Pneumatic system comprising a durable stiffening structure including anchoring elements

Abstract

The tire (10) comprises a vertex (12), flanks (30A, 30B), ridges (32A, 32B), an internal surface (34) defining a toroidal cavity (36), and a stiffening structure (52) extending into the toroidal cavity (36) from a flank (30A) and / or ridge (32A) to at least the vertex (12), being anchored in the flank (30A) and / or ridge and / or vertex. The tire (10) includes an anchoring element (56A, 58A) arranged in the toroidal cavity (36) and projecting from the flank (30A) and / or ridge and / or vertex (12) into the interior of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52). Figure for the abridged version: Fig 1

Description

Title of the invention: Pneumatic system comprising a durable stiffening structure including anchoring elements. 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 stiffening structure including first stiffening elements extending continuously in the toroidal cavity from the first bead to the apex and second stiffening elements extending continuously in the toroidal 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 beadings extending radially inwards respectively from the first and second sidewalls, the tire being provided with an internal surface delimiting a toroidal cavity for inflating the tire, the tire comprising a stiffening structure extending in the toroidal cavity from at least the first sidewall and / or bead to at least the crown, being anchored in the first sidewall and / or bead and / or in the crown,

[0011] pneumatic comprising at least a first anchoring member arranged in the toroidal cavity and extending in projection from the first flank and / or bead towards the interior of the toroidal cavity and / or from the apex towards the interior of the toroidal cavity being in contact at least locally with the stiffening structure, said first anchoring member being made of material with at least the first flank and / or bead and / or with the apex.

[0012] When said first anchoring member is a radially internal first anchoring member extending in projection from the first flank and / or bead towards the interior of the toroidal cavity, it is formed from the material along with the first flank and / or bead. When said first anchoring member is a radially external first anchoring member extending in projection from the apex, it is formed from the material along with the apex.

[0013] As explained below, the invention functions as soon as it is applied to only one side of the tire, here at least to the side comprising the first sidewall and / or bead. Advantageous embodiments allow the invention to be applied to both sides of the tire, although this is not necessary to realize 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.

[0014] 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 stiffening structure acts on the side of the tire most stressed during high drift 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.

[0015] In a preferred embodiment in which the stiffening structure performs its function on both sides of the median plane of the tire, which allows for homogeneous tire behavior, the stiffening structure extends in the toroidal cavity from at least the first flank and / or bead, being anchored in the first flank and / or bead, to at least the apex, being anchored in the apex, and extends in the toroidal cavity from at least the second flank and / or bead, being anchored in the second flank and / or bead, to at least the apex, being anchored in the apex.

[0016] In certain embodiments, the stiffening structure extending into the toroidal cavity from at least the first flank and / or bead to at least the apex, being anchored in the first flank and / or bead, and extending into the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in the second flank and / or bead, and

[0017] the tire comprising at least first and second radially internal anchoring members extending respectively in projection from the first and second flanks and / or ridges towards the inside of the toric cavity being in contact at least locally with the stiffening structure, each first and second radially internal anchoring member having come from material respectively with at least said first flank and / or ridge and at least said second flank and / or ridge.

[0018] In certain 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 the apex, and extending in the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in the apex,

[0019] the pneumatic comprising at least first and second radially external anchoring members each extending in projection from the apex towards the interior of the toroidal cavity being in contact at least locally with the stiffening structure, each first and second radially external anchoring member being made of material with at least the apex.

[0020] Each anchoring element reinforces an interface between the stiffening structure and the internal surface, preventing interface failure due to repeated stresses exerted by the stiffening structure on said interface. This improves the endurance of the stiffening structure. Indeed, such an anchoring of the stiffening structure allows the stresses to be distributed within the anchoring element, resulting in a significantly more robust anchorage than the bead interfaces described in WO2020 / 128225 or the anchor described in WO2022 / 200717.

[0021] By "coming from the material," it is understood that the corresponding anchoring element is not attached subsequently to the tire's cross-linking, for example, by bonding after the tire's cross-linking. Thus, the corresponding anchoring element is cross-linked simultaneously with the first or second sidewall and / or bead and / or with the top.

[0022] By anchored in a side and / or bead and / or the top, it is understood that the stiffening structure or the stiffening element penetrates the side and / or bead and / or 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 / or the top.

[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 without such a structure stiffening 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., radial deformation opposite to the contact patch of the tread surface in contact with the ground. Thus, during tire rotation, the stiffening structure limits the amplitude of cyclic deformations of the tire, and in particular of its tread, and therefore limits the resulting energy dissipation, which contributes to a reduction in rolling resistance. Furthermore, under radial loading, the value of the contact patch with the ground is not modified, 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 formed by lines substantially parallel to the direction circumferential of the tire. In the case of a clear boundary between the tread and the sidewall, the edges are easily determined. If the tread is continuous with the sidewalls, the edges are usually determined by loading the tire to 80% of its load capacity 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 radially delimited internally by an axial line passing through the outermost radial point in contact with a standard rim as defined by the European Tyre and Rim Technical Organisation (ETRTO) standard, 2023.

[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 carcass wire reinforcement elements, each carcass wire 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, a variable angle ranging from 80° to 90° may be had in at least a portion of the sidewall and strictly less than 80° in at least a portion of the crown.

[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] According to a particular design, the stiffening structure comprises at least one first stiffening element extending continuously in the toroidal cavity from at least the first flank and / or bead to at least the apex, being anchored in the first flank and / or bead and / or in the apex, said first stiffening element being provided:

[0046] - of at least a portion extending continuously into the toric cavity, and

[0047] - of at least one radially internal and / or external anchoring portion extending said portion of said first stiffening element extending continuously into the toric cavity,

[0048] said first anchoring member is in contact with at least a part of said radially internal and / or external anchoring portion of said first stiffening element.

[0049] Optionally, in the particular design, the stiffening structure comprises at least one second stiffening element extending continuously into the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in the second flank and / or bead and / or in the apex, said second stiffening element being provided:

[0050] - of at least a portion extending continuously into the toric cavity, and

[0051] - of at least one radially internal and / or external anchoring portion extending said portion of said second stiffening element extending continuously into the toroidal cavity,

[0052] said second anchoring member is in contact with at least a part of said radially internal and / or external anchoring portion of said second stiffening element.

[0053] In order to distribute the stresses over the entire stiffening structure, the stiffening structure comprises a plurality of first stiffening elements distributed circumferentially within the tire. Optionally, the stiffening structure comprises a plurality of second stiffening elements distributed circumferentially within the tire.

[0054] Preferably, said portion extending continuously in the toroidal cavity of said first stiffening element extends from said first radially internal anchoring member to said first radially external anchoring member.

[0055] Advantageously, said radially internal anchoring portion of said first stiffening element passes through said first radially internal anchoring member to anchor itself in the first flank and / or bead.

[0056] Advantageously, said radially external anchoring portion of the first stiffening element passes through said first radially external anchoring member to anchor itself in the apex.

[0057] Optionally, said portion extending continuously in the toroidal cavity of said second stiffening element extends from said second radially internal anchoring member to said second radially external anchoring member.

[0058] Advantageously, said radially internal anchoring portion of said second stiffening element passes through said second radially internal anchoring member to anchor itself in said second flank and / or bead.

[0059] Advantageously, said radially external anchoring portion of said second stiffening element passes through said second radially external anchoring member to anchor itself in the apex.

[0060] Preferably, said first radially internal and external anchoring members of said first stiffening element are arranged on the same side of the median plane of the tire.

[0061] Optionally, said second radially internal and external anchoring members of said second stiffening element are arranged on the same other side of the median plane of the tire.

[0062] Thus, the portions extending, on the one hand, between the first radially inner and outer anchoring elements located on the same side of the median plane and, on the other hand, between the second radially inner and outer anchoring elements located on the other 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 the compression of the various constituent elements of the crown reinforcement. for example textile and metallic wire reinforcement elements of the top frame.

[0063] In one embodiment, the pneumatic system comprises a plurality of distinct first anchoring members, each first anchoring member of the plurality of said distinct first anchoring members being arranged in the toroidal cavity and extending in projection from the first flank and / or bead towards the interior of the toroidal cavity and / or from the apex towards the interior of the toroidal cavity, being in contact at least locally with the stiffening structure in the toroidal cavity.

[0064] Optionally, the pneumatic includes a plurality of distinct second anchoring members, each second anchoring member of the plurality of said distinct second anchoring members being arranged in the toroidal cavity and extending in projection from the second flank and / or bead towards the interior of the toroidal cavity and / or from the apex towards the interior of the toroidal cavity, being in contact at least locally with the stiffening structure in the toroidal cavity.

[0065] By distinct anchoring element, it is understood that each anchoring element extends individually in projection. In other words, the tire includes a recess between each distinct anchoring element extending in projection.

[0066] In a variant of this embodiment, the first anchoring members of the plurality of distinct first anchoring members are distributed circumferentially in the toric cavity.

[0067] Optionally, in this variant, the second anchoring members of the plurality of distinct second anchoring members are distributed circumferentially in the toric cavity.

[0068] According to a first configuration, said first anchoring member comprises a stud.

[0069] Optionally, in the first configuration, said second anchoring member includes a stud.

[0070] Preferably, the external surface of said stud of said first and / or second anchoring member has a radius of connection with the internal surface of continuous curvature.

[0071] The radius of curvature geometrically characterizes the portion of the connection between the pad and the rest of the external surface. The continuous curvature characterizes the absence of edges where stresses would be concentrated, thus reducing the pad's durability. Therefore, thanks to the continuous radius of curvature, the skin stresses exerted by the stiffening structure on the first or second flank and / or bead concerned, or on the apex, are reduced, particularly at the anchor point of the stiffening structure concerned.

[0072] Preferably, the connection radius is at least equal to the smallest dimension of the stiffening elements anchored to it, more preferably at least equal to three times the smallest dimension of the stiffening elements anchored to it. Typically, a connection radius greater than or equal to 1 mm will be used, more preferably at least equal to 3 mm in the case where stiffening elements with a circular cross-section and a diameter of 1 mm are used.

[0073] Similarly, the height of said pad or each of said pads is at least equal to the smallest dimension of the stiffening elements anchored thereto, and more preferably at least equal to three times the smallest dimension of the stiffening elements anchored thereto. Typically, a height greater than or equal to 1 mm, and more preferably at least equal to 3 mm, will be used when using stiffening elements with a circular cross-section and a diameter of 1 mm.

[0074] Indeed, such a height of stud has the effect of reducing the skin stresses exerted by the stiffening structure on the first or second flank and / or bead concerned or on the top, in particular at the anchoring point of the stiffening structure concerned.

[0075] In one embodiment, said first anchoring member comprises a first cord extending projecting inwards towards the interior of the toroidal cavity and extending along the internal surface from the first flank and / or ridge to the apex,

[0076] said first cord extending in projection from the first flank and / or ridge towards the interior of the toroidal cavity, being in contact at least locally with the stiffening structure, and

[0077] said first cord extending in projection from the apex towards the interior of the toric cavity, being in contact at least locally with the stiffening structure.

[0078] Optionally, said second anchoring member comprises a second cord projecting inward toward the interior of the toroidal cavity and extending along the internal surface from the second flank and / or ridge to the apex,

[0079] said second cord extending in projection from the second flank and / or ridge towards the interior of the toroidal cavity, being in contact at least locally with the stiffening structure, and

[0080] said second cord extending in projection from the apex towards the interior of the toric cavity, being in contact at least locally with the stiffening structure.

[0081] In one embodiment, the stiffening structure comprises a plurality of sets of first stiffening elements adjacent in the toroidal cavity and each extending continuously in the toroidal cavity from at least the first flank and / or bead to at least the apex, being anchored in the first flank and / or bead and / or in the apex,

[0082] the tire comprises a plurality of distinct first anchoring members, each distinct first anchoring member being common to each set of first adjacent stiffening elements so as to extend in projection from the first flank and / or bulge towards the inside of the toric cavity and / or from the apex towards the inside of the toric cavity, being in contact at least locally with each of the first adjacent stiffening elements of said set of first adjacent stiffening elements.

[0083] Optionally, in this embodiment, the stiffening structure comprises a plurality of sets of second stiffening elements adjacent in the toroidal cavity and each extending continuously in the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in the second flank and / or bead and / or in the apex,

[0084] the tire comprises a plurality of distinct second anchoring members, each distinct second anchoring member being common to each set of adjacent second stiffening members so as to extend in projection from the second sidewall and / or bead towards the interior of the toroidal cavity and / or from the apex towards the interior of the toroidal cavity being in contact at least locally with each of the adjacent second stiffening members of said set of adjacent second stiffening members.

[0085] By adjacent, it is understood that the stiffening elements are the stiffening elements closest to each other or to each other in the toric cavity.

[0086] A plurality of distinct stiffening elements comprises at least two stiffening elements extending distinctly into the toroidal cavity. In other words, it consists of two distinct stiffening elements extending into the toroidal cavity or two distinct portions of the same stiffening element extending into the toroidal cavity.

[0087] In a variant of this embodiment, each first anchoring member comprises a pad as described above, the pad being common to said first adjacent stiffening elements of each set of first adjacent stiffening elements.

[0088] Optionally, in this variant, each second anchoring member includes a pad as described above, the pad being common to said adjacent second stiffening elements of each set of adjacent second stiffening elements.

[0089] In another variant of this embodiment, each first anchoring member comprises a first anchoring cord extending circumferentially along the internal surface, the first anchoring cord being common to said first adjacent stiffening elements of each set of first adjacent stiffening elements.

[0090] Optionally, in this other variant, each second anchoring member comprises a second anchoring cord extending circumferentially along the internal surface, the second anchoring cord being common to said adjacent second stiffening elements of each set of adjacent second stiffening elements.

[0091] In some preferred embodiments, said first and / or second anchor cord extends circumferentially over at most 20% of the circumference of the tire, preferably over at most 5% of the circumference of the tire.

[0092] In one embodiment, the tire comprising a plurality of first stiffening elements distributed circumferentially in the toroidal cavity and each extending continuously in the toroidal cavity from at least the first flank and / or bead to at least the apex, being anchored in the first flank and / or bead and / or in the apex,

[0093] said first anchoring member is common to the plurality of first stiffening elements distributed circumferentially so as to extend in projection from the first flank and / or bead towards the interior of the toric cavity and / or from the apex towards the interior of the toric cavity being in contact at least locally with the plurality of first stiffening elements distributed circumferentially.

[0094] Optionally, in an embodiment comprising a plurality of second stiffening elements distributed circumferentially in the toroidal cavity and each extending continuously in the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in the second flank and / or bead and / or in the apex,

[0095] said second anchoring member is common to the plurality of second stiffening elements distributed circumferentially so as to extend in projection from the second flank and / or bead towards the interior of the toric cavity and / or from the apex towards the interior of the toric cavity being in contact at least locally with the plurality of second stiffening elements distributed circumferentially.

[0096] In a variant of this embodiment, said first common anchoring member comprises a first common cord extending circumferentially along the internal surface.

[0097] Optionally, in this variant of this embodiment, said second common anchoring member comprises a second common cord extending circumferentially along the inner surface.

[0098] In certain preferred embodiments, said first and / or second common anchor cord extends circumferentially over at least 50% of the circumference of the tire, preferably over the entire circumference of the tire. In other embodiments, the tire comprises several first and / or second common anchor cords extending circumferentially and disjoint from each other.

[0099] In a particularly advantageous embodiment, said first anchoring member is made at least partly in, preferably made of a first elastomeric composition having a modulus at 10% extension less than or equal to 8 MPa, preferably less than or equal to 5 MPa.

[0100] Optionally and very advantageously, said second anchoring member is made at least in part in a second elastomeric composition having a modulus at 10% extension less than or equal to 8 MPa, preferably less than or equal to 5 MPa.

[0101] Such rigidity is relatively low and allows for the absorption of large deformations applied to each stiffening element at the relevant anchor point. This improves the durability of the stiffening structure.

[0102] 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.

[0103] 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.

[0104] Furthermore, in preferred embodiments, said first anchoring member is made at least partly of a first elastomeric composition optionally comprising 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. Preferably, said first elastomeric composition comprises at least 50 parts per annum of a diene elastomer.

[0105] Optionally, said second anchoring member is made at least in part from a second elastomeric composition comprising optionally 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. Preferably, said second elastomeric composition comprises at least 50 parts per annum of a diene elastomer.

[0106] This reduces the risk of poor adhesion between each stiffening element and its corresponding anchoring device. The anchoring device prevents weakening the anchoring of the stiffening element at its radially internal and / or external anchor point. Indeed, butyl rubber exhibits relatively weak adhesion to the stiffening element, creating a unique zone within the tire that is conducive to crack initiation at the anchoring point in the sidewall and / or bead and the crown. By using an anchoring device with a low butyl rubber content, this unique zone is eliminated, thus eliminating any risk of cracking.

[0107] 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.

[0108] 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 (BIMS) copolymers, which notably include the elastomer called EXXPRO® marketed by the company Exxon.

[0109] By way of example of elastomers other than butyl rubber, one may cite in particular the diene elastomers other than the butyl elastomers mentioned above. By elastomer or diene rubber, one should understand, in a known manner, one or more elastomers derived at least in part (i.e., a homopolymer or a copolymer) from diene monomers (monomers bearing two double bonds carbon-carbon, conjugated or not). Such diene elastomers are known to those skilled in the art and, for example, described in WO2016 / 001226A1.

[0110] Preferably, the stiffening structure or the 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 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 the 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 or around one or more radially outer reinforcement structures of the stiffening structure arranged in the apex.

[0111] Alternatively, the stiffening structure or the 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 the 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.

[0112] Optionally, the stiffening structure or the 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 the 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.

[0113] Alternatively, the stiffening structure or the second stiffening element extending from the second flank and / or bead to the top 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. Alternatively, the stiffening structure or the second stiffening element extending from the second flank and / or bead to the top or said radially external anchoring portion of the second stiffening element is anchored in the top by being anchored in an elastomeric mass of the top.

[0114] 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).

[0115] Each radially internal or external reinforcing structure is respectively arranged in the corresponding side and / or bead or in the top, that is to say, 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 reinforcing structure and / or through the internal surface to anchor itself in or around the one or more of the radially external reinforcing structure(s).

[0116] As previously stated, the stiffening structure can be anchored in or around at least one radially internal and / or external reinforcing structure.

[0117] 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.

[0118] 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.

[0119] In a second variant, the stiffening structure can be anchored around the very structure of said reinforcement structure, 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.

[0120] 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.

[0121] 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.

[0122] In embodiments comprising a second radially internal reinforcing structure arranged in the second side and / or bead, this preferably includes at least one second circumferential radially internal reinforcing element allowing the anchoring of the stiffening structure.

[0123] In a preferred embodiment, each first and second bead comprises respectively a first and second circumferential radially internal reinforcement element intended to allow the tire to be attached to a tire mounting support, said first circumferential radially internal reinforcement element or each first and second circumferential radially internal reinforcement element being arranged radially outside each first and second circumferential reinforcement element intended to allow the tire to be attached to a tire mounting support.

[0124] 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 radially inner circumferential reinforcement element from the radially inner 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.

[0125] 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.

[0126] 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.

[0127] In one embodiment, said first internal radially internal circumferential reinforcement element or each first and second internal radially internal circumferential reinforcement element 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.

[0128] 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.

[0129] 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 principal 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.

[0130] 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 radially external reinforcement element.

[0131] 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.

[0132] 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.

[0133] Thus, the axial distribution of the forces exerted by the stiffening structure on the summit is improved.

[0134] 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.

[0135] Of course, the tire may include several of the said first and / or second radially internal and / or external reinforcement structures.

[0136] In a first configuration of the stiffening elements, each first stiffening element forms a continuous first stiffening element that meanders at least from the first flank and / or bead through the top. Preferably also, each second stiffening element forms a continuous second stiffening element that meanders at least from the second flank and / or bead through the top.

[0137] Thus, tire manufacturing is facilitated and the robustness of the stiffening structure is improved by eliminating the ends of said stiffening element that need to be anchored in each sidewall and / or bead and / or in the crown. In this first configuration, it is therefore possible to have a continuous stiffening element. extending around the entire circumference of the tire. Because this stiffening element of the rigidity structure is continuous, the transmission of forces between each sidewall and / or bead is improved, thus distributing the forces across the tire. Therefore, the stiffening structure performs its function around the entire circumference of the tire.

[0138] According to a first variant of the first configuration of the stiffening elements, said first and second stiffening elements form a continuous stiffening element which extends continuously from the first 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.

[0139] According to a second variant of the first configuration of the stiffening elements, each first stiffening element forms a continuous stiffening element that meanders between the first flank and / or bead and the apex. Also in this second variant, each second stiffening element forms a continuous stiffening element that meanders between the second flank and / or bead and the apex.

[0140] In a second configuration of the stiffening elements, it may be envisaged that each first 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 stiffening element extends from the second flank and / or bead to the apex and has one end in the second flank and / or bead.

[0141] In a first variant of this second configuration, it may be envisaged that each first stiffening element extends from the first side and / or bead to the apex and has one end at the apex. Similarly, it may be envisaged that each second stiffening element extends from the second side and / or bead to the apex and has one end at the apex.

[0142] In a second variant of this second configuration, each first stiffening element is respectively each second 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.

[0143] 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 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 mean cross-section Sm is the constant cross-section of the stiffening element. The mean 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.

[0144] 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.

[0145] 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 3 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 embodiment, a stiffening element with an aspect ratio R of at least 3 and at most 50 is called a two-dimensional strap-type element. According to a second variant, a stiffening element, with a form ratio R at least equal to 50, is said to be two-dimensional of film type.

[0146] The materials that can be used for each stiffening element are as described in WO2022 / 200717.

[0147] In a highly advantageous embodiment, the first and / or second stiffening element(s) is respectively a first and / or second wire stiffening element, preferably a first and / or second textile wire stiffening element. Preferably, the wire stiffening elements are identical, that is, they have identical geometric characteristics and constituent materials.

[0148] 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 low hysteresis. Using identical wire stiffening elements ensures a homogeneous distribution of forces between the stiffening elements.

[0149] 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.

[0150] Advantageously, at least a portion of each stiffening element is coated with at least one polymer layer, preferably with at least one adhesive layer. Such a 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.

[0151] Preferably, the adhesive composition comprising a resin selected from aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, Aromatic polyepoxy-phenolic resins and multifunctional resins, as well as mixtures thereof. The adhesive composition, in addition to limiting the spread of air and any corrosive agents, improves the anchoring of the stiffening elements within the tire structure.

[0152] In embodiments, said portion extending continuously into 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.

[0153] The polymeric composition here makes it possible to limit the propagation of air and any corrosive agents.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] The polymer composition here makes it possible to improve the anchoring of the stiffening elements in the apex.

[0158] 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. Brief description of the drawings

[0159] 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:

[0160] [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;

[0161] [Fig.2] is a schematic perspective view of the inside of the tire of [Fig.1];

[0162] [Fig.3] is a perspective view of an anchoring device according to a second embodiment of the invention;

[0163] [Fig.4] is a perspective view of an anchoring device according to a third embodiment of the invention;

[0164] [Fig.5] is a schematic perspective view of the inside of a tire according to a fourth embodiment of the invention;

[0165] [Fig.6] is a view of the pneumatic [Fig.5] in a meridian cutting plane parallel to the axis of rotation;

[0166] [Fig.7] is a view of a tire in a meridian cutting plane parallel to the axis of rotation according to a fifth embodiment of the invention;

[0167] [Fig.8] is a view of a tire in a meridian cutting plane parallel to the axis of rotation according to a sixth embodiment of the invention;

[0168] [Fig.9] is a schematic perspective view of the inside of the tire of the [Fig. 8]; and

[0169] [Fig. 10] is a schematic perspective view of the inside of a tire according to a seventh embodiment of the invention. Detailed description

[0170] 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.

[0171] 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, the tire 10 is shown in its new condition, i.e., not yet having been driven on.

[0172] 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.

[0173] 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.

[0174] 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 radially inward from each first and second sidewall 30A, 30B, 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, respectively, to the apex 12. 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 by the inner layer 18.

[0175] The tire 10 comprises first and second radially internal reinforcement structures 3 8A, 38B respectively arranged in each first and second bead 32A, 32B.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] The tire 10 further comprises a single radially external reinforcement structure 44 arranged in the top 12 and provided with a single circumferential radially external reinforcement element 46 as described in WO2022 / 200717.

[0180] The tire 10 comprises a carcass reinforcement 48 anchored in each first and second bead 32A, 32B, in this case wrapped around each first and second circumferential radially internal reinforcement element 42A, 42B intended to allow the tire 10 to be attached to a mounting support of the Pneumatic 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 circumferential internal radial reinforcement element 40A, 40B is arranged radially inside the carcass reinforcement 48. The carcass reinforcement 48 also extends radially inward into the crown 12 to the crown reinforcement 16. The crown reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 48. The carcass reinforcement 48 comprises at least one layer of carcass 50 and here comprises a single layer of carcass 50.

[0181] The various vertex layers 24, 26, 28 and carcass 50 are identical to those described in WO2022 / 200717.

[0182] With reference to Figures 1 and 2, the tire 10 comprises a stiffening structure 52 extending in the toroidal cavity 36 from the first bead 32A to the apex 12 and which is 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 stiffening structure 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 single radially external reinforcing structure 44.

[0183] The stiffening structure 52 comprises a plurality of stiffening elements including first and second stiffening elements 54A, 54B extending continuously in the toric cavity 36. The first and second stiffening elements 54A, 54B are distributed circumferentially in the toric cavity 36.

[0184] Each first and second stiffening element 54A, 54B is a textile wire 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. Each first and second stiffening element 54A, 54B 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 composition described in WO2013017422 may be used.

[0185] Each first stiffening element 54A extends continuously from the first flank 30A and / or the first bead 32A to the apex 12 and here from the first bead 32A to the top 12. Each second stiffening element 54B extends continuously from the second side 30B and / or the second bead 32B to the top 12 and here from the second bead 32B to the top 12.

[0186] In order to ensure optimal anchoring of each first and second stiffening element 54A, 54B, each first and second radially internal reinforcing structure 38A, 38B, in particular each first and second circumferential radially internal reinforcing element 40A, 40B, exhibits relatively high tensile and flexural stiffnesses. Furthermore, also with the aim of optimizing the anchoring of each first and second stiffening element 54A, 54B, each first and second circumferential radially internal reinforcing element 40A, 40B is covered with a cladding mass of one or more materials, preferably elastomeric.

[0187] In order to ensure optimal anchoring of each first and second stiffening element 54A, 54B, the single radially external reinforcing structure 44, in particular the single circumferential radially external reinforcing element 46, 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 first and second stiffening element 54A, 54B, the single circumferential radially external reinforcing element 46 is covered with a covering mass of one or more materials, preferably elastomeric.

[0188] Each first stiffening element 54A 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 stiffening element 54B 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 stiffening element 54A, 54B is wrapped at least partially respectively around each first and second circumferential radially internal reinforcing element 40A, 40B. Each first and second stiffening element 54A, 54B is also anchored, in the top 12, around the single radially external reinforcing structure 44, in particular around the single circumferential radially external reinforcing element 46.Here, each first and second stiffening element 54A, 54B is wrapped at least in part around the single radially external circumferential reinforcing element 46.

[0189] Each first stiffening element 54A forms a first continuous stiffening element which meanders from the first bead 32A through the apex 12 and each second stiffening element 54B forms a second continuous stiffening element which meanders at least from the second bead 32B through the top 12. More precisely, the first and second stiffening elements 54A, 54B form a continuous stiffening element which extends continuously from the first bead 32A to the second bead 32B through the top 12 so as to meander from the first bead 32A to the second bead 32B.

[0190] In order to further improve the anchoring of each first and second stiffening element 54A, 54B, in particular the endurance of the anchoring of the stiffening structure 52, the tire 10 further comprises a plurality of first and second radially internal anchoring elements 56A, 56B and external 58A, 58B each arranged in the toroidal cavity 36 and extending in projection from the first flank 30A and / or bead 32A and from the apex 12 towards the interior of the toroidal cavity 36, being in contact at least locally with the stiffening structure 52.

[0191] Thus, for each first stiffening element 54A, the pneumatic 10 comprises a first radially internal anchoring member 56A arranged in the toroidal cavity 36 and projecting from the first bead 32A into the toroidal cavity 36, and a first radially external anchoring member 58A arranged in the toroidal cavity 36 and projecting from the apex 12. For each second stiffening element 54B, the pneumatic 10 comprises a second radially internal anchoring member 56B arranged in the toroidal cavity 36 and projecting from the first bead 32A into the toroidal cavity 36, and a first radially external anchoring member 58B arranged in the toroidal cavity 36 and projecting from the apex 12 towards the interior of the toric cavity 36. Each radially internal and external anchoring element 56A, 56B, 58A, 58B is here substantially of revolution in shape.

[0192] The first radially inner anchoring member 56A is formed from the material of the first bead 32A, the second radially inner anchoring member 56B is formed from the material of the second bead 32B, and the first and second radially outer anchoring members 58A, 58B are formed from the material of the apex 12. Each first and second anchoring member 56A, 56B, 58A, 58B is made at least partially from an elastomeric composition having a modulus at 10% extension less than or equal to 8 MPa, preferably less than or equal to 5 MPa, 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 includes at least 50 parts per cent of a diene elastomer, for example natural rubber.A person skilled in the art will have no difficulty formulating and manufacturing such a composition.

[0193] Each first stiffening element 54A comprises a radially internal anchoring portion 541, a portion 543 and a radially external anchoring portion 545, the portion 543 being extended on one side by the radially internal anchoring portion 541 and on the other side by the radially external anchoring portion 545.

[0194] Each second stiffening element 54B comprises a radially internal anchoring portion 542, a portion 544, and a radially external anchoring portion 546, the portion 544 being extended on one side by the radially internal anchoring portion 542 and on the other side by the radially external anchoring portion 546.

[0195] The portion 543 of each first stiffening element 54A extends continuously in the toric cavity 36 from the first radially internal anchoring member 56A to the first radially external anchoring member 58A.

[0196] The portion 544 of each second stiffening element 54B extends continuously in the toric cavity 36 from the second radially internal anchoring member 56B to the second radially external anchoring member 58B.

[0197] The radially internal anchoring portion 541 of each first stiffening element 54A passes through the first radially internal anchoring member 56A to anchor in the first bead 32A around the first radially internal reinforcing structure 38A.

[0198] The radially external anchorage portion 545 of each first stiffening element 54A passes through the first radially external anchorage member 58A to anchor in the apex 12 around the single radially external reinforcing structure 44.

[0199] The radially internal anchoring portion 542 of each second stiffening element 54B passes through the second radially internal anchoring member 56B to anchor in the second bead 32B around the second radially internal reinforcing structure 38B.

[0200] The radially external anchorage portion 546 of each second stiffening element 54B passes through the second radially external anchorage member 58B to anchor in the apex 12 around the single radially external reinforcing structure 44.

[0201] As more clearly illustrated in [Fig. 2], each first and second radially internal and external anchoring member 56A, 58A has a substantially revolution-shaped form, here substantially cylindrical. The first and second radially internal anchoring members 56A, 56B and external anchoring members 58A, 58B are distinct from each other and are distributed circumferentially in the toroidal cavity 36.

[0202] Each of the first and second radially internal anchoring members 56A, 56B and external 58A, 58B includes a stud whose height is greater than 1 mm, in particular greater than 2 mm, in particular greater than 3 mm.

[0203] The base of each of the first and second radially internal anchoring members 56A, 56B and external 58A, 58B is substantially in the form of a circle with a radius greater than 1 mm, in particular greater than 2 mm, in particular less than 3 mm so as to remain at a distance in the circumferential direction from the other first or second radially internal anchoring members 56A, 56B or external 58A, 58B.

[0204] As illustrated in [Fig. 1], the first radially external anchoring member 58A is arranged axially on the same side as the first radially internal anchoring member 56A and the first radially internal reinforcing structure 38A with respect to the median plane M. The second radially external anchoring member 58B is arranged axially on the opposite side of the second radially internal anchoring member 56B and the second radially internal reinforcing structure 38B with respect to the median plane M. Each first and second radially internal anchoring member 56A, 56B and external anchoring member 58A, 58B is arranged so that the portions 543, 544 do not cross in the toric cavity 36.

[0205] The embodiment illustrated in [Fig. 3], in which the identical elements bear the same reference numerals, differs from the example illustrated in Figures 1 and 2 by the geometry of the first and second radially internal and external anchoring members, each comprising a stud in the form of a truncated cone having a strictly concave external surface. In [Fig. 3], only a first radially internal anchoring member 56A is shown. The strictly concave external surface of the truncated cones forms a fillet for connecting the tire 10.

[0206] In particular, the radius of connection of the external surface of the anchoring member illustrated in [Fig. 3] with the internal surface 34 is of continuous curvature. Thus, neither of the first nor second radially internal and external anchoring members has an edge, in particular an edge, between the stud and the rest of the internal surface 34.

[0207] The embodiment illustrated in [Fig. 4], in which the identical elements bear the same reference numerals, differs from the embodiment illustrated in [Fig. 3] by the geometry of the first and second radially internal and external anchoring members, which also include a stud in the form of a truncated cone having a strictly concave external surface surmounted by a dome whose external surface is strictly convex. In [Fig. 4], only a first radially internal anchoring member 56A is shown.

[0208] An anchoring member such as shown in [Fig. 4] has a larger diameter near its end than an anchoring member such as shown in the [Fig.3] and therefore allows a better distribution of the forces exerted by the stiffening element on the anchoring member.

[0209] The embodiment illustrated in Figures 5 and 6, in which the identical elements bear the same references, differs from the example illustrated in Figures 1 and 2 by the geometry of the first and second radially internal anchoring members 56A, 56B and external 58A, 58B.

[0210] In this embodiment, each first anchoring member 56A, 58A comprises a first cord 59A projecting inward toward the toroidal cavity 36 and extending along the inner surface 34 from the first bead 32A to the apex 12. Each first cord 59A projects from the first bead 32A into the toroidal cavity 36, being in contact at least locally with the stiffening structure 52. Each first cord 59A also projects from the apex 12 into the toroidal cavity 36, being in contact at least locally with the stiffening structure 52. Similarly, each second anchoring member 56B, 58B comprises a second cord 59B projecting inward toward the toroidal cavity 36. and extending along the internal surface 34 from the second bulge 32B to the top 12.Each second cord 59B extends projecting from the second bead 32B into the toric cavity 36, being in contact at least locally with the stiffening structure 52. Each second cord 59B also extends projecting from the apex 12 into the toric cavity 36, being in contact at least locally with the stiffening structure 52.

[0211] The first radially internal and external anchoring members 56A, 58A are here made together from material in the form of the first cord 59A and the second radially internal and external anchoring members 56B, 58B are here made together from material in the form of the second cord 59B.

[0212] The radially inner ends of each first and second cord 59A, 59B are here in the form of a flank extending in a straight line in partial contact with each radially inner anchorage portion 541, 542 and outer 545, 546.

[0213] Alternatively, as illustrated in [Fig.7], the radially inner ends of each first and second cord can be bent in contact with each radially inner anchor portion 541, 542 and outer 545, 546.

[0214] The embodiment illustrated in Figures 8 and 9, in which the identical elements bear the same reference numerals, differs from the embodiment illustrated in Figures 1 and 2 in that the tire 10 comprises first and second radially external reinforcing structures 44A, 44B arranged in the apex 12 and each respectively provided with a first and second circumferential reinforcing element radially external 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.

[0215] The stiffening structure 52 comprises a plurality of sets of first adjacent stiffening elements 54A, 54A' in the toroidal cavity 36 and extending each continuously in the toroidal cavity 36 from the first bead 32A to the apex 12 being anchored around the first radially inner reinforcing structure 38A and around the first radially outer reinforcing structure 44A.

[0216] The stiffening structure 52 also includes a plurality of sets of adjacent second stiffening elements 54B, 54B' in the toroidal cavity 36 and each extending continuously in the toroidal cavity 36 from the second bead 32B to the apex 12 by being anchored around the second radially inner reinforcement structure 38B and around the second radially outer reinforcement structure 44B.

[0217] The tire 10 of figures 8 and 9 comprises a plurality of distinct radially internal 56A and external 58A first anchoring members. Each distinct radially internal 56A and external 58A first anchoring member is common to one of the sets of adjacent first stiffening elements 54A, 54A' so as to extend in projection from the first bead 32A towards the interior of the toroidal cavity 36 and from the apex 12 towards the interior of the toroidal cavity 36, being in contact at least locally with each of the adjacent first stiffening elements 54A, 54A' of the assembly.

[0218] The tire 10 comprises a plurality of distinct radially internal 56B and external 58B second anchoring members. Each distinct radially internal 56B and external 58B second anchoring member is common to one of the sets of adjacent stiffening second elements 54B, 54B' so as to extend in projection from the second bead 32B towards the interior of the toroidal cavity 36 and from the apex 12 towards the interior of the toroidal cavity 36 being in contact at least locally with each of the adjacent stiffening second elements 54B, 54B' of the assembly.

[0219] Each first and second radially internal anchoring member 56A, 56B and external 58A, 58B includes a pad 60A, 60B and 62A, 62B. Each pad 60A, 62A is common to the first adjacent stiffening elements 54A, 54A' and each pad 60B, 62B is common to the second adjacent stiffening elements 54B, 54B'.

[0220] The embodiment illustrated in [Fig. 10], in which the identical elements bear the same reference numerals, differs from the embodiment illustrated in Figures 8 and 9 in that that the first radially internal anchoring member 56A is common to the plurality of first stiffening elements 54A, 54A' distributed circumferentially so as to project from the first bead 32A into the toroidal cavity 36, being in contact at least locally with the plurality of first stiffening elements 54A, 54A' distributed circumferentially. The first common radially internal anchoring member 56A comprises a first common radially internal cord 64A extending circumferentially along the internal surface 34.

[0221] Although not shown in [Fig. 10], the pneumatic system corresponding to [Fig. 10] is such that the first radially external anchoring member 58A is common to the plurality of first stiffening elements 54A, 54A' distributed circumferentially so as to extend in projection from the apex 12 towards the interior of the toroidal cavity 36, being in contact at least locally with the plurality of first stiffening elements 54A, 54A' distributed circumferentially. The first common radially external anchoring member 58A comprises a first common radially external cord extending circumferentially along the inner surface 34.

[0222] Similarly, the second radially internal anchoring member 56B is common to the plurality of second stiffening elements 54B, 54B' distributed circumferentially so as to project from the second bead 32B into the toroidal cavity 36, being in contact at least locally with the plurality of second stiffening elements 54B, 54B' distributed circumferentially. The common second radially internal anchoring member 56B comprises a second common radially internal cord extending circumferentially along the internal surface 34.

[0223] The second radially external anchoring member 58B is common to the plurality of second stiffening elements 54B, 54B' distributed circumferentially so as to project from the apex 12 towards the interior of the toroidal cavity 36, being in contact at least locally with the plurality of second stiffening elements 54B, 54B' distributed circumferentially. The second common radially external anchoring member 58B comprises a second common radially external cord extending circumferentially along the inner surface 34.

[0224] Each first and second radially common inner and outer cord extends circumferentially over at least 50% of the tire's circumference, and here over the entire circumference of the tire. Comparative tests

[0225] The tire was tested according to the example of the invention described above in Figures 8 and 9, as well as an identical control tire but without any anchoring device. These tests were carried out on a rolling machine simulating the stresses exerted by the Nürburgring circuit (Germany) on the tested tire under extreme racing stress conditions in order to cause the degradation of the stiffening structure.

[0226] The test tire traveled 15 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 radially inner anchoring portions (the one arranged on the outside of the vehicle) and 17% of the stiffening elements showed no damage.

[0227] The tire according to the example of the invention described above in Figures 8 and 9 covered 15 laps without damage and then 5 additional laps after which no dislodging at the anchorage was observed and only 2.5% of the stiffening elements showed a break in one of the radially inner anchorage portions (the one arranged on the outside of the vehicle) thus showing that the anchoring elements made it possible to eliminate the failure of the stiffening structure by dislodging and to reduce the occurrence of breaks in the radially inner anchorage portion.

[0228] Thus, the invention made it possible to significantly improve the endurance of the stiffening structure.

Claims

1.

2. Demands A tire (10) comprising a crown (12), first and second sidewalls (30A, 30B) each extending radially inward from the crown (12), and first and second beadings (32A, 32B) extending radially inward from the first and second sidewalls (30A, 30B), respectively. The tire (10) is provided with an internal surface (34) defining a toroidal cavity (36) for inflating the tire (10). The tire (10) comprises a stiffening structure (52) extending into the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12), penetrating the first sidewall (30A) and / or bead (32A) and / or the crown (12), passing through the internal surface (34), and anchoring itself in the first sidewall. (30A) and / or bead (32A) and / or in the top (12), characterized in that the tire (10) comprises at least one first anchoring element (56A,58A) arranged in the toroidal cavity (36) and extending projecting from the first flank (30A) and / or bead (32A) into the toroidal cavity (36) and / or from the apex (12) into the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first anchoring member (56A, 58A) being formed from at least the first flank (30A) and / or bead (32A) and / or the apex (12). A tire (10) according to the preceding claim, wherein the stiffening structure (52) extends into the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12) by penetrating the first flank (30A) and / or bead (32A), passing through the internal surface (34), to anchor itself in the first flank (30A) and / or bead (32A), and extends into the toroidal cavity from at least the second flank (30B) and / or bead (32B) to at least the apex (12) by penetrating the second flank (30B) and / or bead (32B), passing through the internal surface (34), to anchor itself in the second flank (30B) and / or bead (32B), the tire (10) comprising at least of the first and second radially internal anchoring elements (56A, 56B) extending respectively in projection from the first and second flanks (30A, 30B) and / or ridges (32A, 32B) towards the interior of the toric cavity (36) being in contact at least locally with the stiffening structure (52), each first and second radially internal anchoring member (56A, 56B) being made of material respectively with at least said first flank (30A) and / or ridge (32A) and at least said second flank (30B) and / or ridge (32B).

3. A pneumatic (10) according to any one of the preceding claims, wherein the stiffening structure (52) extends into the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12), penetrating the apex (12), passing through the internal surface (34), and anchoring itself in the apex (12), and extends into the toroidal cavity from at least the second flank (30B) and / or bead (32B) to at least the apex (12), penetrating the apex (12), passing through the internal surface (34), and anchoring itself in the apex, the pneumatic (10) comprising at least first and second radially external anchoring members (58A, 58B), each projecting from the apex (12) into the interior of the cavity toric (36) being in contact at least locally with the stiffening structure (52), each first and second radially external anchoring member (5 8A,58B) having come from matter with at least the vertex (12).,

4. Pneumatic (10) according to any one of the preceding claims, wherein the stiffening structure (52) comprises at least one first stiffening element (54A) 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 / or in the apex (12), said first stiffening element (54A) being provided with: - at least one portion (543) extending continuously in the toroidal cavity (36), and - at least one radially internal and / or external anchoring portion (541, 545) extending said portion (543) of said first stiffening element (54A) extending continuously in the toroidal cavity (36), said first anchoring member (56A, 58A) is in contact with at least a part of said radially internal and / or external anchoring portion (541, 545) of said first stiffening element (54A).

5. A pneumatic (10) according to claim 4, wherein the stiffening structure (52) extends into the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12), penetrating the first flank (30A) and / or bead (32A), passing through the internal surface (34), to anchor itself in the first flank (30A) and / or bead (32A), the pneumatic (10) comprising at least one first radially internal anchoring member (56A) projecting from the first flank (30A) and / or bead (32A) into the interior of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially internal anchoring member (56A) being made of material with at least the first flank (30A) and / or ridge (32A),in which the stiffening structure (52) extends into the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12) by penetrating the apex (12), passing through the internal surface (34), to anchor itself in the apex (12), the tire (10) comprising at least one first radially external anchoring member (58A) projecting from the apex (12) into the interior of the toroidal cavity (36) being in contact at least locally with the stiffening structure (52), said first radially external anchoring member (58A) being formed of material with at least the apex (12), and in which said portion extending continuously into the toroidal cavity (36) of said first stiffening member (54A) extends from said first radially internal anchoring member (56A) up to the first radially external anchoring element (58A).

6. A tire (10) according to claim 4 or 5, wherein the stiffening structure (52) extends into the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12), penetrating the first flank (30A) and / or bead (32A), passing through the internal surface (34), and anchoring itself in the first flank (30A) and / or bead (32A), the tire (10) comprising at least one first radially internal anchoring member (56A) projecting from the first flank (30A) and / or bead (32A) towards the inside of the toric cavity (36) being in contact at least locally with the stiffening structure (52), said first radially internal anchoring member (56A) being made of material with at least the first flank (30A) and / or bead (32A), and in which said radially internal anchoring portion (541) of said first stiffening element (54A) passes through said first radially internal anchoring member (56A) to anchor itself in the first flank (30A) and / or bead (32A).

7. A pneumatic (10) according to any one of claims 4 to 6, wherein the stiffening structure (52) extends into the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12), penetrating the apex (12), passing through the internal surface (34), and anchoring itself in the apex (12), the pneumatic (10) comprising at least one first radially external anchoring member (58A) projecting from the apex (12) into the interior of the toroidal cavity (36), being in contact at least locally with the stiffening structure (52), said first radially external anchoring member (58A) being formed of material with at least the apex (12), and wherein said radially external anchoring portion (54A) of said first stiffening member (54A) passes through said first radially external anchoring member (58A) to anchor in the apex (12).

8. Pneumatic (10) according to any one of the preceding claims, comprising a plurality of distinct first anchoring members (56A, 58A), each first anchoring member of the plurality of said distinct first anchoring members (56A, 58A) being arranged in the toroidal cavity (36) and extending in projection from the first flank (30A) and / or bead (32A) into the interior of the toroidal cavity (36) and / or from the apex (12) into the interior of the toroidal cavity (36) being in contact at least locally with the stiffening structure (52) in the toroidal cavity (36).

9. Pneumatic (10) according to the preceding claim, wherein the first anchoring members of the plurality of distinct first anchoring members (56A, 58A) are distributed circumferentially in the toric cavity (36).

10. Pneumatic (10) according to any one of claims 1 to 9, wherein said first anchoring member (56A, 58A) comprises a stud.

11. Pneumatic (10) according to the preceding claim, wherein the external surface of said stud of said first anchoring member (56A, 58A) has a radius of connection with the internal surface of continuous curvature.

12. Pneumatic (10) according to any one of claims 1 to 9, wherein said first anchoring member comprises a first cord (59A) projecting inward toward the interior of the toroidal cavity (36) and extending along the inner surface (34) from the first flank (30A) and / or bead (32A) to the apex (12), said first cord (59A) projecting from the first flank (30A) and / or bead (32A) inward toward the interior of the toroidal cavity (36) while being in contact at least locally with the stiffening structure (52), and said first cord (59A) projecting from the apex (12) inward toward the interior of the toroidal cavity (36) while being in contact at least locally with the stiffening structure (52).

13. A pneumatic (10) according to any one of claims 1 to 9, wherein the stiffening structure (52) comprises a plurality of sets of adjacent first stiffening elements (54A, 54A') in the toroidal cavity (36) and each 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 / or in the apex (12), the pneumatic (10) comprises a plurality of distinct first anchoring members (56A, 58A), each distinct first anchoring member (56A, 58A) being common to each set of adjacent first stiffening elements (54A,54A') so as to extend in projection from the first flank (30A) and / or bulge (32A) towards the interior of the toroidal cavity (36) and / or from the apex (12) towards the interior of the toroidal cavity (36) being in contact at least locally with each of the first adjacent stiffening elements (54A, 54A') of said set of first adjacent stiffening elements (54A, 54A').,

14. A pneumatic (10) according to any one of claims 1 to 9, comprising a plurality of first stiffening elements (54A, 54A') distributed circumferentially in the toroidal cavity (36) and each extending continuously in the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12), being anchored in the first flank (30A) and / or bead (32A) and / or in the apex (12), said first anchoring member (56A, 58A) being common to the plurality of first stiffening elements (54A, 54A') distributed circumferentially so as to extend in projection from the first flank (30A) and / or bead (32A) into the interior of the toroidal cavity (36) and / or from the apex (12) towards the interior of the toric cavity (36) being in contact at least locally with the plurality of first stiffening elements (54A, 54A') distributed circumferentially.

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