, then a third sub-step of extracting the other ear 2300 carried out in a manner similar to the second sub-step. The extraction of the sectors 2600, 2700, 2800, 2900 is here carried out according to an axial translation extraction movement M_A, if the side walls of the grooves 1500 are generated by following an axial generating direction DG_A collinear with the main axis Z10, as illustrated in the figure 22B ; said axial translation extraction movement M_A may be followed by a tilting movement M_B in pitch around an axis normal to the sagittal meridian plane of the sector 2600, 2700, 2800, 2900 considered, as illustrated in the figures 22D, 22E . Once the sector 2600, 2700, 2800, 2900 is freed from the stiffening elements 52, the extraction sequence can be completed freely from the inside of the tire 10, for example by following, as illustrated in the figure 22F , a radial movement which brings the sector 2600, 2700, 2800, 2900 concerned closer to the main axis Z10, to completely remove said sector from the tire 10. Once the sectors 2600, 2700 have been extracted from an ear 2200, or after each of the ears 2200, 2300 has been released, the anti-penetration device can be extracted in turn. For example, in the case of masking strips, the latter can be extracted by a spiral sliding which makes them pass into the space between two successive stiffening elements 52.

[0186] Following the preparation step (S0), and before the step (S2), said method comprises a pre-filling step (S1) during which, as illustrated in the figure 21 , the radially inner 60A, 60B and outer 70A, 70B reinforcement structures are placed on the lateral zones 1200, 1300 and on the top zone 1100 of the receiving surface 1000_out of the core 1000, opposite the radially inner 54A, 54B and outer 56A, 56B anchoring points. The loops forming the portions 521, 522 will be captive to the radially inner 60A, 60B reinforcement structures and to the other adjacent components of the tire 10 placed on the lateral zones 1200, 1300, while the portions 525 will be captive to the radially outer 70A, 70B reinforcement structures and to the other adjacent components of the tire 10.

[0187] The invention is not limited to the embodiments described above but to those covered by the claims.

[0188] Indeed, it is quite possible to consider combining the second embodiment with the fourth and fifth embodiments.

[0189] On may, without departing from the scope of the invention, consider using a cavity noise absorber, for example fixed to the tire mounting bracket or to the tire itself so as to reduce the cavity noise of the tire. Such noise absorbers are described in particular in WO2018046376, WO2013182477, WO2011051203, EP2660075, EP1253025, EP1876038 or EP3406462.

Claims

1. Tyre (10) comprising a crown (12) extended radially inwards by two sidewalls (30A, 30B) then by two beads (32A, 32B), each bead (32A, 32B) comprising at least one circumferential reinforcing element (40A, 40B) intended to enable attachment of the tyre (10) onto a mounting support of the tyre (10), the tyre (10) having an internal surface (33) delimiting a toroidal inflation cavity (35) of the tyre and a stiffening structure (50) comprising at least one stiffening element (52; 52A, 52B; 53) extending continuously in the toroidal cavity (35) from at least one of the sidewalls (30A, 30B) of the beads (32A, 32B) at least as far as the crown (12), characterised in that the or each stiffening element (52; 52A, 52B; 53) is anchored in or around: - at least one radially inner reinforcing structure (60A, 60B; 61A, 61B) arranged in said sidewall (30A, 30B) and / or said bead (32A, 32B), the radially inner reinforcing structure (60A, 60B; 61A, 61B) being distinct from the or each circumferential reinforcing element (40A, 40B) situated on the same side of the median plane (M) of the tyre (10) as said sidewall (30A, 30B) and / or said bead (32A, 32B), and - at least one radially outer reinforcing structure (70A, 70B; 73) arranged in the crown (12).

2. Tyre (10) according to Claim 1, wherein the stiffening structure (50) comprises a plurality of stiffening elements (52; 52A, 52B; 53) circumferentially distributed in the toroidal cavity (35).

3. Tyre (10) according to any one of the preceding claims, wherein the or each stiffening element (52; 53) is anchored in or around: - a first radially inner reinforcing structure (60A; 61A) arranged in a first sidewall (30A) and / or a first bead (32A), the first radially inner reinforcing structure (60A; 61A) being distinct from the or each circumferential reinforcing element (40A) situated on the same first side of the median plane (M) of the tyre (10) as said first sidewall (30A) and / or said first bead (32B), - the or a plurality of the radially outer reinforcing structures (70A, 70B; 73) in the crown (12), - a second radially inner reinforcing structure (60B; 61B) arranged in a second sidewall (30B) and / or a second bead (32B) situated on the other side to the first sidewall (30A) and / or the first bead (32A) relative to the median plane (M) of the tyre (10), the second radially inner reinforcing structure (60B; 61B) being distinct from the or each circumferential reinforcing element (40B) situated on the same second side of the median plane (M) of the tyre (10) as said second sidewall (30B) and / or said second bead (32B), so that the or each stiffening element (52; 53) extends continuously from the first sidewall (30A) and / or the first bead (32A) as far as the second sidewall (30B) and / or the second bead (32B) in the crown (12).

4. Tyre (10) according to the preceding claim, wherein the or each stiffening element (52; 53) is anchored in or around: - the first radially inner reinforcing structure (60A; 61A), - first and second radially outer reinforcing structures (70A, 70B; 73) in the crown (12), - the second radially inner reinforcing structure (60B; 61B).

5. Tyre (10) according to the preceding claim, wherein the first and second radially outer reinforcing structures (70A, 70B; 73) are axially on either side of the median plane (M) of the tyre (10), preferably substantially symmetrically with respect to the median plane (M) of the tyre (10).

6. Tyre (10) according to any one of claims 3 to 5, wherein the or each stiffening element (52; 52A, 52B; 53) comprises a portion (523) extending in the toroidal cavity (35) between: - a first radially inner anchor point (54A; 55A) at which the or each stiffening element (52; 52A, 52B; 53) passes through the internal surface (33) to be anchored in or around the first radially inner reinforcing structure (60A; 61A), - a first radially outer anchor point (56A, 57A) at which the or each stiffening element (52; 52A, 52B; 53) passes through the internal surface (33) to be anchored in or around the or a plurality of the radially outer reinforcing structures (70A, 70B; 73), the or each stiffening element (52; 52A, 52B; 53) comprises a portion (524) extending in the toroidal cavity (35) between: - a second radially inner anchor point (54B, 55B) at which the or each stiffening element (52; 52A, 52B; 53) passes through the internal surface (33) to be anchored in or around the second radially inner reinforcing structure (60B; 61B), - a second radially outer anchor point (56B; 57B) at which the or each stiffening element (52; 52A, 52B; 53) passes through the internal surface (33) to be anchored in or around the or a plurality of the radially outer reinforcing structures (70A, 70B; 73), each of the first and second radially inner anchor points (54A, 54B; 55A, 55B) and radially outer anchor points (56A, 56B; 57A, 57B) is such that: - the first radially outer anchor points and radially inner anchor points (54A, 56A; 55A, 57A) are axially on the same side of the median plane (M) of the tyre (10), - the second radially outer anchor points and radially inner anchor points (54B, 56B; 55B, 57B) are axially on the same other side of the median plane (M) of the tyre (10), and - the portion (523) extending between the first radially outer anchor points and radially inner anchor points (54A, 56A; 55A, 57A) and the portion (524) extending between the second radially outer anchor points and radially inner anchor points (54B, 56B; 55B, 57B) do not cross over in the toroidal cavity (35).

7. Tyre (10) according to any one of claims 3 to 6, wherein the stiffening structure (50) comprises multiple stiffening elements (52; 53) forming a continuous stiffening element so as to describe a boustrophedonic trajectory between the first sidewall (30A) and / or the first bead (32A) and the second sidewall (30B) and / or the second bead (32B), passing through the crown (12).

8. Tyre (10) according to any one of the preceding claims, wherein the or each stiffening element (52; 52A, 52B; 53) passes through the inner surface (33) so as to be anchored in or around the or one of the radially inner reinforcing structure(s) (60A, 60B; 61A, 61B) at a radially inner anchor point (54A, 54B; 55A, 55B) arranged radially at a radial distance (B1, B2) ranging from 0.10 x H to 0.50 x H, preferably ranging from 0.10 x H to 0.35 x H, from the radially innermost point of the tyre (10), H being the section height of the tyre (10).

9. Tyre (10) according to any one of the preceding claims, wherein the or each stiffening element (52; 52A, 52B; 53) passes through the inner surface (33) so as to be anchored in or around the or one of the radially outer reinforcing structure(s) (70A, 70B; 73) at a radially outer anchor point (56A, 56B; 57A, 57B) arranged axially at an axial distance (D1, D2) at most equal to 0.45 x SW, preferably ranging from 0.05 x SW to 0.45 x SW, from the median plane (M) of the tyre (10), SW being the nominal section width of the tyre (10).

10. Tyre (10) according to any one of the preceding claims, wherein the or each stiffening element (52; 52A, 52B; 53) is a filamentary stiffening element, preferably a textile filamentary stiffening element.

11. Tyre (10) according to any one of the preceding claims, wherein the or each radially inner reinforcing structure (60A, 60B; 61A, 61B) and / or the or each radially outer reinforcing structure (70A, 70B; 73) comprises at least one filamentary reinforcing element (62A, 62B, 72A, 72B; 63A, 63B) extending along a main direction forming an angle less than or equal to 10°, preferably less than or equal to 5° and more preferably substantially zero, with the circumferential direction (X) of the tyre (10).

12. Tyre (10) according to the preceding claim, having a substantially toroidal shape about an axis of revolution, the filamentary reinforcing element (62A, 62B; 63A, 63B) of the radially inner reinforcing structure (60A, 60B; 61A, 61B) is wound circumferentially over at most two complete turns, preferably over at most one complete turn, about the axis of revolution.

13. Tyre (10) according to Claim 11 or 12, having a substantially toroidal shape about an axis of revolution, the filamentary reinforcing element (72A, 72B) of the or each radially outer reinforcing structure (70A, 70B; 73) is wound circumferentially over at least two complete turns about the axis of revolution and over at most ten complete turns about the axis of revolution.

14. Tyre (10) according to any one of Claims 11 to 13, wherein the or each stiffening element (52; 52A, 52B; 53) is wound at least partially around the or each filamentary reinforcing element (62A, 62B, 72A, 72B; 63A, 63B).