Accessory for a tire, assembly comprising such an accessory, and method for manufacturing such an assembly

Abstract

This accessory (200), designed to be attached to a tire (100) inside its toroidal cavity (150), includes a stiffening element (210), adapted to extend continuously in the toroidal cavity by connecting a top (110) and a sidewall and / or bead (120A, 130A) of the tire, and anchoring structures, top (220) and bottom (230), from each of which the stiffening element extends and which are adapted to anchor the latter to the top and the sidewall and / or bead.The lower anchoring structure comprises an elastomeric body (232), which carries a surface for chemical bonding to the flank and / or bead, and within whose thickness a lower portion (212) of the stiffening element is integrated, and a reinforcing member (236), integrated into the elastomeric body such that the aforementioned lower portion is interposed between the reinforcing member and the bonding surface, and the stiffening element extends into or around the reinforcing member, being mechanically retained therein. (See Figure 1 for abbreviations.)

Description

Title of the invention: Accessory for a tire, assembly comprising such an accessory, and method for manufacturing such an assembly

[0001] The present invention relates to an accessory for a tire. It also relates to an assembly comprising a tire and such an accessory. It also relates to a method for manufacturing such an accessory.

[0002] The invention relates in particular, but not exclusively, to passenger vehicle tires. A tire is defined as a band 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. The tire has a substantially toroidal shape of revolution around an axis of revolution of the tire, coinciding with an axis of rotation around which the tire can be driven to rotate in order to roll on the ground. This axis of revolution defines three directions, namely an axial direction, a circumferential direction, and a radial direction, conventionally used by those skilled in the art to describe the tire according to the following conventions:

[0003] - by axial direction, we mean the direction substantially parallel to the axis of tire revolution, that is to say the axis of rotation of the tire;

[0004] - 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;

[0005] - by circumferential direction, we mean the direction which is substantially perpendicular to both the axial direction and a radius of the tire; in other words, the circumferential direction is tangent to a circle whose center is on the axis of rotation of the tire; the circumferential direction is thus tangent to a rolling surface of the tire;

[0006] - by median plane, we mean the plane perpendicular to the axis of rotation of the pneumatic, which passes through the axial middle of the tire's rolling surface;

[0007] - by meridian plane, we mean a plane containing the axis of rotation of the tire, the the meridian plane being thus perpendicular to the circumferential direction;

[0008] - by radially internal, respectively radially external, we mean more close to the axis of rotation of the tire, respectively further from the axis of rotation of the tire;

[0009] - by axially internal, respectively axially external, we mean more close to the median plane of the tire, respectively further from the median plane of the tire.

[0010] Typically, a tire 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 beads designed to contact a mounting support, for example, a wheel rim. The crown, the first and second sidewalls, and the first and second beads define a toroidal inflation cavity for the tire. Here, a bead is understood to be the radial portion of the tire designed to allow the tire to be attached to the mounting support, in particular the rim. Thus, each bead is specifically designed to be in contact with a rim hook, enabling its attachment.The bead is thus 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 (ETRTO) standard, 2020. Furthermore, the sidewall is defined as the radial portion of the tire connecting the bead to the crown. The sidewall is delimited radially externally by a line perpendicular to the outer surface of the tire passing through the point where the angle between the tangent to the outer surface of the tire and a line parallel to the axial direction passing through that point is equal to 30°. When there are several points on a meridional cross-section where this angle is equal to 30°, the outermost radial point is selected.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, 2020.

[0011] WO2020 / 128225, which describes such a tire, has proposed integrating into the latter The first stiffening elements extend continuously within the toroidal cavity from the first bead to the apex, and the second stiffening elements also extend continuously within the toroidal cavity from the second bead to the apex. In this way, the overall stiffness of the tire is increased. In particular, radial stiffness, axial stiffness, and drift stiffness are increased compared to a tire without such stiffening elements. In practice, each first and second stiffening element is connected to each bead from which it extends by a bead interface, ensuring either a direct or indirect connection, specifically via an elastomeric compound cushion, delimited by the relevant stiffening element, the relevant bead, and a reinforcing layer. Similarly, Each first and second stiffening element is connected to the apex by a apex interface, ensuring a connection either direct or indirect, in particular via an elastomeric mixture cushion, delimited by the stiffening element concerned and by the apex.

[0012] To prevent the stiffening elements, which typically operate under tension during service, from peeling away from their elastomeric compound cushion and thus slipping relative to the bead and / or crown, or even detaching from it, WO2022 / 200717 proposed extending each first and second stiffening element through the thickness of the crown and sidewall and / or bead of the tire, until they are anchored in or around a reinforcement structure arranged in this crown and sidewall and / or bead. The durability of the corresponding tire, particularly its stiffening elements, is thereby significantly improved.In practice, as explained in WO2022 / 200717, the corresponding tire can only be obtained by simultaneously manufacturing the crown, sidewalls, bead and stiffening elements, in other words at the cost of a long and complex manufacturing process, using in particular sophisticated tooling including in particular an internal core for molding the entire tire, provided with grooves for the stiffening elements.

[0013] The aim of the invention is to obtain a tire which, while having reinforced rigidity thanks to stiffening elements of the type envisaged in WO2020 / 128225 and WO2022 / 200717, combines endurance and simplicity of manufacture.

[0014] For this purpose, the invention relates to an accessory for a tire, the tire comprising a crown, first and second sidewalls, each extending radially inwards from the crown and which are arranged axially on either side of a median plane of the tire, and first and second beadings, which extend radially inwards respectively from the first and second sidewalls, as well as a toroidal inflation cavity of the tire, which is defined by the crown, the first and second sidewalls and the first and second beadings.The accessory is designed to be attached to the tire inside the toroidal cavity and comprises (i) at least one first stiffening element, which is adapted, when the accessory is attached to the tire, to extend continuously within the toroidal cavity by connecting the apex and the first sidewall and / or bead so as to be able to stiffen the tire, and (ii) first anchoring structures, respectively apex and base, from each of which extends said at least one first stiffening element and which are adapted, when the accessory is attached to the tire, to be arranged inside the toroidal cavity respectively against the apex and against the first sidewall and / or bead and to anchor said at least one first stiffening element respectively to the. summit and first sidewall and / or bead. The first lower anchoring structure includes at least one elastomeric body (i) which carries a bonding surface adapted to be bonded by chemical bonding to the first sidewall and / or bead to attach the accessory to the tire, and (ii) in the thickness of which is integrated a lower part of said at least one first stiffening element.The first lower anchorage structure further comprises at least one reinforcing member which is integrated into said at least one elastomeric body of the first lower anchorage structure such that (i) in said at least one elastomeric body of the first lower anchorage structure, the lower part of said at least one first stiffening element is interposed between said at least one reinforcing member and the bonding surface of said at least one elastomeric body of the first lower anchorage structure, and (ii) when the accessory is attached to the tire, said at least one first stiffening element extends into or around said at least one reinforcing member of the first lower anchorage structure so as to be mechanically retained by that reinforcing member.

[0015] The invention also relates to an assembly comprising:

[0016] - a tire comprising a crown, first and second sidewalls, which each extend radially inwards from the apex and are arranged axially on either side of a median plane of the tire, and the first and second beads, which extend radially inwards from the first and second sidewalls respectively, as well as a toroidal inflation cavity of the tire, which is defined by the apex, the first and second sidewalls and the first and second beads, and

[0017] - an accessory, which is as defined above and which is related to the tire.

[0018] The invention also relates to a method for manufacturing such an assembly, in in which the tire and the accessory are disposed of separately, and the accessory is then brought back to the tire inside the toroidal cavity by anchoring said at least one first stiffening element respectively to the top and the first sidewall and / or bead of the tire by the first anchoring structures, respectively top and bottom, and in which, to anchor said at least one first stiffening element to the first sidewall and / or bead, the bonding surface of said at least one elastomeric body of the first bottom anchoring structure is chemically bonded to the first sidewall and / or bead.

[0019] One of the ideas underlying the invention is to find a way to easily and efficiently "add" one or more stiffening elements to a tire so that it can be used, in particular driven on, without such stiffening elements. To this end, the invention provides that the stiffening element(s) are not integrated into the tire during its manufacture, but are integrated into The accessory according to the invention is provided separately from the tire so that it can then be attached inside the tire's toroidal cavity, anchoring the stiffening element(s) to the tire, to obtain the assembly according to the invention, as explained in more detail below. Once the accessory is thus attached to the tire, and the resulting assembly is mounted on a mounting support, most often a rim, the toroidal cavity can be pressurized with a suitable inflation gas.

[0020] Before explaining the invention further, it should be noted that it functions as soon as it is applied to only one side of the tire, namely the side comprising the first sidewall and / or bead. Advantageous embodiments, discussed in more detail later, allow the invention to be applied to both sides of the tire, although this is not necessary to carry out the invention. Thus, 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. 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 first stiffening element(s) act on the side of the tire most stressed during high-velocity drifts. The inside and outside edges refer to the fact that the tire is designed so that one side is oriented on the inside and the other on the outside. This orientation, imposed by the tire manufacturer, ensures that the tire performs as intended. Indeed, mounting a tire with an orientation different from that specified by the manufacturer can lead to suboptimal vehicle handling. The outside edge refers to the side of the tire fully visible from outside the vehicle when the tire is mounted. The inside edge refers to the side of the tire facing the wheel well of the vehicle on which it is mounted. Generally, the tire has markings indicating the inside and outside edges.

[0021] In all cases, the first anchoring structures, respectively top and bottom, of the accessory allow the first stiffening element(s) to be anchored, that is, securely fixed, to the tire. When the accessory is attached to the tire, the first stiffening element(s) thus extend continuously within the toroidal cavity substantially from one side and / or bead to the other of the first side and / or bead and the top; more precisely, extends continuously within the toroidal cavity from the first bottom anchoring structure, which is attached to the first The sidewall and / or bead extends to the first crown anchoring structure, which is secured to the crown. The first stiffening element(s) thus ensure the transmission / resistance of forces between the first sidewall and / or bead and the crown through the toroidal cavity, thereby stiffening the tire to which the accessory is attached. It should be noted that, given their relative positioning within the toroidal cavity when the accessory is attached to the tire, the lower anchoring structure can be described as a radially internal anchoring structure, and the crown anchoring structure as a radially external anchoring structure. They are referred to as "radially internal" and "radially external" due to their relative offset along the radial direction of the tire.In other words, at any point along the axis of revolution of the tire, the "radially inside" object is radially closer to this axis of revolution than the "radially outside" object.

[0022] The first lower anchoring structure is designed to anchor the first stiffening element(s) to the tire by ensuring a dual function, namely a function of securing to the tire, more precisely to the first sidewall and / or bead of the tire, and a function of mechanical holding of the first stiffening element(s).

[0023] The function of securing the tire to the tire is performed by the elastomer body or bodies of the first lower anchoring structure, more precisely by the bonding surface of this elastomer body, which is capable of chemically bonding to the tire. This elastomer body or bodies, the geometric specifications of which are not limiting to the invention, is understood to be a block or mass of material having an elastomeric composition comprising one or more elastomers, as well as fillers and other components commonly used in the field of tire compounds. Preferably, the elastomeric composition of this elastomer body or bodies has a modulus at 10% extension that is less than or equal to 60 MPa, preferably less than or equal to 10 MPa, or even less than or equal to 5 MPa, and greater than 2 MPa.Such rigidity allows the component to absorb the deformations applied during service by the first stiffening element(s), thus contributing to the accessory's durability, while also enabling the transmission of forces to the tire through the bonding surface without requiring oversizing the latter. It should be noted that 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 a specimen, and its elongation and the force are measured. The measurement is performed using an INSTRON-type tensile testing machine. at a temperature of 23°C and a relative humidity of 50% (ISO 23529). The measurement and data processing conditions for determining elongation and stress are as described in standard NF ISO 37:2012-03. Stress is determined for an elongation of 0.1, and the tensile modulus of elasticity at 10% elongation is calculated by dividing this stress value by the elongation value. A person skilled in the art will be able to select and adapt the specimen dimensions according to the amount of accessible and available elastomeric compound, particularly when specimens are taken from the accessory.

[0024] In practice, as detailed below, the chemical bond between the elastomer body or bodies of the first lower anchoring structure and the tire can advantageously be achieved by bonding, cold vulcanization, or hot vulcanization. In all cases, this chemical bond forms a molecular interaction between the elastomer body or bodies and the tire, which is both stable over time and mechanically resistant. The characteristics of this chemical bond between the tire and the elastomer body or bodies of the first lower anchoring structure of the accessory are assessed, and in particular dimensioned, by those skilled in the art so that the corresponding connection between the accessory and the tire withstands a predetermined level of stress, linked to the expected endurance performance of the assembly according to the invention.A person skilled in the art can thus play, among other things, on the nature of the chemical bond and the extent of the bonding surface.

[0025] The elastomer body or bodies of the first lower anchoring structure also partially perform the mechanical holding function of the first stiffening element(s). To achieve this, a lower portion of the first stiffening element(s) is integrated, in particular embedded, within the thickness of the elastomer body(s) of the first lower anchoring structure. This means that a portion of the elastomer body of the first lower anchoring structure is interposed, that is, geometrically positioned, between the lower portion of the first stiffening element(s) and the bonding surface of this elastomer body. By arranging the first stiffening element(s) within the thickness, and not on the surface, of the elastomer body(ies), the risk of decohesion, particularly peeling, between each first stiffening element and the elastomer bodies associated with it is limited.Furthermore, the bonding surface of the elastomer body(ies) can then have a much larger extent than a direct contact interface between the first stiffening elements and the tire.

[0026] Furthermore, still at the level of the first lower anchoring structure, the mechanical holding function of the first stiffening element(s) is also performed, in part, by the reinforcing element(s) of this first structure low anchorage. To achieve this, within the elastomer body or bodies of the first low anchorage structure, the lower portion of the first stiffening element or elements is at least partially interposed between the bonding surface of the elastomer body and all or part of the reinforcement element or elements integrated, particularly embedded, within this elastomer body, specifically within its thickness. Furthermore, the first stiffening element or elements extend into or around this reinforcement element so as to be mechanically restrained, particularly in tension, by this reinforcement element when the accessory is attached to the tire. Thus, the stresses, particularly tensile stresses, applied in service to each first stiffening element are transmitted to the associated reinforcement element, which absorbs and disperses them within the elastomer body, thereby distributing them throughout the mass of material constituting the latter.

[0027] In practice, the reinforcement element(s) of the first lower anchoring structure have sufficient rigidity, particularly in tension and bending, to withstand the stresses transmitted by the first stiffening element(s). The bending rigidity helps to distribute the forces from the first stiffening element(s) locally within the mass of the corresponding elastomer body, while the tensile rigidity helps to limit the movements, particularly rotational movements, of the bead relative to the rest of the tire. For this purpose, the reinforcement element(s) of the first lower anchoring structure are preferably metallic, although other materials may be considered.

[0028] In a first embodiment, the first stiffening element or elements are mechanically held, particularly in tension, by one or more of the reinforcing members of the first lower anchoring structure, by extending, especially at its lower part, into this reinforcing member, that is to say, by penetrating at least partially into this member, or even by passing through it completely, so that the reinforcing member forms a mechanical anchor for this first stiffening element in the corresponding elastomer body. In particular, where the reinforcing member is an assembly of several wire elements, the first stiffening element or elements can be wound around certain wire elements of this reinforcing member so as to pass through the latter.In a second variant, the first stiffening element(s) is mechanically restrained, particularly in tension, by one or more of the reinforcement members of the first lower anchorage structure. This restraint extends, especially at its lower end, around this reinforcement member so as to bear on it and transfer to it a portion of the forces exerted on the first stiffening element. In particular, when the reinforcement member is a wire element or an assembly of several wire elements, the first element(s) are mechanically restrained, particularly in tension, by one or more of the reinforcement members of the first lower anchorage structure. The first stiffening element can be wrapped around the wire element or around the peripheral wire elements of the reinforcing element, without passing through the latter.

[0029] As regards the first summit anchoring structure, its embodiment is not limiting in the broadest definition of the invention.

[0030] Thus, the invention encompasses embodiments in which, unlike the first lower anchoring structure, the first upper anchoring structure is designed to anchor the first stiffening element(s) to the top of the tire essentially by mechanical cooperation, in particular by mechanical hooking or fixing, with the top, in particular with an ad hoc part of the latter, for example structurally integrated into the top, and / or by means of one or more added fixing members.

[0031] The invention also encompasses advantageous embodiments in which, similarly to the first lower anchoring structure, the first upper anchoring structure is secured essentially, or even exclusively, by chemical bonding at the apex. To this end, as detailed later specifically for these embodiments, the first upper anchoring structure comprises at least one elastomeric body, which is similar to that or those of the first lower anchoring structure, but which helps to anchor the first stiffening element(s) at the apex.Following considerations similar to those developed above for the elastomeric body(ies) of the first lower anchoring structure, the elastomeric body(ies) of the first upper anchoring structure provide both a bonding function at the top, via a bonding surface by chemical bonding at the top, and a mechanical holding function, by means of the integration, in particular the coating, of a top part of the first stiffening element(s) within the thickness of the corresponding elastomeric body.

[0032] In all cases, the accessory according to the invention is thus practical to use, being easy to fit inside the toroidal cavity of the tire, where the accessory is then easily chemically bonded to the first sidewall and / or bead and, where applicable, to the crown. It is understood that the use of this accessory makes it easy to obtain the assembly according to the invention, in which the tire is stiffened by the accessory, in particular by the first stiffening element(s) of the latter, starting from a tire initially lacking such stiffening features, such as a conventional tire available on the market.Therefore, the assembly according to the invention exhibits enhanced rigidity, without its manufacture requiring a lengthy and complex process that would involve the simultaneous production of the tire and stiffening elements, necessitating in particular sophisticated tooling, including a grooved molding core as mentioned above. On the contrary, the process according to the invention is particularly simple to implement. This is implemented, where necessary, using standard hand tools in the field. The simplicity of this process means it can be carried out by both tire manufacturers and tire retailers / installers. In practice, the accessory is advantageously manufactured through assembly operations, which are performed either flat or on a "simple" molding core—that is, one dedicated solely to the accessory—and which, in all cases, are independent of the tire manufacturing operations. Alternatively, the accessory is manufactured in situ within the toroidal cavity.

[0033] Moreover, the endurance of the assembly according to the invention is appreciable, in the sense that the stresses, in particular in tension, transmitted in service by the first stiffening element(s) are effectively taken up, at the level of the first lower anchoring structure, both directly in the thickness of the corresponding elastomer body(ies) and by the reinforcing member(s) in or around which the first stiffening element(s) extend, before being distributed in this or these elastomer bodies and transmitted to the first flank and / or bead via the bonding surface of this or these elastomer bodies, as explained above.

[0034] Another advantage of the invention lies in the possibility of easily adjusting the tension / laxity of the first stiffening element(s) while the accessory is being attached to the tire. Indeed, before chemically bonding the accessory to the tire, the positioning, particularly axial, of the first lower anchoring structure against the first sidewall and / or bead can be adjusted, and, if necessary, the positioning, particularly axial, of the first upper anchoring structure against the crown can be adjusted. This adjusts the tension or laxity of the first stiffening element(s) and, consequently, the performance of the assembly according to the invention. For example, handling performance is generally improved by increasing the tension on the first stiffening element(s), while conversely, noise performance is generally improved by increasing the slack on the first stiffening element(s).

[0035] Another advantage of the invention is the ability to produce the accessory in different sizes, each corresponding to one or more different tire sizes. The beneficial implications are numerous:

[0036] - managing stocks of such accessories in different sizes is less cumbersome and more expensive than managing stocks of so many tires incorporating the first stiffening element(s) from their manufacture;

[0037] - depending on the desired performance level, particularly in terms of behavior and / or in noise, for a given tire to be fitted with the accessory, and therefore depending in particular on the corresponding level of tension / laxity of the first stiffening element(s), it is possible to choose the appropriate size of the accessory from among different sizes differing from one another by the length of the first stiffening element(s), this length potentially varying, per wheel rotation, between the first stiffening elements for a given accessory; and

[0038] - by having several accessories of different sizes, differentiated from one another In addition to the length of the first stiffening element(s), it is possible to choose the accessory according to the width of the rim on which the tire equipped with the accessory is to be mounted, which allows the performance level of the whole to be adjusted, in particular in behavior and / or noise in relation to the level of tension / laxity of the first stiffening element(s).

[0039] Among other advantages, the accessory, in particular its first stiffening element(s), makes it possible to simultaneously increase the radial stiffness, axial stiffness, and drift stiffness of the tire to which the accessory is attached, compared to a conventional tire without such stiffening elements, but also compared to tires with other stiffening features, such as that described in WO2017 / 005713. Radial stiffness, expressed in daN / mm, is the radial force generated by the tire when a radial displacement of 1 mm is applied. Axial stiffness, expressed in daN / mm, is the axial force generated by the tire when an axial displacement of 1 mm is applied. Drift stiffness, expressed in daN / °, is the axial force generated by the tire when rolling at an angle of 1° around the radial axis.

[0040] By increasing radial stiffness, the accessory, in particular its first stiffening element(s), limits the radial deformation of the apex during rolling, and in particular, the camber, i.e., the radial deformation opposite the contact patch of the tread surface in contact with the ground. Thus, during tire rotation, with each wheel revolution, the accessory, in particular its first stiffening element(s), 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.

[0041] By increasing axial and drift stiffness, the accessory, in particular its first stiffening element(s), contributes 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.

[0042] Furthermore, the accessory, in particular its first stiffening element(s), participates at least partially in supporting 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 accessory, in particular its first stiffening element(s). Thus, when the assembly according to the invention is subjected to a nominal radial load, the first stiffening element(s) located opposite the contact area are placed in tension. Conversely, in certain embodiments, the first stiffening element(s) located at the contact area are subjected to buckling in compression.

[0043] Thus, the presence of the accessory, in particular its first stiffening element(s), 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(s). Indeed, the bead(s) of a conventional tire dissipate 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.

[0044] In practice, the assembly according to the invention is preferably intended for passenger vehicles as defined in the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2020. The tire of such an assembly 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, 2020. The values ​​of SW and H are indicated on the tire sidewall marking, for example as defined according to the ETRTO manual, 2020.Preferably, the passenger vehicle tires to which the invention is advantageously applied are such that the H / S ratio, expressed as a percentage, is at most 90, preferably at most 80, and more preferably at most 70, and is at least 20, preferably at least 30, and the nominal section width SW is at least 115 mm, preferably at least 155 mm, and more preferably at least 175 mm, and at most 385 mm, preferably at most 315 mm, more preferably at most 285 mm. Furthermore, the hook diameter D, defining the diameter of the tire mounting rim, is at least 12 inches, preferably at least 16 inches, and at most 30 inches.

[0045] Advantageously, in embodiments where several first stiffening elements are provided, these are in pairs independent within the toroidal cavity of the tire to which the accessory is attached, i.e., not mechanically linked to each other within the toroidal cavity, such that they have independent mechanical behaviors. For example, they are not linked together in such a way as to form a network or lattice in the toroidal cavity.

[0046] Advantageously, the first stiffening element(s) is not airtight to the inflation gas used to pressurize the toroidal cavity of the tire to which the accessory is attached. Thus, the first stiffening element(s) allows the inflation gas to pass through. In other words, the first stiffening element(s) does not define a sub-cavity within the toroidal cavity that can be pressurized at a pressure different from the rest of the toroidal cavity. By "not airtight," it is understood that the stiffening element is permeable to the inflation gas so that the pressure is homogeneous throughout the toroidal cavity at all times, particularly during tire inflation.

[0047] With regard to the intrinsic characteristics of the first stiffening element(s), each first stiffening element can be characterized geometrically, in particular by its average cross-sectional area Sm. This characteristic is not necessarily identical for all the stiffening elements of the accessory. The average cross-sectional area Sm is the average of the cross-sections obtained by cutting the stiffening element through all cylindrical surfaces coaxial with the tire and radially contained within the toroidal cavity. In the most frequent case of a constant cross-section, the average cross-sectional area Sm is the constant cross-sectional area of ​​the stiffening element. The average cross-sectional area 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.For example, a stiffening element having a circular mean cross-section Sm, with a diameter equal to d, has a form ratio R=l, a stiffening element having a rectangular mean cross-section Sm, with a length L and a width 1, has a form ratio R=L / 1, and a stiffening element having an elliptical mean cross-section Sm, with a major axis D and a minor axis d, has a form ratio R=D / d.

[0048] A preferred type of stiffening element, with a form ratio R of at most 3, is said to be one-dimensional. In other words, a stiffening element is considered one-dimensional when the largest characteristic dimension Dmax of its 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 stiffening element. Among the components commonly used in the pneumatic field are textile wire elements, consisting of an assembly of elementary textile monofilaments, or cables. metallic, consisting of an assembly of elementary metallic monofilaments, can be considered as one-dimensional stiffening elements, because their average section Sm being substantially circular, the shape ratio R is equal to 1, therefore less than 3.

[0049] Another 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. A fabric is an example of such a two-dimensional stiffening element. 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 strap-type element.According to a second variant, a stiffening element, with a form ratio R of at least 50, is said to be two-dimensional of film type.

[0050] According to a first structural variant of the stiffening element, every stiffening element has a homogeneous structure, comprising a single constituent. This is the simplest structure envisaged, such as, for example, a single elementary monofilament of a single material or a layer of a single material. According to a second structural variant, every stiffening element has a composite structure, comprising at least two constituents. This is a structure formed by an assembly of at least two elements, such as, for example, an assembly comprising several elementary monofilaments or an assembly of a first layer of a first material and a second layer of a second material.

[0051] Regarding the material(s) composing the stiffening element(s), in a first composition variant, each stiffening element comprises a single material: for example, a single elementary monofilament of a single material or an assembly comprising several elementary monofilaments of the same material. In a second composition variant, each stiffening element comprises at least two materials. In this case, the structure is composite from the point of view of the materials: for example, an assembly comprising elementary monofilaments of a first material and elementary monofilaments of a second material different from the first material, or a layer comprising elementary monofilaments or assemblies of elementary monofilaments embedded in a polymer matrix.

[0052] In a highly advantageous embodiment, the stiffening element(s) are wire stiffening elements. Preferably, the wire stiffening elements are identical, that is, they have identical geometric characteristics and constituent materials. These wire stiffening elements are commonly called stays. The advantage of using wire stiffening elements is to obtain a stiffening structure with low mass and low hysteresis. The use of identical wire stiffening elements allows for a homogeneous distribution of forces among the stiffening elements. Where appropriate, the stiffening element is formed from an assembly of such wire elements, typically forming a fabric.

[0053] When wire-based, each stiffening element is preferably textile. By textile, it is understood that each wire-based 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.For example, each textile wire stiffening element is a textile assembly comprising one or more elementary monofilaments, twisted together or not. Thus, in one embodiment, the assembly may have elementary monofilaments that are substantially parallel to each other. In another embodiment, the assembly may have elementary monofilaments that are wound helically. In yet another embodiment, each wire stiffening element consists of an elementary monofilament. Each elementary monofilament has a diameter ranging from 5 µm to 0.80 mm. In a first variant, each textile wire stiffening element comprises one or more multifilament strands, each strand comprising several monofilaments with a diameter ranging from 5 µm to 20 µm.In this first variant, the number of monofilaments in each multifilament strand generally ranges from 100 to 10,000. In order to limit the leakage of the blowing gas through the capillaries present between the monofilaments of the textile wire stiffening elements according to this first variant, it may be advantageous to sheath each textile wire stiffening element, for example with one or more polymer compositions well known to those skilled in the art, in order to seal these capillaries. In a second variant, each textile wire stiffening element comprises a multifilament strand consisting of several monofilaments wound helically, each with a diameter ranging from 0.10 mm to 0.80 mm. In this second variant, the number of monofilaments typically ranges from 2 to 10. Since the number of capillaries between the monofilaments is low in this variant, sheathing the textile wire stiffening element is not necessary, although this can certainly be considered. Furthermore, each textile wire stiffening element is advantageously coated with at least one aqueous adhesive composition, for example, an RFL-type adhesive or one as described in documents WO2013017422 and WO2017168107.

[0054] In another embodiment, each wire stiffening element is metallic, for example, an assembly of metallic monofilaments, each metallic monofilament typically having a diameter less than 50 µm, for example, 10 µm. In one embodiment, each wire stiffening element consists of an assembly of several metallic monofilaments. In another embodiment, each wire stiffening element consists of a metallic monofilament.

[0055] With regard to the positioning of the accessory in the toroidal cavity of the tire to which this accessory is attached, a first aspect consists of advantageously providing that the or each first stiffening element extends in the toroidal cavity until it penetrates the or one of the elastomer bodies of the first lower anchoring structure at a low anchoring point which is arranged radially at a radial distance from 0.10 x H to 0.50 x H, preferably from 0.10 x H to 0.35 x H from the innermost radial point of the tire, H being the section height of the tire.Beyond a radial distance equal to 0.10 x H, the lower anchor point is far from the first bead, and in particular from a circumferential reinforcement element of the first bead, for example a rod, so that, in order for the sound waves generated by the accessory, in particular the first stiffening element(s), to be dampened in a significant way by the first lower anchor structure and by the constitutive structure of the tire before reaching the circumferential reinforcement element which constitutes an important element of noise transmission between the tire and the mounting support.However, it is preferable that the lower anchor point not be too far radially distant so as to allow effective axial load transfer between the accessory and the first flank and / or bead via the first stiffening element(s) and thus contribute to improving the axial stiffness of the assembly according to the invention.

[0056] Still with regard to the positioning of the accessory in the toroidal cavity of the tire to which this accessory is attached, another advantageous aspect is to provide that the first stiffening element(s) extend into the toroidal cavity until they penetrate the first crown anchoring structure, in particular the elastomer body thereof, at a crown anchoring point which is arranged axially at an axial distance of no more than 0.45 x SW, preferably ranging from 0.05 x SW to 0.45 x SW from the median plane of the tire, SW being the nominal cross-sectional width of the tire. Beyond 0.45 x SW, the first stiffening element(s) extend in a direction forming too small an angle with respect to the radial direction, which makes a less significant contribution to the axial and drift stiffnesses of the assembly according to the invention.

[0057] Advantageously, the accessory further comprises a sound-absorbing foam body, which is integral with the first upper and / or lower anchoring structure, and which, when the accessory is attached to the tire, is arranged in the toroidal cavity. This sound-absorbing foam, also known as cavity noise-absorbing foam, reduces or even eliminates the noise generated in the toroidal cavity of the tire to which the accessory is attached. Examples of sound-absorbing foams are described in particular in EPI 184207, EP1253025, EPI876038, and EP3406462. Regardless of the embodiment of the sound-absorbing foam, integrating this foam into the accessory provides the latter with a dual effect: a stiffening effect and a sound-absorbing effect for the tire to which the accessory is attached.

[0058] Similarly, the accessory advantageously incorporates one or more sensors which, when the accessory is connected to the tire, measure quantities relating to the tire and / or its toroidal cavity, such as temperature, pressure, etc. Here again, this gives the accessory a measuring function, in addition to its stiffening effect.

[0059] In a preferred embodiment, said at least one first stiffening element comprises several first stiffening elements, in particular wire-like, (i) which, when the accessory is attached to the tire, are distributed circumferentially in the toroidal cavity and all extend in or around a common reinforcing member of said at least one reinforcing member of the first lower anchoring structure, so as to be mechanically retained by this common reinforcing member, and (ii) whose respective lower parts are integrated into a common elastomeric body of said at least one elastomeric body of the first lower anchoring structure.

[0060] Thus, the stiffening provided by the accessory, in particular by the first stiffening elements, is exerted on at least a circumferential portion, or even around the entire circumference of the tire. Similarly, the function of securing the tire to the rim and the mechanical holding function of the first stiffening element(s), ensured by the first lower anchoring structure, are exerted over at least a circumferential portion, or even over the entire circumference of the tire. In practice, the circumferential distribution of the first stiffening elements can be designed so that (i) all or part of the first stiffening elements are distributed at a constant circumferential interval around the circumference of the tire and / or (ii) all or part of the first stiffening elements are distributed periodically around the circumference of the tire and / or (iii) all or part of the first stiffening elements are distributed randomly around the circumference of the tire.

[0061] Advantageously, when the first stiffening elements are wire-like, they together form a wire web. A lower portion of this wire web, which groups together the respective lower portions of the first wire-like stiffening elements, is then integrated into the common elastomeric body of the first lower anchoring structure. Where appropriate, particularly in the embodiments mentioned above, where the first top anchoring structure can be chemically bonded, a top portion of this wire web, which groups together the respective top portions of the first wire-like stiffening elements, is integrated into a common elastomeric body of the first top anchoring structure.This wire web can be made available, particularly during the manufacture of the accessory, in the form of a calendered wire web in which a calendering rubber advantageously constitutes, within the accessory, at least a part of the aforementioned common elastomer bodies.

[0062] In a preferred embodiment, said at least one elastomeric body of the first lower anchoring structure includes a decoupling portion which is interposed between the lower part of said at least one first stiffening element and said at least one reinforcing member of the first lower anchoring structure.

[0063] Thus, this decoupling section of the elastomer body or bodies of the first lower anchoring structure prevents direct contact between the first stiffening element(s) and the reinforcing member(s) within the first lower anchoring structure, by ensuring mechanical decoupling between them. The durability of the accessory, in particular of its first stiffening element(s), is thereby improved, insofar as this decoupling section limits friction between the first stiffening element(s) and the reinforcing member(s) and, more generally, prevents local mechanical degradation of the first stiffening element(s), typically by shearing or undermining.

[0064] These effects are advantageously reinforced by providing that this decoupling part incorporates within its thickness a protective element, in particular a wired one.

[0065] In a preferred embodiment, said at least one reinforcement member of the first lower anchoring structure comprises a wire reinforcement element extending along a main direction which, when the accessory is referred to the tire, forms with the circumferential direction of the tire an angle less than or equal to 10°, preferably less than or equal to 5°, more preferably substantially zero.

[0066] Thus, this wire reinforcement element, which can be described as a circumferential wire reinforcement, is practical to implement and remarkably effective.

[0067] In particular, this wire reinforcement element is advantageously wound circumferentially in at most two complete turns, preferably in at most one complete turn around a geometric axis corresponding to the axis of revolution of the tire when the accessory is attached to the tire. It is therefore possible to consider that this wire reinforcement element is a ring without free ends, either because they are butted together, for example by a sleeve, or because the ring is monolithic. It is also possible to consider that this wire reinforcement element has two free ends.

[0068] Preferably, this wire reinforcement element is metallic. This advantageously allows the use of a metallic wire reinforcement element that is similar to the aforementioned circumferential reinforcement element, such as the aforementioned rod, of the tire.

[0069] Advantageously, as mentioned previously in connection with the embodiments mentioned above, where the first summit anchoring structure can be joined by chemical bonding, the first summit anchoring structure comprises at least one elastomeric body, which carries a bonding surface adapted to be joined by chemical bonding to the summit to attach the accessory to the tire, and in the thickness of which is integrated a summit part of said at least one first stiffening element.

[0070] In a preferred embodiment, the first apex anchoring structure further comprises a reinforcing element which is integrated into said at least one elastomeric body of the first apex anchoring structure such that:

[0071] - in said at least one elastomeric body of the first anchoring structure apex, the apex portion of said at least one first stiffening element is interposed between the reinforcing member and the bonding surface of said at least one elastomeric body of the first apex anchoring structure, and

[0072] - when the accessory is attached to the tire, said at least a first element stiffening extends in or around the reinforcing element of the first summit anchoring structure so as to be mechanically retained by this reinforcing element.

[0073] This reinforcement element of the first summit anchor structure is functionally similar to the reinforcement element(s) of the first lower anchor structure, but produces its effects at the level of the first summit anchor structure. In practice, the various considerations developed so far concerning the reinforcement element(s) of the first lower anchor structure apply mutatis mutandis to the reinforcement element of the first summit anchor structure.

[0074] In particular, according to an advantageous embodiment, the reinforcement member of the first summit anchoring structure comprises a wire reinforcement element extending in a principal direction which, when the accessory is attached to the tire, forms an angle of less than or equal to 10°, preferably less than or equal to 5°, and more preferably substantially zero, with the circumferential direction of the tire. Furthermore, this wire reinforcement element is advantageously wound circumferentially around a geometric axis corresponding to the axis of revolution of the tire when the accessory is attached to the tire, for at least two complete turns.

[0075] More generally, the reinforcement element of the first summit anchoring structure advantageously comprises one or more wire reinforcement elements, which are preferably textile, particularly to avoid localized stiffening at the top of the tire to which the accessory is attached. This maintains proper flatness of the tire, compared to the case where the reinforcement element of the first summit anchoring structure would be a metallic wire reinforcement element.

[0076] According to another advantageous embodiment, the reinforcement member of the first summit anchor structure comprises first parallel wire reinforcement elements and second parallel wire reinforcement elements. The first and second wire reinforcement elements are all arranged substantially within the same tubular geometric envelope, extending circumferentially around the tire when the accessory is attached to the tire. Furthermore, the first wire reinforcement elements are crossed in an adjustable manner with respect to the second wire reinforcement elements.

[0077] This embodiment of the reinforcement element of the first summit anchor structure allows the latter to perform, in addition to its main reinforcement function, an additional dimensional adjustment function, particularly radial, for the first summit anchor structure during its assembly to the tire during the manufacture of the assembly according to the invention. Indeed, by adjusting the crossing angle between the first and second wire reinforcement elements, it is possible to slightly deform the reinforcement element, thereby simultaneously deforming the elastomer body in which it is integrated, and this by particularly along the radial direction: it is thus possible to adjust the radial dimension of the corresponding bonding surface, so that it adapts best to the summit against which the first summit anchoring structure is to be arranged during the manufacture of the assembly according to the invention.

[0078] According to an advantageous embodiment, it is provided that:

[0079] - said at least a first stiffening element comprises at least a first radially internal stiffening element and at least one radially external stiffening element, which are distinct from each other,

[0080] - said at least one elastomeric body of the first lower anchoring structure comprises a radially inner elastomer body and a radially outer elastomer body,

[0081] - said at least one reinforcing element of the first lower anchoring structure includes an internal radial reinforcement element and an external radial reinforcement element,

[0082] - the lower part of said at least a first radial stiffening element The interior is integrated into the thickness of the radially inner elastomer body, while the lower part of said at least one first radially outer stiffening element is integrated into the thickness of the radially outer elastomer body.

[0083] - the radially internal reinforcing element is integrated into the elastomer body radially inward such that (i) in the radially inward elastomer body, the lower portion of said at least one first radially inward stiffening element is interposed between the radially inward reinforcing member and the bonding surface of the radially inward elastomer body, and (ii) said at least one first radially inward stiffening element extends into or around the radially inward reinforcing member so as to be mechanically retained by this radially inward reinforcing member, and

[0084] - the radially external reinforcing element is integrated into the elastomer body radially external such that (i) in the radially external elastomer body, the lower part of said at least one first radially external stiffening element is interposed between the radially external reinforcing member and the bonding surface of the radially external elastomer body, and (ii) said at least one first radially external stiffening element extends in or around the radially external reinforcing member so as to be mechanically retained by this radially external reinforcing member.

[0085] We speak of an object as "radially inward" and an object as "radially outward" because of their relative offset along the radial direction of the tire when the accessory is attached to the tire. In other words, at any point along the axis of In the revolution of the tire, the "radially inside" object is radially closer to this axis of revolution than the "radially outside" object.

[0086] This embodiment allows for the radial "superposition" of two first stiffening elements, that is, for placing them one above the other in the radial direction. In this way, the circumferential density of the first stiffening elements, i.e., the number of first stiffening elements for a given circumferential area, can be increased. The forces applied to the first stiffening elements are thus better distributed among them and, consequently, transmitted to the top and bottom anchoring structures in a more even distribution. The durability of the accessory is thus enhanced.

[0087] In practice, when the accessory is attached to the tire, the internal radial stiffening element(s) and the external radial stiffening element(s) are preferably substantially aligned radially in pairs, but may, alternatively, alternate in pairs along the circumferential direction of the tire.

[0088] In all cases, a preferred embodiment consists in two layers of wire forming respectively the first radially internal stiffening elements and the first radially external stiffening elements, these two layers thus being "superimposed" radially within the accessory.

[0089] As mentioned above, the invention is applicable to both sides, respectively outer and inner, of the tire. Thus, in a corresponding advantageous embodiment, it is provided that:

[0090] - the accessory further comprises (i) at least one second stiffening element, which is adapted, when the accessory is attached to the tire, to extend continuously within the toroidal cavity by connecting the apex and the second sidewall and / or bead so as to be able to stiffen the tire, and (ii) second anchoring structures, respectively apex and base, from each of which extends said at least one second stiffening element and which are adapted, when the accessory is attached to the tire, to be arranged inside the toroidal cavity respectively against the apex and against the second sidewall and / or bead and to anchor said at least one second stiffening element respectively to the apex and to the second sidewall and / or bead,

[0091] - the second lower anchoring structure comprises at least one elastomer body (i) which carries a bonding surface adapted to be bonded by chemical bonding to the second sidewall and / or bead to attach the accessory to the tire, and (ii) in the thickness of which is integrated a lower part of said at least a second stiffening element, and

[0092] - the second lower anchoring structure further comprises at least one organ of reinforcement which is integrated into said at least one elastomer body of the second lower anchorage structure such that (i) in said at least one elastomer body of the second lower anchorage structure, the lower part of said at least one second stiffening element is interposed between said at least one reinforcement member and the bonding surface of said at least one elastomer body of the second lower anchorage structure, and (ii) when the accessory is attached to the tire, said at least one second stiffening element extends into or around said at least one reinforcement member of the second lower anchorage structure so as to be mechanically retained by that reinforcement member.

[0093] In practice, all the considerations developed so far concerning the first stiffening element(s) and the first anchoring structures, respectively top and bottom, including advantageous or optional considerations, apply mutatis mutandis to the second stiffening element(s) and the second anchoring structures, respectively top and bottom.

[0094] According to one embodiment, the first and second apex anchoring structures are disjoint and, when the accessory is attached to the tire, are advantageously arranged on either side and at a distance from the median plane of the tire. The accessory then forms, in a way, two sub-accessories, which are respectively associated with the two sides, outer and inner, of the tire and which can be attached to the tire independently of each other, for example one after the other.

[0095] According to an alternative embodiment to that of the preceding paragraph, the first and second top anchoring structures are joined together to form a common top anchoring structure, which, when the accessory is attached to the tire, advantageously extends on both sides of the tire's median plane. The accessory is then easily handled as a single unit, particularly during the manufacture of the assembly according to the invention. Furthermore, where applicable, one or more of the first stiffening elements and one or more of the second stiffening elements are joined together to form a common stiffening element, which, when the accessory is attached to the tire, extends as a single unit both from and within the thickness of the common top anchoring structure.The robustness of the accessory is improved by removing, at the level of the common summit anchoring structure, the respective ends of the first stiffening element(s) and the second stiffening element(s).

[0096] According to an optional aspect of the manufacturing process according to the invention, said at least one elastomer body of the first lower anchoring structure is chemically bonded to the first flank and / or bead by bonding or by cold vulcanization.

[0097] Thus, before the accessory is attached to the tire, the accessory is made available while the elastomer body(ies) of the first lower anchoring structure are already cured or, more generally, at least partially cross-linked. The chemical bond between this or each of these already cured elastomer bodies and the first sidewall and / or bead is then easily achieved by gluing or cold vulcanization. Of course, in the embodiments mentioned above, where the first upper anchoring structure can be secured by chemical bonding, similar considerations advantageously apply to the elastomer body(ies) of this first upper anchoring structure.

[0098] According to another optional aspect of the manufacturing process according to the invention, said at least one elastomer body of the first lower anchoring structure is, by hot vulcanization, both crosslinked and chemically bonded to an area of ​​the first flank and / or bead, loaded with a crosslinking retarder.

[0099] Thus, before the accessory is attached to the tire, the accessory is made available while the elastomer body(ies) of the first lower anchoring structure are still raw or, more generally, not yet cross-linked. The cross-linking of each of these elastomer bodies is carried out, by hot vulcanization, in conjunction with that of the first sidewall and / or bead to chemically bond to it, more precisely in conjunction with the cross-linking of an area of ​​the first sidewall and / or bead, loaded with a cross-linking retardant which has allowed this area to remain at least partially raw when the tire as a whole has been cured before being made available.Of course, in the embodiments mentioned above, where the first apex anchoring structure can be chemically bonded, similar considerations advantageously apply to the elastomeric body(ies) of this first apex anchoring structure and to the apex of the tire.

[0100] According to other optional aspects of the manufacturing process according to the invention, while said at least one elastomeric body of the first lower anchoring structure chemically bonds to the first flank and / or bead:

[0101] - said at least one elastomeric body of the first lower anchoring structure is put supported against the first flank and / or bulge, and / or

[0102] - the first flank and / or ridge is held elastically deformed axially towards the interior.

[0103] Thus, the chemical bond between the elastomeric body(ies) of the first lower anchoring structure and the first flank and / or bead is formed while The elastomer body and the tire are pressed or bonded together, regardless of whether this chemical bond is achieved by gluing, cold vulcanization, or hot vulcanization. This, among other things, strengthens the durability and homogeneity of the chemical bond. Of course, in the embodiments mentioned above, where the first crown anchoring structure is chemically bonded, similar considerations advantageously apply to the elastomer body(ies) of this first crown anchoring structure with respect to the crown of the tire. In practice, the elastomer body(ies) are advantageously pressed against the tire by any suitable means, including a dedicated tool such as a pressure ring.

[0104] Furthermore, by axially deforming the first sidewall and / or bead inwards, which is easy to do given the usual flexibility of this part of the tire, the first sidewall and / or bead and the crown are brought closer together. This allows chemical bonding to occur between the elastomer body(ies) of the first lower anchoring structure and the first sidewall and / or bead, as well as, where applicable, chemical bonding between the elastomer body(ies) of the first upper anchoring structure and the crown, while the first stiffening element(s) are loose and thus do not exert mechanical stress that would be detrimental to the establishment of these chemical bonds.

[0105] According to yet another optional aspect of the manufacturing process according to the invention, the tire, which is available before the accessory is attached to it, is provided with an internal surface that delimits the toroidal cavity and which is at least partially supported by a sealing layer that is airtight against an inflation gas. Furthermore, before attaching the accessory to the tire, a lower portion of the sealing layer is either cut into, completely removed, or covered with an adhesive agent, at which level at least one elastomeric body of the first lower anchoring structure is then chemically bonded to the first sidewall and / or bead.

[0106] This aspect of the process aims to limit, or even eliminate, the risk that the sealing layer, typically due to a high butyl rubber content, may exhibit, particularly on the surface, insufficient adhesion to the elastomeric body(ies) of the first lower anchoring structure and, where applicable, to the elastomeric body(ies) of the first upper anchoring structure. In other words, this prevents compromising the strength of the chemical bond between the accessory and the tire.

[0107] The invention will be better understood upon reading the following description, given solely by way of example and with reference to the drawings in which:

[0108] - [Fig.1] [Fig.1] is a schematic section of a first embodiment of a assembly according to the invention, comprising a pneumatic tire, mounted on a support of assembly, and an accessory according to the invention, related to the tire, this section being in a cutting plane corresponding to a meridian plane of the tire;

[0109] - [Fig.2] [Fig.2] is a schematic section, in a cutting plane similar to that of [Fig.1], of the accessory shown in [Fig.1], [Fig.2] illustrating the accessory alone before it is attached to the tire;

[0110] - [Fig.3] [Fig.3] is a schematic section along the cutting plane marked III-III on the [Fig.l];

[0111] - [Fig.4] [Fig.4] is a schematic section along the cutting plane marked IV-IV on the [Fig.2];

[0112] - [Fig.5] [Fig.5] is a schematic section along the cutting plane marked VV on the [Fig.l];

[0113] - [Fig.6] [Fig.7] Figures 6 and 7 are views similar to [Fig.1], illustrating partially the assembly in progress and corresponding respectively to two successive stages of a manufacturing process according to the invention;

[0114] - [Fig.8] [Fig.9] Figures 8 and 9 are views similar to [Fig.6], illustrating respectively variants of the manufacturing process;

[0115] - [Fig.10] [Fig.10] is a view similar to [Fig.1], illustrating a second mode realization of the assembly in accordance with the invention;

[0116] - [Fig. 11] [Fig. 11] is a view similar to [Fig. 1], illustrating a third mode of implementation of the assembly in accordance with the invention; and

[0117] - [Fig.12] [Fig.12] is a view similar to [Fig.1], illustrating a fourth mode of realization of the assembly in accordance with the invention.

[0118] Figure 1 shows an assembly 1 comprising a tire 100 and an accessory 200 attached to the tire 100. In the figures showing the tire 100, a geometric coordinate system has been shown whose directions X, Y and Z correspond respectively to the circumferential, axial and radial directions of the tire 100, as defined in the introductory part of this document.

[0119] The tire 100 has a substantially toroidal shape about an axis of revolution substantially parallel to the axial direction Y. The tire 100 is preferably intended for a passenger vehicle and has, for example, a size of 275 / 35ZR19. In the various figures, the tire 100 is shown in its new condition, i.e., having not yet been driven on.

[0120] The tire 100 includes a crown 110 having a tread 112, which extends in the circumferential direction X over the entire circumference of the tire 100 and which is intended to come into contact with the ground when the tire 100 is rolling. The crown 110 also includes a crown reinforcement 114 which extends in the crown 110 in the circumferential direction X over its entire circumference the circumference of the tire 100, being radially surmounted by the tread 112.

[0121] The tire 100 comprises a first sidewall 120A and a second sidewall 120B, each extending radially inward from the apex 110 and arranged axially on either side of a median plane M of the tire 100, this median plane being as defined in the introductory part of this document. The tire 100 further comprises a first bead 130A, which extends radially inward from the first sidewall 120A, and a second bead 130B, which extends radially inward from the second sidewall 120B. Thus, the first flank 120A connects the first bulge 130A to the summit 110 and the second flank 120B connects the second bulge 130B to the summit 110, the second bulge 130B being opposite the first bulge 130A with respect to the median plane M.

[0122] The first and second bead 130A and 130B are each provided with a circumferential reinforcing element 132A, 132B, which extends into the corresponding bead along the circumferential direction X and which is, for example, a bead. The circumferential reinforcing elements 132A and 132B allow the tire 100 to be attached to a mounting support 2, for example a wheel rim, as schematically illustrated in [Fig. 1].

[0123] The tire 100 comprises a carcass reinforcement 140 which extends successively into the first bead 130A, the first sidewall 120A, the crown 110, the second sidewall 120B and the second bead 130B, and this over the entire circumference of the tire 100. At the first bead 130A, the carcass reinforcement 140 is anchored in this bead 130A, here by being wrapped around the circumferential reinforcing element 132A. At the second bead 130B, the carcass reinforcement 140 is anchored in this bead 130B, here by being wrapped around the circumferential reinforcing element 132B. At the apex 110, the carcass reinforcement 140 is arranged in the apex 110 so that the apex reinforcement 114 is arranged radially between the tread 112 and the carcass reinforcement 140.

[0124] The specifications of the top reinforcement 114 and the frame reinforcement 140 are not limiting and, by way of example, these reinforcements are similar to those described in WO2022 / 200717 to which the reader may refer.

[0125] The apex 110, the first and second sidewalls 120A and 120B, and the first and second bead 130A and 130B jointly define a toroidal cavity 150 of the tire 100, delimited by an internal surface 152 of the tire 100. This toroidal cavity 150 allows the tire 100 to be inflated when it is mounted on the mounting bracket 2. When the tire 100 is mounted on the mounting bracket 2, the toroidal cavity 150 is closed by the tire. 100 and the mounting support 2, so that it can be pressurized by an inflation gas, which is introduced into the toroidal cavity 150 and with which the internal surface 152 is then in contact. Before mounting the tire 100 onto the mounting support 2, the toroidal cavity 150 opens to the outside of the tire via a circumferential opening, which is axially delimited between the ridges 130A and 130B and which allows radial access to the toroidal cavity 150.

[0126] In the embodiment considered here, the internal surface 152 is supported by a sealing layer 154 which is substantially impermeable to the inflation gas. For this purpose, this sealing layer 154 comprises a sealing composition including, for example, one or more butyl rubbers, such as that described in WO2016 / 001226.

[0127] The accessory 200 is designed to be attached to the tire 100 inside the toroidal cavity 150 in order to stiffen the tire 100. To this end, the accessory 200 shown in Figures 1 to 7 comprises stiffening elements 210, a top anchoring structure 220, and a bottom anchoring structure 230. In [Fig. 1], the accessory 200 is attached to the tire 100. In [Fig. 2], the accessory 200 is ready to be attached to the tire 100, but is not yet attached. Whether the accessory 200 is not yet attached to the tire 100 or is attached to the tire 100, the anchoring structures 220 and 230 are rigidly connected to each other by the stiffening elements 210.

[0128] As clearly shown in [Fig. 1], when the accessory 200 is attached to the tire 100, each of the stiffening elements 210 extends continuously into the toroidal cavity 150, connecting the first flank 120A and / or bead 130A to the apex 110. More precisely, when the accessory 200 is attached to the tire 100, each of the stiffening elements 210 thus extends continuously into the toroidal cavity 150 from the lower anchoring structure 230, which is arranged in the toroidal cavity 150 against this first flank 120A and / or bead 130A, to the apex anchoring structure 220, which is arranged in the toroidal cavity 150 against this apex 110. Furthermore, as explained later, the structure The lower anchorage 230 and the summit anchorage structure 220 allow each of the stiffening elements 210 to be anchored, that is to say, to be securely fixed, to, respectively, the first flank 120A and / or bead 130A and the summit 110.Accessory 200, in particular its stiffening elements 210, thus contribute to stiffening the tire 100.

[0129] In the embodiment shown in Figures 1 to 7, the second sidewall 120B and / or bead 130B is left free of any stiffening element similar to the stiffening elements 210. Thus, the accessory 200, in particular its stiffening elements 210, contributes to stiffening only one side of the tire 100 among its two sides arranged on either side of the median plane M, in other words among its sides that can be respectively described as outer and inner as explained above. The first sidewall 120A and the first bead 130A are preferentially arranged on the outer side of the tire 100, so that the accessory 200, in particular its stiffening elements 210, contributes to stiffening only the outer side of the tire 100. Moreover, here, when the accessory 200 is attached to the tire 100, the accessory 200 is arranged entirely on the outer side of the tire: in particular, the top anchoring structure 220 is entirely arranged on the outer side of the tire 100, more generally on the same side of the tire 100 as that on which the bottom anchoring structure 230 is entirely arranged.That being said, in variants not shown, the summit anchoring structure 220 is arranged against the summit 110 on either side of the median plane M or is arranged entirely on the side of the tire 100 opposite to that where the lower anchoring structure 230 is arranged entirely.

[0130] When the accessory 200 is attached to the tire 100, the stiffening elements 210 are distributed circumferentially in the toroidal cavity 150, as shown schematically for at least two of them in Figures 3 to 5. In practice, the stiffening elements 210 are thus distributed over the entire circumference of the tire 100 in order to homogenize the stiffening effect over the entire circumference of the tire 100.

[0131] Here, each stiffening element 210 is a wire stiffening element, preferably textile, comprising, for example, an assembly of three multifilament strands of aliphatic polyamide, such as 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 stiffening element 210 is advantageously coated with an adhesive composition, here an adhesive composition based on an aldehyde / phenol resin based on resorcinol, formaldehyde, and an elastomer latex as described in WO2013 / 017422. Alternatively, any other adhesive composition described in WO2013 / 017422 may be used.

[0132] As shown in [Fig.1], the lower anchoring structure 230 comprises an elastomer body 232 which, when the accessory 200 is brought back to the tire 100, is arranged in the toric cavity 150 directly against the first flank 120A and / or bead 130A.

[0133] As particularly visible in [Fig. 2], the elastomer body 232 has a bonding surface 234 capable of chemically bonding to the first flank 120A and / or bead 130A to bond the elastomer body 232 and, thereby, the lower anchoring structure 230 to the first flank 120A and / or bead 130A and to thus relating accessory 200 to tire 100. Some aspects of the corresponding chemical bonding will be discussed later, when describing the manufacturing process of assembly 1.

[0134] In practice, before the accessory 200 is attached to the tire 100, the bonding surface 234 is advantageously shaped in a substantially complementary manner to the portion of the internal surface 152 located at the level of the first sidewall 120A and / or bead 130A. When the accessory 200 is attached to the tire 100, the bonding surface 234 is, essentially, or even entirely, in contact with and chemically bonded to the first sidewall 120A and / or bead 130A.

[0135] Apart from its bonding surface 234, the elastomer body 232 has a free surface 235. When the accessory 200 is attached to the tire 100, this free surface 235 is not in direct contact with the first sidewall 120A and / or bead 130A and is arranged at least partially in projection from the internal surface 152. The geometric specificities of the free surface 235 are not limiting, so it will be understood that its schematic profile, which is illustrated in the figures, is only illustrative.

[0136] By way of example, the elastomeric composition of the elastomer body 232 comprises less than 50 parts per million of butyl rubber, preferably less than 10 parts per million of butyl rubber, and is more preferably substantially free of butyl rubber. Preferably, the elastomeric composition of the elastomer body 232 comprises at least 50 parts per million of a diene elastomer. In another example, the elastomeric composition of the elastomer body 232 comprises more than 50 parts per million of butyl rubber. In all cases, the elastomeric composition of the elastomer body 232 may also comprise one or more polymers, for example, selected from thermoplastic polymers, thermosetting and / or crosslinkable polymers, elastomers, and thermoplastic elastomers. The term "part percent of elastomer" or "pce" means the part by weight of a constituent per hundred parts by weight of the elastomer(s), i.e. of the total weight of the elastomer(s).Thus, a constituent at 60 parts per 100 grams (ppm) will mean, for example, 60 g of that constituent per 100 g of elastomer. Throughout this document, the terms "elastomer" and "rubber" are used interchangeably. Butyl rubber is defined as a homopolymer of isobutylene or a copolymer of isobutylene and isoprene, as well as halogenated derivatives, particularly brominated or chlorinated derivatives, of these isobutylene homopolymers and isobutylene and 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... In accordance with the previous definition, the term "butyl rubber" will also include copolymers of isobutylene and styrene derivatives, such as isobutylene and brominated methylstyrene (BIMS) copolymers, which notably include the elastomer EXXPRO marketed by Exxon. Other elastomers present in the composition of elastomer body 232 include diene elastomers other than the butyl elastomers or natural rubber mentioned previously. The term "diene rubber" or "elastomer" should be understood, in a known manner, as one or more elastomers derived at least in part (i.e., a homopolymer or a copolymer) from diene monomers (monomers bearing two carbon-carbon double bonds, conjugated or not). Such diene elastomers are known to those skilled in the art and, for example, described in WO2016 / 001226A1.

[0137] The elastomer body 232 is dimensioned in thickness, particularly in a direction normal to its bonding surface 234, such that a lower portion 212 of each stiffening element 210 is integrated, i.e., embedded, within the thickness of the elastomer body 232. In particular, as clearly visible in [Fig. 2], a portion of the elastomer body 232 is interposed between the bonding surface 234 and the lower portion 212 of each stiffening element 210. As schematically illustrated in [Fig. 3], the elastomer body 232 is common to the respective lower portions 212 of the stiffening elements 210, extending monolithically between these lower portions 212, and continuously around the entire circumference of the tire 100 when the accessory 200 is attached to the tire. 100.Each stiffening element 210 emerges from the elastomer body 232 through the free surface 235 of the latter, at a low anchorage point 213 of the stiffening element 210. The lower part 212 of each stiffening element 210 thus extends from this low anchorage point 213, sinking into the elastomer body 232, while an intracavitary part 214 of the stiffening element 210 in question extends from the low anchorage point 213 outside the elastomer body 232, this intracavitary part 214 extending directly into the toric cavity 150 when the accessory is related to the pneumatic 100, as clearly visible in [Fig. 1].In practice, the positioning of the lower anchor point 213 on the free surface 235 and therefore in relation to the bonding surface 234 is not limiting: in particular, the example shown in the figures is only illustrative, so that, for example, the bonding surface 234 can extend radially outwards beyond the lower anchor point 213.

[0138] The lower anchoring structure 230 also includes a reinforcing member 236 which is integrated into the elastomer body 232, advantageously being embedded within its thickness. The reinforcing member 236 here comprises a wire reinforcing element 237 extending along a principal direction which, when the accessory 200 is related to the tire 100, forming an angle of less than or equal to 10° with the circumferential direction X, preferably less than or equal to 5°, and more preferably substantially zero. Here, this wire reinforcement element 237 is thus wound circumferentially over two complete turns. This wire reinforcement element 237 is preferably metallic.

[0139] The reinforcing member 236, in particular the wire reinforcement element 237, contributes to mechanically retaining the stiffening elements 210 in the lower anchoring structure 230, in addition to the mechanical retention of these stiffening elements 210 directly by the elastomer body 232. To this end, as clearly visible in [Fig. 2], the lower portion 212 of each stiffening element 210 is interposed, in the elastomer body 232, here completely but alternatively at least partially, between the reinforcing member 236, in particular the wire reinforcement element 237, and the bonding surface 234. Furthermore, as clearly visible in [Fig. 1], when the accessory 200 is attached to the tire 100, each stiffening element 210 extends around the reinforcing member 236, in particular around the wire reinforcement element. 237, so as to be mechanically retained by this reinforcing member 236, in particular by the wire reinforcing element 237.Here, the reinforcing member 236, in particular the wire reinforcing element 237, is common to the stiffening elements 210, in the sense that the latter all extend around the reinforcing member 236, in particular around the wire reinforcing element 237, as shown schematically in [Fig.3].

[0140] In order to optimize the mechanical restraint effect of the stiffening elements 210, the reinforcing member 236, in particular the wire reinforcing element 237, has relatively high extension and bending stiffnesses.

[0141] In order to mechanically decouple the stiffening elements 210 and the reinforcing member 236, in particular the wire reinforcing member 237, and thus avoid possible wear of the stiffening elements 210 by friction against the reinforcing member 236, in particular the wire reinforcing member 237, the elastomer body 232 advantageously includes a decoupling part 238 which, as shown schematically in [Fig.2], is interposed between the lower part 212 of each stiffening element 210 and the reinforcing member 236, in particular the wire reinforcing member 237.

[0142] To further limit the risk of mechanical degradation of the stiffening elements 210 by the reinforcing member 236, in particular by the wire reinforcing member 237, the decoupling portion 238 of the elastomer body 232 advantageously incorporates a protective member 239 within its thickness, as clearly visible in Figures 2 and 3. This protective member 239 is thus interposed between the lower part 212 of each stiffening element 210 and the reinforcing member 236, in in particular the wire reinforcement element 237, being here common to the stiffening elements 210. The protection element 239 is preferably wire, including in particular one or more wire protection elements, in particular textiles.

[0143] We are now more interested in the summit anchoring structure 220. As shown in [Fig.1], the summit anchoring structure 220 includes an elastomer body 222 which, when the accessory 200 is brought back to the pneumatic 100, is arranged in the toric cavity 150 directly against the summit 110.

[0144] Following considerations similar to those relating to the elastomer body 232, the elastomer body 222 has a bonding surface 224 capable of chemically bonding to the top 110 to bond the elastomer body 222 and, thereby, the top anchoring structure 220 to the top 110 and thus to bring the accessory 200 to the tire 100. Some aspects of the corresponding chemical bonding will be discussed later, when describing the manufacturing process of the assembly 1.

[0145] In practice, before the accessory 200 is attached to the tire 100, the bonding surface 224 is advantageously shaped in a substantially complementary way to the part of the internal surface 152 located at the top 110. When the accessory 200 is attached to the tire 100, the bonding surface 224 is, essentially, or even entirely, in contact with and chemically bonded to the top 110.

[0146] Apart from its bonding surface 224, the elastomer body 232 has a free surface 225. When the accessory 200 is attached to the tire 100, this free surface 225 is not in direct contact with the top 110 and is arranged at least partially in projection from the internal surface 152. The geometric specificities of the free surface 225 are not limiting, so it will be understood that its schematic profile, which is illustrated in the figures, is only illustrative.

[0147] By way of example, the elastomeric composition of the elastomer body 222 is similar to that of the elastomer body 232.

[0148] The elastomer body 222 is dimensioned in thickness, particularly in a direction normal to its bonding surface 224, such that a top portion 216 of each stiffening element 210 is integrated, i.e., embedded, within the thickness of the elastomer body 222. In particular, as clearly visible in [Fig. 2], a portion of the elastomer body 222 is interposed between the bonding surface 224 and the top portion 216 of each stiffening element 210. As schematically illustrated in Figures 4 and 5, the elastomer body 222 is common to the respective top portions 216 of the stiffening elements 210, extending monolithically between these top portions 216, and continuously along the entire circumference of the tire 100 when Accessory 200 is attached to tire 100. Each stiffening element 210 emerges from the The elastomer body 222 is attached by its free surface 225 to a summit anchorage point 217 of the stiffening element 210. The summit portion 216 of each stiffening element 210 extends from this summit anchorage point 217, embedded in the elastomer body 222, while the intracavity portion 214 of the stiffening element 210 extends from the summit anchorage point 217 outside the elastomer body 222. In practice, the positioning of the summit anchorage point 217 on the free surface 235, and therefore relative to the bonding surface 224, is not restrictive: in particular, the example shown in the figures is only illustrative, so that, for example, the bonding surface 224 may extend axially outwards beyond the summit anchor point 217.

[0149] The apex anchoring structure 220 also includes a reinforcing element 226 which is integrated into the elastomer body 222, advantageously being embedded within its thickness. As schematically illustrated in [Fig. 4], the reinforcing element 226 comprises first parallel wire reinforcing elements 227.1 and second parallel wire reinforcing elements 227.2. The first wire reinforcement elements 227.1 and the second wire reinforcement elements 227.2 are all arranged substantially within the same tubular geometric envelope, extending circumferentially around the tire 100 when the accessory 200 is attached to the tire 100. The second wire reinforcement elements 227.2 are not parallel to the first wire reinforcement elements 227.1, but crossed with respect to the latter, forming between them, within the aforementioned tubular geometric envelope, an angle which is denoted 227.3 in figures 4 and 5: the value of this angle 227.3 is adjustable, as shown schematically by comparison of figures 4 and 5. The adjustability of angle 227.3, in other words, the adjustment of the cross arrangement between the first wire reinforcement elements 227.1 and the second wire reinforcement elements 227.2, allows the radial dimension of the aforementioned tubular geometric envelope to be varied to a certain extent in order to accompany an adjustment of the radial dimension of the elastomer body 222, in particular of its bonding surface 224, by deformation of this elastomer body 222 during the manufacture of the assembly 1, in particular to apply the bonding surface 224 against the vertex 110 in order to chemically bond them together.

[0150] The wire reinforcement elements 227.1 and 227.2 are preferably textile.

[0151] Similar to the reinforcing member 236, the reinforcing member 226, in particular the wire reinforcing elements 227.1 and 227.2, contribute to mechanically retaining the stiffening elements 210 in the summit anchoring structure 220, in addition to the mechanical retention of these stiffening elements 210 directly by the elastomer body 222. For this purpose, as clearly visible in [Fig. 2], the summit portion 216 of each stiffening element 210 is, in the elastomer body 222, interposed, here totally but at least partially in variant, between the reinforcing member 226, in particular the wire reinforcing elements 227.1 and 227.2, and the bonding surface 224. Moreover, as clearly visible in [Fig.1], when the accessory 200 is attached to the tire 100, each stiffening element 210 extends around the reinforcing member 226, in particular around the wire reinforcing elements 227.1 and 227.2, so as to be mechanically retained by this reinforcing member 226, in particular by the wire reinforcing elements 227.1 and 227.2. Here, the reinforcing member 226, in particular the wire reinforcing elements 227.1 and 227.2, are common to the stiffening elements 210, in the sense that the latter all extend around the reinforcing member 226, in particular around the wire reinforcing elements 227.1 and 227.2, as shown schematically in figures 4 and 5.

[0152] In order to optimize the mechanical restraint effect of the stiffening elements 210, the reinforcing element 226, in particular the wire reinforcing elements 227.1 and 227.2, have a relatively high tensile stiffness and a relatively low flexural stiffness, so as to limit the over-fretching of the top 110 and not risk damaging the flatness of the tread 112.

[0153] Following considerations similar to those relating to the decoupling portion 238 of the elastomer body 232, the elastomer body 222 advantageously includes a decoupling portion 228 which, as shown schematically in [Fig. 2], is interposed between the apex portion 216 of each stiffening element 210 and the reinforcing member 226, in particular the wire reinforcing members 227.1 and 227.2. Not shown, the decoupling portion 228 of the elastomer body 222 advantageously incorporates within its thickness a protective member which is functionally, or even structurally, similar to the protective member 239.

[0154] We are now more interested in the manufacturing process by which assembly 1 is obtained.

[0155] This manufacturing process includes an initial phase in which the tire 100 and the accessory 200 are disposed of separately.

[0156] The tire 100 thus made available is manufactured by any standard method, the specifics of which are not exhaustive. It is understood that the tire 100 thus made available is usable for equipping a vehicle wheel and thus driving, independently of the accessory 200. It is also understood that the tire 100 made available in the initial phase of the manufacturing process may be new or have already been used and therefore be partially worn. In all cases, the tire 100 made available in the initial phase of the manufacturing process is not mounted on the mounting support 2 in order to leave its toroidal cavity 150 accessible.

[0157] The accessory 200 made available in the initial phase of the manufacturing process is as illustrated in [Fig. 2]. This accessory 200 is manufactured by any suitable method, such as flat manufacturing or manufacturing on a molding core. As an example of flat manufacturing, the accessory 200 can be obtained from a web of yarns, the yarns of which form the stiffening elements 210 and at the two opposite longitudinal ends of the yarns of which the top anchoring structure 220 and the bottom anchoring structure 230 are respectively assembled. The yarn web used can be provided calendered, with a calendering rubber between the yarns at each of the two opposite longitudinal ends of the yarns, so that this calendering rubber advantageously forms at least partially the elastomeric bodies 222 and 232.

[0158] The manufacturing process also includes an assembly phase, which is subsequent to the initial phase and in which the accessory 200 is brought back to the tire 100 inside the toric cavity 150, as illustrated successively by figures 6, 7 and 1.

[0159] In the assembly phase, illustrated in [Fig. 6], the accessory 200 is introduced into the toroidal cavity 150 such that:

[0160] - the apex anchoring structure 220 is positioned in the toric cavity 150 at in the immediate vicinity of the apex 110, the bonding surface 224 of its elastomeric body 222 being oriented in direct relation to a summit portion 152.1 of the internal surface 152, here supported by a summit portion 154.1 of the sealing layer 154, at the level of the apex 110, and

[0161] - the lower anchoring structure 230 is positioned in the toric cavity 150 at immediate proximity of the first flank 120A and / or bead 130A, the bonding surface 234 of its elastomer body 232 being turned in direct view of a lower part 152.2 of the internal surface 152, here carried by a lower part 154.2 of the sealing layer 154, at the level of the first flank 120A and / or bead 130A.

[0162] At the assembly stage, illustrated in [Fig. 7], the accessory 200 is chemically bonded to the tire 100. More specifically:

[0163] - the bonding surface 224 is brought into contact with the summit part 152.1 of the internal surface 152 and is bonded to the apex 110 by a chemical bond formed between the elastomer body 222 and the apex 110, and

[0164] - the bonding surface 234 is brought into contact with the lower part 152.2 of the internal surface 152 and is joined to the first flank 120A and / or bead 130A by a chemical bond between the elastomer body 232 and the first flank 120A and / or bead 130A.

[0165] In practice, each of the two chemical bonds mentioned above is advantageously formed:

[0166] - either by bonding, in particular by applying an adhesive between the surface of corresponding bonding 224 or 234 and the internal surface 152; the composition of the applied adhesive is not limiting, various compositions being well known to those skilled in the art, for example in FR2496004 and FR2529633; by way of non-limiting example, the applied adhesive is based on a self-adhesive silicone composition, of which many examples are commercially available;

[0167] - either by cold vulcanization, using a chemical crosslinking reaction at room temperature between the corresponding elastomer body and the tire 100, i.e. between the elastomer body 222 and the top 110 or between the elastomer body 232 and the first sidewall 120A and / or bead 130A;

[0168] - either by hot vulcanization, using a chemical crosslinking reaction, with input of thermal energy, between the corresponding elastomer body and the tire 100, i.e. between the elastomer body 222 and the top 110 or between the elastomer body 232 and the first sidewall 120A and / or bead 130A; in this case, the corresponding elastomer body 222 or 232 is made available raw in the initial phase; moreover, the corresponding chemical bond is made with an area of ​​the tire 100, which has not been totally crosslinked during the manufacture of the tire 100 and which for this purpose is preferentially loaded with a crosslinking retarder, well known in itself in the field; on [Fig.7], such an area of ​​the top 110 is schematically indicated in dotted lines, being referenced RI, and such an area of ​​the first flac 120A and / or bulge 130A is schematically indicated in dotted lines, being referenced R2.

[0169] According to a preferred embodiment, the chemical bonding between the elastomer body 232 and the first flank 120A and / or bead 130A is achieved by cold vulcanization. The resulting bonding thus exhibits appreciable strength and durability, without its implementation posing a risk of thermally altering the mechanical properties of the constituents of the first flank 120A and / or bead 130A, which are typically more sensitive to heat than the apex 110, particularly the axially central region of the latter.

[0170] Whatever the respective natures of the chemical bonds thus formed, which may in fact be different from one another, the elastomeric bodies 222 and 232 are preferentially supported, in other words pressed, respectively against the top 110 and against the first side 120A and / or bead 130A while they chemically bond to the latter, as indicated respectively by the arrows Fl and F2 on the [Fig.7].

[0171] During the assembly phase, it is advantageously provided, at least throughout the step illustrated in [Fig. 7], that the first side 120A and / or bead 130 bead be brought slightly closer to the median plane M by applying a deformation stress corresponding elastic force against the first flank 120A and / or bead 130A, as schematically indicated by arrow G in [Fig.7]. The first flank 120A and / or bead 130A is thus held elastically deformed axially inwards while the aforementioned chemical bonds are formed.

[0172] At the end of the assembly phase, we obtain assembly 1 as illustrated in [Fig.1].

[0173] In practice, the various steps and operations of the assembly phase, described above, are carried out in any order, provided that such order is technically feasible. In particular, each of the steps and operations carried out at the top 110 can be performed simultaneously with, or before, or after each of the steps and operations carried out at the first side 120A and / or bead 130A.

[0174] According to an alternative method for manufacturing assembly 1, this method includes, after the initial phase and before the assembly phase, a preparation phase in which the sealing layer 154 is prepared to neutralize, at least partially, its weak adhesion, particularly on the surface, to the elastomeric bodies 222 and 232. In this preparation phase, one and / or both of the top portion 154.1 and bottom portion 154.2 of the sealing layer 154 are thus:

[0175] - either started on the surface, as schematically illustrated in [Fig.8], so well that the upper part 152.1 of the internal surface 152 and / or the lower part 152.2 of the internal surface 152 are respectively supported by the bottom of the upper part 154.1 and lower part 154.2 thus partially cut,

[0176] - either removed entirely, as illustrated in [Fig.9], so that the upper part 152.1 of the internal surface 152 and / or the lower part 152.2 of the internal surface 152 are supported either by an elastomeric layer of the frame reinforcement 140, or by an elastomeric layer interposed between the frame reinforcement 140 and the sealing layer 154,

[0177] - either coated with an adhesive agent.

[0178] By way of example, the sealing layer 154 is thus locally damaged or removed by grinding or abrasion.

[0179] As regards the aforementioned adhesive agent, its composition is not limiting, various compositions being well known to those skilled in the art, for example in FR2496004 and FR2529633. By way of non-limiting example, this adhesive agent is based on a self-adhesive silicone adhesive composition, of which many examples are commercially available.

[0180] In an unrepresented variant of the first embodiment, the tire 100 is devoid of the sealing layer 154. In this case, the internal surface 152 is supported by an elastomeric layer belonging to or covering the carcass reinforcement 140.

[0181] Figure 10 shows, as a second embodiment, an assembly 3 comprising the tire 100 and an accessory 300 attached to the tire 100.

[0182] Accessory 300 is functionally similar to accessory 200, but differs structurally from it, as explained below.

[0183] Accessory 300 includes stiffening elements 310 and 310', a top anchoring structure 320 and a bottom anchoring structure 330.

[0184] Each of the stiffening elements 310 and 310' is functionally, and even structurally, similar to one of the stiffening elements 210. Each of the stiffening elements 310 and each of the stiffening elements 310' are distinct from each other. Each of the stiffening elements 310 is arranged radially inside each of the stiffening elements 310', so the stiffening elements 310 can be described as radially internal stiffening elements while the stiffening elements 310' can be described as radially external stiffening elements.Here, following considerations similar to those relating to the stiffening elements 210, the stiffening elements 310 are distributed circumferentially in the toroidal cavity 150 and the stiffening elements 310' are also distributed circumferentially in the toroidal cavity 150 when the accessory 300 is attached to the tire 100. In practice, the stiffening elements 310 and the stiffening elements 310' can either be radially aligned in pairs or alternate along the circumferential direction X in a regular or irregular manner.

[0185] The summit anchoring structure 320 comprises an elastomer body 322 that is functionally, or even structurally, similar to the elastomer body 222. In particular, the elastomer body 322 carries a bonding surface 324 similar to the bonding surface 224. The summit anchoring structure 320 also comprises here a reinforcing member 326 that is functionally, or even structurally, similar to the reinforcing member 226, notably by being integrated into the elastomer body 322.

[0186] A top portion 316 of each stiffening element 310 and a top portion 316' of each stiffening element 310', each similar to the top portion 216 of each stiffening element 210, are integrated into the thickness of the elastomer body 322, which is thus common to the stiffening elements 310 and 310'. Furthermore, following considerations similar to those developed above for the top anchoring structure 220, the top portion 316 of each stiffening element 310 and the top portion 316' of each stiffening element 310' are mechanically retained by the reinforcing member 326.

[0187] The lower anchoring structure 330 comprises two distinct elastomer bodies, namely an elastomer body 332 and an elastomer body 332' which is arranged radially outside the elastomer body 332. Thus, the elastomer body 332 can be described as the radially inner elastomer body, while the elastomer body 332' can be described as the radially outer elastomer body. Each of the elastomer bodies 332 and 332' is functionally, and indeed structurally, similar to the elastomer body 232. In particular, each of the elastomer bodies 332 and 332' carries a bonding surface 334, 334', which is similar to the bonding surface 234.

[0188] The lower anchorage structure 330 also includes two distinct reinforcing members, namely a reinforcing member 336 and a reinforcing member 336' which is arranged radially outside the reinforcing member 336. Thus, the reinforcing member 336 can be described as a radially internal reinforcing member while the reinforcing member 336' can be described as a radially external reinforcing member. Each of the reinforcing members 336 and 336' is functionally, and even structurally, similar to the reinforcing member 236. The reinforcing member 336 is functionally, and even structurally, similar to the reinforcing member 236, notably by being integrated into the elastomer body 332. The reinforcing member 336' is also functionally, and even structurally, similar to the reinforcing member 236, but notably by being integrated into the elastomer body 332'.

[0189] A lower portion 312 of each stiffening element 310, which is similar to the lower portion 212 of each stiffening element 210, is integrated into the thickness of the elastomer body 332, which is common to the stiffening elements 310. Furthermore, following considerations similar to those developed above for the lower anchoring structure 230, the lower portion 312 of each stiffening element 310 is mechanically retained by the reinforcing member 336, which is common to the stiffening elements 310. Similarly, a lower portion 312' of each stiffening element 310', which is similar to the lower portion 212 of each stiffening element 210, is integrated into the thickness of the elastomer body 332', which is common to the stiffening elements 310', and is mechanically retained by the reinforcing member 336, which is here common to the 310' stiffening elements.

[0190] In the embodiment shown in [Fig. 10], a lower anchor point 313 of each stiffening element 310 and a lower anchor point 313' of each stiffening element 310', each similar to the lower anchor point 213, are oriented towards each other, being directly opposite each other. This may be otherwise in an alternative not shown.

[0191] In an alternative not shown, the two elastomeric bodies 332 and 332' are not distinct but jointly form a common elastomeric body. In this case, the two reinforcing elements 336 and 336' may also not be distinct but jointly form a common reinforcing element.

[0192] Assembly 3 is manufactured using a manufacturing process similar to that detailed above for assembly 1, adapting the preparation phase and the assembly phase to take into account the specific features of accessory 300, in particular the two elastomer bodies 332 and 332'.

[0193] Figure 11 shows, as a third embodiment, an assembly 4 comprising the tire 100 and an accessory 400 attached to the tire 100. This third embodiment illustrates the possibility of applying the invention to both sides, respectively outside and inside, of the tire 100, in the sense that the accessory 400 helps to stiffen these two sides of the tire 100.

[0194] More specifically, the accessory 400 includes first stiffening elements 410A, a first top anchoring structure 420A and a first bottom anchoring structure 430A, which are respectively similar, at least functionally, to the stiffening elements 210, the top anchoring structure 220 and the bottom anchoring structure 230. Thus, the first stiffening elements 410A contribute to stiffening only one side of the tire 100, here the outer side of the latter.

[0195] Here, the first stiffening elements 410A, the first summit anchorage structure 420A and the first lower anchorage structure 430A are structurally similar to the stiffening elements 210, the summit anchorage structure 220 and the lower anchorage structure 230, so they will not be described in further detail.

[0196] Accessory 400 further includes second stiffening elements 410B, a second top anchoring structure 420B and a second bottom anchoring structure 430B.

[0197] As clearly seen in [Fig. 1 1], when the accessory 400 is attached to the tire 100, each of the second stiffening elements 410B extends continuously into the toroidal cavity 150, connecting the second flank 120B and / or bead 130B and the apex 110 of the tire 100 to each other. More precisely, when the accessory 400 is attached to the tire 100, each of the second stiffening elements 410B thus extends continuously from the second lower anchoring structure 430B, arranged in the toroidal cavity 150 against the second flank 120B and / or bead 130B, to the second upper anchoring structure 420B, arranged in the toroidal cavity 150 against the apex 110.Furthermore, following considerations similar to those developed above for the lower anchorage structures 230 and summit 220, the second lower anchorage structure 430B and the second summit anchorage structure 420B allow each of the stiffening elements 410B to be anchored, that is to say, securely fixed, to the second flank 120A. and / or bead 130A and the top 110. Thus, the second stiffening elements 410B contribute to stiffening only the inner side of the tire 100.

[0198] Here, the second stiffening elements 410B, the second top anchor structure 420B and the second bottom anchor structure 430B are, mutatis mutandis, structurally similar to the stiffening elements 210, the top anchor structure 220 and the bottom anchor structure 230, so they will not be described in further detail.

[0199] In the embodiment illustrated in [Fig. 11], the first summit anchor structure 420A and the second summit anchor structure 420B are separate and, when the accessory 400 is attached to the tire 100, are positioned on either side of and at a distance from the median plane M, here symmetrically with respect to the median plane M, but this aspect is not limiting. The same applies here to the first stiffening elements 410A with respect to the second stiffening elements 410B.

[0200] Assembly 4 is manufactured using a manufacturing process similar to that detailed above for assembly 1, adapting the preparation phase and the assembly phase to take into account the specificities of the accessory 400, in particular by applying the steps and operations of these preparation and assembly phases for the first anchoring structures 420A and 430A and by repeating these steps and operations for the second anchoring structures 420B and 430B.

[0201] Figure 12 shows, as a fourth embodiment, an assembly 5 comprising the tire 100 and an accessory 500 attached to the tire 100. Like the third embodiment, this fourth embodiment illustrates the possibility of applying the invention to both sides, respectively outside and inside, of the tire 100.

[0202] Accessory 500 includes:

[0203] - initial stiffening elements 510A, a first anchoring structure summit 520A and a first lower anchoring structure 530A, which are respectively similar, functionally or even, as here, structurally, to the first stiffening elements 410A, the first summit anchoring structure 420A and the first lower anchoring structure 430A, and

[0204] - second stiffening elements 510B, a second structure summit anchorage 520B and a second lower anchorage structure 530B, which are respectively similar, functionally or even as here structurally, to the second stiffening elements 410B, the second summit anchorage structure 420B and the second lower anchorage structure 430B.

[0205] Accessory 500 differs from accessory 400 in that the first summit anchor structure 520A and the second summit anchor structure 520B are joined together forming a common summit anchoring structure 520, which, when the accessory 500 is attached to the tire 100, extends monolithically, here on either side of the median plane M. Advantageously, the first stiffening elements 510A and the second stiffening elements 510B are respectively joined in pairs, forming respectively common stiffening elements 510, which, when the accessory 500 is attached to the tire 100, each extend in one piece from the first lower anchoring structure 530A to the lower anchoring structure 530B, passing through the common summit anchoring structure 520.

[0206] Assembly 5 is manufactured using a manufacturing process similar to that mentioned above for assembly 4, adapting the preparation phase and the assembly phase to take into account the specific features of accessory 500, in particular the common summit anchoring structure 520.

[0207] The invention is not limited to the embodiments described so far.

[0208] It is therefore conceivable that, for accessory 200, the summit anchoring structure 220 does not include a reinforcing element such as reinforcing element 226. This obviously applies, mutatis mutandis, to accessories 300, 400 and 500.

[0209] It is also conceivable that the elastomer body 222 of the summit anchoring structure 220 does not extend continuously around the entire periphery of the tire 100, but comprises disjointed portions following this periphery with spacings between them that are advantageously adjustable during the manufacture of the assembly 1, in particular to adapt to different tire dimensions. This obviously applies, mutatis mutandis, to accessories 300, 400 and 500.

[0210] It is also conceivable that, for accessory 200, the apex anchoring structure 220 can be secured to the apex 110 not exclusively by chemical bonding, but also by mechanical cooperation, in particular by mechanical hooking or fastening. The embodiment of such mechanical securing is not limiting, and it should be noted that this securing can advantageously be reinforced by adhesive. This obviously applies, mutatis mutandis, to accessories 300, 400, and 500.

Claims

1. Demands Accessory (200; 300; 400; 500) for a tire (100), the tire (100) comprising a crown (110), first and second sidewalls (120A, 120B), each extending radially inwards from the crown and arranged axially on either side of a median plane (M) of the tire (100), and first and second beadings (130A, 130B), which extend radially inwards from the first and second sidewalls respectively, as well as a toroidal inflation cavity (150) for the tire, which is defined by the crown, the first and second sidewalls and the first and second beadings, which accessory (200; 300; 400; 500) is designed to be attached to the tire (100) inside the toroidal cavity (150) and comprises: - at least one first stiffening element (210; 310, 310'; 410A; 510A), which is adapted, when the accessory (200; 300; 400; 500) is attached to the tire (100), to extend continuously into the toroidal cavity (150) by connecting the apex (110) and the first sidewall and / or bead (120A, 130A) so as to be able to stiffen the tire (100), and - of the first anchoring structures, respectively apex (220; 320; 420A; 520A) and base (230; 330; 430A; 530A), from each of which extends said at least one first stiffening element (210; 310, 310'; 410A; 510A) and which are adapted, when the accessory (200; 300; 400; 500) is attached to the tire (100), to be arranged inside the toroidal cavity (150) respectively against the apex (110) and against the first sidewall and / or bead (120A, 130A) and to anchor said at least one first stiffening element (210; 310, 310'; 410A; 510A) respectively to the apex (110) and to the first flank and / or bead (120A, 130A), in which the first lower anchoring structure (230; 330; 430A; 530A) comprises at least one elastomeric body (232; 332, 332'): - which carries a bonding surface (234;334, 334') adapted to be chemically bonded to the first sidewall and / or bead (120A, 130A) to attach the accessory (200; 300; 400; 500) to the tire (100), and; - in the thickness of which is integrated a lower part (212; 312, 312') of said at least one first stiffening element (210; 310, 310'; 410A; 510A), and in which the first lower anchoring structure (230; 330; 430A; 530A) further comprises at least one reinforcing element (236; 336, 336') which is integrated into said at least one elastomeric body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A) such that: - in said at least one elastomeric body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A), the lower part (212; 312, 312') of said at least one first stiffening element (210; 310, 310'; 410A; 510A) is interposed between said at least one reinforcing member (236; 336, 336') and the bonding surface (234; 334, 334') of said at least one elastomeric body of the first lower anchoring structure, and - when the accessory (200; 300; 400;500) is related to the tire (100), said at least one first stiffening element (210; 310, 310'; 410A; 510A) extends in or around said at least one reinforcing member (236; 336, 336') of the first lower anchoring structure (230; 330; 430A; 530A) so as to be mechanically retained by this reinforcing member.;

2. Accessory according to claim 1, wherein said at least one first stiffening element (210; 310, 310'; 410A; 510A) comprises several first stiffening elements, in particular wire elements: - which, when the accessory (200; 300; 400; 500) is attached to the tire (100), are distributed circumferentially in the toroidal cavity (150) and all extend into or around a common reinforcing member (236; 336, 336') of said at least one reinforcing member of the first lower anchoring structure (230; 330; 430A; 530A), so as to be mechanically retained by this common reinforcing member, and - whose respective lower portions (212; 312, 312') are integrated into an elastomeric body (232; 332, 332') common to said at least one elastomeric body of the first lower anchoring structure (230; 330; 430A; 530A).

3. Accessory according to claim 1 or 2, wherein said at least one elastomeric body (232; 332, 332') of the first structure lower anchorage (230; 330; 430A; 530A) includes a decoupling part (238) which is interposed between the lower part (212; 312, 312') of said at least one first stiffening element (210; 310, 310'; 410A; 510A) and said at least one reinforcing member (236; 336, 336') of the first lower anchorage structure (230; 330; 430A; 530A).

4. Accessory according to any one of the preceding claims, wherein said at least one reinforcement member (236; 336, 336') of the first lower anchoring structure (230; 330; 430A; 530A) comprises a wire reinforcement element (237) extending in a principal direction which, when the accessory (200; 300; 400; 500) is referred to the tire (100), forms with the circumferential direction (X) of the tire an angle less than or equal to 10°, preferably less than or equal to 5°, more preferably substantially zero.

5. Accessory according to any one of the preceding claims, wherein the first summit anchoring structure (220; 320; 420A; 520A) comprises at least one elastomeric body (222; 322): - which carries a bonding surface (224; 324) adapted to be bonded by chemical bonding to the summit (110) to bring the accessory (200; 300; 400; 500) to the tire (100), and - in the thickness of which is integrated a summit part (216; 316, 316') of said at least one first stiffening element (210; 310, 310'; 410A; 510A).

6. Accessory according to claim 5, wherein the first summit anchoring structure (220; 320; 420A; 520A) further comprises a reinforcing member (226; 326) which is integrated into said at least one elastomeric body (222; 322) of the first summit anchoring structure (220; 320; 420A; 520A) such that: - in said at least one elastomeric body (222; 322) of the first summit anchoring structure (220; 320; 420A; 520A), the summit portion (216; 316, 316') of said at least one first stiffening element (210; 310, 310'; 410A; 510A) is interposed between the reinforcing element (226; 326) and the bonding surface (224; 324) of said at least one elastomeric body of the first summit anchoring structure, and - when the accessory (200; 300; 400; 500) is attached to the tire (100), said at least one first element of stiffening (210; 310, 310'; 410A; 510A) extends in or around the reinforcing member (226; 326) of the first summit anchoring structure (220; 320; 420A; 520A) so as to be mechanically retained by this reinforcing member.

7. Accessory according to claim 6, wherein the reinforcing member (226; 326) of the first summit anchoring structure (220; 320; 420A; 520A) comprises first wire reinforcing elements (227.1), parallel to each other, and second wire reinforcing elements (227.2), parallel to each other, wherein the first and second wire reinforcing elements (227.1, 227.2) are all arranged substantially within the same tubular geometric envelope, extending circumferentially to the tire (100) when the accessory (200; 300; 400; 500) is referred to the tire (100), and wherein the first wire reinforcing elements (227.1) are crossed in an adjustable manner with respect to the second wire reinforcing elements (227.2).

8. Accessory according to any one of the preceding claims, wherein said at least one first stiffening element (310, 310') comprises at least one first radially internal stiffening element (310) and at least one radially external stiffening element (310'), which are distinct from each other, wherein said at least one elastomeric body (332, 332') of the first lower anchoring structure (330) comprises a radially internal elastomeric body (332) and a radially external elastomeric body (332'), wherein said at least one reinforcing member (336, 336') of the first lower anchoring structure (330) comprises a radially internal reinforcing member (336) and a radially external reinforcing member (336'), wherein the lower portion (312) of said at least one first radially internal stiffening element (310) is integrated into the thickness of the radially inner elastomer body (332),while the lower part (312') of said at least a first radially external stiffening element (310') is integrated into the thickness of the radially external elastomer body (332'), in which the radially internal reinforcing member (336) is integrated into the radially internal elastomer body (332) such that: - in the radially inner elastomer body (332), the lower part (312) of said at least one first radially inner stiffening element (310) is interposed between the radially inner reinforcing member (336) and the bonding surface (334) of the radially inner elastomer body (332), and - said at least one first radially inner stiffening element (310) extends in or around the radially inner reinforcing member (336) so as to be mechanically retained by this radially inner reinforcing member, and in which the radially outer reinforcing member (336') is integrated into the radially outer elastomer body (332') such that: - in the radially outer elastomer body (332'),the lower part (312') of said at least one first radially external stiffening element (310') is interposed between the radially external reinforcing member (336') and the bonding surface (334') of the radially external elastomer body (332'), and - said at least one first radially external stiffening element (310') extends into or around the radially external reinforcing member (336') so as to be mechanically retained by this radially external reinforcing member.

9. Accessory according to any one of the preceding claims, wherein the accessory (200; 300; 400; 500) further comprises: - at least one second stiffening element (410B; 510B), which is adapted, when the accessory (400; 500) is attached to the tire (100), to extend continuously into the toroidal cavity (150) by connecting the apex (110) and the second sidewall and / or bead (120B, 130B) so as to stiffen the tire (100), and - second anchoring structures, respectively a top (420B; 520B) and a bottom (430B; 530B), from each of which extends said at least one second stiffening element (410B; 510B) and which are adapted, when the accessory (400;500) is related to the pneumatic (100), to be arranged inside the toric cavity (150) respectively against the apex (110) and against the second flank and / or bead (120B, 130B) and to anchor said at least a second stiffening element (410B; 510B) respectively to the apex and to the second flank and / or bead,; in which the second lower anchoring structure (430B; 530B) comprises at least one elastomeric body: - which carries a bonding surface adapted to be bonded by chemical bonding to the second sidewall and / or bead (120B, 130B) to attach the accessory (400; 500) to the tire (100), and - in the thickness of which is integrated a lower part of said at least one second stiffening element (410B; 510B), and in which the second lower anchoring structure (430B, 530B) further comprises at least one reinforcing member which is integrated into said at least one elastomeric body of the second lower anchoring structure (430B; 530B) such that: - in said at least one elastomeric body of the second lower anchoring structure (430B; 530B), the lower part of said at least one second stiffening element (410B;510B) is interposed between said at least one reinforcing member and the bonding surface of said at least one elastomeric body of the second lower anchoring structure, and - when the accessory (400; 500) is attached to the tire (100), said at least one second stiffening element (410B; 510B) extends in or around said at least one reinforcing member of the second lower anchoring structure (430B; 530B) so as to be mechanically retained by this reinforcing member.;

10. Assembly (1; 3; 4; 5) comprising: - a tire (100) which includes a crown (110), first and second sidewalls (120A, 120B), each extending radially inwards from the crown and which are arranged axially on either side of a median plane (M) of the tire (100), and first and second beadings (130A, 130B), which extend radially inwards from the first and second sidewalls respectively, as well as a toroidal inflation cavity (150) of the tire, which is defined by the crown, the first and second sidewalls and the first and second beadings, and - an accessory (200; 300; 400; 500), which conforms to any one of the preceding claims and which is related to the tire (100).

11. A method for manufacturing an assembly (1; 3; 4; 5) according to claim 10, in which the tire (100) and the accessory (200; 300; 400; 500) are disposed separately, then the accessory (200; 300; 400; 500) is brought to the tire (100) inside the toroidal cavity (150) by anchoring said at least one first stiffening element (210; 310, 310'; 410A; 510A) respectively to the top (110) and to the first sidewall and / or bead (120A, 130A) of the tire (100) by the first anchoring structures, respectively top (220; 320; 420A; 520A) and bottom (230; 330; 430A; 530A), and in which, to anchor said at least one first stiffening element (210; 310, 310'; 410A; 510A) to the first flank and / or bead (120A, 130A), the bonding surface (234; 334, 334') of said at least one elastomeric body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A) is chemically bonded to the first flank and / or bead (120A, 130A).

12. Method according to claim 11, wherein said at least one elastomeric body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A) is chemically bonded to the first flank and / or bead (120A, 130A) by bonding or by cold vulcanization.

13. A method according to any one of claims 11 or 12, wherein said at least one elastomeric body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A) is, by hot vulcanization, both crosslinked and chemically bonded to an area (R2) of the first flank and / or bead (120A, 130A), loaded with a crosslinking retarder.

14. A method according to any one of claims 11 to 13, wherein while said at least one elastomer body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A) chemically bonds to the first flank and / or bead (120A, 130A): - said at least one elastomer body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A) is pressed against the first flank and / or bead, and / or - the first flank and / or bead (120A, 130A) is held elastically deformed axially inwards.

15. A method according to any one of claims 11 to 14, wherein the tire (100), which is available before the accessory (200; 300; 400; 500) is attached to it, has an internal surface (152) that delimits the toroidal cavity (150) and is at least partially supported by a sealing layer (154) that is airtight against an inflation gas, and wherein, before attaching the accessory (200; 300; 400; 500) to the tire (100), a lower portion (154.2) of the sealing layer (154) is cut into, completely removed, or covered with an adhesive agent, at which level said at least one elastomeric body (232; 332, 332') of the first lower anchoring structure (230; 330; 430A; 530A) is then chemically bonded to the first sidewall and / or padding (120A, 130A).