Tyre comprising a durable stiffening structure and an optional interrupted sealing layer

Abstract

The invention relates to a tyre (10) comprising a crown (12), first and second sidewalls (30A, 30B), first and second beads (32A, 32B), an inner surface (34) defining a toroidal cavity (36) for inflating the tyre (10), a first stiffening element (54A) extending continuously in the toroidal cavity (36) from a radially inner (56A) and / or outer (58A) anchoring point of the first stiffening element (54A), and a sealing layer (18) for sealing against an inflation gas, the sealing layer partially forming the inner surface (34) and remaining at a distance from the radially inner and / or outer anchoring point (56A, 58A).

Description

[0001] Tire comprising a durable stiffening structure and a possible interrupted sealing layer

[0002] Technical field

[0003] The present invention relates to a tire, in particular for a passenger vehicle.

[0004] A tire is understood to mean a bandage intended to form a cavity by cooperating with a mounting support, for example a rim, this cavity being capable of being pressurized to a pressure higher than atmospheric pressure. A tire has a structure of substantially toroidal shape of revolution around a main axis of the tire, this main axis being coincident with the axis of rotation of the tire.

[0005] Previous techniques

[0006] Known from the state of the art is a tire intended to equip a passenger vehicle and described in WO2020 / 128225. The tire described comprises a crown extended radially inwards respectively on each side of the median plane of the tire by first and second sidewalls then by first and second beads intended to come into contact with a mounting support, for example a rim. Each first and second bead comprises a circumferential reinforcing element intended to allow the tire to be attached to the mounting support.

[0007] The tire includes an internal surface delimiting a toric cavity for inflating the tire once the latter is mounted on the mounting support.

[0008] The tire described in WO2020 / 128225 comprises a stiffening structure comprising first stiffening elements extending continuously in the toric cavity from the first bead to the crown and second stiffening elements extending continuously in the toric cavity from the second bead to the crown.

[0009] Each first and second stiffening element is secured to each bead from which it extends by a bead interface between the stiffening element and a portion of the inner surface of the bead. Similarly, each first and second stiffening element is secured to the crown of the tire by a crown interface between the stiffening element and a portion of the inner surface of the crown. Each bead and crown interface comprises a cushion of elastomeric mixture positioned between the stiffening element and the portion of the corresponding inner surface.

[0010] It was noted that each bead and crown interface was subjected to tensile stress. Such interfaces are sensitive to repeated stresses which can lead to early debonding between the stiffening elements and the inner surface of the bead and / or the inner surface and therefore to early destruction of the stiffening structure.

[0011] The endurance of the tire described in WO2020 / 128225 was improved in WO2022 / 200717 by using an anchoring of each first and second stiffening element in the internal structure of the tire. However, the endurance of the tire described in WO2022 / 200717, in particular the endurance of the anchoring of the first and second stiffening elements in each first sidewall and / or bead and second sidewall and / or bead, although largely improved compared to that of the tire described in WO2020 / 128225, proved to be improvable. Indeed, it was noted that the stiffening structure deteriorated due to the loosening of the stiffening elements in one of the first and second beads.

[0012] The invention aims to improve the endurance of the stiffening structure described in WO2020 / 128225 and to reduce the occurrence of loosening of the stiffening elements of the tire described in WO2022 / 200717.

[0013] Statement of the invention

[0014] The invention relates to a tire comprising a crown, first and second sidewalls each extending the crown radially inward, first and second beads respectively extending the first and second sidewalls radially inward, the tire being provided with an internal surface delimiting a toric inflation cavity of the tire, the tire comprising a stiffening structure comprising at least one first stiffening element extending continuously in the toric cavity from at least the first sidewall and / or bead to at least the crown and being anchored in the first sidewall and / or bead and / or the crown by extending in the first sidewall and / or bead and / or the crown from a first radially inner and / or outer anchoring point of the internal surface, the tire comprising a sealing layer for at least one inflation gas forming part of the internal surface,or the tire being devoid of a sealing layer against at least one inflation gas forming part of the internal surface, tire in which, in the case where the tire comprises a sealing layer against at least one inflation gas forming part of the internal surface, the sealing layer is arranged so as to remain at a distance from said first radially inner and / or outer anchoring point of said first stiffening element.,

[0015] As explained below, the invention works as soon as it is applied to only one side of the tire, here at least on the side comprising the first sidewall and / or bead. Advantageous embodiments teach that the invention can also be applied to both sides of the tire without this being necessary to carry out the invention. Thus, in the present application, the use of the qualifier "first" or "first" aims, unless there is an obvious different interpretation, to associate the element qualified as "first" or "first" with the first sidewall and / or bead. Similarly, the use of the qualifier "second" aims, unless there is an obvious different interpretation, to associate the element qualified as "second" with the second sidewall and / or bead.

[0016] Advantageously, the first sidewall and / or bead is arranged on the same side of the median plane of the tire as the outer side of the tire. Thus, the stiffening structure acts on the side of the tire that is most stressed during high drift stresses. By inner and outer sides, we mean that the tire is designed so that one of its sides is arranged on the inner side and the other of its sides is arranged on the outer side. This orientation imposed by the tire manufacturer ensures that the tire has the expected operation. Indeed, mounting a tire with an orientation different from that imposed by the manufacturer can lead to suboptimal behavior of the vehicle. By outer side, we mean the side of the tire that is entirely visible from the outside of the vehicle when the tire is mounted on the vehicle.The inner side refers to the side of the tire facing the wheel arch of the vehicle on which it is mounted. Typically, the tire has a marking indicating the inner side and the outer side.

[0017] In a preferred embodiment in which the stiffening structure performs its function on either side of the median plane of the tire, which makes it possible to obtain a homogeneous behavior of the tire, the stiffening structure comprises at least one second stiffening element extending continuously in the toric cavity from at least the second sidewall and / or bead to at least the crown and being anchored in the second sidewall and / or bead and / or the crown by extending in the second sidewall and / or bead and / or the crown from a second radially inner and / or outer anchoring point of the internal surface, in the case where the tire comprises a sealing layer for at least one inflation gas forming part of the internal surface, the sealing layer is arranged so as to remain at a distance from said second radially inner and / or outer anchoring point of said second stiffening element.

[0018] The sealing layer remaining at a distance from at least one of said radially inner and / or outer anchoring points, the latter makes it possible not to weaken the anchoring of said stiffening element to said radially inner and / or outer anchoring point. The absence of a sealing layer also makes it possible to obtain this effect. Indeed, the inventors at the origin of the invention discovered that the sealing layer could have relatively weak adhesion with the stiffening element which creates, in the tire of the state of the art described in WO2022 / 200717, a singular zone conducive to the initiation of cracks at the level of the anchoring in the sidewall and / or bead and / or the crown. By distancing the sealing layer from the radially inner and / or outer anchoring point or by removing the sealing layer, the singular zone and therefore any risk of cracking are eliminated.Furthermore, when the sealing layer is present, the sealing function of the sealing layer and at least part of the sealing performance are retained.

[0019] By anchored in a sidewall and / or bead and / or in the crown, we mean that the stiffening structure or the stiffening element penetrates the sidewall and / or bead and / or the crown, that is to say that the stiffening structure or the stiffening element passes through the internal surface to be anchored in a sidewall and / or bead and / or in the crown.

[0020] By distance, it is understood that the sealing layer is not in contact with the stiffening element concerned at the anchoring point concerned. The minimum distance between the sealing layer and said radially inner and / or outer anchoring point is determined by the person skilled in the art depending on the mastery of the tire manufacturing process but also depending on the desired sealing performance.

[0021] The layer is called a sealing layer because of its low permeability to the inflation gas of the tire. Such a sealing layer is such that the tire without the sealing layer has higher permeability compared to a tire provided with the sealing layer.

[0022] Thus, an anchor according to the invention is significantly more robust than the bead interfaces described in WO2020 / 128225 and makes it possible to eliminate the failure by loosening of the stiffening structure described in WO2022 / 2007 17.

[0023] Preferably, the minimum distance between the sealing layer and said first and / or second radially inner and / or outer anchoring point is greater than or equal to 1 mm, preferably 5 mm. In the case where the tire comprises a sealing layer, the internal surface delimiting the toric inflation cavity of the tire is thus formed at least in part by the sealing layer and by one or more elastomeric compositions interposed between the sealing layer and the anchoring point(s), the or each elastomeric composition being distinct from the sealing layer.

[0024] In the case where the tire is devoid of a sealing layer, the internal surface delimiting the toric inflation cavity of the tire is thus formed by one or more elastomeric compositions not having a sealing function.

[0025] The toric inflation cavity is intended to be pressurized by an inflation gas once the tire is mounted on a mounting support, most often a rim.

[0026] Among other advantages, the stiffening structure makes it possible to simultaneously increase the radial stiffness, the axial stiffness and the drift stiffness of the tire compared to a conventional tire not comprising a stiffening structure but also compared to tires comprising other stiffening structures, such as that described in W02017 / 005713.

[0027] By increasing the radial rigidity, the stiffening structure limits the radial deformation of the crown, during rolling, and in particular, the counter-deflection, that is to say the radial deformation, opposite the contact area of ​​the rolling surface in contact with the ground. Thus, during the rolling of the tire, during the wheel revolution, the stiffening structure makes it possible to limit the amplitude of the cyclic deformations of the tire, and in particular of its tread, and therefore to limit the resulting energy dissipation, which contributes to the reduction of the rolling resistance. In addition, under radial stress, the value of the contact area with the ground is not modified, which makes it possible to maintain the same grip performance as for the tire described in WO2017 / 005713.

[0028] By increasing axial stiffness and drift stiffness, the stiffening structure will contribute to improving behavior under transverse stress, for example when drifting. In addition, under transverse stress, the contact area with the ground ensures a more homogeneous distribution of contact pressures, which increases transverse grip.

[0029] Furthermore, the stiffening structure participates at least partially in carrying the load applied to the tire such that this applied load is taken up jointly by the tire, thanks to its pneumatic rigidity and its intrinsic structural rigidity and by the stiffening structure. Thus, when the tire is subjected to a nominal radial load, a portion of the stiffening structure arranged opposite the contact area is put under tension. In certain embodiments, conversely, a portion of the stiffening structure arranged opposite the contact area is subjected to compression buckling.

[0030] The presence of the stiffening structure thus makes it possible to reduce the tire's contribution to carrying the load and therefore to be able to reduce its structural rigidity, for example by reducing the volume of the beads. Indeed, the beads of a conventional tire dissipate a significant quantity of energy, due to their volume and the hysteretic nature of their constituent elastomeric mixture. Reducing their volume thus makes it possible to significantly reduce rolling resistance.

[0031] The tire according to the invention has a substantially toric shape around an axis of revolution substantially coincident with the axis of rotation of the tire. This axis of revolution defines three directions conventionally used by those skilled in the art: an axial direction, a circumferential direction and a radial direction.

[0032] By axial direction is meant the direction substantially parallel to the axis of revolution of the tire, that is to say the axis of rotation of the tire.

[0033] Circumferential direction means the direction which is substantially perpendicular to both the axial direction and a radius of the tire (in other words, tangent to a circle whose center is on the axis of rotation of the tire). Radial direction means the direction along a radius of the tire, that is to say any direction intersecting the axis of rotation of the tire and substantially perpendicular to this axis.

[0034] By median plane of the tire, noted M, we mean the plane perpendicular to the axis of rotation of the tire which is located at the axial mid-distance of the two beads and passes through the axial center of the crown reinforcement.

[0035] By equatorial circumferential plane of the tire, denoted E, is meant, in a meridian section plane, the plane passing through the equator of the tire, perpendicular to the median plane and to the radial direction. The equator of the tire is, in a meridian section plane (plane perpendicular to the circumferential direction and parallel to the radial and axial directions) the axis parallel to the axis of rotation of the tire and located equidistant between the radially outermost point of the tread intended to be in contact with the ground and the radially innermost point of the tire intended to be in contact with a support, for example a rim.

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

[0037] By radially inner, respectively radially outer, is meant closer to the axis of rotation of the tire, respectively further from the axis of rotation of the tire. By axially inner, respectively axially outer, is meant closer to the median plane of the tire, respectively further from the median plane of the tire.

[0038] By bead is meant the radial portion of the tire intended to allow the tire to be attached to a mounting support, for example a wheel comprising a rim. Thus, each bead is in particular intended to be in contact with a hook on the rim allowing it to be attached. The bead is thus delimited radially internally by the radially inner end of the tire and radially externally by an axial straight line passing through the radially outermost point in contact with a standard rim within the meaning of the standard of the European Tire and Rim Technical Organization or "ETRTO", 2023.

[0039] The sidewall is the radial portion of the tire connecting the bead to the crown. The sidewall is delimited radially externally by a tread edge. The axial edges of the tread are determined on a tire mounted on a nominal rim and inflated to the nominal pressure as defined in the ETRTO 2023 standard manual. The edges are arranged on either side of the median plane of the tire and formed by lines substantially parallel to the circumferential direction of the tire. In the case of an obvious boundary between the tread and the sidewall of the tire, the edges are determined simply. In the case where the tread is continuous with the sidewalls, the edges are usually determined by loading the tire to 80% of its load capacity according to the ETRTO 2023 standard manual and the edges are identified as the axial limits of the tread in contact with the ground.The sidewall is delimited radially internally by an axial line passing through the radially outermost point in contact with a standard rim within the meaning of the European Tyre and Rim Technical Organisation or “ETRTO” standard, 2023.

[0040] Any interval of values ​​designated by the expression "between a and b" represents the domain of values ​​from more than a to less than b (i.e., excluding the limits a and b), while any interval of values ​​designated by the expression "from a to b" means the domain of values ​​from a to b (i.e., including the strict limits a and b).

[0041] The tires of the invention are preferably intended for passenger vehicles as defined within the meaning of the European Tire and Rim Technical Organization or "ETRTO" standard, 2023. Such a tire has a section in a meridian cutting plane characterized by a section height H and a nominal section width SW within the meaning of the European Tire and Rim Technical Organization or "ETRTO" standard, 2023. The values ​​of SW and H are indicated on the marking of the sidewall of the tire, for example as defined according to the ETRTO manual, 2023.

[0042] Preferably, the passenger vehicle tires to which the invention will be advantageously applied are such that the H / S ratio, expressed as a percentage, is at most equal to 90 and at least equal to 20, and the nominal section width SW is at least equal to 115 mm and at most equal to 385 mm. In addition, the hook diameter D, defining the diameter of the rim on which the tire is mounted, is at least equal to 12 inches and at most equal to 30 inches.

[0043] Conventionally, in a tire comprising a crown reinforcement and a carcass reinforcement, the crown comprises a tread intended to come into contact with the rolling ground and a crown reinforcement arranged radially inside the tread. The carcass reinforcement is anchored in each bead and extends radially in each sidewall and axially in the crown radially inside the crown reinforcement. Conventionally, the crown reinforcement comprises at least one crown layer comprising reinforcing elements. These reinforcing elements are preferably textile or metal wire elements.

[0044] In embodiments allowing the performance of so-called radial tires to be obtained as defined by the ETRTO, the carcass reinforcement comprises at least one carcass layer, said carcass layer comprising carcass wire reinforcement elements, each carcass wire reinforcement element extending substantially in a main direction forming with the circumferential direction of the tire, an angle, in absolute value, ranging from 80° to 90°. As a variant, it will be possible to have a variable angle ranging from 80° to 90° in at least one part of the sidewall and strictly less than 80° in at least one part of the crown.

[0045] In an advantageous embodiment, the stiffening structure is not sealed against an inflation gas of the tire. Thus, the stiffening structure allows the inflation gas to pass through. In other words, the stiffening structure does not delimit a secondary cavity under pressure of the tire. By "not sealed", it will be understood that the stiffening structure is permeable to the inflation gas so that the pressure is homogeneous in the toric cavity at all times and, in particular during inflation of the tire.

[0046] Advantageously, said first radially inner anchoring point of said first stiffening element and said first radially outer anchoring point of said first stiffening element are arranged on the same side of the median plane of the tire.

[0047] Advantageously, said second radially inner anchoring point of said second stiffening element and said second radially outer anchoring point of said second stiffening element are arranged on the same other side of the median plane of the tire.

[0048] Thus, the portions extending on the one hand, between a radially inner anchoring point and a radially outer anchoring point located on the same side of the median plane and on the other hand, between a radially inner anchoring point and a radially outer anchoring point located on the other side of the median plane, do not cross, which makes it possible to limit the axial buckling of the tread, that is to say the axial compression of the tread, in particular under conditions of high lateral stresses. Thus, on the one hand, a regular contact area is maintained, and on the other hand, the risk of deterioration of the crown reinforcement of the tire is reduced, in particular by avoiding the compression of the various constituent elements of the crown reinforcement, for example the textile and metal wire reinforcement elements of the crown reinforcement.

[0049] Preferably, the stiffening structure comprises a plurality of first stiffening elements distributed circumferentially in the toric cavity.

[0050] Optionally, the stiffening structure comprises a plurality of second stiffening elements distributed circumferentially in the toric cavity.

[0051] In embodiments, at least a portion of said first stiffening element is coated with at least one layer of a polymeric composition, preferably an adhesive composition.

[0052] Optionally, at least a portion of said second stiffening element is coated with at least one layer of a polymeric composition, preferably an adhesive composition.

[0053] Such a layer of polymeric composition makes it possible to limit the propagation of air and any corrosive agents along the stiffening element and therefore in the structure of the tire. The composition is said to be polymeric because it is based on a polymeric composition, this polymeric composition being able to comprise one or more polymers, for example chosen from thermoplastic polymers, thermosetting and / or crosslinkable polymers, elastomers, thermoplastic elastomers, but also fillers and other components usually used in the field of tire compositions.

[0054] In embodiments, the adhesive composition comprises a resin selected from aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins and polyfunctional resins as well as mixtures of these resins. The adhesive composition makes it possible, in addition to limiting the spread of air and possible corrosive agents, to improve the anchoring of the stiffening elements in the structure of the tire.

[0055] Advantageously, said first stiffening element comprises a portion extending continuously in the toric cavity from the first radially inner anchoring point and the first radially outer anchoring point.

[0056] Advantageously, said first stiffening element comprises a radially inner anchoring portion of said first stiffening element extending from the first radially inner anchoring point in the first sidewall and / or bead and extending the portion extending continuously in the toric cavity.

[0057] Advantageously, said first stiffening element comprises a radially outer anchoring portion of said first stiffening element extending from the first radially outer anchoring point in the crown and extending the portion extending continuously in the toric cavity.

[0058] Optionally, said second stiffening element comprises a portion extending continuously into the toric cavity from the second radially inner anchoring point and the second radially outer anchoring point.

[0059] Optionally, said second stiffening element comprises a radially inner anchoring portion of said second stiffening element extending from the second radially inner anchoring point in the second sidewall and / or bead and extending the portion extending continuously in the toric cavity.

[0060] Optionally, said second stiffening element comprises a radially outer anchoring portion of said second stiffening element extending from the second radially outer anchoring point in the apex and extending the portion extending continuously into the toric cavity.

[0061] In embodiments, said first stiffening element comprises a portion extending continuously in the toric cavity from said first radially inner anchoring point of said first stiffening element to said first radially outer anchoring point of said first stiffening element, said portion extending continuously in the toric cavity is coated at least in part with the polymeric composition, preferably with an adhesive composition as described above.

[0062] Optionally, said second stiffening element comprises a portion extending continuously in the toric cavity from said second radially inner anchoring point of said second stiffening element to said second radially outer anchoring point of said first stiffening element, said portion extending continuously in the toric cavity is coated at least in part with the polymeric composition, preferably with an adhesive composition as described previously. The polymeric composition here makes it possible to limit the propagation of air and any corrosive agents.

[0063] In one embodiment, said first stiffening element comprises a radially inner anchoring portion extending into the first sidewall and / or bead from the first radially inner anchoring point, said radially inner anchoring portion is coated at least in part with the polymeric composition, preferably with an adhesive composition as described previously.

[0064] Optionally, said second stiffening element comprises a radially inner anchoring portion extending into the second sidewall and / or bead from said second radially inner anchoring point, said radially inner anchoring portion is coated at least in part with the polymeric composition, preferably with an adhesive composition as described previously.

[0065] The polymeric composition here makes it possible to improve the anchoring of the stiffening elements in the first sidewall and / or bead and / or second sidewall and / or bead.

[0066] In one embodiment, said first stiffening element comprises a radially outer anchoring portion extending into the crown from said first radially outer anchoring point, said radially outer anchoring portion is coated at least in part with the polymeric composition, preferably with an adhesive composition as described previously.

[0067] Optionally, said second stiffening element comprises a radially outer anchoring portion extending into the top from said second radially outer anchoring point, said radially outer anchoring portion is coated at least in part with the polymeric composition, preferably with an adhesive composition as described previously.

[0068] The polymeric composition here makes it possible to improve the anchoring of the stiffening elements in the crown. In advantageous embodiments, the sealing layer comprises a so-called sealing composition comprising one or more butyl rubbers.

[0069] More preferably, the composition comprises at least 50 phr of the butyl rubber(s). Thus, the butyl rubber(s) usable in the composition represent at least 50 phr, that is to say they represent at least 50% by weight of the total weight of the elastomer(s).

[0070] The term "part per cent of elastomer" or "pce" means the part by weight of a constituent per 100 parts by weight of the elastomer(s), i.e. of the total weight of the elastomer(s). Thus, a constituent at 60 pce will mean, for example, 60 g of this constituent per 100 g of elastomer. Usually in the present application, the terms "elastomer" and "rubber" are used interchangeably in the text, as they are interchangeable.

[0071] Butyl rubber means a homopolymer of isobutylene or a copolymer of isobutylene and isoprene, as well as halogenated derivatives, in particular generally brominated or chlorinated, of these homopolymers of isobutylene and copolymers of isobutylene and isoprene. In a particularly preferred manner, the butyl rubber(s) that can be used in the composition are chosen from isobutylene rubbers, copolymers of isobutylene and isoprene (IIR), bromobutyl rubbers such as bromobutylene-isoprene copolymer (BIIR) and chlorobutyl rubbers such as chloroisobutylene-isoprene copolymer (CIIR). By extension of the previous definition, the term "butyl rubber" will also include copolymers of isobutylene and styrene derivatives such as copolymers of isobutylene and brominated methylstyrene (BIMS) which include the elastomer called EXXPRO marketed by the Exxon company.

[0072] As other elastomers present in the composition in addition to the butyl rubber(s), mention may in particular be made of diene elastomers other than the butyl elastomers previously mentioned. By diene elastomer or rubber, one must be understood, in a known manner, one or more elastomers derived at least in part (i.e.; a homopolymer or a copolymer) from diene monomers (monomers bearing two 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.

[0073] In embodiments promoting the endurance of the stiffening structure, the first sidewall and / or bead and / or the crown comprises a first elastomeric composition in contact with said first stiffening element at the first radially inner and / or outer anchoring point.

[0074] In the case where the tire comprises a sealing layer with at least one inflation gas forming part of the internal surface, the first elastomeric composition is distinct from the sealing composition. In other words, said first elastomeric composition is interposed between said first stiffening element and the sealing layer at the first radially inner and / or outer anchoring point.

[0075] Preferably, said first elastomeric composition comprises less than 50 phr of butyl rubber, preferably less than 10 phr of butyl rubber and is more preferably substantially free of butyl rubber.

[0076] Optionally, the second sidewall and / or bead and / or the crown comprises a second elastomeric composition in contact with said second stiffening element at the second radially inner and / or outer anchoring point.

[0077] In the case where the tire comprises a sealing layer with at least one inflation gas forming part of the internal surface, the second elastomeric composition distinct from the sealing composition. In other words, said second elastomeric composition is interposed between said second stiffening element and the sealing layer at the second radially inner and / or outer anchoring point.

[0078] Preferably, said second elastomeric composition comprises less than 50 phr of butyl rubber, preferably less than 10 phr of butyl rubber and is more preferably substantially free of butyl rubber.

[0079] Preferably, said first and / or second elastomeric composition comprises at least 50 pce of a diene elastomer.

[0080] In particularly preferred embodiments, said first and / or second elastomeric composition has a modulus at 10% extension of less than or equal to 8 MPa, preferably less than or equal to 5 MPa.

[0081] Such rigidity is relatively low and allows to absorb the strong deformations applied to each stiffening element at the anchor point concerned. Thus, the endurance of the stiffening structure is improved.

[0082] The modulus at 10% extension of the elastomeric composition is the elastic modulus of the elastomeric composition measured during a uniaxial tensile experiment, at an elongation value of 0.1 (i.e. 10% elongation, expressed as a percentage). A constant uniaxial tensile speed is imposed on the specimen, and its elongation and stress are measured. The measurement is carried out using an INSTRON type tensile testing machine, at a temperature of 23 °C, and a relative humidity of 50% (ISO 23529 standard). The conditions for measuring and using the results to determine the elongation and stress are as described in standard NF ISO 37: 2012-03. The stress is determined for an elongation of 0.1 and the modulus of elasticity under tension at 10% elongation is calculated by taking the ratio of this stress value to the elongation value.A person skilled in the art will know how to choose and adapt the dimensions of the test piece according to the quantity of elastomeric composition accessible and available, particularly in the case of taking samples from the tire.

[0083] Each elastomeric composition is said to be elastomeric because it is based on an elastomeric composition, this elastomeric composition being able to comprise one or more elastomers but also fillers and other components usually used in the field of tire compositions. In one embodiment, the tire comprises a first anchoring member arranged in the toric cavity and extending in projection from the first sidewall and / or bead towards the inside of the toric cavity and / or from the crown towards the inside of the toric cavity while being in contact at least locally with said first stiffening element.

[0084] Preferably, said first anchoring member is made in one piece with at least the first flank and / or bead and / or with the top.

[0085] Advantageously, said first anchoring member is made at least in part from said first elastomeric composition.

[0086] Optionally, the tire comprises a second anchoring member arranged in the toric cavity and extending projecting from the second sidewall and / or bead towards the inside of the toric cavity and / or from the crown towards the inside of the toric cavity while being in contact at least locally with said second stiffening element.

[0087] Preferably, said second anchoring member is made in one piece with at least the second flank and / or bead and / or with the top.

[0088] Advantageously, said second anchoring member is made at least in part from said second elastomeric composition.

[0089] Such anchoring members make it possible to reinforce an interface between the stiffening structure and the internal surface and make it possible to limit the rupture of the interface resulting from repeated stresses exerted by the stiffening structure on the interface. Thus, the endurance of the stiffening structure is improved. Indeed, such an anchoring of the stiffening structure makes it possible to dilute the stresses in the anchoring member and therefore to obtain an anchor whose robustness is improved.

[0090] By material origin, it is meant that the corresponding anchoring member is not subsequently attached to the crosslinking of the tire, for example by bonding subsequent to the crosslinking of the tire. Thus, the corresponding anchoring member is crosslinked simultaneously with the first or second sidewall and / or bead and / or with the crown.

[0091] According to a first particular design of the tire, the stiffening structure comprising a plurality of first stiffening elements distributed circumferentially in the toric cavity, the sealing layer leaves in the toric cavity:

[0092] - a first continuous circumferential radially inner anchoring strip arranged so that the sealing layer remains at a distance from said first radially inner anchoring point of each first stiffening element of the plurality of first stiffening elements, and / or

[0093] - a first continuous circumferential radially outer anchoring strip arranged so that the sealing layer remains at a distance from said first radially outer anchoring point of each first stiffening element of the plurality of first stiffening elements.

[0094] By continuous is meant that the continuous circumferential band of radially inner and / or outer anchoring has no interruption in the circumferential direction between its possible circumferential ends. Thus, two adjacent radially inner and / or outer anchoring points of the plurality of radially inner and / or outer anchoring points are joined by at least a portion of the continuous circumferential band of radially inner and / or outer anchoring.

[0095] Each first continuous circumferential band of radially inner and / or outer anchoring forms a part of the internal surface delimiting the internal cavity.

[0096] In certain preferred embodiments, said first continuous circumferential radially inner and / or outer anchoring strip extends circumferentially over at least 50% of the circumference of the tire, preferably over the entire circumference of the tire. In other embodiments, the tire comprises several first continuous circumferential radially inner anchoring strips that are disjointed. Optionally, the stiffening structure comprising a plurality of second stiffening elements distributed circumferentially in the toric cavity, the sealing layer leaves in the toric cavity:

[0097] - a second continuous circumferential radially inner anchoring strip arranged so that the sealing layer remains at a distance from said second radially inner anchoring point of each second stiffening element of the plurality of second stiffening elements, and / or

[0098] - a second continuous circumferential radially outer anchoring strip arranged so that the sealing layer remains at a distance from said second radially outer anchoring point of each second stiffening element of the plurality of second stiffening elements.

[0099] Each second continuous circumferential band of radially inner and / or outer anchoring forms a part of the internal surface delimiting the internal cavity.

[0100] Optionally, said second continuous circumferential radially inner and / or outer anchoring band extends circumferentially over at least 50% of the circumference of the tire, preferably over the entire circumference of the tire. In other embodiments, the tire comprises several second continuous circumferential radially inner anchoring bands that are disjointed.

[0101] In this first design, said first and / or second continuous circumferential radially inner and / or outer anchoring strip preferably comprises respectively the first and / or second elastomeric composition distinct from the sealing composition, the first and / or second elastomeric composition being in contact with said first and / or second stiffening element at the first and / or second radially inner and / or outer anchoring point.

[0102] According to a second particular design of the tire, the stiffening structure comprising a plurality of first stiffening elements, the sealing layer leaves in the toric cavity:

[0103] - a plurality of distinct first radially inner reservations, each first radially inner reservation of the plurality of first radially inner reservations is arranged so that the sealing layer remains at a distance from said first radially inner anchoring point of each first stiffening element of the plurality of first stiffening elements, and / or

[0104] - a plurality of distinct first radially outer reservations, each first radially outer reservation of the plurality of first radially outer reservations is arranged so that the sealing layer remains at a distance from said first radially outer anchoring point of each first stiffening element of the plurality of first stiffening elements.

[0105] By distinct is meant that there is a portion of the sealing layer separating two distinct radially inner and / or outer reservations. Thus, two distinct radially inner and / or outer anchoring points of the plurality of radially inner and / or outer anchoring points are separated by at least a portion of the sealing layer.

[0106] Optionally, the stiffening structure comprising a plurality of second stiffening elements, the sealing layer remaining in the toric cavity:

[0107] - a plurality of distinct second radially inner reservations, each second radially inner reservation of the plurality of second radially inner reservations is arranged so that the sealing layer remains at a distance from said second radially inner anchoring point of said second stiffening element of the plurality of second stiffening elements, and / or

[0108] - a plurality of distinct second radially outer reservations, each second radially outer reservation of the plurality of second radially outer reservations is arranged so that the sealing layer remains at a distance from said second radially outer anchoring point of each second stiffening element of the plurality of second stiffening elements.

[0109] Thus, the sealing of the toric cavity of the tire is improved by reducing as much as possible the portion of the internal surface not made up of the sealing layer.

[0110] In this second design, each first and / or second radially inner and / or outer reservation preferably comprises respectively the first and / or second elastomeric composition distinct from the sealing composition, the first and / or second elastomeric composition being in contact with said first and / or second stiffening element at the first and / or second radially inner and / or outer anchoring point.

[0111] Thus, whether in the first or second design described above, the sealing layer comprises, in embodiments, a first continuous circumferential radially inner sealing strip extending between a radially inner end of said first bead and said first radially inner anchoring point of each first stiffening element of the plurality of first stiffening elements, remaining at a distance from each first radially inner anchoring point of each first stiffening element of the plurality of first stiffening elements, and / or

[0112] - a first continuous circumferential radially outer sealing strip extending axially towards the second flank from said first radially outer anchoring point of each first stiffening element of the plurality of first stiffening elements, remaining at a distance from said first radially outer anchoring point of each first stiffening element of the plurality of first stiffening elements, and / or

[0113] - a first continuous circumferential intermediate sealing strip extending between said first radially inner anchoring point of each first stiffening element of the plurality of first stiffening elements and said first radially outer anchoring point of each first stiffening element of the plurality of first stiffening elements while remaining at a distance from said first radially inner anchoring point of each first stiffening element of the plurality of first stiffening elements and at a distance from said first radially outer anchoring point of each first stiffening element of the plurality of first stiffening elements.

[0114] Each first continuous circumferential sealing band radially inner, radially outer and intermediate forms a part of the internal surface delimiting the internal cavity.

[0115] In the first design described above, each first continuous circumferential sealing strip radially inner, radially outer and intermediate is, except at its possible circumferential ends, disconnected from each other first continuous circumferential sealing strip radially inner, radially outer and intermediate.

[0116] In the second design described above, each first continuous circumferential radially inner, radially outer and intermediate sealing strip is joined with at least one other of the first continuous circumferential radially inner, radially outer and intermediate sealing strips.

[0117] Optionally, whether in the first or second design described above, the sealing layer comprises a second continuous circumferential radially inner sealing strip extending between a radially inner end of said second bead and said second radially inner anchoring point of each second stiffening element of the plurality of second stiffening elements, remaining at a distance from said second radially inner anchoring point of each second stiffening element of the plurality of second stiffening elements, and / or - a second continuous circumferential radially outer sealing strip extending axially towards the first flank from said second radially outer anchoring point of each second stiffening element of the plurality of second stiffening elements,by remaining at a distance from said second radially outer anchoring point of each second stiffening element of the plurality of second stiffening elements, and / or,

[0118] - a second continuous circumferential intermediate sealing strip extending between said second radially inner anchoring point of each second stiffening element of the plurality of second stiffening elements and said second radially outer anchoring point of each second stiffening element of the plurality of second stiffening elements while remaining at a distance from said second radially inner anchoring point of each second stiffening element of the plurality of second stiffening elements and at a distance from said second radially outer anchoring point of each second stiffening element of the plurality of second stiffening elements.

[0119] Each second continuous circumferential sealing band radially inner, radially outer and intermediate forms a part of the internal surface delimiting the internal cavity.

[0120] Thus, the sealing of the toric cavity of the tire is improved, each of the first and / or second radially inner, outer and intermediate circumferential bands increasing the surface area of ​​the sealing layer without reducing the endurance of the anchoring of said first and / or second stiffening element at each first and / or second radially inner and / or outer anchoring point.

[0121] In the first design described above, each second continuous circumferential sealing strip radially inner, radially outer and intermediate is, except at its possible circumferential ends, disconnected from each other second continuous circumferential sealing strip radially inner, radially outer and intermediate.

[0122] In the second design described above, each second continuous circumferential radially inner, radially outer and intermediate sealing strip is joined with at least one other of the second continuous circumferential radially inner, radially outer and intermediate sealing strips.

[0123] In a first configuration of the stiffening elements, each first stiffening element forms a first continuous stiffening element that winds at least from the first sidewall and / or bead through the apex. Also preferably, each second stiffening element forms a second continuous stiffening element that winds at least from the second sidewall and / or bead through the apex.

[0124] Thus, the manufacture of the tire is facilitated and the robustness of the stiffening structure is improved by removing ends of said stiffening element to be anchored in each sidewall and / or bead and / or in the crown. In this first configuration, it is thus possible to have a continuous stiffening element extending over the entire circumference of the tire. Said stiffening element of the stiffening structure being continuous, the transmission of forces between each sidewall and / or bead is improved, the transmission of forces being thus distributed over the tire. Thus, the stiffening structure performs its function over the entire circumference of the tire.

[0125] According to a first variant of the first configuration of the stiffening elements, said first and second stiffening elements form a continuous stiffening element which extends continuously from the first flank and / or bead towards the second flank and / or bead via the top so as to snake from the first flank and / or bead to the second flank and / or bead.

[0126] According to a second variant of the first configuration of the stiffening elements, each first stiffening element forms a continuous stiffening element which winds between the first sidewall and / or bead and the crown. Still in this second variant, each second stiffening element forms a continuous stiffening element which winds between the second sidewall and / or bead and the crown.

[0127] In a second configuration of the stiffening elements, it may be envisaged that each first stiffening element extends from the first sidewall and / or bead to the top and has one end in the first sidewall and / or bead. Similarly, it may be envisaged that each second stiffening element extends from the second sidewall and / or bead to the top and has one end in the second sidewall and / or bead.

[0128] In a first variant of this second configuration, it may be envisaged that each first stiffening element extends from the first sidewall and / or bead to the top and has one end in the top. Similarly, it may be envisaged that each second stiffening element extends from the second sidewall and / or bead to the top and has one end in the top.

[0129] In a second variant of this second configuration, each first stiffening element is respectively each second stiffening element and extends from the first sidewall and / or bead to the second sidewall and / or bead via the top and has an end in each first and second sidewall and / or bead.

[0130] Each stiffening element according to one of the designs or configurations previously defined can be characterized geometrically, in particular by its mean section Sm, this characteristic not necessarily being identical for all the stiffening elements. The mean section Sm is the average of the sections obtained by cutting the stiffening element by all the cylindrical surfaces, coaxial with the tire and radially included in the internal toric cavity. In the most frequent case of a constant section, the mean section Sm is the constant section of the stiffening element. The mean section Sm includes a largest characteristic dimension Dmax and a smallest characteristic dimension Dmin, the ratio of which R= Dmax / Dmin is called the aspect ratio.As examples, a stiffening element having a circular mean section Sm, having a diameter equal to d, has a shape ratio R= l, a stiffening element having a rectangular mean section Sm, having a length L and a width 1, has a shape ratio R=L / 1, and a stiffening element having an elliptical mean section Sm, having a major axis D and a minor axis d, has a shape ratio R=D / d.

[0131] A first type of preferred stiffening element, with a shape ratio R at most equal to 3, is said to be one-dimensional. In other words, a stiffening element is considered one-dimensional when the largest characteristic dimension Dmax of its mean section Sm is at most equal to 3 times the smallest characteristic dimension Dmin of its mean section Sm. A one-dimensional stiffening element has a wire-like mechanical behavior, that is to say that it can only be subjected to extension or compression forces along its mean line. This is the reason why a one-dimensional stiffening element is usually called a wire-like stiffening element.Among the components commonly used in the field of tires, textile wire elements, consisting of an assembly of elementary textile monofilaments, or metal cables, consisting of an assembly of elementary metal monofilaments, can be considered as one-dimensional stiffening elements, because their average section Sm being substantially circular, the aspect ratio R is equal to 1, therefore less than 3.

[0132] A second type of stiffening element, with an aspect ratio R at least equal to 3, is said to be two-dimensional. In other words, a stiffening element is considered two-dimensional when the largest characteristic dimension Dmax of its mean section Sm is at least equal to 3 times the smallest characteristic dimension Dmin of its mean section Sm. A two-dimensional stiffening element has membrane-type mechanical behavior, i.e. it can only be subjected to extension or compression forces in its thickness defined by the smallest characteristic dimension Dmin of its mean section Sm. According to a first variant, a stiffening element, with an aspect ratio R at least equal to 3 and at most equal to 50, is said to be two-dimensional of the strip type. According to a second variant, a stiffening element, with an aspect ratio R at least equal to 50, is said to be two-dimensional of the film type.

[0133] The materials that can be used for each stiffening element are as described in W02022 / 200717.

[0134] In a very advantageous embodiment, the or each first and / or second stiffening element is respectively a first and / or second wire stiffening element, preferably a first and / or second textile wire stiffening element. Preferably, the wire stiffening elements are identical, that is to say they have identical geometric characteristics and constituent materials.

[0135] These stiffening wire elements are usually called stays. The advantage of using stiffening wire elements is to have a stiffening structure with low mass and low hysteresis. The use of identical stiffening wire elements allows for a homogeneous distribution of forces between the stiffening elements.

[0136] By textile is meant that each wire stiffening element is non-metallic, for example made of a material chosen from a polyester, a polyamide, a polyketone, a polyvinyl alcohol, a cellulose, a mineral fiber, a natural fiber, an elastomeric material or a mixture of these materials. Among the polyesters, mention will be made, for example, of PET (polyethylene terephthalate), PEN (polyethylene naphthalate), PBT (polybutylene terephthalate), PBN (polybutylene naphthalate), PPT (polypropylene terephthalate), PPN (polypropylene naphthalate). Among the polyamides, mention will be made of 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.

[0137] Advantageously, in a variant making it possible to manufacture the tire by implementing a relatively simple method, each wire stiffening element extends in the toric cavity in a main direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 85° to 90°. In another variant making it possible to manufacture the tire by implementing a more complex method but making it possible to increase the circumferential stiffness, each wire stiffening element extends in the toric cavity in a main direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 45° to 85° as is explained in particular in WO2020 / 128225.

[0138] Preferably, the stiffening structure or said first stiffening element extending from the first flank and / or bead to the top or said radially inner anchoring portion of said first stiffening element is anchored in the first flank and / or bead by being anchored in or around a first radially inner reinforcing structure of the stiffening structure arranged in the first flank and / or bead. Also preferably, the stiffening structure or said first stiffening element extending from the first flank and / or bead to the top or said radially outer anchoring portion of said first stiffening element is anchored in the top by being anchored in or around one or more radially outer reinforcing structures of the stiffening structure arranged in the top.

[0139] Alternatively, the stiffening structure or said first stiffening element extending from the first sidewall and / or bead to the top or said radially inner anchoring portion of said first stiffening element is anchored in the first sidewall and / or bead by being anchored in an elastomeric mass of said first sidewall and / or bead. Also as a variant, the stiffening structure or said first stiffening element extending from the first sidewall and / or bead to the top or said radially outer anchoring portion of said first stiffening element is anchored in the top by being anchored in an elastomeric mass of said top.

[0140] Optionally, the stiffening structure or said second stiffening element extending from the second flank and / or bead to the top or said radially inner anchoring portion of said second stiffening element is anchored in the second flank and / or bead by being anchored in or around a second radially inner reinforcing structure of the stiffening structure arranged in the second flank and / or bead. Also optionally, the stiffening structure or said second stiffening element extending from the second flank and / or bead to the top or said radially outer anchoring portion of said second stiffening element is anchored in the top by being anchored in or around one or more radially outer reinforcing structures of the stiffening structure arranged in the top.

[0141] Alternatively, the stiffening structure or said second stiffening element extending from the second sidewall and / or bead to the top or said radially inner anchoring portion of said second stiffening element is anchored in the second sidewall and / or bead by being anchored in an elastomeric mass of said second sidewall and / or bead. Also as a variant, the stiffening structure or said second stiffening element extending from the second sidewall and / or bead to the top or said radially outer anchoring portion of said second stiffening element is anchored in the top by being anchored in an elastomeric mass of said top.

[0142] Of course, the tire may comprise both the first and second radially inner reinforcing structures and the radially outer reinforcing structure(s) or only the first and second radially inner reinforcing structures or only the radially outer reinforcing structure(s).

[0143] Each radially inner or outer reinforcing structure is respectively arranged in the corresponding flank and / or bead or in the crown, that is to say arranged radially inside the internal surface and embedded in the mass of materials constituting the corresponding flank and / or bead or the crown. The stiffening structure passes through the internal surface to be anchored in or around the corresponding radially inner reinforcing structure and / or through the internal surface to be anchored in or around the or one of the radially outer reinforcing structure(s).

[0144] As previously indicated, the stiffening structure may be anchored in or around at least one radially inner and / or outer reinforcing structure.

[0145] Thus, in a first variant, the stiffening structure can be anchored in the very structure of said reinforcing structure, that is to say that the stiffening structure penetrates at least partly into said reinforcing structure, or even crosses it completely so that said reinforcing structure forms a mechanical anchoring of the stiffening structure.

[0146] In particular, in the case where said reinforcing structure is an assembly of several wire elements, the stiffening structure is "anchored in the structure" means, for example, that the stiffening structure wraps around certain wire elements of said reinforcing structure so as to pass through it.

[0147] In a second variant, the stiffening structure can be anchored around the very structure of said reinforcing structure, that is to say that the stiffening structure bears on said reinforcing structure so that said reinforcing structure absorbs part of the forces exerted on the stiffening structure and anchors the stiffening structure in the sidewall and / or the bead or the crown. In particular, in the case where said reinforcing structure is an assembly of several wire elements, the stiffening structure is "anchored around the structure" meaning, for example, that the stiffening structure wraps around the peripheral wire elements of said reinforcing structure without passing through it.

[0148] In the embodiments comprising a first radially internal reinforcement structure arranged in the first sidewall and / or bead, the latter preferably comprises at least one first radially internal circumferential reinforcement element allowing the anchoring of the stiffening structure.

[0149] In the embodiments comprising a second radially internal reinforcing structure arranged in the second sidewall and / or bead, the latter preferably comprises at least one second radially internal circumferential reinforcing element allowing the anchoring of the stiffening structure.

[0150] In a preferred variant, each first and second bead respectively comprises a first and second radially inner circumferential reinforcing element intended to allow the tire to be attached to a tire mounting support, said first radially inner circumferential reinforcing element or each first and second radially inner circumferential reinforcing element being arranged radially outside each first and second circumferential reinforcing element intended to allow the tire to be attached to a tire mounting support.

[0151] Thus, the propagation of noise generated by the stiffening structure from the stiffening structure to the vehicle through the tire mounting support is reduced. Indeed, the noise generated by the stiffening structure is damped by the tire structure separating the radially inner circumferential reinforcing element considered from the radially inner circumferential reinforcing element intended to allow the tire to be attached to a tire mounting support located on the same side of the median plane of the tire. This damping is the result of the fact that the radially inner circumferential reinforcing element considered is mechanically decoupled from said radially inner circumferential reinforcing element intended to allow the tire to be attached to a tire mounting support located on the same side of the median plane of the tire.

[0152] Alternatively, said first radially inner circumferential reinforcing element or each first and second radially inner circumferential reinforcing element is intended to allow the tire to be attached to a tire mounting support.

[0153] In one embodiment, said first radially inner circumferential reinforcing element or each first and second radially inner circumferential reinforcing element is a wire reinforcing element extending in a main direction forming with the circumferential direction of the tire an angle less than or equal to 10°, preferably less than or equal to 5° and more preferably substantially zero.

[0154] In the embodiments comprising at least one radially outer reinforcing structure arranged in the crown, the latter preferably comprises at least one radially outer circumferential reinforcing element.

[0155] In one embodiment, said radially outer circumferential reinforcing element of the or each radially outer reinforcing structure is a wire reinforcing element extending in a main direction forming with the circumferential direction of the tire an angle less than or equal to 10°, preferably less than or equal to 5° and more preferably substantially zero.

[0156] In some embodiments, the tire comprises first and second radially outer reinforcing structures. In these embodiments, preferably, each first and second radially outer reinforcing structure respectively comprises a first and second radially outer circumferential reinforcing element, the first radially outer circumferential reinforcing element being arranged axially spaced from said second radially outer circumferential reinforcing element.

[0157] This makes it possible to reduce the mass of the reinforcement structure allowing the anchoring of the stiffening structure in the crown and to limit the over-frettage of the crown, thus making it possible to maintain a regular contact area.

[0158] Preferably, the first radially outer circumferential reinforcing element and the second radially outer circumferential reinforcing element are arranged on either side of the median plane of the tire.

[0159] This improves the axial distribution of the forces exerted by the stiffening structure on the top.

[0160] Each radially inner circumferential reinforcing element and each radially outer circumferential reinforcing element may be wound in different ways such as described in particular in W02022 / 200717.

[0161] Of course, the tire may comprise several of said first and / or second radially inner and / or outer reinforcement structures.

[0162] Brief description of the drawings

[0163] The present invention will be better understood upon studying the detailed description of embodiments, taken as non-limiting examples and illustrated by the appended drawings in which:

[0164] - figure 1 is a view of a tire in a meridian section plane parallel to the axis of rotation according to a first exemplary embodiment of the invention;

[0165] - Figure 2 is a schematic perspective view of the interior of the tire of Figure 1;

[0166] - figure 3 is a view similar to that of figure 2 of a tire according to a second exemplary embodiment of the invention; and

[0167] - Figures 4 and 5 are views similar to those of Figures 1 and 2 of a tire according to a third exemplary embodiment of the invention. Detailed description

[0168] In the figures relating to the tire, a reference X, Y, Z is shown corresponding to the usual axial (Y), radial (Z) and circumferential (X) directions of a tire.

[0169] The figures represent a tire 10 having a substantially toric shape around an axis of revolution substantially parallel to the axial direction Y. The tire 10 is intended for a passenger vehicle and has a dimension of 275 / 35ZR19. In the various figures, the tire 10 is shown in new condition, that is to say not having yet been driven.

[0170] The tire 10 comprises a crown 12 comprising a tread 14 intended to come into contact with a ground during rolling and a crown reinforcement 16 extending in the crown 12 in the circumferential direction X. The tire 10 also comprises a sealing layer 18 to an inflation gas, in particular a sealing layer 18 comprising a sealing composition comprising one or more butyl rubbers, for example such as those described in WO2016 / 001226A1. Such a composition comprises at least 50 pce of the butyl rubber(s).

[0171] The tire 10 further comprises a crown reinforcement identical to that described in WO2022 / 200717 comprising a working reinforcement 20 comprising working layers 24, 26 as well as a hoop reinforcement 22 comprising a hoop layer 28.

[0172] The tire 10 comprises first and second sidewalls 30A, 30B extending the crown 12 radially inward. The second sidewall 30B is opposite the first sidewall 30A relative to the median plane M. The tire 10 further comprises first and second beads 32A, 32B extending each first and second sidewall 30A, 30B radially inward respectively. The second bead 32B is opposite the first bead 32A relative to the median plane M. Each first and second sidewall 30A, 30B connects each first and second bead 32A, 32B respectively to the crown 12. An internal surface 34, intended to be in contact with the inflation gas of the tire, delimits a toric cavity 36 for inflating the tire 10.

[0173] The tire 10 comprises first and second radially inner reinforcing structures 38A, 38B respectively arranged in each first and second bead 32A, 32B.

[0174] Each first and second radially inner reinforcing structure 38A, 38B respectively comprises first and second radially inner circumferential reinforcing elements 40A, 40B, respectively arranged in each first and second bead 32A, 32B, here comprising first and second wire reinforcing elements as described in WO2022 / 200717.

[0175] Each first and second bead 32A, 32B respectively comprises a first and second radially inner circumferential reinforcing element 42A, 42B, here a bead wire, intended to allow the tire 10 to be attached to a mounting support for the tire 10, for example a rim.

[0176] Each first and second radially inner circumferential reinforcing element 40A, 40B is respectively arranged radially outside each first and second radially inner circumferential reinforcing element 42A, 42B intended to allow the attachment of the tire 10 to a mounting support for the tire 10.

[0177] The tire 10 further comprises first and second radially outer reinforcing structures 44A, 44B arranged in the crown 12 and each provided respectively with a first and second radially outer circumferential reinforcing element 46A, 46B arranged axially on either side of the median plane M of the tire 10 and here substantially symmetrically with respect to the median plane M of the tire 10. Each first and second radially outer circumferential reinforcing element 46A, 46B is as described in WO2022 / 2007 17.

[0178] The tire 10 comprises a carcass reinforcement 48 anchored in each first and second bead 32A, 32B, in this case wound around each first and second radially inner circumferential reinforcing element 42A, 42B intended to allow the tire 10 to be attached to a mounting support for the tire 10. The carcass reinforcement 48 extends in each first and second bead 32A, 32B and in each first and second sidewall 30A, 30B such that each first and second radially inner circumferential reinforcing element 40A, 40B is arranged radially inside the carcass reinforcement 48. The carcass reinforcement 48 also extends in the crown 12 radially to the inside of the crown reinforcement 16. The crown reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 48.The carcass reinforcement 48 comprises at least one carcass layer 50 and here comprises a single carcass layer 50.

[0179] The different crown layers 24, 26, 28 and carcass 50 are identical to those described in W02022 / 200717.

[0180] The tire 10 comprises a stiffening structure 52 extending in the toric cavity 36 from the first bead 32A to the crown 12 and which is anchored in the first bead 32A by being anchored around the first radially inner reinforcing structure 38A. The stiffening structure 52 extends in the toric cavity 36 from the second bead 32B to the crown 12 and is anchored in the second bead 32B by being anchored around the second radially inner reinforcing structure 38B. The stiffening structure 52 extends into the toric cavity 36 from the first bead 32A and from the second bead 32B to the apex 12 and is anchored in the apex 12 by being anchored around the radially outer reinforcing structures 44A, 44B.

[0181] The stiffening structure 52 comprises a plurality of stiffening elements 54 comprising a plurality of first stiffening elements 54A extending continuously in the toric cavity 36 and a plurality of second stiffening elements 54B extending continuously in the toric cavity 36. The first and second stiffening elements 54A, 54B are distributed circumferentially in the toric cavity 36.

[0182] Each stiffening element 54 is a textile wire stiffening element comprising an assembly of three multifilament strands of aliphatic polyamide, for example nylon, these three multifilament strands being individually helical at 190 turns per meter in one direction and then helical together at 190 turns per meter in the opposite direction. Each of these multifilament strands has a count equal to 188 tex.

[0183] Each first stiffening element 54A extends continuously from the first flank 30A and / or the first bead 32A to the top 12 and here from the first bead 32A to the top 12. Each second stiffening element 54B extends continuously from the second flank 30A and / or the second bead 32A to the top 12 and here from the second bead 32A to the top 12.

[0184] In order to ensure optimal anchoring of the first and second stiffening elements 54A, 54B, each first and second radially inner reinforcing structure 38A, 38B, in particular each first and second radially inner circumferential reinforcing element 40A, 40B, has relatively high extension and flexion rigidities.

[0185] In order to ensure optimal anchoring of the first and second stiffening elements 54A, 54B, each first and second radially outer reinforcing structure 44A, 44B, in particular each first and second radially outer circumferential reinforcing element 46A, 46B, has a relatively high extension rigidity and a relatively low bending rigidity in order to limit over-shrinking of the crown 12 and not risk damaging the flattening of the tread 14.

[0186] Each first stiffening element 54A is anchored, in the first bead 32A, around the first radially inner reinforcing structure 38A, in particular around the first radially inner circumferential reinforcing element 40A. Each second stiffening element 54B is anchored in the second bead 32B, around the second radially inner reinforcing structure 38B, in particular around the second radially inner circumferential reinforcing element 40B. Here, each first and second stiffening element 54A, 54B is wound at least in part respectively around each first and second radially inner circumferential reinforcing element 40A, 40B.

[0187] Each first and second stiffening element 54A, 54B is also anchored, in the apex 12, respectively around each first and second radially outer reinforcing structure 44A, 44B, in particular around each first and second radially outer circumferential reinforcing element 46A, 46B. Here, each first and second stiffening element 54A, 54B is wound at least in part respectively around each first and second radially outer circumferential reinforcing element 46A, 46B.

[0188] Each first stiffening element 54A passes through the inner surface 34 at a first radially inner anchoring point 56A in the first bead 32A to be anchored around the first radially inner reinforcing structure 38A and at a first radially outer anchoring point 58A in the crown 12 to be anchored around the first radially outer reinforcing structure 44A. Thus, each first stiffening element 54A is anchored in the first bead 32A by extending into the first bead 32A from the first radially inner anchoring point 56A. Each first stiffening element 54A is anchored in the crown 12 by extending into the crown 12 from the first radially outer anchoring point 58A.

[0189] Each second stiffening element 54B passes through the inner surface 34 at a second radially inner anchoring point 56B in the second bead 32B to be anchored around the second radially inner reinforcing structure 38B and at a second radially outer anchoring point 58B in the crown 12 to be anchored around the second radially outer reinforcing structure 44B. Thus, each second stiffening element 54B is anchored in the second bead 32B by extending into the second bead 32B from the second radially inner anchoring point 56B. Each second stiffening element 54B is anchored in the crown 12 by extending into the crown 12 from the second radially outer anchoring point 58B.

[0190] Each first stiffening element 54A comprises a radially inner anchoring portion 541, a portion 543, and a radially outer anchoring portion 545, the portion 543 being extended on the one hand by the radially inner anchoring portion 541 and on the other hand by the radially outer anchoring portion 545.

[0191] Each second stiffening element 54B comprises a radially inner anchoring portion 542, a portion 544, and a radially outer anchoring portion 546, the portion 544 being extended on the one hand by the radially inner anchoring portion 542 and on the other hand by the radially outer anchoring portion 546.

[0192] The portion 543 of each first stiffening element 54A extends continuously in the toric cavity 36 from the first radially inner anchoring point 56A to the first radially outer anchoring point 58A.

[0193] The portion 544 of each second stiffening element 54B extends into the toric cavity 36 from the second radially inner anchoring point 56B to the second radially outer anchoring point 58B.

[0194] The radially inner anchoring portion 541 of each first stiffening element 54A extends from the first radially inner anchoring point 56A in the first bead 32A to be anchored around the first radially inner reinforcing structure 38A.

[0195] The radially outer anchoring portion 545 of each first stiffening element 54A extends from the first radially outer anchoring point 58A in the apex 12 to be anchored around the first radially outer reinforcing structure 44A.

[0196] The radially inner anchoring portion 542 of each second stiffening element 54B extends from the second radially inner anchoring point 56B in the second bead 32B to be anchored around the second radially inner reinforcing structure 38B.

[0197] The radially outer anchoring portion 546 of each second stiffening element 54B extends from the second radially outer anchoring point 58B in the apex 12 to be anchored around the second radially outer reinforcing structure 44B.

[0198] Each first stiffening element 54A forms a first continuous stiffening element which meanders from the first bead 32A passing through the apex 12 and each second stiffening element 54B forms a second continuous stiffening element which meanders at least from the second bead 32B passing through the apex 12. More precisely, the first and second stiffening elements 54A, 54B form a continuous stiffening element which extends continuously from the first bead 32A to the second bead 32B passing through the apex 12 so as to meander from the first bead 32A to the second bead 32B.

[0199] The sealing layer 18 is formed inside the tire 10 so as to remain at a distance from the first radially inner and outer anchoring points 56A, 58A of each first stiffening element 54A. The sealing layer 18 is further formed so as to remain at a distance from the second radially inner and outer anchoring points 56B, 58B of each second stiffening element 54B.

[0200] Each first and second stiffening element 54A, 54B, in particular each portion 541, 543, 545, 542, 544, 546 is fully coated with an adhesive composition, here an adhesive composition comprising an aldehyde / phenol resin based on resorcinol, formaldehyde and an elastomer latex as described in WO2013017422. Alternatively, any other adhesive composition described in WO2013017422 may be used.

[0201] As illustrated in FIG. 1, the first radially outer anchoring point 58A is arranged axially on the same side as the first radially inner anchoring point 56A and the first radially inner reinforcing structure 38A relative to the median plane M. The second radially outer anchoring point 58B is arranged axially on the same other side as the second radially inner anchoring point 56B and the second radially inner reinforcing structure 38B relative to the median plane M. Each first and second radially inner anchoring point 56A, 56B and outer 58A, 56B is arranged so that the portions 543, 544 do not intersect in the toric cavity 36.

[0202] With reference to figures 1 and 2, the sealing layer 18 comprises a first continuous circumferential radially inner sealing strip 181 extending between a radially inner end of the first bead 32A and each first radially inner anchoring point 56A, remaining at a distance from each first radially inner anchoring point 56A, these radially inner anchoring points 56A being here substantially on the same circumferential line.

[0203] The sealing layer 18 comprises a first continuous circumferential radially outer sealing strip 185 extending towards the second sidewall 30B and here between the median plane M of the tire 10 and each radially outer anchoring point 58A, remaining at a distance from each radially outer anchoring point 58A, these radially outer anchoring points 58A being here substantially on the same circumferential line.

[0204] The sealing layer 18 comprises a first continuous circumferential intermediate sealing strip 183 extending between each first radially inner anchoring point 56A and each first radially outer anchoring point 58A while remaining at a distance from each first radially inner anchoring point 56A and at a distance from each first radially outer anchoring point 58A.

[0205] The sealing layer 18 also comprises a second continuous circumferential radially inner sealing strip 182 extending between a radially inner end of the second bead 32B and each radially inner anchoring point 56B, remaining at a distance from each radially inner anchoring point 56B, these radially inner anchoring points 56B being here substantially on the same circumferential line.

[0206] The sealing layer 18 comprises a second continuous circumferential radially outer sealing strip 186 extending towards the first sidewall 30A and here between the median plane M of the tire 10 and each radially outer anchoring point 58B, remaining at a distance from each radially outer anchoring point 58B, these radially outer anchoring points 58B being here substantially on the same circumferential line.

[0207] The sealing layer 18 comprises a second continuous circumferential intermediate sealing strip 184 extending between each second radially inner anchoring point and each second radially outer anchoring point while remaining at a distance from each second radially inner anchoring point 56B and at a distance from each second radially outer anchoring point 58B.

[0208] The second radially outer continuous circumferential band 186 axially extends the first radially outer circumferential band 185, such that the first and second radially outer circumferential bands 185, 186 form a single radially outer continuous circumferential band. Alternatively, the first and second radially outer continuous circumferential bands 185, 186 could be spaced apart.

[0209] Each of the first and second continuous circumferential sealing bands, radially inner 181, 182, outer 185, 186 and intermediate 183, 184, extends circumferentially over at least 50% of the circumference of the tire and here over the entire circumference of the tire, i.e. over 360 degrees.

[0210] With reference to figures 1 and 2, the sealing layer 18 leaves in the toric cavity 36 a first continuous circumferential radially inner anchoring strip 60A arranged so that the sealing layer 18 remains at a distance from each radially inner anchoring point 56A and a first continuous circumferential radially outer anchoring strip 62A arranged so that the sealing layer 18 remains at a distance from each radially outer anchoring point 58A.

[0211] The sealing layer 18 also leaves in the toric cavity 36 a second continuous circumferential radially inner anchoring strip 60B arranged so that the sealing layer 18 remains at a distance from each second radially inner anchoring point 56B and a second continuous circumferential radially outer anchoring strip 62B arranged so that the sealing layer 18 remains at a distance from each second radially outer anchoring point 58B.

[0212] The minimum distance Lmin between the sealing layer 18 and each first and second radially inner anchoring point 56A, 56B and outer anchoring point 58A, 58B is greater than or equal to 1 mm, preferably 5 mm and here equal to 6 mm.

[0213] Thus, each radially inner anchoring point 56A is arranged in the first radially inner elastomeric circumferential band 60A and each radially outer anchoring point 58A is arranged in the first radially outer elastomeric circumferential band 62A.

[0214] Also, each radially inner anchor point 56B is arranged in the second radially inner elastomeric circumferential band 60B and each radially outer anchor point 58B is arranged in the second radially outer elastomeric circumferential band 62B.

[0215] Each first and second continuous circumferential sealing band radially inner 181, 182, outer 185, 186 and intermediate 183, 184 forms a portion of the inner surface 34 of the toric cavity 36. Each first and second continuous circumferential anchoring band radially inner 60A, 60B and outer 62A, 62B forms a portion of the inner surface 34 of the toric cavity 36.

[0216] Each first and second continuous circumferential band of radially inner anchoring 60A, 60B and outer anchoring 602A, 62B extends over at least 50% of the circumference of the tire 10 and here over the entire circumference of the tire 10.

[0217] Each first and second continuous circumferential sealing band radially inner 181, 182, radially outer 185, 186 and intermediate 183, 184 is disjointed from each other first and second continuous circumferential sealing band radially inner 181, 182, radially outer 185, 186 and intermediate 183, 184.

[0218] Each first and second continuous circumferential radially inner anchoring strip 60A, 60B and outer anchoring strip 62A, 62B respectively comprises a first and second elastomeric composition distinct from the sealing composition. Here, the first and second elastomeric composition are identical and are called elastomeric composition. The elastomeric composition is in contact with each first and second stiffening element 54A, 54B at each first and second radially inner anchoring point 56A, 56B and outer anchoring point 58A, 58B.

[0219] The elastomeric composition has a modulus at 10% extension of less than or equal to 8 MPa, preferably less than or equal to 5 MPa and here equal to 3 MPa. In addition, the elastomeric composition comprises less than 50 phr of butyl rubber, preferably less than 10 phr of butyl rubber and is more preferably here substantially free of butyl rubber. In addition, the elastomeric composition comprises at least 50 phr of a diene elastomer, for example natural rubber. A person skilled in the art will know without difficulty how to formulate and manufacture such a composition.

[0220] The second embodiment illustrated in Figure 3, in which the elements identical to those of the preceding figures bear the same references, differs from the first example illustrated in Figures 1 and 2 in that the sealing layer 18 leaves a plurality of distinct first radially inner 64A and outer 66A reservations. Each first radially inner reservation 64A is arranged so that the sealing layer 18 remains at a distance from each radially inner anchoring point 56A. Each first radially outer reservation 66A is arranged so that the sealing layer 18 remains at a distance from each radially outer anchoring point 58A.

[0221] Each first and second continuous circumferential sealing strip radially inner 181, 182, radially outer 185, 186 and intermediate 183, 184 is joined with respectively each first and second continuous circumferential sealing strip radially intermediate 183, 184, radially inner 181, 182 and outer 185, 186 and radially intermediate 183, 184.

[0222] Similarly, the sealing layer 18 leaves a plurality of second distinct radially inner and outer reservations in the toric cavity. Each second radially inner reservation is arranged so that the sealing layer remains at a distance from each radially inner anchoring point of each second stiffening element of the plurality of second stiffening elements. Each second radially outer reservation of the plurality of second radially outer reservations is arranged so that the sealing layer remains at a distance from each radially outer anchoring point of each second stiffening element of the plurality of second stiffening elements.

[0223] Each first and second radially inner and outer reservation comprises the elastomeric composition described above.

[0224] The third embodiment illustrated in Figures 4 and 5 in which the elements identical to those of the preceding figures bear the same references, differs from the first example illustrated in Figures 1 and 2 in that the tire 10 also comprises first radially inner anchoring members 68A arranged in the toric cavity 36 and extending in projection from the first bead 32A towards the interior of the toric cavity 12 while being in contact at least locally with each first stiffening element 54A. The tire 10 also comprises first radially outer anchoring members 70A arranged in the toric cavity 36 and extending in projection from the crown 12 towards the interior of the toric cavity 36 while being in contact at least locally with each first stiffening element 54A.

[0225] The tire 10 also comprises second radially inner anchoring members 68B arranged in the toric cavity 36 and extending in projection from the second bead 32B towards the interior of the toric cavity 36 while being in contact at least locally with each second stiffening element 54B. The tire 10 also comprises second radially outer anchoring members 70B arranged in the toric cavity 36 and extending in projection from the crown 12 towards the interior of the toric cavity 36 while being in contact at least locally with each second stiffening element 54B.

[0226] Each first and second radially inner anchoring member 68A, 68B is integral with each first and second bead 32A, 32B respectively. Each first and second radially outer anchoring member 70A, 70B is integral with the crown 12. Furthermore, each first and second radially inner anchoring member 68A, 68B and outer anchoring member 70A, 70B is made at least in part by the elastomeric composition described previously.

[0227] Each first and second radially inner anchoring member 68A, 68B and outer anchoring member 70A, 70B has a stud shape.

[0228] It is obviously possible to combine the separate reservations of the second embodiment described above with the anchoring members of the third embodiment described above.

[0229] Comparative tests

[0230] A control tire comprising a sealing layer arranged in contact with each anchoring point of each stiffening element as described in WO2022 / 200717 was tested. A tire according to the invention identical to the tire according to the first embodiment but without a sealing layer was also tested. These tests were carried out on a rolling machine simulating the stresses exerted by the Nürburgring circuit (Germany) on the tested tire under extreme racing stress conditions so as to cause degradation of the stiffening structure.

[0231] The control tire was driven for 2 revolutions, at the end of which 20% of the stiffening elements showed a rupture in one of the radially inner anchoring portions (the one arranged on the outside of the vehicle) and 80% of the stiffening elements showed a loosening in one of the first and second beads (the one arranged on the outside of the vehicle).

[0232] The tire according to the invention also completed 2 revolutions at the end of which 90% of the stiffening elements showed a rupture of one of the radially inner anchoring portions (the one arranged on the outside of the vehicle) and 10% of the stiffening elements showed a loosening in one of the first and second beads (the one arranged on the outside of the vehicle).

[0233] Thus, the invention has made it possible to modify the majority mode of failure of the stiffening structure by transferring the failure to the rupture of the stiffening elements which does not entail, apart from the loss of the advantages associated with the stiffening structure, any risk for the user of the tire, unlike a failure by loosening which can entail, in addition to the loss of the advantages associated with the stiffening structure, a degradation of the structure of the tire, for example by an uncontrolled propagation of cracks at the level of the loosening, and therefore a risk for the user of the tire.

Claims

CLAIMS 1. A tire (10) comprising a crown (12), first and second sidewalls (30A, 30B) each extending the crown (12) radially inward, first and second beads (32A, 32B) respectively extending the first and second sidewalls (30A, 30B) radially inward, the tire (10) being provided with an internal surface (34) delimiting a toric cavity (36) for inflating the tire (10), the tire (10) comprising a stiffening structure (52) comprising at least one first stiffening element (54A) extending continuously in the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) and being anchored in the first sidewall (30A) and / or bead (32A) and / or the top (12) extending into the first flank (30A) and / or bead (32A) and / or the top (12) from a first radially inner and / or outer anchoring point of the inner surface (34),the tire (10) comprising a sealing layer (18) with at least one inflation gas forming part of the internal surface (34), or the tire (10) being devoid of a sealing layer (18) with at least one inflation gas forming part of the internal surface (34), tire in which, in the case where the tire comprises a sealing layer (18) with at least one inflation gas forming part of the internal surface (34), the sealing layer (18) is arranged so as to remain at a distance from said first radially inner and / or outer anchoring point (56A, 58A) of said first stiffening element (54A)., 2. Tire (10) according to the preceding claim, in which the stiffening structure (52) comprises at least one second stiffening element (54B) extending continuously in the toric cavity (36) from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12) and being anchored in the second sidewall (30B) and / or bead (32B) and / or the crown (12) extending into the second sidewall (30B) and / or bead (32B) and / or the crown (12) from a second radially inner and / or outer anchoring point (56B, 58B) of the inner surface (34), in the case where the tire comprises a sealing layer (18) with at least one inflation gas partly forming the inner surface (34), the sealing layer (18) is arranged so as to remain at a distance from said second radially inner and / or outer anchoring point (56B, 58B) of said second stiffening element (54B).

3. Tire (10) according to any one of the preceding claims, wherein at least a portion of said first stiffening element (54A) is coated with at least one layer of a polymeric composition, preferably an adhesive composition.

4. Tire (10) according to the preceding claim, wherein said first stiffening element (54A) comprising a portion (543) extending continuously in the toric cavity (36) from said first radially inner anchoring point (56A) of said first stiffening element (54A) to said first radially outer anchoring point (58A) of said first stiffening element (54A), said portion (543) extending continuously in the toric cavity (36) is coated at least in part with the polymeric composition.

5. Tire (10) according to claim 3 or 4, wherein said first stiffening element (54A) comprising a radially inner anchoring portion (541) extending into the first sidewall (30A) and / or bead (32A) from said first radially inner anchoring point (54A), said radially inner anchoring portion (541) is coated at least in part with the polymeric composition.

6. A tire (10) according to any one of claims 3 to 5, wherein said first stiffening element (54A) comprises a radially outer anchoring portion (541) extending into the crown (12) from said first anchoring point. radially outer (58A), said radially outer anchoring portion (545) is coated at least in part with the polymeric composition.

7. Tire (10) according to any one of the preceding claims, in which the sealing layer (18) comprises a so-called sealing composition comprising one or more butyl rubbers.

8. Tire (10) according to the preceding claim, in which the first sidewall (30A) and / or bead (32A) and / or the crown (12) comprises a first elastomeric composition in contact with said first stiffening element (54A) at the first radially inner (56A) and / or outer (58A) anchoring point.

9. Tire (10) according to the preceding claim, wherein said first elastomeric composition comprises less than 50 pce of butyl rubber, preferably less than 10 pce of butyl rubber and is more preferably substantially free of butyl rubber.

10. Tire (10) according to any one of the preceding claims, comprising a first anchoring member (68A, 70A) arranged in the toric cavity (36) and extending projecting from the first sidewall (30A) and / or bead (32A) towards the inside of the toric cavity (36) and / or from the crown (12) towards the inside of the toric cavity (36) while being in contact at least locally with said first stiffening element (54A). 1 1. Tire (10) according to one of claims 1 to 10, in which the stiffening structure (52) comprising a plurality of first stiffening elements (54A) distributed circumferentially in the toric cavity (36), the sealing layer (18) leaves in the toric cavity (36): - a first continuous circumferential radially inner anchoring strip (60A) arranged so that the sealing layer (18) remains at a distance from said first radially inner anchoring point (56A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A), and / or - a first continuous circumferential radially outer anchoring strip (62A) arranged so that the sealing layer (18) remains at a distance from said first radially outer anchoring point (58A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A).

12. Tire (10) according to any one of claims 1 to 10, in which the stiffening structure (52) comprising a plurality of first stiffening elements (54A), the sealing layer (18) leaves in the toric cavity (36): - a plurality of distinct first radially inner reservations (64A), each first radially inner reservation (64A) of the plurality of first radially inner reservations (64A) is arranged so that the sealing layer (18) remains at a distance from said first radially inner anchoring point (56A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A), and / or - a plurality of distinct first radially outer reservations (66A), each first radially outer reservation (66A) of the plurality of first radially outer reservations (66A) is arranged so that the sealing layer (18) remains at a distance from said first radially outer anchoring point (58A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A).

13. Tire (10) according to any one of the preceding claims, wherein, the stiffening structure (52) comprising a plurality of first stiffening elements (54A), the sealing layer (18) comprises: - a first continuous circumferential radially inner sealing strip (181) extending between a radially inner end of said first bead (32A) and said first radially inner anchoring point (56A) of said first stiffening element (54A), remaining at a distance from said first radially inner anchoring point interior (56A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A), and / or - a first continuous circumferential radially outer sealing strip (185) extending axially towards the second flank from said first radially outer anchoring point (58A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A), while remaining at a distance from said first radially outer anchoring point (58A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A), and / or - a first continuous circumferential intermediate sealing strip (183) extending between said first radially inner anchoring point (56A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A) and said first radially outer anchoring point (58A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A) while remaining at a distance from said first radially inner anchoring point (56A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A) and at a distance from said first radially outer anchoring point (58A) of each first stiffening element (54A) of the plurality of first stiffening elements (54A).

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