Tyre comprising a durable stiffening structure comprising common anchoring points

Abstract

The invention relates to a tyre (10) comprising a stiffening structure (52) comprising first main and complementary stiffening elements (54C, 54D) extending continuously in the toroidal cavity (36) from the first sidewall (30A) and / or bead (32A) to the crown (12). The tyre (10) comprises a first radially inner anchoring point (56C) common to the first main and complementary stiffening elements (54C, 54D) in the first sidewall (30A) and / or bead (32A) and a first radially outer anchoring point (58C) common to the first main and complementary stiffening elements (54C, 54D) in the crown (12).

Description

[0001] Pneumatic comprising a durable stiffening structure comprising common anchor points

[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 of the crown and therefore to early destruction of the stiffening structure.

[0011] The endurance of the tire described in WO2020 / 128225 was improved in W02022 / 200715 and W02022 / 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 W02022 / 200715 and W02022 / 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.

[0012] The invention aims to improve the endurance of the stiffening structure described in WO2020 / 128225, WO2022 / 200715 and 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 main stiffening element extending continuously in the toric cavity from at least the first sidewall and / or bead to at least the crown while being anchored in the first sidewall and / or bead and in the crown, at least one first complementary stiffening element, distinct from said first main stiffening element,and extending continuously in the toric cavity from at least the first sidewall and / or bead to at least the crown while being anchored in the first sidewall and / or bead and in the crown, the tire comprises a first radially inner anchoring point common to said first main and complementary stiffening elements in the first sidewall and / or bead and a first radially outer anchoring point common to said first main and complementary stiffening elements in the crown.,

[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. 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 uniform behavior of the tire, the stiffening structure comprises:

[0018] - at least one second main stiffening element extending continuously in the toric cavity from at least the second flank and / or bead to at least the top while being anchored in the second flank and / or bead and in the top,

[0019] - at least one second complementary stiffening element, distinct from said second main stiffening element, and extending continuously in the toric cavity from at least the second sidewall and / or bead to at least the crown while being anchored in the second sidewall and / or bead and in the crown, the tire comprises a second radially inner anchoring point common to said second main and complementary stiffening elements in the second sidewall and / or bead and a second radially outer anchoring point common to said second main and complementary stiffening elements in the crown.

[0020] The presence of the main and complementary stiffening elements makes it possible to reduce the local stresses on the one hand between the stiffening structure and the sidewall and / or bead at each common radially inner anchoring point and on the other hand between the stiffening structure and the crown at each common radially outer anchoring point and therefore to improve the endurance of the stiffening structure. Thus, such an anchoring of the stiffening structure is significantly more robust than the bead interfaces described in WO2020 / 128225 or than the anchoring described in W02022 / 200715 and W02022 / 200717 as shown by the comparative tests described at the end of this description.The inventors behind the invention hypothesize that with common anchoring points, the local stresses between the stiffening structure and the sidewall and / or bead and the crown are sufficiently reduced so as not to damage the stiffening structure at the level of the anchoring of the stiffening structure in the sidewall and / or bead and the crown. In addition, the presence of the radially inner and outer anchoring points makes it possible to maximize the number of main and complementary stiffening elements without necessarily providing too large a number of radially inner and outer anchoring points, which would have the effect of weakening the stiffening structure and therefore reducing the endurance of the tire, contrary to the desired effect.

[0021] By anchored in a sidewall and / or bead and in the crown, it is meant that the stiffening structure or stiffening element penetrates the sidewall and / or bead and the crown, that is to say that the stiffening structure or stiffening element passes through the internal surface to be anchored in a sidewall and / or bead and in the crown.

[0022] An anchor point is said to be common because the main and complementary stiffening elements which pass through this common anchor point are in contact with each other at this common anchor point. Thus, the first main and complementary stiffening elements are in contact with each other at the first radially inner and outer common anchor points. Similarly, the second main and complementary stiffening elements are in contact with each other at the second radially inner and outer common anchor points.

[0023] 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. 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 WO2017 / 005713.

[0024] 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.

[0025] 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.

[0026] 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. The presence of the stiffening structure thus makes it possible to reduce the contribution of the tire 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 amount 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.

[0027] 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.

[0028] 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.

[0029] 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).

[0030] By radial direction is meant 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.

[0031] 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.

[0032] 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.

[0033] By meridian plane is meant a plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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).

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] Advantageously, said first radially inner anchoring point common to said first main and complementary stiffening elements and said first radially outer anchoring point common to said first main and complementary stiffening elements are arranged on the same side of the median plane of the tire.

[0044] Advantageously, said second radially inner anchoring point common to said second main and complementary stiffening elements and said second radially outer anchoring point common to said second main and complementary stiffening elements are arranged on the same other side of the median plane of the tire.

[0045] 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.

[0046] In order to distribute the forces over the entire stiffening structure, the stiffening structure comprising a plurality of first main stiffening elements distributed circumferentially in the toric cavity and a plurality of first complementary stiffening elements distributed circumferentially in the toric cavity, the tire comprises a plurality of first common radially inner anchoring points and a plurality of first common radially outer anchoring points, each first common radially inner anchoring point and common outer anchoring point of the plurality of first common radially inner anchoring points and common radially outer anchoring points being common to first main and complementary stiffening elements of the plurality of first main and complementary stiffening elements.

[0047] Optionally, the stiffening structure comprising a plurality of second main stiffening elements distributed circumferentially in the toric cavity and a plurality of second complementary stiffening elements distributed circumferentially in the toric cavity, the tire comprises a plurality of second common radially inner anchoring points and a plurality of second common radially outer anchoring points, each second common radially inner anchoring point and common outer anchoring point of the plurality of second common radially inner anchoring points and radially outer anchoring points being common to second main and complementary stiffening elements of the plurality of second main and complementary stiffening elements.

[0048] In preferred and optional embodiments:

[0049] - said first main stiffening element comprises a portion extending continuously in the toric cavity from said first radially inner anchoring point common to said first main and complementary stiffening elements to said first radially outer anchoring point common to said first main and complementary stiffening elements,

[0050] - said first complementary stiffening element comprises a portion extending continuously in the toric cavity from said first radially inner anchoring point common to said first main and complementary stiffening elements to said first radially outer anchoring point common to said first main and complementary stiffening elements.

[0051] Optionally:

[0052] - said second main stiffening element comprises a portion extending continuously in the toric cavity from said second radially inner anchoring point common to said second main and complementary stiffening elements to said second radially outer anchoring point common to said second main and complementary stiffening elements,

[0053] - said second complementary stiffening element comprises a portion extending continuously in the toric cavity from said second radially inner anchoring point common to said second main and complementary stiffening elements to said second radially outer anchoring point common to said second main and complementary stiffening elements.

[0054] Advantageously, said portion of said first main stiffening element extends continuously in the toric cavity in a general direction substantially parallel to the general direction in which said portion of said first complementary stiffening element extends continuously in the toric cavity.

[0055] Optionally, said portion of said second main stiffening element extends continuously in the toric cavity in a general direction substantially parallel to the general direction in which said portion of said second complementary stiffening element extends continuously in the toric cavity.

[0056] This promotes maximum force recovery in the direction common to the portions of the main and complementary stiffening elements.

[0057] In advantageous and optional embodiments, said portion of said first main stiffening element extending continuously in the toric cavity has a length Lp l and said portion of said first complementary stiffening element extending continuously in the toric cavity has a length Lc l, Lp l and Lc l verifying 0.90 < Lp l / Lc l < 1.10.

[0058] Optionally, said portion of said second main stiffening element extending continuously in the toric cavity has a length Lp2 and said portion of said second complementary stiffening element extending continuously in the toric cavity has a length Lc2, Lp2 and Lc2 verifying 0.90 < Lp2 / Lc2 < 1.10.

[0059] Thus, the force absorption is distributed over time, which gives the tire progressive and / or reactive operation. In the case where Lp l and Lc l and / or Lp2 and Lc2 are different, initially, the shorter stiffening element absorbs the forces due to its relatively short length. Then, in a second stage, the longer stiffening element is stretched and in turn participates in the absorption of the forces, which contributes to a progressive operation of the tire. In the case where Lp l = Lc l and / or Lp2 = Lc2, the main and additional stiffening elements absorb the forces simultaneously, which contributes to a high reactivity of the tire. The person skilled in the art will choose the configuration most suited to the use of the tire.

[0060] Optionally and advantageously, said portion of said first main stiffening element extending continuously in the toric cavity is in contact with said portion of said first complementary stiffening element extending continuously in the toric cavity or at a distance from said portion of said first complementary stiffening element extending continuously in the toric cavity less than or equal to the largest dimension of the sections of said portions of said first main and complementary stiffening elements.

[0061] Optionally and advantageously, said portion of said second main stiffening element extending continuously in the toric cavity is in contact with said portion of said second complementary stiffening element extending continuously in the toric cavity or at a distance from said portion of said second complementary stiffening element extending continuously in the toric cavity less than or equal to the largest dimension of the sections of said portions of said second main and complementary stiffening elements.

[0062] By contact, we mean that there is at least one point of contact between the portions of the main and complementary stiffening elements.

[0063] The section of a portion is the section of the portion in a plane substantially perpendicular to the main direction in which the portion extends.

[0064] Thus, the volumetric footprint of the stiffening structure in the toric cavity is minimized, which makes it easier to handle the tire, in particular during assembly and repair operations, without risking damage to the stiffening structure. In order to further reduce the volumetric footprint of the stiffening structure in the toric cavity, said portion of said first main stiffening element extending continuously in the toric cavity is in contact with said portion of said first complementary stiffening element extending continuously in the toric cavity over at least 50%, preferably at least 75% of the shortest length among the lengths of said portions of said first main and complementary stiffening elements.

[0065] Optionally, said portion of said second main stiffening element extending continuously in the toric cavity is in contact with said portion of said second complementary stiffening element extending continuously in the toric cavity over at least 50%, preferably at least 75% of the smallest length among the lengths of said portions of said second main and complementary stiffening elements.

[0066] In order to determine the proximity or contact of the main and additional stiffening elements, the first and second beads will be separated so as to simulate the mounting of the tire on a measuring rim in accordance with the European Tire and Rim Technical Organization or “ETRTO” standard, 2023.

[0067] Advantageously:

[0068] - said first main stiffening element comprises a radially inner anchoring portion anchored in the first sidewall and / or bead extending inside the first sidewall and / or bead from said first radially inner anchoring point common to said first main and complementary stiffening elements,

[0069] - said first complementary stiffening element comprises a radially inner anchoring portion anchored in the first flank and / or bead by extending inside the first flank and / or bead from said first radially inner anchoring point common to said first main and complementary stiffening elements. Advantageously, said portion of each first main and complementary stiffening element extending continuously in the toric cavity extends said radially inner anchoring portion respectively of each first main and complementary stiffening element.

[0070] Optionally:

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

[0072] - said second complementary stiffening element comprises a radially inner anchoring portion anchored in the second flank and / or bead extending inside the second flank and / or bead from said second radially inner anchoring point common to said second main and complementary stiffening elements.

[0073] Optionally, said portion of each second main and complementary stiffening element extending continuously in the toric cavity extends said radially inner anchoring portion respectively of each second main and complementary stiffening element.

[0074] According to a first design of the radially interior anchoring portions:

[0075] - said radially inner anchoring portion of said first main stiffening element extends from said first radially inner anchoring point common to said first main and complementary stiffening elements to another first radially inner anchoring point of said first main stiffening element having a first azimuth circumferentially offset relative to an azimuth of said first radially inner anchoring point common to said first main and complementary stiffening elements,- said radially inner anchoring portion of said first complementary stiffening element extends from said first radially inner anchoring point common to said first main and complementary stiffening elements to another first radially inner anchoring point of said first complementary stiffening element having a second azimuth circumferentially offset relative to the azimuth of said first radially inner anchoring point common to said first main and complementary stiffening elements, the azimuth of said first radially inner anchoring point common to said first main and complementary stiffening elements being arranged circumferentially between the first azimuth and the second azimuth.,

[0076] According to an optional variant of the first design of the radially inner anchoring portions:

[0077] - said radially inner anchoring portion of said second main stiffening element extends from said second radially inner anchoring point common to said second main and complementary stiffening elements to another second radially inner anchoring point of said second main stiffening element having a first azimuth circumferentially offset relative to an azimuth of said second radially inner anchoring point common to said second main and complementary stiffening elements,

[0078] - said radially inner anchoring portion of said second complementary stiffening element extends from said second radially inner anchoring point common to said second main and complementary stiffening elements to another second radially inner anchoring point of said second complementary stiffening element having a second azimuth circumferentially offset relative to the azimuth of said second radially inner anchoring point common to said second main and complementary stiffening elements, the azimuth of said second radially inner anchoring point common to said second main and complementary stiffening elements being arranged circumferentially between the first azimuth and the second azimuth.

[0079] According to a second design of the radially inner anchoring portions, said radially inner anchoring portion of the first main stiffening element and said radially inner anchoring portion of the first complementary stiffening element are continuous with each other so as to form a loop in the first flank and / or bead.

[0080] Optionally, in the second design of the radially inner anchoring portions, said radially inner anchoring portion of the second main stiffening element and said radially inner anchoring portion of the second complementary stiffening element are continuous with each other so as to form a loop in the second flank and / or bead.

[0081] In advantageous embodiments:

[0082] - said first main stiffening element comprises a radially external anchoring portion anchored in the top extending inside the top from said first radially external anchoring point common to said first main and complementary stiffening elements,

[0083] - said first complementary stiffening element comprises a radially external anchoring portion anchored in the top extending inside the top from said first radially external anchoring point common to said first main and complementary stiffening elements.

[0084] Advantageously, said radially outer anchoring portion of each first main and complementary stiffening element extends said portion respectively of each first main and complementary stiffening element extending continuously in the toric cavity.

[0085] Optionally:

[0086] - said second main stiffening element comprises a radially outer anchoring portion anchored in the top extending inside the top from said second radially outer anchoring point common to said second main and complementary stiffening elements,

[0087] - said first complementary stiffening element comprises a radially external anchoring portion anchored in the top extending inside the top from said second radially external anchoring point common to said second main and complementary stiffening elements.

[0088] Optionally, said radially outer anchoring portion of each second main and complementary stiffening element extends said portion respectively of each second main and complementary stiffening element extending continuously in the toric cavity.

[0089] In a first configuration of the radially outer anchoring portions:

[0090] - said radially outer anchoring portion of said first main stiffening element extends in the crown from said first radially outer anchoring point common to said first main and complementary stiffening elements to another first radially outer anchoring point common to said first main and complementary stiffening elements,

[0091] - said radially outer anchoring portion of said first complementary stiffening element extends in the crown from said first radially outer anchoring point common to said first main and complementary stiffening elements to said other first radially outer anchoring point common to said first main and complementary stiffening elements.

[0092] Advantageously, said first radially outer anchoring point common to said first main and complementary stiffening elements is axially offset from said other first radially outer anchoring point common to said first main and complementary stiffening elements.

[0093] Preferably, said first radially outer anchoring point common to said first main and complementary stiffening elements and said other first radially outer anchoring point common to said first main and complementary stiffening elements are arranged on either side of the median plane of the tire.

[0094] Optionally, in this first configuration of the radially outer anchoring portions:

[0095] - said radially outer anchoring portion of said second main stiffening element extends in the crown from said second radially outer anchoring point common to said second main and complementary stiffening elements to another second radially outer anchoring point common to said second main and complementary stiffening elements,

[0096] - said radially outer anchoring portion of said second complementary stiffening element extends in the crown from said second radially outer anchoring point common to said second main and complementary stiffening elements to said other second radially outer anchoring point common to said second main and complementary stiffening elements.

[0097] Optionally, said second radially outer anchoring point common to said second main and complementary stiffening elements is axially offset from said other second radially outer anchoring point common to said second main and complementary stiffening elements.

[0098] Optionally, said second radially outer anchoring point common to said second main and complementary stiffening elements and said other second radially outer anchoring point common to said second main and complementary stiffening elements are arranged on either side of the median plane of the tire.

[0099] In a second configuration of the radially outer anchoring portions: said radially outer anchoring portion of said first main stiffening element extends in the vertex from said first radially outer anchoring point common to said first main and complementary stiffening elements to another first radially outer anchoring point of said radially outer anchoring portion of said first main stiffening element having a first azimuth,said radially outer anchoring portion of said first complementary stiffening element extends in the vertex from said first radially outer anchoring point common to said first main and complementary stiffening elements to another first radially outer anchoring point of said radially outer anchoring portion of said first complementary stiffening element having a second azimuth circumferentially offset relative to the first azimuth.,

[0100] Optionally, in this second configuration of the radially outer anchoring portions: said radially outer anchoring portion of said second main stiffening element extends in the vertex from said second radially outer anchoring point common to said second main and complementary stiffening elements to another second radially outer anchoring point of said radially outer anchoring portion of said second main stiffening element having a first azimuth,said radially outer anchoring portion of said second complementary stiffening element extends in the vertex from said second radially outer anchoring point common to said second main and complementary stiffening elements to another second radially outer anchoring point of said radially outer anchoring portion of said second complementary stiffening element having a second azimuth circumferentially offset relative to the first azimuth.,

[0101] In a first configuration of the main and complementary stiffening elements, each first main and complementary stiffening element respectively forms a first continuous main and complementary stiffening element which winds at least from the first sidewall and / or bead through the apex. Optionally, each second main and complementary stiffening element respectively forms a second continuous main and complementary stiffening element which winds at least from the second sidewall and / or bead through the apex.

[0102] 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.

[0103] According to a first variant of the first configuration of the main and complementary stiffening elements, said radially outer anchoring portion of said first main stiffening element is said radially outer anchoring portion of said second main stiffening element so that said first and second main stiffening elements form a continuous main stiffening element which extends continuously from the first flank and / or bead towards the second flank and / or bead via the crown so as to snake from the first flank and / or bead to the second flank and / or bead.In the same first variant, said radially outer anchoring portion of said first complementary stiffening element is said radially outer anchoring portion of said second complementary stiffening element so that said first and second complementary stiffening elements form a continuous complementary stiffening element which extends continuously from the first flank and / or bead towards the second flank and / or bead via the crown so as to snake from the first flank and / or bead to the second flank and / or bead.

[0104] According to a second variant of the first configuration of the main and complementary stiffening elements, each first main and complementary stiffening element respectively forms a continuous main and complementary stiffening element which winds between the first flank and / or bead and the crown. Still in this second variant, each second main and complementary stiffening element respectively forms a continuous main and complementary stiffening element which winds between the second flank and / or bead and the crown.

[0105] It is also possible to envisage a tire in which the first variant of the first configuration of the main and complementary stiffening elements is only applied to the first and second main stiffening elements and the second variant is only applied to the first and second complementary stiffening elements.

[0106] In a second configuration of the main and complementary stiffening elements, the first main and complementary stiffening elements form a first continuous stiffening element which winds at least from the first sidewall and / or bead through the apex. Also preferably, the second main and complementary stiffening elements form a second continuous stiffening element which winds at least from the second sidewall and / or bead through the apex.

[0107] Thus, as in the first configuration of the main and complementary stiffening elements, the manufacture of the tire is facilitated and the robustness of the stiffening structure is improved by removing the ends of said stiffening element to be anchored in each sidewall and / or bead and / or in the crown.According to a first variant of the second configuration of the main and complementary stiffening elements, said radially outer anchoring portion of said first main stiffening element is said radially outer anchoring portion of the second main stiffening element and said radially outer anchoring portion of said first complementary stiffening element is said radially outer anchoring portion of the second complementary stiffening element, so that said first and second main and complementary 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 crown so as to snake from the first flank and / or bead to the second flank and / or bead.

[0108] According to a second variant of the second configuration of the main and complementary stiffening elements, the first main and complementary stiffening elements form a first continuous stiffening element which winds between the first sidewall and / or bead and the crown and the second main and complementary stiffening elements form a second continuous stiffening element which winds between the second sidewall and / or bead and the crown.

[0109] In a third configuration of the main and complementary stiffening elements, it may be envisaged that each first main and complementary stiffening element extends from the first flank and / or bead to the top and has one end in the first flank and / or bead. Similarly, it may be envisaged that each second main and complementary stiffening element extends from the second flank and / or bead to the top and has one end in the second flank and / or bead.

[0110] In a first variant of this third configuration, each first main and complementary stiffening element extends from the first sidewall and / or bead to the top and has an end in the top. Similarly, it may be envisaged that each second main and complementary stiffening element extends from the second sidewall and / or bead to the top and has an end in the top.

[0111] In a second variant of this third configuration, each first main and complementary stiffening element is respectively each second main and complementary stiffening element and extends from the first flank and / or bead to the second flank and / or bead via the top and has an end in each first and second flank and / or bead.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] The materials that can be used for each stiffening element are as described in W02022 / 200717.

[0116] In a very advantageous embodiment, the or each first and / or second main and complementary stiffening element is respectively a first and / or second main and complementary wire stiffening element, preferably a first and / or second main and complementary textile wire stiffening element.

[0117] Preferably, the stiffening wire elements are identical, that is to say they have identical geometric characteristics and constituent materials.

[0118] 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.

[0119] 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.

[0120] Advantageously, at least a portion of each main and / or complementary stiffening element is coated with at least one polymeric layer, preferably at least one adhesive layer. 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 possibly comprising 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.

[0121] Preferably, the adhesive composition comprises a resin chosen from aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins and polyfunctional resins as well as mixtures of these resins. 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.

[0122] In embodiments, said portion extending continuously in the toric cavity of the or each first main and / or complementary stiffening element and / or of the or each second main and / or complementary stiffening element may be coated at least in part with the polymeric composition, preferably with the adhesive composition as described above.

[0123] The polymer composition here limits the spread of air and any corrosive agents.

[0124] In embodiments, said radially inner anchoring portion of the or each first main and / or complementary stiffening element and / or of the or each second main and / or complementary stiffening element may be coated at least in part with the polymeric composition, preferably with the adhesive composition as described above.

[0125] The polymeric composition here makes it possible to improve the anchoring of the stiffening structure in the first sidewall and / or bead and / or second sidewall and / or bead.

[0126] In embodiments, said radially outer anchoring portion of the or each first main and / or complementary stiffening element and / or of the or each second main and / or complementary stiffening element may be coated at least in part with the polymeric composition, preferably with the adhesive composition as described above. The polymeric composition here makes it possible to improve the anchoring of the stiffening elements in the crown.

[0127] 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.

[0128] Advantageously, in embodiments promoting the endurance of the stiffening structure, the tire comprises a first inner layer carrying at least a portion of the inner surface comprising a first elastomeric composition in contact with said first main and complementary stiffening elements at least at the first common radially inner anchoring point and / or at the first common radially outer anchoring point.

[0129] Optionally, the tire comprises a second inner layer carrying at least in part the inner surface comprising a second elastomeric composition in contact with said second main stiffening elements and complementary at least to the second common radially inner anchoring point and / or to the second common radially outer anchoring point.

[0130] Preferably, said first and / or 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.

[0131] Preferably, said first and / or second elastomeric composition comprises at least 50 pce of a diene elastomer. The inner layer makes it possible not to weaken the anchoring of said stiffening element to said radially inner and / or outer anchoring point. Indeed, butyl rubber has relatively weak adhesion with the stiffening element which creates, in the tire, a singular zone conducive to the initiation of cracks at the anchoring in the sidewall and / or bead and the crown. By placing an inner layer low in butyl rubber, the singular zone and therefore any risk of cracking is eliminated.

[0132] 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.

[0133] 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.

[0134] As an example of elastomers other than butyl rubber, mention may in particular be made of diene elastomers other than the butyl elastomers previously mentioned. By elastomer or diene 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.

[0135] 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.

[0136] 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.

[0137] 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 dividing this stress value by 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.

[0138] 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.

[0139] 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.

[0140] 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 the first stiffening element is anchored in the first sidewall and / or bead by being anchored in an elastomeric mass of the 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 the first stiffening element is anchored in the top by being anchored in an elastomeric mass of the top.

[0141] 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 the second stiffening element is anchored in the second flank and / or bead by being anchored in or around a second radially inner reinforcing structure of the stiffening structure arranged in the second flank and / or bead. Also optionally, the stiffening structure or said second stiffening element extending from the second flank and / or bead to the top or said radially outer anchoring portion of the 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.

[0142] 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 the second stiffening element is anchored in the second sidewall and / or bead by being anchored in an elastomeric mass of the 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 the top.

[0143] 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).

[0144] 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). As indicated previously, 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.

[0148] In particular, in the case where said reinforcing structure is an assembly of several wire elements, the stiffening structure is "anchored around the structure" means, for example, that the stiffening structure wraps around the peripheral wire elements of said reinforcing structure without passing through it.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] Thus, the propagation of noise generated by the stiffening structure from the stiffening structure to the vehicle through the tire mounting support is reduced. In fact, 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.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] 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.

[0161] This improves the axial distribution of the forces exerted by the stiffening structure on the crown. Each radially inner circumferential reinforcing element and each radially outer circumferential reinforcing element may be wound in different ways, such as those described in particular in W02022 / 200717.

[0162] Of course, the tire may comprise several of said first and / or second radially inner and / or outer reinforcement structures.

[0163] In particular embodiments, the stiffening structure extending in the toric cavity from at least the first flank and / or bead to at least the crown while being anchored in or around the first radially inner reinforcing structure, said first reinforcing structure comprising a first radially inner circumferential reinforcing element, the stiffening structure is anchored around said first radially inner circumferential reinforcing element so that a first circumferential overlap ratio between the stiffening structure and said first radially inner circumferential reinforcing element is at least equal to 5%, preferably 10%, more preferably 15% and even more preferably 20%.

[0164] In particular embodiments, the stiffening structure extending in the toric cavity from at least the second flank and / or bead to at least the crown while being anchored in or around the second radially inner reinforcing structure, said second reinforcing structure comprising a second radially inner circumferential reinforcing element, the stiffening structure is anchored around said second radially inner circumferential reinforcing element so that a second circumferential overlap ratio between the stiffening structure and said second radially inner circumferential reinforcing element is at least equal to 5%, preferably 10%, more preferably 15% and even more preferably 20%.

[0165] Each circumferential overlap ratio is defined as the total circumferential overlap length of the stiffening structure with said radially inner circumferential reinforcing element of the relevant radially inner circumferential reinforcing structure divided by the circumference of said radially inner circumferential reinforcing element.

[0166] The total circumferential overlap length of the stiffening structure with the radially inner circumferential reinforcing element considered is the length, in the circumferential direction, over which there is an overlap between the stiffening structure and the radially inner circumferential reinforcing element considered. An overlap does not necessarily mean that the stiffening structure is in contact with the radially inner circumferential reinforcing element considered but that there is an overlap between the stiffening structure and the radially inner circumferential reinforcing element considered allowing force to be taken up by the radially inner circumferential reinforcing element considered.

[0167] The circumference of the radially inner circumferential reinforcing element considered is measured or determined as the length traveled by the center of gravity of the section of the radially inner circumferential reinforcing element considered to make one revolution of the tire.

[0168] In some embodiments, the radially inner reinforcing structure comprises a plurality of radially inner circumferential reinforcing elements. In these embodiments, a portion of the stiffening structure is anchored in or around one of the radially inner circumferential reinforcing elements and another portion of the stiffening structure is anchored in or around another of the radially inner circumferential reinforcing elements. The circumferential overlap ratio is then the sum of the circumferential overlap ratios of each portion of the stiffening structure with each corresponding radially inner circumferential reinforcing element.

[0169] Thanks to the invention, it is thus possible to achieve one or more relatively high circumferential overlap ratios and thus obtain a good compromise between a number of stiffening elements which is, on the one hand, sufficiently high to reduce local stresses and, on the other hand, generating a reduced number of common radially internal and external anchoring points so as not to complicate the structure of the tire and to simply manufacture the tire, in particular by means of a molding device such as described in WO2022 / 200718. Indeed, care will be taken to provide a moderate number of passages of stiffening elements in the tire molding device so as not to excessively weaken this molding device.

[0170] For gentle uses, one or more overlap ratios of at least 5% will be preferred. For more sporty uses, one or more overlap ratios of at least 10% will be preferred. For circuit uses, one or more overlap ratios of at least 15% will be preferred. It will even be possible to envisage at least one of said first and second circumferential overlap ratios, preferably each first and second circumferential overlap ratio at least equal to 20%, preferably at least equal to 25%, more preferably at least equal to 35%.

[0171] Advantageously, the first circumferential overlap ratio or at least one of said first and second circumferential overlap ratios is at most equal to 50%, preferably at most equal to 45%. Advantageously, each first and second circumferential overlap ratio is at most equal to 50%, preferably at most equal to 45%. Too high a circumferential overlap ratio makes the structure of the tire too complex and its manufacture too expensive.

[0172] We can of course consider different first and second ratios.

[0173] Brief description of the drawings

[0174] 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: - 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;

[0175] - Figures 2 and 3 are each a schematic representation of the arrangement of the stiffening structure in each first and second bead of the tire of Figure 1;

[0176] - Figure 4 is a schematic representation of the arrangement of the stiffening structure in the toric cavity of the tire of Figure 1;

[0177] - Figure 5 is a schematic representation of the arrangement of the stiffening structure in the crown of the tire of Figure 1;

[0178] - Figures 6 and 7 are each a schematic representation of the arrangement of first main and complementary stiffening elements of the stiffening structure in the first bead of the tire of Figure 1;

[0179] - figures 8 to 12 are schematic representations similar respectively to those of figures 1 to 5 of a tire according to a second exemplary embodiment of the invention; and

[0180] - figures 13 and 14 are each a schematic representation similar to those of figures 1 and 8 of tires respectively according to third and fourth exemplary embodiments of the invention.

[0181] Detailed description

[0182] 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.

[0183] 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. The tire 10 comprises a crown 12 comprising a tread 14 intended to come into contact with a ground during driving and a crown reinforcement 16 extending in the crown 12 in the circumferential direction X. The tire 10 also comprises an inner layer 18.

[0184] 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.

[0185] 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 respectively radially inward. The second bead 32B is opposite the first bead 32A relative to the median plane M. Each first and second sidewall 30A, 30B respectively connects each first and second bead 32A, 32B 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. The internal surface 34 is here carried at least in part by the inner layer 18.

[0186] The inner layer 18 comprises an elastomeric composition having 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. Those skilled in the art will easily know how to formulate and manufacture such a composition. The tire 10 comprises first and second radially inner reinforcing structures 38A, 38B respectively arranged in each first and second bead 32A, 32B.

[0187] 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.

[0188] 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.

[0189] 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.

[0190] 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.

[0191] 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 inside 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.

[0192] The different crown layers 24, 26, 28 and carcass 50 are identical to those described in W02022 / 200717.

[0193] With reference to Figures 1 to 7, 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 reinforcement 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 reinforcement 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.

[0194] The stiffening structure 52 comprises a plurality of stiffening elements 54 distributed circumferentially in the toric cavity 36 comprising first main stiffening elements 54C and first complementary stiffening elements 54D extending continuously in the toric cavity 36. The first main stiffening elements 54C are distinct from the first complementary stiffening elements 54D.

[0195] The plurality of stiffening elements 54 also comprises second main stiffening elements 54E and second complementary stiffening elements 54F extending continuously in the toric cavity 36. The second main stiffening elements 54E are distinct from the second complementary stiffening elements 54F. Each stiffening element 54 is a textile thread 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 and has a diameter D here equal to 0.97 mm.Each stiffening element 54 is fully coated with an adhesive composition, here an adhesive composition comprising an aldehyde / phenol resin based on resorcinol, formaldehyde and an elastomer latex as described in WO2013017422. Alternatively, any other glue described in WO2013017422 may be used.

[0196] Each first main and complementary stiffening element 54C, 54D 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 main and complementary stiffening element 54E, 54F 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.

[0197] In order to ensure optimal anchoring of each stiffening element 54, 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. Furthermore, still with the aim of optimizing the anchoring of each stiffening element 54, each first and second radially inner circumferential reinforcing element 40A, 40B is covered with a covering mass 47A, 47B of one or more materials, preferably elastomeric.In order to ensure optimal anchoring of each stiffening element 54, 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. Furthermore, still with the aim of optimizing the anchoring of each stiffening element 54, each first and second radially outer circumferential reinforcing element 46A, 46B is covered with a covering mass of one or more materials, preferably elastomeric.

[0198] Each first main and complementary stiffening element 54C, 54D 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 main and complementary stiffening element 54E, 54F 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 main and complementary stiffening element 54C, 54D and 54E, 54F is wound at least in part respectively around each first and second radially inner circumferential reinforcing element 40A, 40B.Each first and second main and complementary stiffening element 54C, 54D and 54E, 54F is also anchored, in the crown 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 main and complementary stiffening element 54C, 54D and 54E, 54F is wound at least in part respectively around each first and second radially outer circumferential reinforcing element 46A, 46B. The tire 10 comprises first radially inner 56A and outer 58C anchoring points common to the first main and complementary stiffening elements 54C, 54D as well as second radially inner 56E and outer 58E anchoring points common to the second main and complementary stiffening elements 54E, 54F.

[0199] Each first main and complementary stiffening element 54C, 54D passes through the internal surface 34 to the first common radially inner anchoring point 56C in the first bead 32A to be anchored around the first radially inner reinforcing structure 38A and to the first common radially outer anchoring point 58C in the crown 12 to be anchored around the first radially outer reinforcing structure 44A.

[0200] Each second main and complementary stiffening element 54E, 54F passes through the internal surface 34 to the second common radially inner anchoring point 56E in the second bead 32B to be anchored around the second radially inner reinforcing structure 38B and to the second common radially outer anchoring point 58E in the crown 12 to be anchored around the second radially outer reinforcing structure 44B.

[0201] The elastomeric composition of the inner layer 18 is in contact with the first main and complementary stiffening elements 54C, 54D at each first common radially inner anchoring point 56C and common outer anchoring point 58C. The elastomeric composition of the inner layer 18 is also in contact with the second main and complementary stiffening elements 54E, 54F at each second common radially inner anchoring point 56E and common outer anchoring point 58E.As illustrated in Figures 1 to 3, each first main stiffening element 54C comprises a radially inner anchoring portion 541C anchored around the first radially inner reinforcing structure 38A extending inside the first bead 32A from the first common radially inner anchoring point 56C to another first radially inner anchoring point 56C' of the first main stiffening element 54C having a first azimuth AZ1 circumferentially offset relative to an azimuth AZ of the first common radially inner anchoring point 56C.Similarly, each second main stiffening element 54E comprises a radially inner anchoring portion 542E anchored around the second radially inner reinforcing structure 38B extending inside the second bead 32B from the second common radially inner anchoring point 56E to another second radially inner anchoring point 56E' of the second main stiffening element 54E having a first azimuth AZ 1' circumferentially offset relative to an azimuth AZ' of the second common radially inner anchoring point 56E.

[0202] Still with reference to Figures 1 to 3, each first complementary stiffening element 54D comprises a radially inner anchoring portion 541D anchored around the first radially inner reinforcing structure 38A extending inside the first bead 32A from the first common radially inner anchoring point 56C to another first radially inner anchoring point 56C” of the first complementary stiffening element 54D having a second azimuth AZ2 circumferentially offset relative to the azimuth AZ of the first common radially inner anchoring point 56C. The azimuth AZ of the first common radially inner anchoring point 56C is arranged circumferentially between the first azimuth AZ1 and the second azimuth AZ2.Similarly, each second complementary stiffening element 54F comprises a radially inner anchoring portion 542F anchored in the second radially inner reinforcing structure 38B extending inside the second bead 32B from the second common radially inner anchoring point 56E to another second radially inner anchoring point 56E” of the second complementary stiffening element 54F having a second azimuth KL circumferentially offset relative to the azimuth AZ' of the second common radially inner anchoring point 56E, the azimuth AZ' of the second common radially inner anchoring point 56E is arranged circumferentially between the first azimuth AZ1' and the second azimuth AZ2'.

[0203] As illustrated in Figures 2 and 3 as well as in Figures 6 and 7, each first and second main stiffening element 54C, 54E is anchored around each first and second radially inner circumferential reinforcing element 40A, 40B in contact with a decoupling mass 49A, 49B interposed between each first and second main stiffening element 54C, 54E and respectively each first and second complementary stiffening element 54D, 54F. Each first and second complementary stiffening element 54D, 54F is anchored around each first and second radially inner circumferential reinforcing element 40A, 40B in contact with the covering mass 47A, 47B.

[0204] With reference to Figures 1 and 4, each first main and complementary stiffening element 54C, 54D respectively comprises a portion 543 C, 543D extending continuously in the toric cavity 36 from the first common radially inner anchoring point 56C to the first common radially outer anchoring point 58C. The portion 543 C extends in the toric cavity 36 in a general direction substantially parallel to the general direction in which the portion 543D extends continuously.

[0205] Similarly, each second main and complementary stiffening element 54E, 54D comprises a portion 544E, 544F extending continuously in the toric cavity 36 from the second common radially inner anchoring point 56E to the second common radially outer anchoring point 58E. The portion 544E extends in the toric cavity 36 in a general direction substantially parallel to the general direction in which the portion 544F extends continuously.

[0206] Each portion 543C, 543D has a length Lp l , Lc l respectively verifying 0.90 < Lp l / Lc l < 1.10 and here Lp l / Lc l = l ,01 . Similarly, each portion 544E, 544F has a length Lp2, Lc2 respectively verifying 0.90 < Lp2 / Lc2 < 1.10 and here Lp2 / Lc2 = l ,01 . The portion 543C is in contact with the portion 543D over at least 50%, preferably at least 75% and here over 100% of the length Lc l of the portion 543D. The portion 544E is in contact with the portion 544F over at least 50%, preferably at least 75% and here over 100% of the length Lc2 of the portion 544F.

[0207] With reference to figures 1 and 5, each first main and complementary stiffening element 54C, 54D comprises a radially outer anchoring portion 545C, 545D anchored in the apex 12 by extending inside the apex 12 from the first common radially outer anchoring point 58C to another first common radially outer anchoring point 58E to the first main and complementary stiffening elements 54C, 54D. Similarly, each second main and complementary stiffening element 54E, 54F comprises a radially outer anchoring portion 545E, 545F anchored in the apex 12 by extending inside the apex 12 from the second common radially outer anchoring point 58E to another second radially outer anchoring point 58C common to the second main and complementary stiffening elements 54E, 54F.

[0208] Each portion 543 C, 543D, 544E, 544F extending continuously in the toric cavity 36 respectively extends each radially inner anchoring portion 541 C, 541D, 542E, 542F.

[0209] Each radially outer anchoring portion 545C, 545D, 545E, 545F extends respectively each portion 543C, 543D, 544E, 544F extending continuously in the toric cavity 36.

[0210] The first and second common radially outer anchoring points 58C, 58E are axially offset from each other. The first and second common radially outer anchoring points 58C, 58E are arranged on either side of the median plane M.

[0211] The first common radially inner anchor points 56C and common outer anchor points 58C are arranged on the same side of the median plane M. The second common radially inner anchor points 56E and common outer anchor points 58E are arranged on the same side of the median plane M.

[0212] Thus, the stiffening structure 52 here has 240 first and second main continuous stiffening elements 54C, 54E and 240 first and second complementary stiffening elements 54D, 54F, i.e. a total of 480 main and complementary continuous stiffening elements. A stiffening element is counted each time a distinct portion of a stiffening element extends into the toric cavity 36 from a sidewall and / or bead to the top.

[0213] The stiffening structure 52, in particular the plurality of first main and complementary stiffening elements 54C, 54D, in particular the radially inner anchoring portions 541C, 541D, is anchored and are anchored around the first radially inner reinforcing structure 38A, in particular the first radially inner circumferential reinforcing element 40A, such that a first circumferential overlap ratio is at least equal to 15%, preferably at least equal to 20%, more preferably at least equal to 25% and even more preferably at least equal to 35%.

[0214] Illustrated in Figure 6 are the first radially inner circumferential reinforcing element 40A and the decoupling mass 49A around which each first main stiffening element 54C is anchored, ignoring each first complementary stiffening element 54D. Illustrated in Figure 7 are the first radially inner circumferential reinforcing element 40A and the covering mass 47A around which each first complementary stiffening element 54D is anchored, ignoring each first main stiffening element 54C.

[0215] As illustrated in these figures 6 and 7, the first circumferential overlap ratio is defined as the total overlap length of the stiffening structure 52 with the first radially inner circumferential reinforcing element 40A, here the sum of the overlap lengths of the radially inner anchoring portions 541C, 541D of each first main and complementary stiffening element 54C, 54D with the first radially inner circumferential reinforcing element 40A, divided by the circumference of the first radially inner circumferential reinforcing element 40A.In this case, each overlap length is substantially equal to the diameter D of each first and second main and complementary stiffening element 54C, 54D previously described so that the sum of the overlap lengths of the first main stiffening elements 54C is equal to 233 mm (240 x 0.97 mm) and the sum of the overlap lengths of the first complementary stiffening elements 54D is equal to 233 mm (240 x 0.97 mm). Thus, the total overlap length of the first and second main and complementary stiffening elements 54C, 54D is equal to 466 mm. The circumference of the first radially inner circumferential reinforcing element is here equal to 1723 mm.

[0216] In a similar manner, the stiffening structure 52, in particular the plurality of second main and complementary stiffening elements 54E, 54F, in particular the radially inner anchoring portions 542E, 542F, is anchored and are anchored around the second radially inner reinforcing structure 38B, in particular the second radially inner circumferential reinforcing element 40B, such that a second circumferential overlap ratio is at least equal to 15%, preferably at least equal to 20%, more preferably at least equal to 25%.

[0217] In other embodiments, it may be envisaged that the first and / or the second circumferential overlap ratio is at least equal to 35%.

[0218] The second circumferential overlap ratio is defined mutatis mutandis with respect to the first circumferential overlap ratio.

[0219] Advantageously, the first and second circumferential overlap ratios are each at most equal to 50%, more advantageously at most equal to 45%. In this case, each first and second circumferential overlap ratio is equal to 27% (466 mm / 1723 mm).

[0220] As illustrated in FIG. 1, the first common radially inner anchoring point 56C and common outer anchoring point 58C are arranged axially on the same side as the first radially inner reinforcing structure 38A relative to the median plane M. The second common radially inner anchoring point 56E and common outer anchoring point 58E are arranged axially on the same other side as the second radially inner reinforcing structure 38B relative to the median plane M. Each first and second common radially inner anchoring point 56C, 56E and common outer anchoring point 58C, 58E is arranged such that the portions 543C, 543D and the portions 544E, 544F do not intersect in the toric cavity 36.

[0221] Each first main and complementary stiffening element 54C, 54D respectively forms a first continuous main and complementary stiffening element which winds at least from the first bead 32A passing through the apex 12. Each second main and complementary stiffening element 54E, 54F respectively forms a second continuous main and complementary stiffening element which winds at least from the second bead 32B passing through the apex 12. More precisely, each radially outer anchoring portion 545C is the radially outer anchoring portion 545E so that the first and second main stiffening elements 54C, 54E form a continuous main stiffening element which extends continuously from the first bead 32A to the second bead 32B passing through the apex 12 so as to wind from the first bead 32A to the second bead 32B.Each radially outer anchoring portion 545D is the radially outer anchoring portion 545F such that the first and second complementary stiffening elements 54D, 54F form a complementary main stiffening element which extends continuously from the first bead 32A to the second bead 32B via the apex 12 so as to snake from the first bead 32A to the second bead 32B.

[0222] The second embodiment illustrated in Figures 8 to 12, in which the elements identical to those of the preceding figures bear the same references, differs from the first example illustrated in Figures 1 to 7 in that the radially inner anchoring portion 541C of the first main stiffening element 54C and the radially inner anchoring portion 541D of the first complementary stiffening element 54D are continuous with each other so as to form a loop 541E in the first bead 32A. In addition, the radially inner anchoring portion 542E of the second main stiffening element 54E and the radially inner anchoring portion 542F of the second complementary stiffening element 54F are continuous with each other so as to form a loop 542G in the second bead 32B.

[0223] With reference to Figures 8 and 12, the radially outer anchoring portion 545C of the first main stiffening element 54C extends in the vertex 12 from the first common radially outer anchoring point 58C to another first radially outer anchoring point 58G' of the radially outer anchoring portion 545C and having a first azimuth AZPG. The radially outer anchoring portion 545D of the first complementary stiffening element 54D extends in the vertex 12 from the first common radially outer anchoring point 58C to another first radially outer anchoring point 58G" of the radially outer anchoring portion 545D and having a second azimuth AZ SG circumferentially offset relative to the first azimuth AZPG.

[0224] The radially outer anchoring portion 545E of the second main stiffening element 54E extends in the vertex 12 from the second common radially outer anchoring point 58E to another second radially outer anchoring point 58H' of the radially outer anchoring portion 545E and having a first azimuth AZPH. The radially outer anchoring portion 545F of the second complementary stiffening element 54F extends in the vertex 12 from the second common radially outer anchoring point 58E to another second radially outer anchoring point 58H" of the radially outer anchoring portion 545F and having a second azimuth AZ SH circumferentially offset relative to the first azimuth AZPH.

[0225] The first main stiffening element 54C and complementary stiffening element 54D form a first continuous stiffening element which winds at least from the first bead 32A passing through the crown 12 and the second main stiffening element 54E and complementary stiffening element 54F form a second continuous stiffening element which winds at least from the second bead 32B passing through the crown 12. More precisely, the radially outer anchoring portion 545C is the radially outer anchoring portion 545E and the radially outer anchoring portion 545D is the radially outer anchoring portion 545F so that said first and second main stiffening elements and complementary stiffening elements form a continuous stiffening element which extends continuously from the first bead 32A to the second bead 32B passing through the crown 12 so as to wind from the first bead 32A to the second bead 32B.Thus, the radially outer anchor points 58C and 58H' are merged and the radially outer anchor points 58E and 58G' are merged.

[0226] The third embodiment illustrated in Figure 13, in which the elements identical to those of the previous figures bear the same references, differs from the third example in that the tire 10 comprises a single radially external reinforcement structure 44 comprising a single radially external circumferential reinforcement element 46.

[0227] The fourth embodiment illustrated in Figure 14, in which the elements identical to those of the preceding figures bear the same references, differs from the second example by its stiffening structure 52 in which each first main and complementary stiffening element 54C, 54D forms a first continuous stiffening element which winds between the first bead 32A and the crown 12 without going as far as the second bead 32B (and / or flank 30B) and in which each second main and complementary stiffening element 54E, 54F forms a second continuous stiffening element which winds between the second bead 32B and the crown 12 without going as far as the first bead 32A (and / or flank 30A).

[0228] In the examples illustrated in Figures 8 to 14, the first and second circumferential overlap ratios are also equal to 27%.

[0229] Comparative tests

[0230] The tire according to the first example of the invention described above was tested, as well as a control tire as described in WO2022 / 200715 and WO2022 / 200717. 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. The control tire comprises only the continuous main stiffening element but not the continuous complementary stiffening element. Thus, each first and second circumferential overlap ratio of the control tire is equal to 13.5%.

[0231] The control tire traveled almost 2 revolutions before rupture of the radially inner anchoring portion of one of the first and second beads (the one arranged on the outside of the vehicle) of more than 90% of the stiffening elements.

[0232] The tire according to the first example of the invention traveled 10 laps without damage and then 5 additional laps at the end of which 46% of the stiffening elements showed a loosening in one of the first and second beads (the one arranged on the outside of the vehicle), 37% of the stiffening elements showed a rupture of one of the first and second and 17% of the stiffening elements showed no damage. Thus, the invention made it possible to significantly improve the endurance of the stiffening structure.

[0233] Obviously, the invention is not limited to the embodiments previously described. Thus, it will also be possible to envisage a stiffening structure comprising first main and complementary stiffening elements and, in addition, a first additional stiffening element, the radially inner and outer anchoring points being common to the first main, complementary and additional stiffening elements.

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 main stiffening element (54C) extending continuously in the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) while being anchored in the first sidewall (30A) and / or bead (32A) and in the crown (12), at least one first complementary stiffening element (54D), distinct from said first main stiffening element (54C), and extending continuously in the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) while being anchored in the first sidewall (30A) and / or bead (32A) and in the crown (12), the tire (10) comprises a first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C,54D) in the first sidewall (30A) and / or bead (32A) and a first common radially external anchoring point (58C) for said first main and complementary stiffening elements (54C, 54D) in the crown (12)., 2. Tire (10) according to the preceding claim, in which the stiffening structure (52) comprises: - at least one second main stiffening element (54E) extending continuously in the toric cavity (36) from at least the second flank (30B) and / or bead (32B) to at least the top (12) while being anchored in the second flank (30B) and / or bead (32B) and in the top (12), at least one second complementary stiffening element (54F), distinct from said second main stiffening element (54E), and extending continuously in the toric cavity (36) from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12) while being anchored in the second sidewall (30B) and / or bead (32B) and in the crown (12), the tire (10) comprises a second common radially inner anchoring point (56E) for said second main and complementary stiffening elements (54E, 54F) in the second sidewall (30B) and / or bead (32B) and a second common radially outer anchoring point (58E) for said second main and complementary stiffening elements (54E, 54F) in the crown (12).

3. Tire (10) according to any one of the preceding claims, in which: - said first main stiffening element (54C) comprises a portion (543 C) extending continuously in the toric cavity (36) from said first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C, 54D) to said first common radially outer anchoring point (58C) to said first main and complementary stiffening elements (54C, 54D), - said first complementary stiffening element (54D) comprises a portion (543D) extending continuously in the toric cavity (36) from said first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C, 54D) to said first common radially outer anchoring point (58C) to said first main and complementary stiffening elements (54C, 54D).

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

5. A tire (10) according to claim 3 or 4, wherein said portion (543 C) of said first main stiffening element (54C) extending continuously in the toric cavity (36) has a length Lp l and said portion (543D) of said first complementary stiffening element (54D) extending continuously in the toric cavity (36) has a length Lc l, Lp l and Lc l verifying 0.90 < Lp l / Lc l < 1.

10.

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

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

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

9. Tire (10) according to claim 8, in which: - said radially inner anchoring portion (541 C) of said first main stiffening element (54C) extends between said first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C, 54D) to another first radially inner anchoring point (56C') of said first main stiffening element having a first azimuth (AZ 1 ) circumferentially offset relative to an azimuth (AZ) of the first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C, 54D), - said radially inner anchoring portion (541 D) of said first complementary stiffening element (54D) extends between said first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C, 54D) to another first radially inner anchoring point (56C”) of said first complementary stiffening element having a second azimuth (AZ2) circumferentially offset relative to the azimuth (AZ) of the first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C, 54D), the azimuth (AZ) of the first common radially inner anchoring point (56C) to said first main and complementary stiffening elements (54C, 54D) being arranged circumferentially between the first azimuth (AZ1) and the second azimuth (AZ2).

10. A tire (10) according to claim 8, wherein said radially inner anchoring portion (541C) of the first main stiffening element (54C) and said radially inner anchoring portion (541D) of the first complementary stiffening element (54D) are continuous with each other so as to form a loop (541E) in the first sidewall (30A) and / or bead (32A). 1 1. Tire (10) according to any one of the preceding claims, in which: - said first main stiffening element (54C) comprises a radially external anchoring portion (545C) anchored in the crown by extending inside the crown (12) from the first common radially external anchoring point (58C) to said first main and complementary stiffening elements, - said first complementary stiffening element (54D) comprises a radially external anchoring portion (545D) anchored in the top by extending inside the top (12) from the first common radially external anchoring point (58C) to said first main and complementary stiffening elements.

12. Tire (10) according to claim 11, in which: - said radially outer anchoring portion (545C) of said first main stiffening element (54C) extends in the top (12) from said first radially outer anchoring point common (58C) to said first main and complementary stiffening elements (54C, 54D) to another first radially outer anchoring point common (58E) to said first main and complementary stiffening elements (54C, 54D), - said radially outer anchoring portion (545D) of said first complementary stiffening element (54D) extends in the top (12) from said first radially outer anchoring point common (58C) to said first main and complementary stiffening elements (54C, 54D) to said other first radially outer anchoring point (58E) common to said first main and complementary stiffening elements (54C, 54D).

13. Tire (10) according to claim 11, in which: - said radially outer anchoring portion (545 C) of said first main stiffening element (54C) extends in the apex (12) from said first radially outer anchoring point common (58C) to said first main and complementary stiffening elements to another first radially outer anchoring point (58G') of said radially outer anchoring portion (545C) of said first main stiffening element having a first azimuth (AZPG), - said radially outer anchoring portion (545D) of said first complementary stiffening element (54D) extends in the apex (12) between said first radially outer anchoring point common (58C) to said first main and complementary stiffening elements up to another first radially outer anchoring point (58G”) of said radially outer portion (545D) of said first complementary stiffening element having a second azimuth (AZ SG) circumferentially offset relative to the first azimuth (AZPG).

Images