Pneumatic system comprising a stiffening structure including a protective element

Abstract

The tire (10) comprises a crown (12), sidewalls (30A, 30B), ribs (32A, 32B), an internal surface (34) defining a toroidal cavity (36), and a stiffening structure (52) extending into the toroidal cavity (36) from a sidewall (30A) and / or rib (32A) to at least the crown (12), being anchored in the sidewall (30A) and / or rib and / or crown. The tire (10) comprises a protective element (60A, 60B, 62A, 62B) interposed between the stiffening structure and a reinforcing structure (38A, 38B, 44A, 44B), the protective element (64) comprising at least one wire reinforcing element (66). Figure for the abbreviation: Fig 1

Description

Title of the invention: A pneumatic system comprising a stiffening structure including a protective element

[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.

[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 vertex interface was subjected to tensile stress. Such interfaces are sensitive to repeated stresses which can leading to early separation between the stiffening elements and the internal surface of the bead and / or the internal surface of the apex and therefore to early 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 first and second stiffening elements, while significantly improved compared to that of the tire described in WO2020 / 128225, proved imperfect due to failures of some of the first and second stiffening elements in certain use cases.

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

[0010] The invention relates to a tire comprising a crown, first and second sidewalls each extending radially inwards from the crown, first and second bead extensions respectively extending radially inwards from the first and second sidewalls, the tire being provided with an internal surface delimiting a toroidal inflation cavity, 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 and being anchored in the first sidewall and / or bead and / or in the crown, the stiffening structure being anchored in or around a first radially internal reinforcing structure arranged in the first sidewall and / or bead and / or in or around one or more radially external reinforcing structure(s) arranged in the crown, the tire comprising: - a first radially internal protective element interposed between the stiffening structure and the first radially internal reinforcing structure arranged in the first flank and / or bead and / or - a radially external protective element interposed between the stiffening structure and the radially external reinforcing structure(s) arranged at the apex, the first radially internal protective element and / or the radially external protective element comprising at least one wire reinforcement element.

[0011] As explained below, the invention works as soon as it is applied to only one side of the tire, here at least on the side including the first sidewall and / or bead and / or as soon as it is applied to the crown. Advantageous embodiments teach that the invention can also be applied to both sides of the tire, although this is not necessary to carry out the invention. In the present application, the use The use of the qualifier "first" or "first" aims, unless otherwise clearly interpreted, to associate the element described as "first" or "first" with the first flank and / or ridge. Similarly, the use of the qualifier "second" aims, unless otherwise clearly interpreted, to associate the element described as "second" with the second flank and / or ridge.

[0012] 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 handling. 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.

[0013] 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.

[0014] 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 and being anchored in the first flank and / or bead, and extending in the toroidal cavity from at least the second flank and / or bead to at least the apex and being anchored in the second flank and / or bead, the stiffening structure being anchored in or around a second radially internal reinforcement structure arranged in the second flank and / or bead, the tire comprises first and second radially internal protective elements interposed respectively between the stiffening structure and the first radially internal reinforcement structure arranged in the first flank and / or bead and between the stiffening structure and the second radially internal reinforcement structure. interior arranged in the second side and / or bead, each first and second protective element comprising at least one wire reinforcement element.

[0015] 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 while 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 while being anchored in the apex, the tire includes a radially external protective element interposed between the stiffening structure and the or one of the radially external reinforcing structures arranged in the apex, the radially external protective element includes at least one wire reinforcing element.

[0016] It has been observed that the stiffening structure degrades, sometimes to the point of failure, due to friction and contact between the stiffening structure and the relevant reinforcement structure. This failure occurs particularly at the point where the stiffening structure is anchored.

[0017] In particular, in cases where the stiffening structure has a relatively high thermosensitivity, the contraction of the stiffening structure can lead to a rapprochement of the stiffening structure and the reinforcement structure concerned and therefore to relatively significant friction and contact during the use of the tire.

[0018] Each protective element limits friction and contact between the stiffening structure and the relevant reinforcement structure, preventing degradation that could lead to at least partial failure of the stiffening structure under certain usage conditions. The protective function is achieved, firstly, by the mechanical decoupling of the stiffening structure and the reinforcement structure by the protective element. Secondly, the protective function is achieved by creating a distance between the stiffening structure and the reinforcement structure. This distancing means that the stiffening structure is not in direct contact with the reinforcement structure. This distancing is ensured by the dimensions of the wire reinforcement element(s), which create the space necessary to protect the stiffening structure.The protective element, if it were to wear out, plays the role of a sacrificial element protecting the stiffening structure by wearing down under the effect of abrasion of the reinforcement structure and / or the stiffening structure, without damaging the stiffening structure.

[0019] By interposed, it is understood that the organ concerned is positioned geometrically between the stiffening structure and the reinforcement structure concerned.

[0020] By anchored in a flank and / or bead and / or the apex, it is understood that the stiffening structure or the stiffening element penetrates the flank and / or bead and / or the summit, that is to say that the stiffening structure or stiffening element passes through the internal surface to anchor itself in a flank and / or bulge and / or the summit.

[0021] A wire reinforcement element is defined as a reinforcement element having a length at least 10 times greater than the longest dimension of its cross-section, regardless of the shape of the latter: circular, elliptical, oblong, polygonal, and in particular rectangular, square, or oval. In the case of a rectangular cross-section, the wire element has the form of a strip. For example, and without limiting the scope of the invention, a wire reinforcement element may be an assembly of monofilaments, a single monofilament, an assembly of short fibers, or a single short fiber. A short fiber is a discontinuous fiber of reduced length compared to a monofilament. It may be natural short fibers, chopped monofilaments, or an assembly of chopped monofilaments.

[0022] In certain embodiments, there may be several first radially internal protective elements and / or several radially external protective elements. Optionally, in certain embodiments, there may be several second radially internal protective elements.

[0023] Advantageously, each protective element concerned extends circumferentially over at least a part of the circumference of the tire, preferably over at least 75% of the circumference of the tire and more preferably over the entire circumference of the tire.

[0024] 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.

[0025] Among other advantages, the stiffening structure makes it possible to simultaneously increase the radial stiffness, axial stiffness and drift stiffness of the tire compared to a conventional tire not including a stiffening structure but also compared to tires including other stiffening structures, such as the one described in WO2017 / 005713.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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 bead. Indeed, the bead of a conventional tire dissipates a significant amount of energy due to their volume and the hysteretic nature of their constituent elastomeric compound. Reducing their volume thus makes it possible to significantly reduce rolling resistance.

[0030] 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.

[0031] 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.

[0032] 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).

[0033] 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.

[0034] 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.

[0035] 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 plane meridian cut (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.

[0036] By meridian plane, we mean a plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.

[0037] 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.

[0038] 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" standard, 2023.

[0039] By sidewall, we mean the radial portion of the tire connecting the bead to the crown. The sidewall is radially delimited externally by an edge of the tread. The axial edges of the tread are determined on a tire mounted on a nominal rim and inflated to the nominal pressure as defined in the ETRTO 2023 standard manual. The edges are arranged on either side of the median plane of the tire and are formed by lines substantially parallel to the circumferential direction of the tire. In the case of an obvious boundary between the tread and the sidewall of the tire, the edges are determined simply. In the case where the tread is continuous with the sidewalls, the edges are usually determined by loading the tire to 80% of its 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 delimited radially 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 or "ETRTO" standard, 2023.

[0040] 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 range of values ​​designated by the expression "from a to b" means the range of values ​​from a to b (i.e. including the strict bounds a and b).

[0041] 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.

[0042] 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.

[0043] 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 comprises at least one crown layer including reinforcing elements. These reinforcing elements are preferably textile or metallic wire elements.

[0044] 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 / or second radially inner reinforcement structures, or only the radially outer reinforcement structure(s).

[0045] In embodiments enabling the performance of so-called radial tires as defined by ETRTO, the carcass reinforcement comprises at least one carcass layer, said carcass layer comprising wire carcass reinforcement elements, each wire carcass reinforcement element extending substantially along a principal direction forming with the circumferential direction of the tire an angle, in absolute value, ranging from 80° to 90°. Alternatively, a variable angle ranging from 80° to 90° may be used in at least a portion of the sidewall and strictly less than 80° in at least a portion of the crown.

[0046] 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.

[0047] In optional embodiments, the first radially internal protective element and / or the radially external protective element is directly in contact with the stiffening structure.

[0048] Optionally, the second radially internal protective element is directly in contact with the stiffening structure.

[0049] In optional embodiments, the first radially internal protective element and / or the radially external protective element is directly in contact respectively with the first radially internal reinforcing structure and / or the or one of the radially external reinforcing structures.

[0050] Optionally, the second radially internal protective element is directly in contact with the second radially internal reinforcement structure.

[0051] By directly in contact, it is meant that no organ or layer is interposed between the organ and the structure concerned.

[0052] 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 in or around the first radially internal reinforcing structure arranged in the first flank and / or bead and / or in the apex in or around the one or more radially external reinforcing structure(s) arranged in the apex, said first stiffening element being provided: - of at least one portion extending continuously into the toric cavity, and - of at least one radially internal anchoring portion extending into the first flank and / or bead and / or of at least one radially external anchoring portion extending into the apex and extending said portion of said first stiffening element extending continuously into the toroidal cavity, said first radially internal protection member is interposed between the first radially internal reinforcement structure arranged in the first flank and / or bead and said radially internal anchoring portion and / or said radially external protection member is interposed between the radially external reinforcement structure arranged in the apex and said radially external anchoring portion.

[0053] Optionally, 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 in or around the second radially internal reinforcing structure arranged in the second flank and / or bead, said second stiffening element being provided: - of at least one portion extending continuously into the toric cavity, and - of at least one radially internal anchoring portion extending into the second flank and / or bead and extending said portion of said second stiffening element extending continuously into the toroidal cavity, said second radially internal protective element is interposed between the second radially internal reinforcement structure arranged in the second flank and / or bead and said radially internal anchoring portion.

[0054] 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.

[0055] Preferably, said portion extending continuously in the toroidal cavity of said first stiffening element extends from a first radially internal anchoring point of the first flank and / or bead to a first radially external anchoring point of the apex.

[0056] Advantageously, said radially internal anchorage portion of said first stiffening element extends from a first radially internal anchorage point in the first flank and / or bead.

[0057] Advantageously, said radially external anchorage portion of said first stiffening element extends from a first radially external anchorage point in the apex.

[0058] Optionally, said portion extending continuously in the toroidal cavity of said second stiffening element extends from a second radially internal anchor point to a first radially external anchor point of the apex.

[0059] Advantageously, said radially internal anchorage portion of said second stiffening element extends from a second radially internal anchorage point in the second flank and / or bead.

[0060] Advantageously, said radially external anchorage portion of said second stiffening element extends from a second radially external anchorage point in the apex.

[0061] Preferably, said first radially internal and external anchoring points of said first stiffening element are arranged on the same side of the median plane of the tire.

[0062] Optionally, said second radially internal and external anchoring points of said second stiffening element are arranged on the same other side of the median plane of the tire.

[0063] Thus, the portions extending, on the one hand, between the first radially inner and outer anchor points located on the same side of the median plane, and on the other hand, between the second radially inner and outer anchor points 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. In this way, on the one hand, a regular contact area is maintained, and on the other hand, the risk of damage to the crown reinforcement of the tire is reduced, notably by preventing compression of the various constituent elements of the crown reinforcement, for example, the textile and metallic wire reinforcement elements of the crown reinforcement.

[0064] Each internal or external radial reinforcement structure is respectively arranged in the corresponding side and / or flange or in the top, that is, arranged axially and / or radially within the internal surface and embedded in the mass of materials constituting the corresponding side and / or flange or the top. The stiffening structure passes through the internal surface to anchor itself in or around the corresponding internal radial reinforcement structure and / or through the internal surface to anchor itself in or around the external radial reinforcement structure(s).

[0065] As previously stated, the stiffening structure can be anchored in or around at least one radially internal and / or external reinforcing structure.

[0066] 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.

[0067] In particular, in the case 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.

[0068] In a second variant, the stiffening structure can be anchored around the structure of said reinforcement structure itself, that is to say that the structure of stiffening takes support from 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.

[0069] 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.

[0070] In optional embodiments, the wire reinforcement element or each wire reinforcement element of the first radially internal protective element and / or of the radially external protective element is a textile wire reinforcement element.

[0071] Optionally, the wire reinforcement element or each wire reinforcement element of the second radially inner protective member is a textile wire reinforcement element.

[0072] The textile nature of the wire reinforcement element(s) minimizes abrasion caused by friction between the stiffening structure and the relevant reinforcement structure, unlike a metallic wire reinforcement element which could lead to abrasion of the stiffening structure at the point of contact with the metallic wire reinforcement element. Furthermore, it reduces the risk of damaging the stiffening structure through crushing.

[0073] By textile, it is understood that the wire reinforcement element comprises at least one textile monofilament, i.e. non-metallic.

[0074] In optional embodiments, the wire reinforcement element or each wire reinforcement element of the first radially inner protective element and / or of the radially outer protective element comprises an assembly of several monofilaments, preferably an assembly of several textile monofilaments.

[0075] Optionally, the wire reinforcement element or each of the second radially inner protective element comprises an assembly of several monofilaments, preferably an assembly of several textile monofilaments.

[0076] In a first variant of the preceding embodiments, the assembly comprises from 2 to 10 monofilaments, each having a substantially circular cross-section with a diameter ranging, for example, from 0.10 mm to 0.50 mm. In a second variant, the assembly comprises more than 10 monofilaments, preferably more than 100 elementary textile monofilaments, and more preferably more than 500 elementary textile monofilaments, each having a substantially circular cross-section with a diameter ranging, for example, from 2 µm to 100 µm. In both the first and second variants, the resulting assembly is commonly referred to as a strand.

[0077] Thus, the assembly of several monofilaments can be an assembly of several strands as defined above. In one embodiment, the materials from which the monofilaments of each strand are made are identical. In another embodiment, the materials from which the monofilaments of each strand are made are different, the wire reinforcement element is then commonly called a hybrid wire reinforcement element.

[0078] In other embodiments, the wire reinforcement element(s) of the first radially inward and / or radially outward protective element comprise a single elementary monofilament, preferably textile. Optionally, the wire reinforcement element(s) of the second radially inward protective element comprise a single elementary monofilament, preferably textile.

[0079] Regardless of the embodiment or variant, a basic textile monofilament is obtained, for example, by melt spinning, solution spinning, or gel spinning. Textile monofilaments are usually classified into two main categories: natural monofilaments and chemical monofilaments. Natural monofilaments include monofilaments of plant origin (including, in particular, cotton), animal origin, and mineral origin. Chemical monofilaments include artificial monofilaments and synthetic monofilaments. Artificial monofilaments are manufactured from natural raw materials and include, in particular, viscose made from wood cellulose. Synthetic monofilaments include organic polymeric monofilaments (e.g., polyesters and polyamides) as well as inorganic polymeric monofilaments (e.g., glass and carbon).For reasons of protection against corrosive agents, the textile monofilament(s) used here are preferably chosen from among chemical monofilaments, preferably from synthetic monofilaments, and most preferably from organic polymeric monofilaments. Examples include aliphatic polyamides, particularly polyamide 6-6, polyesters, particularly polyethylene terephthalate, and aromatic polyamides, particularly aramid.

[0080] Optionally, the wire reinforcement element or elements is coated with a layer based on an adhesive composition based on a resin chosen from aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins and polyfunctional resins as well as mixtures of these resins.

[0081] In optional embodiments, the wire reinforcement element or each wire reinforcement element of said first radially internal protection member and / or of the radially external protection member is embedded in a polymeric material.

[0082] Optionally, the wire reinforcement element or each element of said second radially internal protective element is embedded in a polymeric material.

[0083] During tire manufacturing, the protective component in question can be assembled as a composite comprising the wire reinforcement element(s) embedded in the polymer material, this composite being subsequently assembled with the rest of the tire structure. This is particularly the case when the wire reinforcement elements include short fibers.

[0084] Alternatively, the protective element can be assembled in the form of the wire reinforcement element(s) alone, devoid of polymer material. The polymer material embedding the wire reinforcement element(s) in the final tire is obtained from the refining of the polymer material adjacent to the wire reinforcement element(s) during the tire curing process. This is particularly the case when the wire reinforcement elements take the form of an organized structure.

[0085] By polymeric material, we shall understand a material comprising at least one polymer. Preferably, the polymeric material is an elastomeric material, that is to say a material comprising at least one elastomer.

[0086] In optional embodiments, said first radially internal protection member and / or said radially external protection member comprises an organized structure comprising several wire reinforcement elements linked to each other.

[0087] Optionally, said second radially internal protection member comprises an organized structure comprising several wire reinforcement elements linked to each other.

[0088] By organized structure, we understand a structure in which the wire reinforcement elements are linked to each other through linking zones, the linking zones being organized according to one or more repeating patterns.

[0089] In optional embodiments, said first radially internal protective element and / or said radially external protective element comprises a knit or cross-woven fabric comprising several wire reinforcement elements.

[0090] Optionally, said second radially internal protective element comprises a cross-woven fabric or knit comprising several wire reinforcement elements.

[0091] By cross-weave, we mean an organized structure in which main wire reinforcement elements extend along a principal direction substantially parallel to each other, and complementary wire reinforcement elements extend along a complementary direction substantially parallel to each other, the principal direction not being parallel to the complementary direction, so that the main and complementary wire reinforcement elements intersect each other. Typically, for example, the principal direction will be substantially perpendicular to the complementary direction.

[0092] Knitting refers to an organized structure comprising stitches formed by one or more reinforcing yarn elements. Each stitch comprises a loop interlaced with another loop. Examples include jersey or English rib knits for knitted fabrics and charmeuse or atlas knits for knitted fabrics with cast-on stitches.

[0093] Advantageously, the first radially internal reinforcing structure arranged in the first flank and / or bead preferably comprises at least one first circumferential radially internal reinforcing element. This first circumferential radially internal reinforcing element allows the stiffening structure to be anchored in the first flank and / or bead.

[0094] In embodiments comprising a second radially internal reinforcing structure arranged in the second flange and / or bead, this structure preferably comprises at least one second circumferential radially internal reinforcing element. This second circumferential radially internal reinforcing element allows the stiffening structure to be anchored in the second flange and / or bead.

[0095] Advantageously, the first internal radially internal circumferential reinforcing element and / or the second internal radially internal circumferential reinforcing element is wrapped circumferentially for at least one full turn around the axis of revolution, preferably for several full turns around the axis of revolution.

[0096] 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 and / or second circumferential radially internal reinforcement element being arranged radially outside respectively of each first and / or second circumferential reinforcement element intended to allow the tire to be attached to a tire mounting support.

[0097] 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.

[0098] This damping is the result of the fact that the circumferential radially internal reinforcing element considered is mechanically decoupled from said circumferential radially internal reinforcing element intended to allow the attachment of the tire on a tire mounting support located on the same side of the tire's median plane.

[0099] Alternatively, said first and / or second circumferential internal radial reinforcement element is intended to allow the tire to be attached to a tire mounting support.

[0100] In one embodiment, said first circumferential radially internal reinforcing element comprises a metallic wire reinforcing element. Alternatively, said first circumferential radially internal reinforcing element comprises a textile wire reinforcing element.

[0101] Optionally, said second circumferential internal radial reinforcement element comprises a metallic wire reinforcement element. Alternatively, said second circumferential internal radial reinforcement element comprises a textile wire reinforcement element.

[0102] Advantageously, said first and / or second internal radially internal circumferential reinforcement element extends 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.

[0103] In embodiments comprising at least one radially external reinforcing structure arranged in the apex, this structure preferably comprises a circumferential radially external reinforcing element. This circumferential radially external reinforcing element allows the stiffening structure to be anchored in the apex.

[0104] Advantageously, the or each external radially external circumferential reinforcing element is circumferentially wound over at least one full turn around the axis of revolution, preferably over several full turns around the axis of revolution.

[0105] In one embodiment, said radially external circumferential reinforcement element of the or each radially external reinforcement structure comprises a metal wire reinforcement element. Alternatively, said radially external circumferential reinforcement element of the or each radially external reinforcement structure comprises a textile wire reinforcement element.

[0106] Advantageously, the or each external radially external circumferential reinforcement element extends 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.

[0107] 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 radially external circumferential reinforcing element, the first radially external circumferential reinforcing element being arranged at an axial distance from said second radially external circumferential reinforcing element.

[0108] 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.

[0109] 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.

[0110] Thus, the axial distribution of the forces exerted by the stiffening structure on the summit is improved.

[0111] 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.

[0112] Of course, the tire may include several of the said first and / or second radially internal and / or external reinforcement structures.

[0113] 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.

[0114] Thus, tire manufacturing is facilitated and the robustness of the stiffening structure is improved by eliminating the ends of said stiffening element that are anchored in each sidewall and / or bead and / or in the crown. In this first configuration, it is therefore possible to have a continuous stiffening element extending over the entire circumference of the tire. Since said stiffening element of the stiffening structure is continuous, the transmission of forces between each sidewall and / or bead is improved, as the forces are distributed over the tire. Thus, the stiffening structure performs its function over the entire circumference of the tire.

[0115] 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.

[0116] According to a second variant of the first stiffening element configuration, 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.

[0117] 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.

[0118] 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.

[0119] 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 apex and has an end in each first and second flank and / or bead. In other words, a first and a second stiffening element form a single stiffening element extending from the first flank and / or bead to the second flank and / or bead via the apex and has an end in each first and second flank and / or bead.

[0120] Each stiffening element according to one of the designs or configurations defined above can be characterized geometrically, in particular by its average cross-section Sm, this characteristic not necessarily being identical for all the stiffening elements. The average cross-section Sm is the average of the cross-sections obtained by cutting the stiffening element with all cylindrical surfaces coaxial with the tire and radially contained within the inner toroidal cavity. In the most frequent case of a constant cross-section, the average cross-section Sm is the constant cross-section of the stiffening element. The average cross-section Sm comprises a larger characteristic dimension Dmax and a smaller characteristic dimension Dmin, the ratio of which R = Dmax / Dmin is called the aspect ratio. By way of example, a stiffening element having an average cross-section A circular Sm, having a diameter equal to d, has a form ratio R=l, a stiffening element having a rectangular average section Sm, having a length L and a width 1, has a form ratio R=L / 1, and a stiffening element having an elliptical average section Sm, having a major axis D and a minor axis d, has a form ratio R=D / d.

[0121] 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.

[0122] A second type of stiffening element, with an aspect ratio R of at least 3, is called two-dimensional. In other words, a stiffening element is considered two-dimensional when the largest characteristic dimension Dmax of its average cross-section Sm is at least three times the smallest characteristic dimension Dmin of its average cross-section Sm. A two-dimensional stiffening element has membrane-like mechanical behavior, meaning that it can only be subjected to tensile or compressive forces within its thickness, defined by the smallest characteristic dimension Dmin of its average cross-section Sm. According to a first variant, a stiffening element with an aspect ratio R of at least 3 and at most 50 is called a two-dimensional strip-type element. According to a second variant, a stiffening element with an aspect ratio R of at least 50 is called a two-dimensional film-type element.

[0123] The materials that can be used for each stiffening element are as described in WO2022 / 200717.

[0124] 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 to say, they have identical geometric characteristics and constituent materials.

[0125] These wire stiffening elements are commonly called stays. The advantage of using wire stiffening elements is that they result in a stiffening structure with low mass and minimal hysteresis. Using identical wire stiffening elements ensures a homogeneous distribution of forces between the stiffening elements.

[0126] By textile, it is understood that each wire stiffening element comprises at least one textile monofilament, i.e., 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.

[0127] Advantageously, at least a portion of each stiffening element is coated with at least one layer based on a polymeric composition, preferably at least one layer based on an adhesive polymeric composition. Such a layer limits the propagation of air and any corrosive agents along the stiffening element and thus within the tire structure. The polymeric composition 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. The layer, preferably based on an adhesive polymeric composition, maximizes the tire's durability in addition to its adhesive properties.

[0128] Preferably, the adhesive composition is based on a resin selected from aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins, and multifunctional resins, as well as mixtures of these resins. In addition to limiting the spread of air and any corrosive agents, the adhesive composition improves the anchoring of the stiffening elements within the tire structure and thus the tire's durability.

[0129] 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.

[0130] 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: - Fig. 1 is a view of a tire in a meridian cutting plane parallel to the axis of rotation according to one embodiment of the invention, - Figures 2 and 3 are detailed views of zone IIA and zone IIB respectively [Fig. 1], - Figures 4 and 5 are detailed views of zone IVA and zone IVB respectively from [Fig. 1], - [Fig.6] is a view of a tire protection device from [Fig.1], and - [Fig.7] is a view of a variant of the tire protection device from [Fig.1].

[0131] 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.

[0132] 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 having yet been driven on.

[0133] 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.

[0134] 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.

[0135] The tire 10 comprises first and second sidewalls 30A, 30B extending radially inwards 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 inwards 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 respectively connects each first and second bead 32A, 32B to the apex 12. The tire 10 is provided with an internal surface 34, intended to be in contact with the tire inflation gas, delimiting a toroidal cavity 36 for inflation of the tire 10. The internal surface 34 is here supported by the inner layer 18.

[0136] The tire 10 comprises first and second radially internal reinforcement structures 3 8A, 38B respectively arranged in each first and second bead 32A, 32B.

[0137] Each first and second radially internal reinforcing structure 38A, 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 metallic wire reinforcing elements as described in WO2022 / 200717.

[0138] Each first and second bead 32A and 32B respectively comprises first and second radially internal circumferential reinforcing elements 42A, 43A and 42B, 43B, here two rods, intended to allow the tire 10 to be attached to a tire mounting support 10, for example a rim.

[0139] Each first and second internal radially reinforcing circumferential element 40A and 40B is respectively arranged radially outside each first and second internal radially reinforcing circumferential element 42A, 43A and 42B, 43B intended to allow the tire 10 to be attached to a tire mounting support 10.

[0140] The tire 10 further includes first and second radially external reinforcement structures 44A, 44B arranged in the apex 12 on either side of the median plane M and each respectively provided with a first and second circumferential radially external reinforcement element 46A, 46B, and here including a metallic wire reinforcement element as described in WO2022 / 200717.

[0141] Each wire reinforcement element of each first and second internal radially internal circumferential reinforcement element 40A, 40B and each wire reinforcement element of each first and second external radially external circumferential reinforcement element 46A, 46B extends 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.

[0142] The tire 10 includes a carcass reinforcement 48 anchored in each first and second bead 32A, 32B, in this case arranged axially between the first radially internal circumferential reinforcement elements 42A, 43A in the first bead 32A and arranged axially between the second radially internal circumferential reinforcement elements 42B, 43B in the second bead 32B. The carcass reinforcement 48 extends into each first and second bead 32A, 32B and into each first and second sidewall 30A, 30B so that each first and second circumferential radially internal reinforcement element 40A, 40B is arranged radially inside the carcass reinforcement 48. The carcass reinforcement 48 also extends radially internally into the top 12 to the top reinforcement 16. The top reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 48.The frame reinforcement 48 comprises at least one layer of frame 50 and here comprises a single layer of frame 50.

[0143] The different vertex layers 24, 26, 28 and carcass 50 are identical to those described in WO2022 / 200717.

[0144] With reference to Figures 1 to 3, 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 each first and second radially external reinforcing structure 44A, 44B.

[0145] 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.

[0146] 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 (for example the Z direction) and then helicalized together at 190 turns per meter in the opposite direction (for example, direction S). Each of these multifilament strands has a count of 188 tex. Each first and second stiffening element 54A, 54B is fully coated with an adhesive composition, in this case an adhesive composition based on an aldehyde / phenol resin containing resorcinol, formaldehyde, and an elastomer latex as described in WO2013017422. Alternatively, any other adhesive composition described in WO2013017422 may be used.

[0147] Each first stiffening element 54A extends continuously from the first side 30A and / or the first bead 32A to the top 12 and here from the first bead 32A to the top 12. Each second 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.

[0148] 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.

[0149] In order to ensure optimal anchoring of each first and second stiffening element 54A, 54B, each first and second radially external reinforcement structure 44A, 44B, in particular each first and second circumferential radially external reinforcement element 46A, 46B, has a relatively high tensile stiffness and a relatively low flexural stiffness in order to limit over-fretching of the top 12 and not risk damaging the flatness of the tread 14. In addition, still with the aim of optimizing the anchoring of each first and second stiffening element 54A, 54B, each first and second circumferential radially external reinforcement element 46A, 46B is covered with a covering mass of one or more materials, preferably elastomeric.

[0150] 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 around each other, respectively. Circumferential radially internal reinforcing element 40A, 40B. Each first and second stiffening element 54A, 54B is also anchored, at the apex 12, around each first and second radially external reinforcing structure 44A, 44B, in particular around each first and second circumferential radially external reinforcing element 46A, 46B. Here, each first and second stiffening element 54A, 54B is wrapped at least partially around each first and second circumferential radially external reinforcing element 46A, 46B.

[0151] 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 apex 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 apex 12 so as to meander from the first bead 32A to the second bead 32B.

[0152] 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.

[0153] 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.

[0154] The portion 543 of each first stiffening element 54A extends continuously in the toric cavity 36 from a first radially internal anchorage point 56A of the first bead 32A to a first radially external anchorage point 58A of the apex 12.

[0155] The portion 544 of each second stiffening element 54B extends continuously in the toric cavity 36 from a second radially internal anchor point 56B of the second bead 32B to a second radially external anchor point 58B of the apex 12.

[0156] The radially internal anchorage portion 541 of each first stiffening element 54A passes through the first radially internal anchorage point 56A to anchor in the first bead 32A around the first radially internal reinforcing structure 38A. The radially internal anchorage portion 541 of Each first stiffening element 54A extends into the first bead 32A from the first radially internal anchor point 56A.

[0157] The radially external anchorage portion 545 of each first stiffening element 54A passes through the first radially external anchorage point 58A to anchor in the vertex 12 around the first radially external reinforcing structure 44A. The radially external anchorage portion 545 of each first stiffening element 54A extends into the vertex 12 from the first radially external anchorage point 58A.

[0158] The radially internal anchorage portion 542 of each second stiffening element 54B passes through the second radially internal anchorage point 56B to anchor in the second bead 32B around the second radially internal reinforcing structure 38B. The radially internal anchorage portion 542 of each second stiffening element 54B extends into the second bead 32B from the second radially internal anchorage point 56B.

[0159] The radially external anchorage portion 546 of each second stiffening element 54B passes through the second radially external anchorage point 58B to anchor in the vertex 12 around the second radially external reinforcing structure 44B. The radially external anchorage portion 546 of each second stiffening element 54B extends into the vertex 12 from the second radially external anchorage point 58B.

[0160] As illustrated in [Fig. 1], the first radially external anchor point 58A is arranged axially on the same side as the first radially internal anchor point 56A and the first radially internal reinforcing structure 38A with respect to the median plane M. The second radially external anchor point 58B is arranged axially on the opposite side of the second radially internal anchor point 56B and the second radially internal reinforcing structure 38B with respect to the median plane M. Each first and second radially internal anchor point 56A, 56B and external anchor point 58A, 58B is arranged so that the portions 543, 544 do not intersect in the toric cavity 36.

[0161] The tire 10 comprises first and second radially inner protective elements 60A, 60B and first and second radially outer protective elements 62A, 62B embedded in a polymeric material, in this case one of the polymeric materials of each first and second bead 32A, 32B for each first and second radially inner protective element 60A, 60B and one of the polymeric materials of the apex 12 for each first and second radially outer protective element 62A, 62B. Each first and second radially inner protective element 60A, 60B and each first and second radially outer protective element 62A, 62B extends circumferentially on at least part of the circumference of the tire, preferably on at least 75% of the circumference of the tire and in this case on the entire circumference of the tire.

[0162] As illustrated in Figures 1 and 2, the first radially internal protection element 60A is interposed between the stiffening structure 52 and the first radially internal reinforcement structure 38A, in this case interposed between the first radially internal reinforcement structure 38A and the radially internal anchoring portion 541. The first radially internal protection element 60A is directly in contact with the stiffening structure 52, here with the part of the radially internal anchoring portion 541 described previously and with the first radially internal reinforcement structure 38A.

[0163] As illustrated in Figures 1 and 3, the second radially internal protection element 60B is interposed between the stiffening structure 52 and the second radially internal reinforcement structure 38B, in this case interposed between the second radially internal reinforcement structure 38B and the radially internal anchoring portion 542. The second radially internal protection element 60B is directly in contact with the stiffening structure 52, here with the part of the radially internal anchoring portion 542 described previously and with the second radially internal reinforcement structure 38B.

[0164] As illustrated in Figures 1 and 4, the first radially external protection member 62A is interposed between the stiffening structure 52 and the first radially external reinforcement structure 44A, in this case interposed between the first radially external reinforcement structure 44A and the radially external anchoring portion 545. The first radially external protection member 62A is directly in contact with the stiffening structure 52, here with the part of the radially external anchoring portion 545 described previously and with the first radially external reinforcement structure 44A, here with the first circumferential radially external reinforcement element 46A.

[0165] As illustrated in Figures 1 and 5, the second radially external protection element 62B is interposed between the stiffening structure 52 and the second radially external reinforcement structure 44B, in this case interposed between the second radially external reinforcement structure 44B and the radially external anchoring portion 546. The second radially external protection element 62B is directly in contact with the stiffening structure 52, here with the part of the radially external anchoring portion 546 described previously and with the second radially external reinforcement structure 44B, here with the second circumferential radially external reinforcement element 46B.

[0166] In a meridional section plane, each first and second radially inner protective element 60A, 60B and each first and second radially outer protective element 62A, 62B have a curvilinear overlap length with each relevant stiffening element 54A, 54B. The curvilinear overlap length, i.e., the curvilinear length along which both a protective element in the side and / or the bead and / or the top are found, and a stiffening element 54A, 54B, is greater than or equal to the thickness of the considered reinforcing structure and preferably greater than or equal to 3 times the thickness of the considered reinforcing structure, here equal to the diameter of each element 40A, 40B, 46A, 46B.Preferably, the curvilinear overlap length is less than or equal to 5 times the thickness of the reinforcement structure considered, here equal to the diameter of each element 40A, 40B, 46A, 46B, so as to reduce the thickness of the tire in the sidewall and / or the bead and / or the crown.

[0167] With reference to [Fig. 6], each first and second radially inner protective element 60A, 60B and each first and second radially outer protective element 62A, 62B comprise an organized structure 64 comprising several interconnected wire reinforcement elements 66, and in this case a knit 68 comprising several textile wire reinforcement elements 66. Each textile wire reinforcement element 66 is coated with a layer based on an adhesive composition containing 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.

[0168] Each textile wire reinforcement element 66 comprises an assembly of several textile monofilaments, in this case an assembly of organic polymeric monofilaments in polyamide 6,6 having a count of 70 tex resulting from the assembly of 3 strands of 23.5 tex each.

[0169] Each 68 knit used is marketed by the company Milliken under reference 4000284167.

[0170] Figure 7 illustrates a variant of a protective organ comprising an organized structure 64 comprising several wire reinforcement elements 66 linked to each other, and in this case a cross fabric 70 comprising several textile wire reinforcement elements 66.

[0171] During tire manufacturing, regardless of the shape of the protective element, it is applied as a strip in contact with the relevant inner and / or outer radial reinforcement structure. Raw adhesion between the protective element and each relevant inner and / or outer radial reinforcement structure is ensured by using a tackifying agent to prevent the detachment of the protective element during subsequent stages of tire manufacturing.

[0172] Comparative tests

[0173] The tire according to the example of the invention described above was tested, as well as an identical control tire but without any protective elements. These tests were carried out on a rolling machine simulating the stresses exerted by the Nürburgring circuit (Germany) on the tire under extreme racing conditions so as to cause degradation of the stiffening structure.

[0174] The test tire traveled 20 laps after which 1.5% of the stiffening elements showed a break in one of the radially inner anchoring portions (the one arranged on the outside of the vehicle).

[0175] The tire according to the example of the invention described above has traveled 40 revolutions without any breakage of the stiffening elements, thus showing the improved endurance of the tire according to the invention.

[0176] The invention is not limited to the embodiments described above.

[0177] Tires comprising first and second radially inward protective elements 60A, 60B but no radially outward protective element may be envisaged. Tires comprising first and second radially outward protective elements 62A, 62B but no radially inward protective element may be envisaged. Tires comprising a first radially inward protective element 60A but no second radially inward protective element 60B may also be envisaged.

[0178] It may be envisaged that tires may have a carcass reinforcement anchored in each first and second bead by a winding of at least one layer of carcass around first and second radially internal circumferential reinforcement elements intended to allow the tire to be attached to a tire mounting support.

[0179] It may be envisaged to combine the features of the invention described above with anchoring elements as described in application number FR2315326 and / or with a sealing layer as described in application number FR2315327 or the absence of a sealing layer as described in application number FR2315327 and / or main and supplementary stiffening elements as described in application number FR2315325 and / or inner and outer layers as described in application number FR2315328 and / or with anchoring of the radially inner portion of the stiffening elements as described in application number FR2401572 and / or with a distribution irregular in the circumferential direction of the stiffening elements as described in application filed under number PCT / FR2024 / 050548 and filed on behalf of the applicant of this application.

Claims

Demands

1. Tire (10) comprising a top (12), first and second sidewalls (30A, 30B) each extending radially inwards from the top (12), first and second bead (32A, 32B) extending radially inwards respectively from the first and second sidewalls (30A, 30B), the tire (10) being provided with an internal surface (34) delimiting a toroidal cavity (36) for inflating the tire (10), the tire (10) comprising a stiffening structure (52) extending in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the top (12) and being anchored in the first sidewall (30A) and / or bead (32A) and / or in the top (12),the stiffening structure being anchored in or around a first radially internal reinforcement structure (3 8A) arranged in the first sidewall (30A) and / or bead (32A) and / or in or around one or more radially external reinforcement structure(s) (44A) arranged in the crown (12), characterized in that the tire (10) comprises: - a first radially internal protection element (60A) interposed between the stiffening structure (52) and the first radially internal reinforcement structure (3 8A) arranged in the first sidewall (30A) and / or bead (32A) and / or - a radially external protection element (62A, 62B) interposed between the stiffening structure (52) and the or one of the radially external reinforcement structures (44A) arranged in the crown (12), the first radially internal protection element (60A) and / or the radially external protective element (62A, 62B) comprising at least one wire reinforcement element (66).

2. Pneumatic (10) according to the preceding claim, wherein the stiffening structure (52) extending in the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12) and being anchored in the first flank (30A) and / or bead (32A), and extending in the toroidal cavity from at least the second flank (30B) and / or bead (32B) to at least the apex (12) and being anchored in the second flank (30B) and / or bead (32B), the stiffening structure (52) being anchored in or around a second radially internal reinforcement structure (38B) arranged in the second sidewall (30B) and / or bead (32B), the tire (10) includes first and second radially internal protection elements (60A, 60B) interposed respectively between the stiffening structure (52) and the first radially internal reinforcement structure (38A) arranged in the first sidewall (30A) and / or bead (32A) and between the stiffening structure (52) and the second radially internal reinforcement structure (38B) arranged in the second sidewall (30B) and / or bead (32B), each first and second protection element (60A, 60B) comprising at least one wire reinforcement element (66).

3. A tire (10) according to any one of the preceding claims, wherein the stiffening structure (52) extending 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 apex (12), and extending in the toroidal cavity from at least the second flank (30B) and / or bead (32B) to at least the apex (12) being anchored in the apex, the tire (10) comprises a radially external protective element (62A, 62B) interposed between the stiffening structure (52) and the or one of the radially external reinforcing structures (44A, 44B) arranged in the apex (12), the radially external protective element (62A, 62B) comprising at least one wire reinforcing element (66).

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) in or around a first radially internal reinforcing structure arranged in the first flank and / or bead and / or in the apex (12) in or around the one or more radially external reinforcing structures (44A, 44B) arranged 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 - of at least one radially internal anchoring portion (541) extending into the first flank and / or bead and / or of at least one radially external anchoring portion (545) extending into the apex and extending said portion (543) of said first stiffening element (54A) extending continuously into the toroidal cavity (36), said first radially internal protection member (60A) is interposed between the first radially internal reinforcement structure (38A) arranged in the first flank (30A) and / or bead (32A) and said radially internal anchoring portion (541) and / or said radially external protection member (62A) is interposed between the radially external reinforcement structure (44A) arranged in the apex (12) and said radially external anchoring portion (545).

5. Pneumatic (10) according to any one of the preceding claims, wherein the wire reinforcement element or each wire reinforcement element (66) of the first radially inward protective element (60A) and / or of the radially outward protective element (62A, 62B) is a textile wire reinforcement element (66).

6. Pneumatic (10) according to any one of the preceding claims, wherein the wire reinforcement element or each wire reinforcement element (66) of the first radially inner protective element (60A) and / or of the radially outer protective element comprises an assembly of several monofilaments, preferably an assembly of several textile monofilaments.

7. Pneumatic (10) according to any one of the preceding claims, wherein the wire reinforcement element or each wire reinforcement element (66) of said first radially inner protective element (60A) and / or of the radially outer protective element (62A, 62B) is embedded in a polymeric material.

8. Pneumatic (10) according to any one of the preceding claims, wherein said first radially inward protective element (60A) and / or said radially outward protective element (62A, 62B) comprises an organized structure (64) comprising several wire reinforcement elements (66) linked to one another.

9. Pneumatic (10) according to any one of the preceding claims, wherein said first radially inward protective element (60A) and / or said protective element radially outer (62A, 62B) includes a knit (68) or a twill fabric (70) comprising several wire reinforcement elements (66).

10. Pneumatic (10) according to any one of the preceding claims, wherein the first radially internal reinforcement structure (3 8A) arranged in the first sidewall (30A) and / or bead (32A) comprises a first circumferential radially internal reinforcement element (40A).

11. Pneumatic (10) according to the preceding claim, wherein the first circumferential internal radial reinforcement element (40A) comprises a metallic wire reinforcement element.

12. Pneumatic (10) according to any one of the preceding claims, wherein the or at least one of the radially external reinforcement structures (44A, 44B) arranged in the top (12) comprises a circumferential radially external reinforcement element (46A, 46B).

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