Pneumatic system comprising a durable stiffening structure including common anchor points

Abstract

The tire (10) includes a stiffening structure (52) comprising first main and supplementary stiffening elements (54C, 54D) extending continuously within the toroidal cavity (36) from the first flank (30A) and / or bead (32A) to the apex (12). The tire (10) includes a first radially internal anchor point common (56C) to said first main and supplementary stiffening elements (54C, 54D) in the first flank (30A) and / or bead (32A) and a first radially external anchor point common (58C) to said first main and supplementary stiffening elements (54C, 54D) in the apex (12). Figure for the abbreviation: Fig 1

Description

Title of the invention: Pneumatic system comprising a durable stiffening structure including common anchor points. Technical field

[0001] The present invention relates to a tire, in particular for passenger vehicles.

[0002] By pneumatic tire, we mean a tire designed to form a cavity by cooperating with a mounting support, for example a rim, this cavity being capable of being pressurized to a pressure greater than atmospheric pressure. A pneumatic tire has a substantially toroidal shape of revolution around a principal axis of the tire, this principal axis coinciding with the axis of rotation of the tire. Previous techniques

[0003] A tire for use on a passenger vehicle, described in WO2020 / 128225, is known from the prior art. The tire described comprises a crown extended radially inward on each side of the tire's median plane by first and second sidewalls, and then by first and second bead sections designed to contact a mounting support, for example, a rim. Each first and second bead section includes a circumferential reinforcing element designed to secure the tire to the mounting support.

[0004] The tire includes an internal surface delimiting a toroidal cavity for inflating the tire once the latter is mounted on the mounting support.

[0005] The tire described in WO2020 / 128225 comprises a rigidity structure- fication comprising first stiffening elements extending continuously in the toric cavity from the first bead to the apex and second stiffening elements extending continuously in the toric cavity from the second bead to the apex.

[0006] Each first and second stiffening element is attached to each bead from which it extends by means of a bead interface between the stiffening element and a portion of the inner surface of the bead. Similarly, each first and second stiffening element is attached to the crown of the tire by means of a crown interface between the stiffening element and a portion of the inner surface of the crown. Each bead-crown interface comprises an elastomeric compound cushion positioned between the stiffening element and the corresponding portion of the inner surface.

[0007] It was noted that each bead and apex interface was subjected to tensile stress. Such interfaces are sensitive to repeated stresses which can lead to premature separation between the stiffening elements and the inner surface of the bead and / or the inner surface of the apex, and therefore to premature destruction of the stiffening structure.

[0008] The durability of the tire described in WO2020 / 128225 was improved in WO2022 / 200717 through the use of anchoring for each first and second stiffening element within the tire's internal structure. Nevertheless, the durability of the tire described in WO2022 / 200717, particularly the durability of the anchoring of the first and second stiffening elements in each first sidewall and / or bead and second sidewall and / or bead, although significantly improved compared to that of the tire described in WO2020 / 128225, could still be improved.

[0009] The invention aims to improve the endurance of the stiffening structure described in WO2020 / 128225 and WO2022 / 200717. Description of the invention

[0010] The invention relates to a tire comprising a crown, first and second sidewalls each extending radially inwards from the crown, first and second bead extensions respectively extending radially inwards from the first and second sidewalls, the tire being provided with an internal surface delimiting a toroidal inflation cavity of the tire, the tire comprising a stiffening structure comprising:

[0011] - at least one first main stiffening element extending continuously in the toroidal cavity from at least the first flank and / or ridge to at least the apex, being anchored in the first flank and / or ridge and in the apex,

[0012] - at least one first complementary stiffening element, distinct from said first main stiffening element, extending continuously into the toroidal cavity from at least the first flank and / or ridge to at least the apex, being anchored in the first flank and / or ridge and in the apex,

[0013] the tire includes a first radially internal anchoring point common to said first main and supplementary stiffening elements in the first sidewall and / or bead and a first radially external anchoring point common to said first main and supplementary stiffening elements in the top.

[0014] As explained below, the invention works as soon as it is applied to only one side of the tire, here at least on the side comprising the first sidewall and / or bead. Advantageous embodiments teach that the invention can also be applied to two sides of the tire without this being necessary to carry out the invention. In the present application, the use of the term "first" is intended, unless otherwise obviously interpreted, to associate the element designated as "first" with the first sidewall and / or bead. Similarly, the use of the term "second" is intended, unless otherwise obviously interpreted, to associate the element designated as "second" with the second sidewall and / or bead.

[0015] Advantageously, the first sidewall and / or bead is arranged on the same side of the tire's median plane as the outer side of the tire. Thus, the rigidity structure acts on the side of the tire most stressed during high-skid conditions. By inner and outer sides, it is understood that the tire is designed so that one of its sides is arranged on the inside and the other on the outside. This orientation, imposed by the tire manufacturer, ensures that the tire performs as expected. Indeed, mounting a tire with an orientation different from that imposed by the manufacturer can lead to suboptimal vehicle behavior. By outer side, it is understood that the side of the tire is fully visible from outside the vehicle when the tire is mounted on the vehicle.The inside side refers to the side of the tire that faces the wheel well of the vehicle on which it is mounted. Generally, the tire has markings indicating the inside and outside sides.

[0016] In a preferred embodiment in which the stiffening structure performs its function on both sides of the median plane of the tire, thus enabling homogeneous tire behavior, the stiffening structure comprises:

[0017] - at least one second main stiffening element extending continuously in the toric cavity from at least the second flank and / or ridge to at least the apex, being anchored in the second flank and / or ridge and in the apex,

[0018] - at least one second complementary stiffening element, distinct from said second main stiffening element, extending continuously into the toroidal cavity from at least the second flank and / or ridge to at least the apex, being anchored in the second flank and / or ridge and in the apex,

[0019] the tire includes a second radially internal anchoring point common to said second main and complementary stiffening elements in the second sidewall and / or bead and a second radially external anchoring point common to said second main and complementary stiffening elements in the top.

[0020] The presence of the main and supplementary stiffening elements makes it possible to reduce the local stresses on the one hand between the stiffening structure and the flank and / or a bead at each common radially internal anchor point, and on the other hand, between the stiffening structure and the apex at each common radially external anchor point, thus improving the endurance of the stiffening structure. Therefore, such an anchoring of the stiffening structure is significantly more robust than the bead interfaces described in WO2020 / 128225 or the anchoring described in WO2022 / 200717, as shown by the comparative tests described at the end of this description. The inventors of the invention hypothesize that, with common anchor points, the local stresses between the stiffening structure and the flank and / or bead and the apex are sufficiently reduced so as not to damage the stiffening structure at the anchoring of the stiffening structure in the flank and / or bead and the apex.Furthermore, the presence of radially internal and external anchor points allows for maximizing the number of primary and supplementary stiffening elements without necessarily requiring an excessive number of radially internal and external anchor points, which would weaken the stiffening structure and thus reduce the tire's durability, contrary to the desired effect.

[0021] By anchored in a side and / or bead and in the top, it is understood that the stiffening structure or the stiffening element penetrates the side and / or bead and the top, that is to say that the stiffening structure or the stiffening element passes through the internal surface to anchor itself in a side and / or bead and in the top.

[0022] An anchor point is said to be common because the primary and secondary stiffening elements that pass through this common anchor point are in contact with each other at this common anchor point. Thus, the first primary and secondary stiffening elements are in contact with each other at the first common anchor points radially inward and outward. Similarly, the second primary and secondary stiffening elements are in contact with each other at the second common anchor points radially inward and outward.

[0023] The toroidal inflation cavity is intended to be pressurized by an inflation gas once the tire is mounted on a mounting support, most often a rim.

[0024] 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 including a stiffening structure but also compared to tires including other stiffening structures, such as the one described in WO2017 / 005713.

[0025] By increasing radial stiffness, the stiffening structure limits radial deformation of the apex during rolling, and in particular, camber, i.e. the deflection Radial formation, opposite the contact patch of the tread surface in contact with the ground. Thus, during tire rotation, with each wheel revolution, the stiffening structure limits the amplitude of cyclic deformations of the tire, and in particular of its tread, thereby limiting the resulting energy dissipation, which contributes to a reduction in rolling resistance. Furthermore, under radial loading, the value of the contact patch with the ground remains unchanged, which allows the same grip performance to be maintained as for the tire described in WO2017 / 005713.

[0026] By increasing axial and drift stiffness, the stiffening structure will contribute to improved behavior under transverse loading, for example during drifting. Furthermore, under transverse loading, the contact area with the ground ensures a more homogeneous distribution of contact pressures, thereby increasing transverse grip.

[0027] Furthermore, the stiffening structure participates at least partially in bearing the load applied to the tire, such that this applied load is jointly borne by the tire, thanks to its pneumatic and intrinsic structural rigidity, and by the stiffening structure. Thus, when the tire is subjected to a nominal radial load, a portion of the stiffening structure arranged opposite the contact area is placed in tension. In some embodiments, conversely, a portion of the stiffening structure arranged at the contact area is subjected to buckling in compression.

[0028] The presence of the stiffening structure thus makes it possible to reduce the tire's contribution to load-bearing capacity and therefore to reduce its structural rigidity, for example by reducing the volume of the beading. Indeed, the beading of a conventional tire dissipates a significant amount of energy due to its volume and the hysteretic nature of its constituent elastomeric compound. Reducing its volume thus makes it possible to significantly reduce rolling resistance.

[0029] The tire according to the invention has a substantially toroidal shape around an axis of revolution substantially coinciding 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.

[0030] By axial direction, we mean the direction substantially parallel to the axis of revolution of the tire, that is to say the axis of rotation of the tire.

[0031] By circumferential direction, we mean the direction which is substantially perpendicular to both the axial direction and to a radius of the tire (in other words, tangent to a circle whose center is on the axis of rotation of the tire).

[0032] By radial direction, we mean the direction along a radius of the tire, that is to say any direction intersecting the axis of rotation of the tire and substantially perpendicular to this axis.

[0033] 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 mid-axial distance of the two ribs and passes through the axial midpoint of the apex reinforcement.

[0034] By circumferential equatorial plane of the tire, denoted E, is meant, in a meridional 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 meridional 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 outermost radial point of the tread intended to be in contact with the ground and the innermost radial point of the tire intended to be in contact with a support, for example a rim.

[0035] By meridian plane, we mean a plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.

[0036] By radially inside, and radially outside respectively, we mean closer to the axis of rotation of the tire, and further from the axis of rotation of the tire respectively. By axially inside, and axially outside respectively, we mean closer to the median plane of the tire, and further from the median plane of the tire respectively.

[0037] By bead, we mean the radial portion of the tire designed to allow the tire to be attached to a mounting support, for example a wheel including a rim. Thus, each bead is specifically designed to be in contact with a hook on the rim enabling its attachment. The bead is therefore delimited radially internally by the inner radial end of the tire and radially externally by an axial line passing through the outermost radial point in contact with a standard rim as defined by the European Tyre and Rim Technical Organisation or "ETRTO", 2023 standard.

[0038] By sidewall, we mean the radial portion of the tire connecting the bead to the crown. The sidewall is radially delimited externally by an edge of the tread. The axial edges of the tread are determined on a tire mounted on a nominal rim and inflated to the nominal pressure as defined in the ETRTO 2023 standard manual. The edges are arranged on either side of the median plane of the tire and are formed by lines substantially parallel to the circumferential direction of the tire. In the case of a clear boundary between the tread and the sidewall of the tire, the edges are determined simply. In the case where the tread is continuous with the sidewalls, the edges are usually determined by loading the tire to 80% of its capacity. The load capacity is determined according to the ETRTO 2023 standard manual, and the edges are identified as the axial limits of the tread in contact with the ground. The sidewall is delimited radially on the inside by an axial line passing through the outermost radial point in contact with a standard rim as defined by the European Tyre and Rim Technical Organisation or "ETRTO", 2023 standard.

[0039] Any interval of values ​​designated by the expression "between a and b" represents the domain of values ​​going from more than a to less than b (i.e. bounds a and b excluded) while any interval of values ​​designated by the expression "from a to b" means the domain of values ​​going from a to b (i.e. including the strict bounds a and b).

[0040] The tires of the invention are preferably intended for passenger vehicles as defined in the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2023. Such a tire has a cross-section in a meridian plane characterized by a section height H and a nominal section width SW as defined in the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2023. The values ​​of SW and H are indicated on the tire sidewall marking, for example as defined according to the ETRTO manual, 2023.

[0041] 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 90 and at least 20, and the nominal section width SW is at least 115 mm and at most 385 mm. Furthermore, the hook diameter D, defining the diameter of the tire mounting rim, is at least 12 inches and at most 30 inches.

[0042] Conventionally, in a tire comprising a crown reinforcement and a carcass reinforcement, the crown includes a tread intended to contact the road surface and a crown reinforcement arranged radially within the tread. The carcass reinforcement is anchored in each bead and extends radially in each sidewall and axially in the crown, radially within the crown reinforcement. Conventionally, the crown reinforcement includes at least one crown layer comprising reinforcing elements. These reinforcing elements are preferably textile or metallic wire elements.

[0043] In embodiments enabling the performance of so-called radial tires as defined by the ETRTO, the carcass reinforcement comprises at least one carcass layer, said carcass layer comprising wire carcass reinforcement elements, each wire carcass reinforcement element extending substantially along a principal direction forming with the circumferential direction of the tire, an angle, in absolute value, ranging from 80° to 90°. Alternatively, we can have a variable angle ranging from 80° to 90° in at least part of the flank and strictly less than 80° in at least part of the summit.

[0044] In an advantageous embodiment, the stiffening structure is not airtight to the tire inflation gas. Thus, the stiffening structure allows the inflation gas to pass through. In other words, the stiffening structure does not define a secondary pressure cavity within the tire. By "not airtight," it is understood that the stiffening structure is permeable to the inflation gas so that the pressure is homogeneous in the toroidal cavity at all times, and in particular during tire inflation.

[0045] Advantageously, said first radially internal anchorage point common to said first main and supplementary stiffening elements and said first radially external anchorage point common to said first main and supplementary stiffening elements are arranged on the same side of the median plane of the tire.

[0046] Advantageously, said second radially internal anchorage point common to said second main and supplementary stiffening elements and said second radially external anchorage point common to said second main and supplementary stiffening elements are arranged on the same other side of the median plane of the tire.

[0047] Thus, the portions extending, on the one hand, between an inner radial anchor point and an outer radial anchor point located on the same side of the median plane, and on the other hand, between an inner radial anchor point and an outer radial anchor point located on the opposite side of the median plane, do not intersect. This limits the axial buckling of the tread, i.e., the axial compression of the tread, particularly under conditions of high lateral stress. Therefore, on the one hand, a regular contact area is maintained, and on the other hand, the risk of damage to the crown reinforcement of the tire is reduced, notably by preventing compression of the various constituent elements of the crown reinforcement, for example, the textile and metallic wire reinforcement elements of the crown reinforcement.

[0048] In order to distribute the forces over the entire stiffening structure, the stiffening structure comprising a plurality of primary first stiffening elements distributed circumferentially in the toroidal cavity and a plurality of secondary first stiffening elements distributed circumferentially in the toroidal cavity, the tire comprises a plurality of common radially internal first anchor points and a plurality of common radially external first anchor points, each common radially internal and common external first anchor point of the plurality of first points common radially internal anchoring and common radially external anchoring being common to first main and complementary stiffening elements of the plurality of first main and complementary stiffening elements.

[0049] Optionally, the stiffening structure comprising a plurality of second main stiffening elements distributed circumferentially in the toroidal cavity and a plurality of second complementary stiffening elements distributed circumferentially in the toroidal cavity, the tire comprises a plurality of common radially internal second anchor points and a plurality of common radially external second anchor points, each common radially internal and common external second anchor point of the plurality of common radially internal and common radially external second anchor points being common to the second main and complementary stiffening elements of the plurality of second main and complementary stiffening elements.

[0050] In preferred and optional embodiments:

[0051] - said first main stiffening element comprises a portion extending continuously within the toroidal cavity from said first radially internal anchor point common to said first main and supplementary stiffening elements to said first radially external anchor point common to said first main and supplementary stiffening elements,

[0052] - said first additional stiffening element comprises a portion extending continuously in the toric cavity from said first radially internal anchoring point common to said first main and supplementary stiffening elements to said first radially external anchoring point common to said first main and supplementary stiffening elements.

[0053] Optionally:

[0054] - said second main stiffening element comprises a portion extending continuously within the toroidal cavity from said second radially internal anchor point common to said second main and supplementary stiffening elements to said second radially external anchor point common to said second main and supplementary stiffening elements,

[0055] - said second additional stiffening element comprises a portion extending continuously in the toric cavity from said second radially internal anchor point common to said second main and supplementary stiffening elements to said second radially external anchor point common to said second main and supplementary stiffening elements.

[0056] Advantageously, said portion of said first main stiffening element extends continuously into the toroidal cavity in a generally substantially parallel to the general direction in which the said portion of the said first additional stiffening element extends continuously into the toric cavity.

[0057] Optionally, said portion of said second main stiffening element extends continuously into the toric cavity in a general direction substantially parallel to the general direction in which said portion of said second complementary stiffening element extends continuously into the toric cavity.

[0058] Thus, maximum force recovery is promoted along the direction common to the portions of the main and complementary stiffening elements.

[0059] In advantageous and optional embodiments, said portion of said first main stiffening element extending continuously in the toroidal cavity has a length Lpl and said portion of said first complementary stiffening element extending continuously in the toroidal cavity has a length Le 1, Lpl and Lcl satisfying 0.90 < Lpl / Lcl < 1.10.

[0060] Optionally, said portion of said second main stiffening element extending continuously in the toroidal cavity has a length Lp2 and said portion of said second complementary stiffening element extending continuously in the toroidal cavity has a length Lc2, Lp2 and Lc2 satisfying 0.90 < Lp2 / Lc2 <1.10.

[0061] Thus, the load transfer is distributed over time, giving the tire progressive and / or reactive operation. If Lpl and Lcl and / or Lp2 and Lc2 are different, initially the shorter stiffening element absorbs the loads due to its relatively short length. Then, subsequently, the longer stiffening element becomes taut and in turn contributes to load transfer, resulting in progressive tire operation. If Lpl = Lcl and / or Lp2 = Lc2, the primary and secondary stiffening elements absorb the loads simultaneously, contributing to high tire responsiveness. Those skilled in the art will choose the configuration best suited to the tire's intended use.

[0062] Optionally and advantageously, said portion of said first main stiffening element extending continuously in the toroidal cavity is in contact with said portion of said first complementary stiffening element extending continuously in the toroidal cavity or at a distance from said portion of said first complementary stiffening element extending continuously in the toroidal cavity less than or equal to the largest dimension of the sections of said portions of said first main and complementary stiffening elements.

[0063] Optionally and advantageously, said portion of said second main stiffening element extending continuously in the toroidal cavity is in contact with said portion of said second complementary stiffening element extending continuously in the toric cavity or at a distance from said portion of said second complementary stiffening element extending continuously in the toric cavity less than or equal to the largest dimension of the sections of said portions of said second principal and complementary stiffening elements.

[0064] By contact, it is understood that there is at least one point of contact between the portions of the main and complementary stiffening elements.

[0065] The section of a portion is the section of the portion in a plane substantially perpendicular to the principal direction in which the portion extends.

[0066] Thus, the volumetric bulk of the stiffening structure in the toroidal cavity is minimized, which makes it easier to handle the tire, particularly during assembly and repair operations, without risking damage to the stiffening structure.

[0067] In order to further reduce the volumetric bulk of the stiffening structure in the toroidal cavity, said portion of said first main stiffening element extending continuously in the toroidal cavity is in contact with said portion of said first complementary stiffening element extending continuously in the toroidal cavity for at least 50%, preferably at least 75% of the shortest length among the lengths of said portions of said first main and complementary stiffening elements.

[0068] Optionally, said portion of said second main stiffening element extending continuously in the toroidal cavity is in contact with said portion of said second complementary stiffening element extending continuously in the toroidal cavity for at least 50%, preferably at least 75% of the shortest length among the lengths of said portions of said second main and complementary stiffening elements.

[0069] In order to observe the proximity or contact of the main and complementary stiffening elements, the first and second beads will be separated in order to simulate the mounting of the tire on a measuring rim in accordance with the standard of the European Tyre and Rim Technical Organisation or “ETRTO”, 2023.

[0070] Advantageously:

[0071] - said first main stiffening element comprises a ra- anchoring portion radially internal anchored in the first flank and / or bead, extending inside the first flank and / or bead from said first radially internal anchoring point common to said first main and supplementary stiffening elements,

[0072] - said first additional stiffening element comprises a portion radially internal anchorage anchored in the first flank and / or bead by extending inside the first flank and / or bead from said first point common radial internal anchoring to said first main and supplementary stiffening elements.

[0073] Advantageously, said portion of each first main and complementary stiffening element extending continuously in the toroidal cavity extends said radially internal anchoring portion respectively of each first main and complementary stiffening element.

[0074] Optionally:

[0075] - said second main stiffening element comprises an anchoring portion radially internal anchored in the second flank and / or bead, extending inside the second flank and / or bead from said second radially internal anchor point common to said second main and supplementary stiffening elements,

[0076] - said second additional stiffening element comprises a portion radially internal anchorage anchored in the second flank and / or bead extending inside the second flank and / or bead from said second radially internal anchorage point common to said second main and supplementary stiffening elements.

[0077] Optionally, said portion of each second main and complementary stiffening element extending continuously into the toroidal cavity extends said radially internal anchoring portion respectively of each second main and complementary stiffening element.

[0078] According to a first design of the radially inner anchoring portions:

[0079] - said radially inner anchoring portion of said first stiffening element The main stiffening extends from said first radially internal anchor point common to said first main and supplementary stiffening elements to another first radially internal anchor point of said first main stiffening element having a first azimuth circumferentially offset with respect to an azimuth of said first radially internal anchor point common to said first main and supplementary stiffening elements,

[0080] - said radially inner anchoring portion of said first stiffening element The supplementary bracing extends from said first radially internal anchor point common to said first main and supplementary stiffening elements to another first radially internal anchor point of said first supplementary stiffening element having a second azimuth circumferentially offset with respect to the azimuth of said first radially internal anchor point common to said first main and supplementary stiffening elements, the azimuth of said first radially internal anchor point common to said first main and supplementary stiffening elements being arranged circumferentially tiellement between the first azimuth and the second azimuth.

[0081] According to an optional variant of the first design of the radially inner anchoring portions:

[0082] - said radially inner anchoring portion of said second stiffening element The main rigidity extends from said second radially internal anchor point common to said second main and complementary stiffening elements to another second radially internal anchor point of said second main stiffening element having a first azimuth circumferentially offset with respect to an azimuth of said second radially internal anchor point common to said second main and complementary stiffening elements,

[0083] - said radially inner anchoring portion of said second stiffening element additional stiffening extends from said second radially internal anchor point common to said second main and supplementary stiffening elements to another second radially internal anchor point of said second supplementary stiffening element having a second azimuth circumferentially offset with respect to the azimuth of said second radially internal anchor point common to said second main and supplementary stiffening elements, the azimuth of said second radially internal anchor point common to said second main and supplementary stiffening elements being arranged circumferentially between the first azimuth and the second azimuth.

[0084] According to a second design of the radially internal anchoring portions, said radially internal anchoring portion of the first main stiffening element and said radially internal anchoring portion of the first complementary stiffening element are continuous with each other so as to form a loop in the first flank and / or bead.

[0085] Optionally, in the second design of the radially internal anchoring portions, said radially internal anchoring portion of the second main stiffening element and said radially internal anchoring portion of the second complementary stiffening element are continuous with each other so as to form a loop in the second flank and / or bead.

[0086] In advantageous embodiments:

[0087] - said first main stiffening element includes an anchoring portion radially external anchored in the apex, extending inside the apex from said first radially external anchor point common to said first main and supplementary stiffening elements,

[0088] - said first additional stiffening element comprises a portion radially external anchoring anchored in the apex extending inwards summit from said first radially external anchor point common to said first main and complementary stiffening elements.

[0089] Advantageously, said radially external anchoring portion of each first main and complementary stiffening element extends said portion respectively of each first main and complementary stiffening element extending continuously into the toric cavity.

[0090] Optionally:

[0091] - said second main stiffening element comprises an anchoring portion radially external anchored in the apex by extending inside the apex from said second radially external anchor point common to said second main and supplementary stiffening elements,

[0092] - said first additional stiffening element comprises a portion radially external anchorage anchored in the apex extending inside the apex from said second radially external anchorage point common to said second main and complementary stiffening elements.

[0093] Optionally, said radially external anchoring portion of each second main and complementary stiffening element extends said portion respectively of each second main and complementary stiffening element extending continuously into the toroidal cavity.

[0094] In a first configuration of the radially external anchoring portions:

[0095] - said radially external anchoring portion of said first stiffening element The main stiffening extends in the apex from said first radially external anchorage point common to said first main and supplementary stiffening elements to another first radially external anchorage point common to said first main and supplementary stiffening elements,

[0096] - said radially external anchorage portion of said first stiffening element additional stiffening extends in the top from said first radially external anchorage common to said first main and supplementary stiffening elements to said other first radially external anchorage common to said first main and supplementary stiffening elements.

[0097] Advantageously, said first radially external anchorage point common to said first main and complementary stiffening elements is axially offset from said other first radially external anchorage point common to said first main and complementary stiffening elements.

[0098] Preferably, said first radially external anchorage point common to said first main and supplementary stiffening elements and said other first radially external anchorage point common to said first main and supplementary stiffening elements are arranged on either side of the median plane of the pneumatic.

[0099] Optionally, in this first configuration of the radially external anchoring portions:

[0100] - said radially external anchoring portion of said second stiffening element The main stiffening extends in the apex from said second radially external anchorage point common to said second main and supplementary stiffening elements to another second radially external anchorage point common to said second main and supplementary stiffening elements,

[0101] - said radially external anchorage portion of said second stiffening element additional stiffening extends in the apex from said second radially external anchor point common to said second main and supplementary stiffening elements to said other second radially external anchor point common to said second main and supplementary stiffening elements.

[0102] Optionally, said second radially external anchor point common to said second main and complementary stiffening elements is axially offset from said other second radially external anchor point common to said second main and complementary stiffening elements.

[0103] Optionally, said second radially external anchorage point common to said second main and supplementary stiffening elements and said other second radially external anchorage point common to said second main and supplementary stiffening elements are arranged on either side of the median plane of the tire.

[0104] In a second configuration of the radially external anchoring portions:

[0105] said radially external anchoring portion of said first main stiffening element extends in the apex from said first radially external anchoring point common to said first main and complementary stiffening elements to another first radially external anchoring point of said radially external anchoring portion of said first main stiffening element having a first azimuth,

[0106] said radially external anchorage portion of said first supplementary stiffening element extends in the apex from said first radially external anchorage point common to said first main and supplementary stiffening elements to another first radially external anchorage point of said radially external anchorage portion of said first supplementary stiffening element having a second azimuth circumferentially offset with respect to the first azimuth.

[0107] Optionally, in this second configuration of radially external anchoring portions:

[0108] said radially external anchorage portion of said second main stiffening element extends in the apex from said second radially external anchorage point common to said second main and complementary stiffening elements to another second radially external anchorage point of said radially external anchorage portion of said second main stiffening element having a primary azimuth,

[0109] said radially external anchorage portion of said second complementary stiffening element extends in the apex from said second radially external anchorage point common to said second main and complementary stiffening elements to another second radially external anchorage point of said radially external anchorage portion of said second complementary stiffening element having a second azimuth circumferentially offset with respect to the first azimuth.

[0110] In a first configuration of the main and supplementary stiffening elements, each first main and supplementary stiffening element forms a continuous first main and supplementary stiffening element that meanders at least from the first flank and / or bead through the apex. Optionally, each second main and supplementary stiffening element forms a continuous second main and supplementary stiffening element that meanders at least from the second flank and / or bead through the apex.

[0111] Thus, tire manufacturing is facilitated and the robustness of the stiffening structure is improved by eliminating the ends of said stiffening element that are anchored in each sidewall and / or bead and / or in the crown. In this first configuration, it is therefore possible to have a continuous stiffening element extending over the entire circumference of the tire. Since said stiffening element of the stiffening structure is continuous, the transmission of forces between each sidewall and / or bead is improved, as the forces are distributed over the tire. Thus, the stiffening structure performs its function over the entire circumference of the tire.

[0112] According to a first variant of the first configuration of the main and supplementary stiffening elements, said radially outer anchorage portion of said first main stiffening element is said radially outer anchorage portion of said second main stiffening element such that said first and second main stiffening elements form a continuous main stiffening element which extends continuously from the first flank and / or bead to the second flank and / or bead via the top so as to meander from the first flank and / or bead to the second flank and / or bead. In the same first variant, said radially external anchoring portion of said first additional stiffening element is said radially external anchoring portion of said second additional stiffening element so that said first and second additional stiffening elements form a continuous additional stiffening element which extends continuously from the first flank and / or bead to the second flank and / or bead through the top so as to meander from the first flank and / or bead to the second flank and / or bead.

[0113] According to a second variant of the first configuration of the main and complementary stiffening elements, each first main and complementary stiffening element respectively forms a continuous main and complementary stiffening element that meanders between the first flank and / or bead and the apex. Also in this second variant, each second main and complementary stiffening element respectively forms a continuous main and complementary stiffening element that meanders between the second flank and / or bead and the apex.

[0114] It may also be envisaged that a tire may be envisaged in which the first variant of the first configuration of the main and complementary stiffening elements is only applied to the first and second main stiffening elements and the second variant is only applied to the first and second complementary stiffening elements.

[0115] In a second configuration of the main and supplementary stiffening elements, the first main and supplementary stiffening elements form a continuous first stiffening element that meanders at least from the first flank and / or bead through the apex. Preferably also, the second main and supplementary stiffening elements form a continuous second stiffening element that meanders at least from the second flank and / or bead through the apex.

[0116] Thus, as in the first configuration of the main and complementary stiffening elements, the manufacture of the tire is facilitated and the robustness of the stiffening structure is improved by removing ends of said stiffening element to be anchored in each sidewall and / or bead and / or in the top.

[0117] According to a first variant of the second configuration of the main and supplementary stiffening elements, said radially outer anchorage portion of said first main stiffening element is said radially outer anchorage portion of the second main stiffening element and said radially outer anchorage portion of said first supplementary stiffening element is said radially outer anchorage portion of the second element of complementary stiffening, so that the said first and second main and complementary stiffening elements form a continuous stiffening element which extends continuously from the first flank and / or bead to the second flank and / or bead through the top so as to meander from the first flank and / or bead to the second flank and / or bead.

[0118] According to a second variant of the second configuration of the main and complementary stiffening elements, the first main and complementary stiffening elements form a first continuous stiffening element which meanders between the first flank and / or bead and the top and the second main and complementary stiffening elements form a second continuous stiffening element which meanders between the second flank and / or bead and the top.

[0119] In a third configuration of the main and supplementary stiffening elements, it may be envisaged that each first main and supplementary stiffening element extends from the first flank and / or bead to the apex and has one end in the first flank and / or bead. Similarly, it may be envisaged that each second main and supplementary stiffening element extends from the second flank and / or bead to the apex and has one end in the second flank and / or bead.

[0120] In a first variant of this third configuration, each first main and supplementary stiffening element extends from the first flank and / or bead to the apex and has one end at the apex. Similarly, each second main and supplementary stiffening element may extend from the second flank and / or bead to the apex and have one end at the apex.

[0121] In a second variant of this third configuration, each first main and complementary stiffening element is respectively each second main and complementary stiffening element and extends from the first flank and / or bead to the second flank and / or bead via the top and has an end in each first and second flank and / or bead.

[0122] Each stiffening element according to one of the designs or configurations defined above can be characterized geometrically, in particular by its average cross-section Sm, this characteristic not necessarily being identical for all the stiffening elements. The average cross-section Sm is the average of the cross-sections obtained by cutting the stiffening element through all cylindrical surfaces coaxial with the tire and radially contained within the inner toroidal cavity. In the most frequent case of a constant cross-section, the average cross-section Sm is the constant cross-section of the stiffening element. The average cross-section Sm comprises a larger characteristic dimension Dmax and a smaller characteristic dimension Dmin, whose ratio R= Dmax / Dmin is called the aspect ratio. For example, a stiffening element with a circular mean cross-section Sm, having a diameter equal to d, has an aspect ratio R=l, a stiffening element with a rectangular mean cross-section Sm, having a length L and a width 1, has an aspect ratio R=L / 1, and a stiffening element with an elliptical mean cross-section Sm, having a major axis D and a minor axis d, has an aspect ratio R=D / d.

[0123] A first preferred type of stiffening element, with a form ratio R of at most 3, is called one-dimensional. In other words, a stiffening element is considered one-dimensional when the largest characteristic dimension Dmax of its average cross-section Sm is at most 3 times the smallest characteristic dimension Dmin of its average cross-section Sm. A one-dimensional stiffening element has a wire-like mechanical behavior, that is, it can only be subjected to tensile or compressive forces along its neutral axis. This is why a one-dimensional stiffening element is usually called a wire-like stiffening element.Among the components commonly used in the field of pneumatics, textile filament elements, consisting of an assembly of elementary textile monofilaments, or metal cables, consisting of an assembly of elementary metal monofilaments, can be considered as one-dimensional stiffening elements, because their average cross-section Sm being substantially circular, the shape ratio R is equal to 1, therefore less than 3.

[0124] A second type of stiffening element, with an aspect ratio R of at least 3, is called two-dimensional. In other words, a stiffening element is considered two-dimensional when the largest characteristic dimension Dmax of its average cross-section Sm is at least three times the smallest characteristic dimension Dmin of its average cross-section Sm. A two-dimensional stiffening element has membrane-like mechanical behavior, meaning that it can only be subjected to tensile or compressive forces within its thickness, defined by the smallest characteristic dimension Dmin of its average cross-section Sm. According to a first variant, a stiffening element with an aspect ratio R of at least 3 and at most 50 is called a two-dimensional strip-type element. According to a second variant, a stiffening element with an aspect ratio R of at least 50 is called a two-dimensional film-type element.

[0125] The materials that can be used for each stiffening element are as described in WO2022 / 200717.

[0126] In a highly advantageous embodiment, the first and / or second main and supplementary stiffening element is respectively a first and / or second main and supplementary wire stiffening element, preferably a first and / or second main and supplementary wire stiffening element made of textile.

[0127] Preferably, the wire stiffening elements are identical, that is to say, they have identical geometric characteristics and constituent materials.

[0128] These wire stiffening elements are commonly called stays. The advantage of using wire stiffening elements is that they result in a stiffening structure with low mass and minimal hysteresis. Using identical wire stiffening elements ensures a homogeneous distribution of forces among the stiffening elements.

[0129] By textile, it is understood that each wire stiffening element is non-metallic, for example made of a material selected from polyester, polyamide, polyketone, polyvinyl alcohol, cellulose, mineral fiber, natural fiber, elastomeric material, or a mixture of these materials. Examples of polyesters include PET (polyethylene terephthalate), PEN (polyethylene naphthalate), PBT (polybutylene terephthalate), PBN (polybutylene naphthalate), PPT (polypropylene terephthalate), and PPN (polypropylene naphthalate). Examples of polyamides include aliphatic polyamides such as polyamides 4-6, 6, 6-6 (nylon), 11, or 12, and aromatic polyamides such as aramid. Preferably, the material is a polyester or an aliphatic polyamide.

[0130] Advantageously, at least a portion of each main and / or supplementary stiffening element is coated with at least one polymer layer, preferably at least one adhesive layer. Such a polymer layer limits the propagation of air and any corrosive agents along the stiffening element and thus within the tire structure. The composition is called polymeric because it is based on a polymer composition, which may comprise one or more polymers, for example, selected from thermoplastic polymers, thermosetting and / or crosslinkable polymers, elastomers, thermoplastic elastomers, as well as fillers and other components commonly used in tire compounds.

[0131] Preferably, the adhesive composition comprises a resin selected from aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins, and multifunctional resins, as well as mixtures of these resins. In addition to limiting the spread of air and any corrosive agents, the adhesive composition improves the anchoring of the stiffening elements within the tire structure.

[0132] In embodiments, said portion extending continuously in the toroidal cavity of the or each first main and / or supplementary stiffening element and / or of the or each second main and / or supplementary stiffening element may be coated at least in part with the polymeric composition, preferably the adhesive composition as described above.

[0133] The polymeric composition here makes it possible to limit the propagation of air and any corrosive agents.

[0134] In embodiments, said radially inner anchoring portion of the or each first main and / or supplementary stiffening element and / or of the or each second main and / or supplementary stiffening element may be coated at least in part with the polymer composition, preferably the adhesive composition as described above.

[0135] The polymer composition here makes it possible to improve the anchoring of the stiffening structure in the first flank and / or bead and / or second flank and / or bead.

[0136] In embodiments, said radially external anchoring portion of the or each first main and / or supplementary stiffening element and / or of the or each second main and / or supplementary stiffening element may be coated at least in part with the polymer composition, preferably the adhesive composition as described above.

[0137] The polymer composition here makes it possible to improve the anchoring of the stiffening elements in the apex.

[0138] Advantageously, in an embodiment enabling the tire to be manufactured using a relatively simple process, each wire stiffening element extends in the toroidal cavity along a principal direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 85° to 90°. In another embodiment enabling the tire to be manufactured using a more complex process but enabling the circumferential stiffness to be increased, each wire stiffening element extends in the toroidal cavity along a principal direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 45° to 85° as explained in particular in WO2020 / 128225.

[0139] Advantageously, in embodiments promoting the endurance of the stiffening structure, the tire comprises a first inner layer carrying at least a part of the inner surface comprising a first elastomeric composition in contact with said first main and complementary stiffening elements at least at the first common radially internal anchoring point and / or the first common radially external anchoring point.

[0140] Optionally, the tire includes a second inner layer bearing at least in part the internal surface comprising a second elastomeric composition in contact with said second main and complementary stiffening elements at least at the second common radially internal anchorage point and / or at the second common radially external anchorage point.

[0141] Preferably, said first and / or second elastomeric composition comprises less than 50 parts per annum of butyl rubber, preferably less than 10 parts per annum of butyl rubber and is more preferably substantially free of butyl rubber.

[0142] Preferably, said first and / or second elastomeric composition comprises at least 50 parts of a diene elastomer.

[0143] The inner layer prevents weakening the anchoring of the stiffening element at the radially internal and / or external anchor point. Indeed, butyl rubber has relatively weak adhesion to the stiffening element, which creates a unique zone in the tire that is conducive to crack initiation at the anchoring point in the sidewall and / or bead and the crown. By using an inner layer with a low butyl rubber content, this unique zone is eliminated, thus preventing any risk of cracking.

[0144] The term "part per percent of elastomer" or "pce" means the part by weight of a constituent per 100 parts by weight of the elastomer(s), i.e., of the total weight of the elastomer(s). Thus, a constituent at 60 pce would mean, for example, 60 g of that constituent per 100 g of elastomer. In this application, the terms "elastomer" and "rubber" are used interchangeably throughout the text.

[0145] Butyl rubber means an isobutylene homopolymer or an isobutylene-isoprene copolymer, as well as halogenated derivatives, in particular generally brominated or chlorinated, of these isobutylene homopolymers and isobutylene-isoprene copolymers. Preferably, the butyl rubber(s) usable in the composition are chosen from isobutylene rubbers, isobutylene-isoprene copolymers (IIR), bromobutyl rubbers such as bromoisobutylene-isoprene copolymer (BIIR), and chlorobutyl rubbers such as chloroisobutylene-isoprene copolymer (CIIR). By extension of the previous definition, we will also include under the name "butyl rubber" copolymers of isobutylene and styrene derivatives such as isobutylene and brominated methylstyrene copolymers (BIMS), which notably includes the elastomer called EXXPRO® marketed by the company Exxon.

[0146] By way of example of elastomers other than butyl rubber, particular mention may be made of diene elastomers other than the butyl elastomers mentioned above. The term "diene elastomer" or "diene rubber" should be understood to mean, in a known manner, one or more elastomers derived at least in part (i.e., a homopolymer or a co- polymer) of diene monomers (monomers bearing two carbon-carbon double bonds, conjugated or not). Such diene elastomers are known to those skilled in the art and, for example, described in WO2016 / 001226A1.

[0147] In particularly preferred embodiments, said first and / or second elastomeric composition has a modulus at 10% extension less than or equal to 8 MPa, preferably less than or equal to 5 MPa.

[0148] Such rigidity is relatively low and allows for the absorption of the large deformations applied to each stiffening element at the relevant anchor point. This improves the durability of the stiffening structure.

[0149] The modulus at 10% extension of the elastomeric composition is the elastic modulus of the elastomeric composition measured during a uniaxial tensile test, at an elongation value of 0.1 (i.e., 10% elongation, expressed as a percentage). A constant uniaxial tensile speed is applied to the specimen, and its elongation and the stress are measured. The measurement is carried out using an INSTRON®-type tensile testing machine, at a temperature of 23°C and a relative humidity of 50% (ISO 23529). The measurement and results processing conditions for determining the elongation and stress are as described in standard NF ISO 37:2012-03. The stress is determined for an elongation of 0.1 and the modulus of elasticity under tension at 10% elongation is calculated by taking the ratio of this stress value to the elongation value.A person skilled in the art will know how to choose and adapt the dimensions of the test specimen according to the amount of elastomeric composition accessible and available, particularly in the case of specimen sampling from tires.

[0150] Each elastomeric composition is said to be elastomeric because it is based on an elastomeric composition, this elastomeric composition being able to include one or more elastomers but also fillers and other components usually used in the field of compositions for tires.

[0151] Preferably, the stiffening structure or said first stiffening element extending from the first flank and / or bead to the apex, or said radially inner anchoring portion of said first stiffening element, is anchored in the first flank and / or bead by being anchored in or around a first radially inner reinforcement structure of the stiffening structure arranged in the first flank and / or bead. Also preferably, the stiffening structure or said first stiffening element extending from the first flank and / or bead to the apex, or said radially outer anchoring portion of said first stiffening element, is anchored in the apex by being anchored in or around one or more radially outer reinforcement structures of the stiffening structure arranged in the apex.

[0152] Alternatively, the stiffening structure or said first stiffening element extending from the first flank and / or bead to the apex, or said radially inner anchoring portion of the first stiffening element, is anchored in the first flank and / or bead by being anchored in an elastomeric mass of the first flank and / or bead. Also alternatively, the stiffening structure or said first stiffening element extending from the first flank and / or bead to the apex, or said radially outer anchoring portion of the first stiffening element, is anchored in the apex by being anchored in an elastomeric mass of the apex.

[0153] Optionally, the stiffening structure or said second stiffening element extending from the second flank and / or bead to the apex, or said radially inner anchoring portion of the second stiffening element, is anchored in the second flank and / or bead by being anchored in or around a second radially inner reinforcing structure of the stiffening structure arranged in the second flank and / or bead. Also optionally, the stiffening structure or said second stiffening element extending from the second flank and / or bead to the apex, or said radially outer anchoring portion of the second stiffening element, is anchored in the apex by being anchored in or around one or more radially outer reinforcing structures of the stiffening structure arranged in the apex.

[0154] Alternatively, the stiffening structure or said second stiffening element extending from the second flank and / or bead to the apex, or said radially inner anchoring portion of the second stiffening element, is anchored in the second flank and / or bead by being anchored in an elastomeric mass of the second flank and / or bead. Also alternatively, the stiffening structure or said second stiffening element extending from the second flank and / or bead to the apex, or said radially outer anchoring portion of said second stiffening element, is anchored in the apex by being anchored in an elastomeric mass of the apex.

[0155] Of course, the tire can include both the first and second radially inner reinforcement structures and the radially outer reinforcement structure(s), or only the first and second radially inner reinforcement structures, or only the radially outer reinforcement structure(s).

[0156] Each radially internal or external reinforcing structure is respectively arranged in the corresponding side and / or bead or in the top, i.e., arranged radially within the internal surface and embedded in the mass of materials constituting the corresponding side and / or bead or the top. The stiffening structure passes through the internal surface to anchor itself in or around the corresponding radially internal reinforcement structure and / or through the internal surface to anchor itself in or around the one or more radially external reinforcement structure(s).

[0157] As previously stated, the stiffening structure can be anchored in or around at least one radially internal and / or external reinforcing structure.

[0158] Thus, in a first variant, the stiffening structure can be anchored in the very structure of said reinforcement structure, that is to say that the stiffening structure penetrates at least in part into said reinforcement structure, or even crosses it totally so that said reinforcement structure forms a mechanical anchor of the stiffening structure.

[0159] In particular, where said reinforcement structure is an assembly of several wire elements, the stiffening structure is "anchored in the structure" means, for example, that the stiffening structure wraps around certain wire elements of said reinforcement structure so as to pass through it.

[0160] In a second variant, the stiffening structure can be anchored around the structure of said reinforcement structure itself, that is to say that the stiffening structure rests on said reinforcement structure so that said reinforcement structure takes up part of the forces exerted on the stiffening structure and anchors the stiffening structure in the side and / or the bulge or the top.

[0161] In particular, in the case where said reinforcement structure is an assembly of several wire elements, the stiffening structure is "anchored around the structure" means, for example, that the stiffening structure wraps around the peripheral wire elements of said reinforcement structure without passing through it.

[0162] In embodiments comprising a first radially internal reinforcing structure arranged in the first flank and / or bead, this preferably includes at least one first circumferential radially internal reinforcing element allowing the anchoring of the stiffening structure.

[0163] In embodiments comprising a second radially internal reinforcing structure arranged in the second flank and / or bead, this preferably includes at least one second circumferential radially internal reinforcing element allowing the anchoring of the stiffening structure.

[0164] In a preferred embodiment, each first and second bead comprises, respectively, a first and second radially internal circumferential reinforcing element for attaching the tire to a tire mounting support, said first radially internal circumferential reinforcing element or each first and second radially internal circumferential reinforcing element being arranged radially outside each first and second circumferential element Reinforcement bracket intended to allow the tire to be attached to a tire mounting support.

[0165] Thus, the propagation of noise generated by the stiffening structure from the stiffening structure to the vehicle via the tire mounting bracket is reduced. Indeed, the noise generated by the stiffening structure is dampened by the tire structure separating the considered inner radial circumferential reinforcement element from the inner radial circumferential reinforcement element intended to allow the tire to be attached to a tire mounting bracket located on the same side of the tire's median plane.

[0166] This damping is the result of the fact that the circumferential radially internal reinforcement element considered is mechanically decoupled from said circumferential radially internal reinforcement element intended to allow the tire to be attached to a tire mounting support located on the same side of the median plane of the tire.

[0167] Alternatively, said first internal radially reinforcing circumferential element or each first and second internal radially reinforcing circumferential element is intended to allow the tire to be attached to a tire mounting support.

[0168] In one embodiment, said first internal radially reinforcing circumferential element or each first and second internal radially reinforcing circumferential element is a wire reinforcing element extending along 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.

[0169] In embodiments comprising at least one radially external reinforcing structure arranged in the top, this preferably comprises at least one circumferential radially external reinforcing element.

[0170] In one embodiment, said radially external circumferential reinforcement element of the or each radially external reinforcement structure is a wire reinforcement element extending along 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.

[0171] In certain embodiments, the tire comprises first and second radially external reinforcement structures. In these embodiments, preferably, each first and second radially external reinforcement structure comprises, respectively, a first and second circumferential radially external reinforcement element, the first circumferential radially external reinforcement element being arranged at an axial distance from said second circumferential element. external radial reinforcement.

[0172] This makes it possible to reduce the mass of the reinforcing structure allowing the anchoring of the stiffening structure in the top and to limit the over-fretching of the top thus allowing to maintain a regular contact area.

[0173] Preferably, the first radially external circumferential reinforcement element and the second radially external circumferential reinforcement element are arranged on either side of the median plane of the tire.

[0174] Thus, the axial distribution of the forces exerted by the stiffening structure on the apex is improved.

[0175] Each internal radially internal circumferential reinforcing element and each external radially external circumferential reinforcing element may be wound in various ways as described in particular in WO2022 / 200717.

[0176] Of course, the tire may include several of the said first and / or second radially internal and / or external reinforcement structures.

[0177] In particular embodiments, the stiffening structure extending in the toroidal cavity from at least the first flank and / or bead to at least the apex, being anchored in or around the first radially internal reinforcing structure, said first reinforcing structure comprising a first circumferential radially internal reinforcing element, the stiffening structure is anchored around said first circumferential radially internal reinforcing element such that a first circumferential overlap ratio between the stiffening structure and said first circumferential radially internal reinforcing element is at least 5%, preferably 10%, more preferably 15% and even more preferably 20%.

[0178] In particular embodiments, the stiffening structure extending in the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in or around the second radially internal reinforcing structure, said second reinforcing structure comprising a second radially internal circumferential reinforcing element, the stiffening structure is anchored around said second radially internal circumferential reinforcing element such that a second circumferential overlap ratio between the stiffening structure and said second radially internal circumferential reinforcing element is at least 5%, preferably 10%, more preferably 15% and even more preferably 20%.

[0179] Each circumferential overlap ratio is defined as the total circumferential overlap length of the stiffening structure with said radially internal circumferential reinforcing element of the radially internal reinforcing structure concerned, divided by the circumference of said circumferential reinforcing element. radially inward.

[0180] The total circumferential overlap length of the stiffening structure with the considered radially internal circumferential reinforcement element is the length, along the circumferential direction, over which there is an overlap between the stiffening structure and the considered radially internal circumferential reinforcement element. An overlap does not necessarily mean that the stiffening structure is in contact with the considered radially internal circumferential reinforcement element, but rather that there is an overlap between the stiffening structure and the considered radially internal circumferential reinforcement element, allowing the considered radially internal circumferential reinforcement element to transfer the load.

[0181] The circumference of the circumferential radially internal reinforcement element considered is measured or determined as the length traveled by the center of gravity of the section of the circumferential radially internal reinforcement element considered to make one turn of the tire.

[0182] In certain embodiments, the radially internal reinforcement structure comprises several radially internal circumferential reinforcement elements. In these embodiments, a portion of the stiffening structure is anchored in or around one of the radially internal circumferential reinforcement elements, and another portion of the stiffening structure is anchored in or around another of the radially internal circumferential reinforcement elements. The circumferential overlap ratio is then the sum of the circumferential overlap ratios of each portion of the stiffening structure with each corresponding radially internal circumferential reinforcement element.

[0183] Thanks to the invention, it is possible to achieve one or more relatively high circumferential overlap ratios and thus obtain a good compromise between a number of stiffening elements that is, on the one hand, sufficiently high to reduce local stresses and, on the other hand, generating a reduced number of common radially internal and external anchor points so as not to complicate the structure of the tire and to manufacture the tire simply, in particular by means of a molding device as described in WO2022 / 200718. Indeed, care will be taken to provide a moderate number of passages of stiffening elements in the tire molding device so as not to excessively weaken this molding device.

[0184] For gentle use, one or more overlap ratios of at least 5% will be preferred. For more sporty use, one or more overlap ratios of at least 10% will be preferred. For track use, one or more overlap ratios of at least 15% will be preferred. At least one of the aforementioned first and second circumferential overlap ratios may even be considered, preferably Each first and second circumferential overlap ratio is at least 20%, preferably at least 25%, and more preferably at least 35%.

[0185] Advantageously, the first circumferential overlap ratio, or at least one of said first and second circumferential overlap ratios, is at most 50%, preferably at most 45%. Advantageously, each first and second circumferential overlap ratio is at most 50%, preferably at most 45%. Too high a circumferential overlap ratio makes the tire structure too complex and its manufacture too expensive.

[0186] It will of course be possible to consider different first and second ratios. Brief description of the drawings

[0187] The present invention will be better understood upon study of the detailed description of embodiments, taken by way of non-limiting examples and illustrated by the accompanying drawings in which:

[0188] [Fig. 1] is a view of a tire in a meridian cutting plane parallel to the axis of rotation according to a first embodiment of the invention;

[0189] [Fig.2] and [Fig.3] are each a schematic representation of the arrangement of the stiffening structure in each first and second bead of the tire of the [Fig.l];

[0190] [Fig.4] is a schematic representation of the arrangement of the stiffening structure in the toroidal cavity of the tire of [Fig.1];

[0191] [Fig.5] is a schematic representation of the arrangement of the stiffening structure in the top of the tire of [Fig.1];

[0192] [Fig.6] and [Fig.7] are each a schematic representation of the arrangement of first main and complementary stiffening elements of the stiffening structure in the first bead of the tire of the [Fig.l];

[0193] [Fig.8], [Fig.9], [Fig.10], [Fig.11], [Fig.12] are schematic representations analogous respectively to those of [Fig.1], [Fig.2], [Fig.3], [Fig.4], [Fig.5] of a tire according to a second embodiment of the invention;

[0194] [Fig. 13], [Fig. 14] are each a schematic representation analogous to those of [Fig.1], [Fig.8] of tires respectively according to third and fourth embodiments of the invention. Detailed description

[0195] In the figures relating to the tire, a reference frame X, Y, Z has been represented corresponding to the usual directions respectively axial (Y), radial (Z) and circumferential (X) of a tire.

[0196] The figures represent a tire 10 having a substantially toroidal shape about an axis of revolution substantially parallel to the axial direction Y. The Tire 10 is intended for a passenger vehicle and has a size of 275 / 35ZR19. In the various figures, tire 10 is represented in new condition, that is to say, not having yet been driven on.

[0197] The tire 10 includes a crown 12 comprising a tread 14 intended to come into contact with a ground during rolling and a crown reinforcement 16 extending into the crown 12 in the circumferential direction X. The tire 10 also includes an inner layer 18.

[0198] The tire 10 further includes a top reinforcement identical to that described WO2022 / 200717 comprising a working reinforcement 20 comprising working layers 24, 26 and a shrink-fit reinforcement 22 comprising a shrink-fit layer 28.

[0199] The tire 10 comprises first and second sidewalls 30A, 30B extending radially inward from the apex 12. The second sidewall 30B is opposite the first sidewall 30A with respect to the median plane M. The tire 10 further comprises first and second bead 32A, 32B extending each first and second sidewall 30A, 30B radially inward, respectively. The second bead 32B is opposite the first bead 32A with respect to the median plane M. Each first and second sidewall 30A, 30B connects each first and second bead 32A, 32B to the apex 12, respectively. An internal surface 34, intended to be in contact with the tire's inflation gas, defines a toroidal inflation cavity 36 for the tire 10. The internal surface 34 is supported here, at least in part, by the inner layer 18.

[0200] The inner layer 18 comprises an elastomeric composition having a modulus at 10% extension of 8 MPa or less, preferably 5 MPa or less, and here equal to 3 MPa. Furthermore, the elastomeric composition comprises less than 50 parts per annum of butyl rubber, preferably less than 10 parts per annum of butyl rubber, and is more preferably here substantially free of butyl rubber. In addition, the elastomeric composition comprises at least 50 parts per annum of a diene elastomer, for example, natural rubber. Those skilled in the art will readily formulate and manufacture such a composition.

[0201] The tire 10 comprises first and second radially internal reinforcement structures 3 8A, 38B respectively arranged in each first and second bead 32A, 32B.

[0202] Each first and second radially internal reinforcing structure 3 8A, 38B respectively comprises first and second circumferential radially internal reinforcing elements 40A, 40B, respectively arranged in each first and second bead 32A, 32B, here comprising first and second wire reinforcing elements as described in WO2022 / 200717.

[0203] Each first and second bead 32A, 32B respectively comprises a first and second circumferential radially internal reinforcement element 42A, 42B, here a rod, intended to allow the tire 10 to be attached to a tire mounting support 10, for example a rim.

[0204] Each first and second internal radially reinforcing circumferential element 40A, 40B is respectively arranged radially outside each first and second internal radially reinforcing circumferential element 42A, 42B intended to allow the tire 10 to be attached to a tire mounting support 10.

[0205] The tire 10 further comprises first and second radially external reinforcement structures 44A, 44B arranged in the apex 12 and each respectively provided with a first and second circumferential radially external reinforcement element 46A, 46B 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 first and second circumferential radially external reinforcement element 46A, 46B is as described in WO2022 / 200717.

[0206] The tire 10 includes a carcass reinforcement 48 anchored in each first and second bead 32A, 32B, in this case wrapped around each first and second radially internal circumferential reinforcement element 42A, 42B intended to allow the tire 10 to be attached to a tire mounting support 10. The carcass reinforcement 48 extends into each first and second bead 32A, 32B and into each first and second sidewall 30A, 30B such that each first and second radially internal circumferential reinforcement element 40A, 40B is arranged radially inside the carcass reinforcement 48. The carcass reinforcement 48 also extends radially inward into the crown 12 of the crown reinforcement 16. The crown reinforcement 16 is arranged radially between the band of bearing 14 and the carcass reinforcement 48. The carcass reinforcement 48 comprises at least one layer of carcass 50 and here comprises a single layer of carcass 50.

[0207] The different top layers 24, 26, 28 and carcass 50 are identical to those described in WO2022 / 200717.

[0208] With reference to Figures 1 to 7, the tire 10 comprises a stiffening structure 52 extending in the toroidal cavity 36 from the first bead 32A to the apex 12 and anchored in the first bead 32A by being anchored around the first radially internal reinforcing structure 38A. The stiffening structure 52 extends in the toroidal cavity 36 from the second bead 32B to the apex 12 and is anchored in the second bead 32B by being anchored around the second radially internal reinforcing structure 38B. The structure of stiffening 52 extends in the toric cavity 36 from the first bead 32A and from the second bead 32B to the apex 12 and is anchored in the apex 12 by being anchored around the radially external reinforcing structures 44A, 44B.

[0209] The stiffening structure 52 comprises a plurality of stiffening elements 54 distributed circumferentially in the toric cavity 36 comprising first main stiffening elements 54C and first complementary stiffening elements 54D extending continuously in the toric cavity 36. The first main stiffening elements 54C are distinct from the first complementary stiffening elements 54D.

[0210] The plurality of stiffening elements 54 also includes primary second stiffening elements 54E and supplementary second stiffening elements 54F extending continuously into the toroidal cavity 36. The primary second stiffening elements 54E are distinct from the supplementary second stiffening elements 54F. Each stiffening element 54 is a textile filament stiffening element comprising an assembly of three multifilament strands of aliphatic polyamide, for example nylon, these three multifilament strands being individually helicalized at 190 turns per meter in one direction and then helicalized together at 190 turns per meter in the opposite direction. Each of these multifilament strands has a fiber count of 188 tex and a diameter D here equal to 0.97 mm.Each stiffening element 54 is fully coated with an adhesive composition, here an adhesive composition comprising an aldehyde / phenol resin based on resorcinol, formaldehyde and an elastomer latex as described in WO2013017422. Alternatively, any other adhesive described in WO2013017422 may be used.

[0211] Each first main and supplementary stiffening element 54C, 54D extends continuously from the first side 30A and / or the first bead 32A to the top 12 and here from the first bead 32A to the top 12. Each second main and supplementary stiffening element 54E, 54F extends continuously from the second side 30A and / or the second bead 32A to the top 12 and here from the second bead 32A to the top 12.

[0212] To ensure optimal anchoring of each stiffening element 54, each first and second radially internal reinforcing structure 3 8A, 38B, in particular each first and second circumferential radially internal reinforcing element 40A, 40B, has relatively high tensile and flexural stiffnesses. Furthermore, also with the aim of optimizing the anchoring of each stiffening element 54, each first and second circumferential radially internal reinforcing element 40A, 40B is covered with a sheathing mass 47A, 47B of one or more materials, preferably elastomeric.

[0213] In order to ensure optimal anchoring of each stiffening element 54, each first and second radially external reinforcement structure 44A, 44B, in particular each first and second circumferential radially external reinforcement element 46A, 46B, has a relatively high tensile stiffness and a relatively low flexural stiffness in order to limit over-fretching of the top 12 and not risk damaging the flatness of the tread 14. In addition, still with the aim of optimizing the anchoring of each stiffening element 54, each first and second circumferential radially external reinforcement element 46A, 46B is covered with a covering mass of one or more materials, preferably elastomeric.

[0214] Each first main and supplementary stiffening element 54C, 54D is anchored, in the first bead 32A, around the first radially internal reinforcing structure 38A, in particular around the first circumferential radially internal reinforcing element 40A. Each second main and supplementary stiffening element 54E, 54F is anchored in the second bead 32B, around the second radially internal reinforcing structure 38B, in particular around the second circumferential radially internal reinforcing element 40B. Here, each first and second main and supplementary stiffening element 54C, 54D and 54E, 54F is wrapped at least partially respectively around each first and second circumferential radially internal reinforcing element 40A, 40B.Each first and second main and supplementary stiffening element 54C, 54D and 54E, 54F is also anchored, in the apex 12, respectively around each first and second radially external reinforcing structure 44A, 44B, in particular around each first and second circumferential radially external reinforcing element 46A, 46B. Here, each first and second main and supplementary stiffening element 54C, 54D and 54E, 54F is wrapped at least partially respectively around each first and second circumferential radially external reinforcing element 46A, 46B.

[0215] The tire 10 includes first radially internal anchor points 56A and external anchor points 58C common to the first main and supplementary stiffening elements 54C, 54D and second radially internal anchor points 56E and external anchor points 58E common to the second main and supplementary stiffening elements 54E, 54F.

[0216] Each first main and supplementary stiffening element 54C, 54D passes through the internal surface 34 to the first common radially internal anchorage point 56C in the first bead 32A to anchor around the first radially internal reinforcing structure 38A and to the first common radially external anchorage point 58C in the apex 12 to anchor around the first external radial reinforcement structure 44A.

[0217] Each second main and complementary stiffening element 54E, 54F passes through the internal surface 34 to the second common radially internal anchorage point 56E in the second bead 32B to anchor around the second radially internal reinforcement structure 38B and to the second common radially external anchorage point 58E in the top 12 to anchor around the second radially external reinforcement structure 44B.

[0218] The elastomeric composition of the inner layer 18 is in contact with the first main and supplementary stiffening elements 54C, 54D at each first common radially internal anchorage point 56C and common external anchorage point 58C. The elastomeric composition of the inner layer 18 is also in contact with the second main and supplementary stiffening elements 54E, 54F at each second common radially internal anchorage point 56E and common external anchorage point 58E.As illustrated in Figures 1 to 3, each first main stiffening element 54C includes a radially internal anchor portion 541C anchored around the first radially internal reinforcing structure 38A extending inside the first bead 32A from the first common radially internal anchor point 56C to another first radially internal anchor point 56C' of the first main stiffening element 54C having a first azimuth AZ1 circumferentially offset from an azimuth AZ of the first common radially internal anchor point 56C.Similarly, each second main stiffening element 54E includes a radially internal anchorage portion 542E anchored around the second radially internal reinforcing structure 38B extending inside the second bead 32B from the second common radially internal anchorage point 56E to another second radially internal anchorage point 56E' of the second main stiffening element 54E having a first azimuth AZ1' circumferentially offset from an azimuth AZ' of the second common radially internal anchorage point 56E.

[0219] With further reference to Figures 1 to 3, each first supplementary stiffening element 54D comprises a radially internal anchorage portion 541D anchored around the first radially internal reinforcing structure 38A, extending inside the first bead 32A from the first common radially internal anchorage point 56C to another first radially internal anchorage point 56C” of the first supplementary stiffening element 54D having a second azimuth AZ2 circumferentially offset with respect to the azimuth AZ of the first common radially internal anchorage point 56C. The azimuth AZ of the first common radially internal anchorage point 56C is arranged circumferentially between the first azimuth AZ1 and the second azimuth AZ2. Similarly, each second The supplementary stiffening element 54F includes a radially internal anchorage portion 542F anchored in the second radially internal reinforcement structure 38B by extending inside the second bead 32B from the second common radially internal anchorage point 56E to another second radially internal anchorage point 56E” of the second supplementary stiffening element 54F having a second azimuth AZ2' circumferentially offset from the azimuth AZ' of the second common radially internal anchorage point 56E, the azimuth AZ' of the second common radially internal anchorage point 56E is arranged circumferentially between the first azimuth AZ1' and the second azimuth AZ2'.

[0220] As illustrated in Figures 2 and 3 and in Figures 6 and 7, each first and second main stiffening element 54C, 54E is anchored around each first and second radially internal circumferential reinforcing element 40A, 40B in contact with a decoupling mass 49A, 49B interposed between each first and second main stiffening element 54C, 54E and respectively each first and second supplementary stiffening element 54D, 54F. Each first and second supplementary stiffening element 54D, 54F is anchored around each first and second radially internal circumferential reinforcing element 40A, 40B in contact with the cladding mass 47A, 47B.

[0221] With reference to Figures 1 and 4, each first main and supplementary stiffening element 54C, 54D respectively comprises a portion 543C, 543D extending continuously in the toroidal cavity 36 from the first common radially internal anchorage point 56C to the first common radially external anchorage point 58C. The portion 543C extends in the toroidal cavity 36 in a general direction substantially parallel to the general direction in which the portion 543D extends continuously.

[0222] Similarly, each second main and complementary stiffening element 54E, 54D comprises a portion 544E, 544F extending continuously in the toroidal cavity 36 from the second common radially internal anchor point 56E to the second common radially external anchor point 58E. The portion 544E extends in the toroidal cavity 36 in a general direction substantially parallel to the general direction in which the portion 544F extends continuously.

[0223] Each portion 543C, 543D has a length Lpl, Lcl respectively satisfying 0.90 < Lpl / Lcl < 1.10 and here Lpl / Lcl = 1.01. Similarly, each portion 544E, 544F has a length Lp2, Lc2 respectively satisfying 0.90 < Lp2 / Lc2 < 1.10 and here Lp2 / Lc2 = 1.01. Portion 543C is in contact with portion 543D for at least 50%, preferably at least 75%, and here for 100% of the length Lcl of portion 543D. Portion 544E is in contact with portion 544F for at least 50%, of preference at least 75% and here on 100% of the length Lc2 of portion 544F.

[0224] With reference to Figures 1 and 5, each first main and supplementary stiffening element 54C, 54D comprises a radially external anchorage portion 545C, 545D anchored in the vertex 12 extending inside the vertex 12 from the first common radially external anchorage point 58C to another first common radially external anchorage point 58E to the first main and supplementary stiffening elements 54C, 54D. Similarly, each second main and supplementary stiffening element 54E, 54F includes a radially external anchorage portion 545E, 545F anchored in the vertex 12 extending inside the vertex 12 from the second common radially external anchorage point 58E to another second radially external anchorage point 58C common to the second main and supplementary stiffening elements 54E, 54F.

[0225] Each portion 543C, 543D, 544E, 544F extending continuously into the toric cavity 36 respectively extends each internal radially anchoring portion 541C, 541D, 542E, 542F.

[0226] Each radially external anchoring portion 545C, 545D, 545E, 545F respectively extends each portion 543C, 543D, 544E, 544F extending continuously into the toric cavity 36.

[0227] The first and second common radially external anchor points 58C, 58E are axially offset from each other. The first and second common radially external anchor points 58C, 58E are arranged on either side of the median plane M.

[0228] The first radially internal common anchorage points 56C and external common anchorage points 58C are arranged on the same side of the median plane M. The second radially internal common anchorage points 56E and external common anchorage points 58E are arranged on the same side of the median plane M.

[0229] Thus, the stiffening structure 52 here comprises 240 primary and secondary continuous stiffening elements 54C, 54E and 240 secondary and complementary stiffening elements 54D, 54F, for a total of 480 primary and complementary continuous stiffening elements. A stiffening element is counted each time a distinct portion of a stiffening element extends into the toroidal cavity 36 from a flank and / or bead to the apex.

[0230] The stiffening structure 52, in particular the plurality of first main and complementary stiffening elements 54C, 54D, especially the radially internal anchoring portions 541C, 541D, is anchored around the first radially internal reinforcing structure 3 8A, in particular the first circumferential radially internal reinforcing element 40A, so that a first circumferential overlap ratio is at least equal to 15%, preferably at least equal to 20%, more preferably at least equal to 25% and even more preferably at least equal to 35%.

[0231] Figure 6 illustrates the first circumferential radially internal reinforcing element 40A and the decoupling mass 49A around which each first main stiffening element 54C is anchored, disregarding each first supplementary stiffening element 54D. Figure 7 illustrates the first circumferential radially internal reinforcing element 40A and the cladding mass 47A around which each first supplementary stiffening element 54D is anchored, disregarding each first main stiffening element 54C.

[0232] As illustrated in these figures 6 and 7, the first circumferential overlap ratio is defined as the total overlap length of the stiffening structure 52 with the first internal radially reinforcing circumferential element 40A, here the sum of the overlap lengths of the internal radially anchored portions 541C, 541D of each first main and supplementary stiffening element 54C, 54D with the first internal radially reinforcing circumferential element 40A, divided by the circumference of the first internal radially reinforcing circumferential element 40A.In this case, each overlap length is substantially equal to the diameter D of each of the first and second main and supplementary stiffening elements 54C, 54D previously described, such that the sum of the overlap lengths of the first main stiffening elements 54C is equal to 233 mm (240 x 0.97 mm) and the sum of the overlap lengths of the first supplementary stiffening elements 54D is equal to 233 mm (240 x 0.97 mm). Thus, the total overlap length of the first and second main and supplementary stiffening elements 54C, 54D is equal to 466 mm. The circumference of the first internal radially internal circumferential reinforcement element is here equal to 1723 mm.

[0233] In a similar manner, the stiffening structure 52, in particular the plurality of second main and complementary stiffening elements 54E, 54F, in particular the radially internal anchoring portions 542E, 542F, is anchored and are anchored around the second radially internal reinforcing structure 38B, in particular the second circumferential radially internal reinforcing element 40B, so that a second circumferential overlap ratio is at least equal to 15%, preferably at least equal to 20%, more preferably at least equal to 25%.

[0234] In other embodiments, it may be envisaged that the first and / or second circumferential overlap ratio is at least equal to 35%.

[0235] The second circumferential overlap ratio is defined mutatis mutandis by relative to the first circumferential overlap ratio.

[0236] Advantageously, the first and second circumferential overlap ratios are each at most equal to 50%, more advantageously at most equal to 45%.

[0237] In this case, each first and second circumferential overlap ratio is equal to 27% (466 mm / 1723 mm).

[0238] As illustrated in [Fig. 1], the first radially internal common anchorage points 56C and external common anchorage points 58C are arranged axially on the same side as the first radially internal reinforcing structure 38A with respect to the median plane M. The second radially internal common anchorage points 56E and external common anchorage points 58E are arranged axially on the same other side as the second radially internal reinforcing structure 38B with respect to the median plane M. Each first and second radially internal common anchorage point 56C, 56E and external common anchorage point 58C, 58E is arranged so that portions 543C, 543D and portions 544E, 544F do not intersect in the toric cavity 36.

[0239] Each first main and supplementary stiffening element 54C, 54D respectively forms a continuous first main and supplementary stiffening element which meanders at least from the first bead 32A through the apex 12. Each second main and supplementary stiffening element 54E, 54F respectively forms a continuous second main and supplementary stiffening element which meanders at least from the second bead 32B through the apex 12. More precisely, each radially external anchorage portion 545C is the radially external anchorage portion 545E such that the first and second main stiffening elements 54C, 54E form a continuous main stiffening element which extends continuously from the first bead 32A to the second bead 32B through the apex 12 so as to meander from the first bead 32A to the second bead 32B.Each radially external anchorage portion 545D is the radially external anchorage portion 545F so that the first and second complementary stiffening elements 54D, 54F form a complementary main stiffening element which extends continuously from the first bead 32A to the second bead 32B through the top 12 so as to meander from the first bead 32A to the second bead 32B. .

[0240] The second embodiment illustrated in Figures 8 to 12, in which the elements identical to those in the preceding figures bear the same reference numerals, differs from the first embodiment illustrated in Figures 1 to 7 in that the radially internal anchoring portion 541C of the first main stiffening element 54C and the radially internal anchoring portion 541D of the first supplementary stiffening element 54D are continuous with each other so as to form a loop 541E in the first bead 32A. In addition, the radially inner anchoring portion 542E of the second main stiffening element 54E and the radially inner anchoring portion 542F of the second complementary stiffening element 54F are continuous with each other so as to form a loop 542G in the second bead 32B.

[0241] With reference to Figures 8 and 12, the radially external anchorage portion 545C of the first main stiffening element 54C extends in the vertex 12 from the first common radially external anchorage point 58C to another first radially external anchorage point 58G' of the radially external anchorage portion 545C and has a first azimuth AZPG. The radially external anchorage portion 545D of the first complementary stiffening element 54D extends in the vertex 12 from the first common radially external anchorage point 58C to another first radially external anchorage point 58G' of the radially external anchorage portion 545D and has a second azimuth AZSG circumferentially offset with respect to the first azimuth AZPG.

[0242] The radially external anchorage portion 545E of the second main stiffening element 54E extends in the vertex 12 from the second common radially external anchorage point 58E to another second radially external anchorage point 58H' of the radially external anchorage portion 545E and having a first azimuth AZPH. The radially external anchorage portion 545F of the second complementary stiffening element 54F extends in the vertex 12 from the second common radially external anchorage point 58E to another second radially external anchorage point 58H" of the radially external anchorage portion 545F and having a second azimuth AZSH circumferentially offset with respect to the first azimuth AZPH.

[0243] The first main stiffening elements 54C and supplementary stiffening elements 54D form a first continuous stiffening element that meanders at least from the first bead 32A through the apex 12, and the second main stiffening elements 54E and supplementary stiffening elements 54F form a second continuous stiffening element that meanders at least from the second bead 32B through the apex 12. More precisely, the radially external anchoring portion 545C is the radially external anchoring portion 545E and the radially external anchoring portion 545D is the radially external anchoring portion 545F, such that said first and second main and supplementary stiffening elements form a continuous stiffening element that extends continuously from the first bead 32A to the second bead 32B through the apex 12, so as to meander from the first bead 32A. up to the second ridge 32B.Thus, the radially external anchor points 58C and 58H' coincide and the . radially external anchor points 58E and 58G' are coincident.

[0244] The third embodiment illustrated in [Fig. 13], in which the elements identical to those in the previous figures bear the same references, differs from the third example in that the tire 10 comprises a single radially external reinforcement structure 44 comprising a single circumferential radially external reinforcement element 46.

[0245] The fourth embodiment illustrated in [Fig. 14], in which the elements identical to those in the previous figures bear the same references, differs from the second embodiment in its stiffening structure 52 in which each first main and complementary stiffening element 54C, 54D forms a first continuous stiffening element which meanders between the first bead 32A and the top 12 without going to the second bead 32B (and / or side 30B) and in which each second main and complementary stiffening element 54E, 54F forms a second continuous stiffening element which meanders between the second bead 32B and the top 12 without going to the first bead 32A (and / or side 30A).

[0246] In the examples illustrated in Figures 8 to 14, the first and second circumferential overlap ratios are also equal to 27%. Comparative tests

[0247] The tire according to the first example of the invention described above was tested, as well as a test tire as described in WO2022 / 200717. These tests were carried out on a rolling machine simulating the stresses exerted by the Nürburgring circuit (Germany) on the tire under extreme racing conditions so as to cause degradation of the stiffening structure. The test tire comprises only the continuous main stiffening element but not the continuous supplementary stiffening element. Thus, each first and second circumferential overlap ratio of the test tire is equal to 13.5%.

[0248] The test tire traveled almost 2 revolutions before the radially inner anchoring portion of one of the first and second beads (the one arranged on the outside of the vehicle) broke through more than 90% of the stiffening elements.

[0249] The tire according to the first example of the invention covered 10 laps without damage and then 5 additional laps after which 46% of the stiffening elements showed a dislodgement in one of the first and second beads (the one arranged on the outside of the vehicle), 37% of the stiffening elements showed a break in one of the first and second and 17% of the stiffening elements showed no damage.

[0250] Thus, the invention has made it possible to significantly improve the endurance of the structure stiffening.

[0251] Obviously, the invention is not limited to the embodiments described above. Thus, one may also consider a stiffening structure comprising first main and supplementary stiffening elements and, in addition, a first supplementary stiffening element, the radially internal and external anchor points being common to the first main, supplementary and supplementary stiffening elements.

Claims

Demands

1. A tire (10) comprising a crown (12), first and second sidewalls (30A, 30B) each extending radially inwards from the crown (12), first and second bead (32A, 32B) extending radially inwards respectively from the first and second sidewalls (30A, 30B), the tire (10) being provided with an internal surface (34) delimiting a toroidal cavity (36) for inflating the tire (10), the tire (10) comprising a rigidity structure (52) comprising: - at least one first main stiffening element (54C) extending continuously in the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12) being anchored in the first flank (30A) and / or bead (32A) and in the apex (12), - at least one first supplementary stiffening element (54D), distinct from said first main stiffening element (54C), and extending continuously in the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12) by being anchored in the first flank (30A) and / or bead (32A) and in the apex (12), the tire (10) comprises a first radially internal common anchorage point (56C) to said first main and supplementary stiffening elements (54C, 54D) in the first flank (30A) and / or bead (32A) and a first radially external common anchorage point (58C) to said first main and supplementary stiffening elements (54C, 54D) in the apex (12).

2. Pneumatic (10) according to the preceding claim, wherein the stiffening structure (52) comprises: - at least one second main stiffening element (54E) extending continuously in the toroidal cavity (36) from at least the second flank (30B) and / or bead (32B) to at least the apex (12) being anchored in the second flank (30B) and / or bead (32B) and in the apex (12), - at least one second supplementary stiffening element (54F), distinct from said second main stiffening element (54E), and extending continuously into the toroidal cavity (36) from at least the second flank (30B) and / or bulge (32B) to at least the apex (12) being anchored in the second sidewall (30B) and / or bead (32B) and in the top (12), the tire (10) includes a second common radially internal anchorage point (56E) to said second main and complementary rigidification elements (54E, 54F) in the second sidewall (30B) and / or bead (32B) and a second common radially external anchorage point (58E) to said second main and complementary rigidification elements (54E, 54F) in the top (12).

3. Pneumatic (10) according to any one of the preceding claims, wherein: - said first main stiffening element (54C) comprises a portion (543C) extending continuously in the toroidal cavity (36) from said first common radially internal anchor point (56C) of said first main and supplementary stiffening elements (54C, 54D) to said first common radially external anchor point (58C) of said first main and supplementary stiffening elements (54C, 54D), - said first supplementary stiffening element (54D) comprises a portion (543D) extending continuously in the toroidal cavity (36) from said first common radially internal anchor point (56C) of said first main and supplementary stiffening elements (54C, 54D) to said first common radially external anchor point (58C) of said first main and supplementary stiffening elements (54C,54D).,

4. Pneumatic (10) according to the preceding claim, wherein said portion (543C) of the first main stiffening element (54C) extends continuously into the toroidal cavity (36) in a general direction substantially parallel to the general direction in which said portion (543D) of the first complementary stiffening element (54D) extends continuously into the toroidal cavity (36).

5. Pneumatic (10) according to claim 3 or 4, wherein said portion (543C) of said first main stiffening element (54C) extending continuously in the toroidal cavity (36) has a length Lpl and said portion (543D) of said first complementary stiffening element (54D) extending continuously in the toroidal cavity (36) has a length Le 1, Lpl and Lcl satisfying 0.90 < Lpl / Lcl < 1.

10.

6. Pneumatic (10) according to any one of claims 3 to 5, in which said portion (543C) of said first main stiffening element (54C) extending continuously in the toroidal cavity (36) is in contact with said portion (543D) of said first supplementary stiffening element (54D) extending continuously in the toroidal cavity (36) or at a distance from said portion (543D) of said first supplementary stiffening element (54D) extending continuously in the toroidal cavity (36) less than or equal to the largest dimension of the sections of said portions of said first main and supplementary stiffening elements (54C, 54D).

7. Pneumatic (10) according to the preceding claim, wherein said portion (543C) of said first main stiffening element (54C) extending continuously in the toroidal cavity (36) is in contact with said portion (543D) of said first supplementary stiffening element (54D) extending continuously in the toroidal cavity (36) over at least 50%, preferably at least 75% of the shortest length among the lengths of said portions of said first main and supplementary stiffening elements (54C, 54D).

8. Pneumatic (10) according to any one of the preceding claims, wherein: - said first main stiffening element (54C) comprises a radially internal anchoring portion (541C) anchored in the first flank (30A) and / or bead (32A) extending inside the first flank (30A) and / or bead (32A) from the first radially internal anchoring point common (56C) to said first main and supplementary stiffening elements, - said first supplementary stiffening element (54D) comprises a radially internal anchoring portion (541D) anchored in the first flank (30A) and / or bead (32A) extending inside the first flank (30A) and / or bead (32A) from the first radially internal anchoring point common (56C) to said first main and supplementary stiffening elements.

9. Pneumatic (10) according to claim 8, wherein: - said radially inner anchorage portion (541C) of said first main stiffening element (54C) extends from said first radially inner common anchorage point (56C) of said first main and supplementary stiffening elements (54C, 54D) to another first radially inner anchorage point (56C') of said first main stiffening element having an azimuth first (AZ1) circumferentially offset with respect to an azimuth (AZ) of the first common radially internal anchorage point (56C) of said first main and supplementary stiffening elements (54C, 54D), - said radially internal anchorage portion (541D) of said first supplementary stiffening element (54D) extends from said first common radially internal anchorage point (56C) of said first main and supplementary stiffening elements (54C, 54D) to another first radially internal anchorage point (56C”) of said first supplementary stiffening element having a second azimuth (AZ2) circumferentially offset with respect to the azimuth (AZ) of the first common radially internal anchorage point (56C) of said first main and supplementary stiffening elements (54C, 54D),the azimuth (AZ) of the first common radially internal anchor point (56C) of said first main and supplementary stiffening elements (54C, 54D) being arranged circumferentially between the first azimuth (AZ1) and the second azimuth (AZ2).

10. Pneumatic (10) according to claim 8, wherein said radially inner anchoring portion (541C) of the first main stiffening element (54C) and said radially inner anchoring portion (541D) of the first complementary stiffening element (54D) are continuous with each other so as to form a loop (541E) in the first flank (30A) and / or bead (32A).

11. Pneumatic (10) according to any one of the preceding claims, wherein: - said first main stiffening element (54C) comprises a radially external anchoring portion (545C) anchored in the apex by extending inside the apex (12) from the first radially external anchoring point common (58C) to said first main and supplementary stiffening elements, - said first supplementary stiffening element (54D) comprises a radially external anchoring portion (545D) anchored in the apex by extending inside the apex (12) from the first radially external anchoring point common (58C) to said first main and supplementary stiffening elements.

12. Pneumatic (10) according to claim 11, wherein: - said radially outer anchoring portion (545C) of said first main stiffening element (54C) extends into the apex (12) from said first common radially external anchorage point (58C) to said first main and supplementary stiffening elements (54C, 54D) to another first common radially external anchorage point (58E) to said first main and supplementary stiffening elements (54C, 54D), - said radially external anchorage portion (545D) of said first supplementary stiffening element (54D) extends in the apex (12) from said first common radially external anchorage point (58C) of said first main and supplementary stiffening elements (54C, 54D) to said other first radially external anchorage point (58E) common to said first main and supplementary stiffening elements (54C, 54D).

13. Pneumatic (10) according to claim 11, wherein: - said radially external anchorage portion (545C) of said first main stiffening element (54C) extends in the apex (12) from said first common radially external anchorage point (58C) of said first main and complementary stiffening elements to another first radially external anchorage point (58G') of said radially external anchorage portion (545C) of said first main stiffening element having a prime azimuth (AZPG), - said radially external anchorage portion (545D) of said first supplementary stiffening element (54D) extends in the apex (12) from said first common radially external anchorage point (58C) of said first main and supplementary stiffening elements to another first radially external anchorage point (58G”) of said radially external portion (545D) of said first supplementary stiffening element having a second azimuth (AZSG) circumferentially offset with respect to the first azimuth (AZPG).

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