Tyre comprising a durable stiffening structure comprising anchoring members

Abstract

The invention relates to a tyre (10) comprising a crown (12), sidewalls (30A, 30B), beads (32A, 32B), an internal surface (34) defining a toroidal cavity (36), and a stiffening structure (52) extending into the toroidal cavity (36) from a sidewall (30A) and / or bead (32A) to at least the crown (12), while being anchored in the sidewall (30A) and / or bead and / or the crown. The tyre (10) comprises an anchoring member (56A, 58A) arranged in the toroidal cavity (36) and extending from the sidewall (30A) and / or bead and / or the crown (12) towards the inside of the toroidal cavity (36) while being in contact at least locally with the stiffening structure (52).

Description

[0001] Pneumatic comprising a durable stiffening structure comprising anchoring members

[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. These crown and bead interfaces are for example produced by hot vulcanization. Each bead and crown interface comprises a cushion made of an elastomeric mixture, which is positioned between the stiffening element and the portion of the corresponding inner surface and which is attached to the bead or the crown.

[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 WO2022 / 200717 by using an anchoring of each first and second stiffening element in the internal structure of the tire. However, the endurance of the tire described in WO2022 / 200717, in particular the endurance of the anchoring of the first and second stiffening elements in each first sidewall and / or bead and second sidewall and / or bead, although largely improved compared to that of the tire described in WO2020 / 128225, proved to be improvable.

[0012] For its part, FR 2 638 398, which is further removed from the considerations developed so far, concerns a triangulation element of a tire, which is anchored, at its smallest diameter, directly to the rim and which is integral with the tire, at its largest diameter, at the level of the tread or the sidewall opposite that of the anchoring. Figures 3 to 5 of FR 2 638 398 detail the anchoring to the rim at the smallest diameter of the triangulation element, namely by an anchoring bead of the triangulation element: this anchoring bead is separate from the tire and, in particular, is not an integral part of the bead and / or the sidewall of the tire. Figure 6 of FR 2 638 398 represents an embodiment of the fixing of the triangulation to the tire, which is carried out within the tread, superimposed with a structural ply.Figure 8 of FR 2 638 398 represents an embodiment of the fixing of the triangulation to the tire, which is carried out by superimposing the shoulder of the tread on the sidewall, with embedding of rubber on the plane of the shoulder of the tire.

[0013] The aim of the invention is to improve the endurance of the stiffening structure described in WO2020 / 128225 and WO2022 / 200717.

[0014] Statement of the invention

[0015] 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 which extends in the toric cavity from at least the first sidewall and / or bead to at least the crown by penetrating the first sidewall and / or bead and / or the crown, passing through the internal surface, to be anchored in the first sidewall and / or bead and / or in the crown.The tire comprises at least one first anchoring member arranged in the toric cavity and extending projecting from the first sidewall and / or bead towards the inside of the toric cavity and / or from the crown towards the inside of the toric cavity while being in contact at least locally with the stiffening structure, said first anchoring member being integral with at least the first sidewall and / or bead and / or with the crown.

[0016] When said first anchoring member is a first radially inner anchoring member extending in projection from the first flank and / or bead towards the interior of the toric cavity, the latter is integral with the first flank and / or bead. When said first anchoring member is a first radially outer anchoring member extending in projection from the top, the latter is integral with the top.

[0017] 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.

[0018] 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.

[0019] 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 extends in the toric cavity from at least the first sidewall and / or bead, being anchored in the first sidewall and / or bead, to at least the crown, being anchored in the crown, and extends in the toric cavity from at least the second sidewall and / or bead, being anchored in the second sidewall and / or bead, to at least the crown, being anchored in the crown.

[0020] In some embodiments, the stiffening structure extends into the toric cavity from at least the first flank and / or bead to at least the apex by penetrating the first flank and / or bead, passing through the internal surface, to anchor itself in the first flank and / or bead, and extends into the toric cavity from at least the second flank and / or bead to at least the apex by penetrating the second flank and / or bead, passing through the internal surface, to anchor itself in the second flank and / or bead.In addition, the tire comprises at least first and second radially inner anchoring members extending respectively in projection from the first and second sidewalls and / or beads towards the interior of the toric cavity while being in contact at least locally with the stiffening structure, each first and second radially inner anchoring member being made of the same material respectively with at least said first sidewall and / or bead and at least said second sidewall and / or bead.

[0021] In some embodiments, the stiffening structure extends into the toric cavity from at least the first sidewall and / or bead to at least the crown, penetrating the crown, passing through the inner surface, to be anchored in the crown, and extends into the toric cavity from at least the second sidewall and / or bead to at least the crown, penetrating the crown, passing through the inner surface, to be anchored in the crown. In addition, the tire comprises at least first and second radially outer anchoring members, each extending in projection from the crown toward the inside of the toric cavity, being in contact at least locally with the stiffening structure, each first and second radially outer anchoring member being integral with at least the crown.Each anchoring member makes it possible to reinforce an interface between the stiffening structure and the internal surface and makes it possible to avoid rupture of the interface resulting from repeated stresses exerted by the stiffening structure on said interface. Thus, the endurance of the stiffening structure is improved. Indeed, such anchoring of the stiffening structure makes it possible to dilute the stresses in the anchoring member and therefore to obtain a significantly more robust anchoring than the bead interfaces described in WO2020 / 128225 or the anchoring described in WO2022 / 200717.

[0022] By material origin, it is meant that the corresponding anchoring member is not subsequently attached to the crosslinking of the tire, for example by bonding subsequent to the crosslinking of the tire. Thus, the corresponding anchoring member is crosslinked simultaneously with the first or second sidewall and / or bead and / or with the crown.

[0023] By anchored in a sidewall and / or bead and / or the crown, we mean that the stiffening structure or stiffening element penetrates the sidewall and / or bead and / or 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 / or the crown.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] The presence of the stiffening structure thus makes it possible to reduce the tire's contribution to carrying the load and therefore to be able to reduce its structural rigidity, for example by reducing the volume of the beads. Indeed, the beads of a conventional tire dissipate a significant quantity of energy, due to their volume and the hysteretic nature of their constituent elastomeric mixture. Reducing their volume thus makes it possible to significantly reduce rolling resistance.

[0030] 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.

[0031] Axial direction means the direction substantially parallel to the axis of revolution of the tire, i.e. the axis of rotation of the tire.

[0032] 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).

[0033] 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.

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

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

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

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

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

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

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

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

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

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

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

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

[0046] According to a particular design, the stiffening structure comprises at least a first stiffening element extending continuously in the toric cavity from at least the first flank and / or bead to at least the top while being anchored in the first flank and / or bead and / or in the top, said first stiffening element being provided with:

[0047] - at least one portion extending continuously in the toric cavity, and

[0048] - at least one radially inner and / or outer anchoring portion extending said portion of said first stiffening element extending continuously in the toric cavity, said first anchoring member is in contact with at least one part of said radially inner and / or outer anchoring portion of said first stiffening element.

[0049] Optionally, in the particular design, the stiffening structure comprises at least one second stiffening element extending continuously 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 / or in the top, said second stiffening element being provided with: - at least one portion extending continuously in the toric cavity, and

[0050] - at least one radially inner and / or outer anchoring portion extending said portion of said second stiffening element extending continuously in the toric cavity, said second anchoring member is in contact with at least one part of said radially inner and / or outer anchoring portion of said second stiffening element.

[0051] In order to distribute the forces over the entire stiffening structure, the stiffening structure comprises a plurality of first stiffening elements distributed circumferentially in the tire. Optionally, the stiffening structure comprises a plurality of second stiffening elements distributed circumferentially in the tire.

[0052] Preferably, the stiffening structure extends in the toric cavity from at least the first sidewall and / or bead to at least the crown, penetrating the first sidewall and / or bead, passing through the internal surface, to be anchored in the first sidewall and / or bead, the tire comprising at least one first radially inner anchoring member extending in projection from the first sidewall and / or bead towards the interior of the toric cavity, being in contact at least locally with the stiffening structure, said first radially inner anchoring member being integral with at least the first sidewall and / or bead;the stiffening structure extends in the toric cavity from at least the first sidewall and / or bead to at least the crown, penetrating the crown, passing through the internal surface, to be anchored in the crown, the tire comprising at least a first radially outer anchoring member extending in projection from the crown towards the interior of the toric cavity while being in contact at least locally with the stiffening structure, said first radially outer anchoring member being integral with at least the crown; and said portion extending continuously in the toric cavity of said first stiffening element extends from said first radially inner anchoring member to said first radially outer anchoring member.;

[0053] Advantageously, the stiffening structure extends in the toric cavity from at least the first sidewall and / or bead to at least the crown, penetrating the first sidewall and / or bead, passing through the internal surface, to be anchored in the first sidewall and / or bead, the tire comprising at least one first radially inner anchoring member extending in projection from the first sidewall and / or bead towards the interior of the toric cavity, being in contact at least locally with the stiffening structure, said first radially inner anchoring member being integral with at least the first sidewall and / or bead; and said radially inner anchoring portion of said first stiffening element passes through said first radially inner anchoring member to be anchored in the first sidewall and / or bead.

[0054] Advantageously, the stiffening structure extends in the toric cavity from at least the first sidewall and / or bead to at least the crown, penetrating the crown, passing through the internal surface, to be anchored in the crown, the tire comprising at least one first radially outer anchoring member extending in projection from the crown towards the interior of the toric cavity while being in contact at least locally with the stiffening structure, said first radially outer anchoring member being integral with at least the crown; and said radially outer anchoring portion of the first stiffening element passes through said first radially outer anchoring member to be anchored in the crown.

[0055] Optionally, said portion extending continuously in the toric cavity of said second stiffening element extends from said second radially inner anchoring member to said second radially outer anchoring member.

[0056] Advantageously, said radially inner anchoring portion of said second stiffening element passes through said second radially inner anchoring member to anchor itself in said second flank and / or bead.

[0057] Advantageously, said radially outer anchoring portion of said second stiffening element passes through said second radially outer anchoring member to anchor itself in the crown.

[0058] Preferably, said first radially inner and outer anchoring members of said first stiffening element are arranged on the same side of the median plane of the tire.

[0059] Optionally, said second radially inner and outer anchoring members of said second stiffening element are arranged on the same other side of the median plane of the tire.

[0060] Thus, the portions extending on the one hand, between the first radially inner and outer anchoring members located on the same side of the median plane and on the other hand, between the second radially inner and outer anchoring members 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.

[0061] In one embodiment, the tire comprises a plurality of first distinct anchoring members, each first anchoring member of the plurality of said first distinct anchoring members being arranged in the toric cavity and extending in projection from the first sidewall and / or bead towards the interior of the toric cavity and / or from the crown towards the interior of the toric cavity while being in contact at least locally with the stiffening structure in the toric cavity.Optionally, the tire comprises a plurality of second distinct anchoring members, each second anchoring member of the plurality of said second distinct anchoring members being arranged in the toric cavity and extending in projection from the second sidewall and / or bead towards the interior of the toric cavity and / or from the crown towards the interior of the toric cavity while being in contact at least locally with the stiffening structure in the toric cavity.

[0062] By separate anchoring member is meant that each anchoring member extends individually in a protruding manner. In other words, the tire includes a hollow between each separate anchoring member extending in a protruding manner.

[0063] In a variation of this embodiment, the first anchoring members of the plurality of distinct first anchoring members are circumferentially distributed in the toric cavity.

[0064] Optionally, in this variant, the second anchoring members of the plurality of second distinct anchoring members are distributed circumferentially in the toric cavity.

[0065] According to a first configuration, said first anchoring member comprises a stud.

[0066] Optionally, in the first configuration, said second anchoring member comprises a stud.

[0067] Preferably, the external surface of said stud of said first and / or second anchoring member has a connecting radius with the internal surface of continuous curvature.

[0068] The connection radius geometrically characterizes the connection portion between the pad and the rest of the external surface. The continuous curvature characterizes the absence of edges at which the stresses would be concentrated, which would be detrimental to the endurance of the pad. Thus, thanks to the continuous curvature radius, the skin stresses exerted by the stiffening structure on the first or second flank and / or bead concerned or on the top are reduced, in particular at the anchoring point of the stiffening structure concerned. Preferably, the connection radius is at least equal to one time the smallest dimension of the stiffening elements anchored there, more preferably at least equal to three times the smallest dimension of the stiffening elements anchored there.Typically, a connection radius greater than or equal to 1 mm will be used, more preferably at least equal to 3 mm in the case where stiffening elements with a circular section and a diameter equal to 1 mm are used.

[0069] Similarly, the height of said pad or of each of said pads is at least equal to one time the smallest dimension of the stiffening elements anchored therein, more preferably at least equal to three times the smallest dimension of the stiffening elements anchored therein. Typically, a height greater than or equal to 1 mm will be used, more preferably at least equal to 3 mm in the case where stiffening elements of circular section with a diameter equal to 1 mm are used.

[0070] Indeed, such a stud height has the effect of reducing the skin stresses exerted by the stiffening structure on the first or second flank and / or bead concerned or on the crown, in particular at the level of the anchoring point of the stiffening structure concerned.

[0071] In one embodiment, said first anchoring member comprises a first cord extending in projection towards the interior of the toric cavity and extending along the internal surface from the first flank and / or bead to the top, said first cord extending in projection from the first flank and / or bead towards the interior of the toric cavity while being in contact at least locally with the stiffening structure, and said first cord extending in projection from the top towards the interior of the toric cavity while being in contact at least locally with the stiffening structure.

[0072] Optionally, said second anchoring member comprises a second cord extending in projection towards the interior of the toric cavity and extending along the internal surface from the second flank and / or bead to the top, said second cord extending in projection from the second flank and / or bead towards the interior of the toric cavity while being in contact at least locally with the stiffening structure, and said second cord extending in projection from the top towards the interior of the toric cavity while being in contact at least locally with the stiffening structure.

[0073] In one embodiment, the stiffening structure comprises a plurality of sets of first stiffening elements adjacent in the toric cavity and each 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 / or in the crown, the tire comprises a plurality of first distinct anchoring members, each first distinct anchoring member being common to each set of first adjacent stiffening elements so as to extend projecting from the first sidewall and / or bead towards the inside of the toric cavity and / or from the crown towards the inside of the toric cavity while being in contact at least locally with each of the first adjacent stiffening elements of said set of first adjacent stiffening elements.

[0074] Optionally, in this embodiment, the stiffening structure comprises a plurality of sets of second stiffening elements adjacent in the toric cavity and each 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 / or in the crown, the tire comprises a plurality of second separate anchoring members, each second separate anchoring member being common to each set of second adjacent stiffening elements so as to extend projecting from the second sidewall and / or bead towards the inside of the toric cavity and / or from the crown towards the inside of the toric cavity while being in contact at least locally with each of the second adjacent stiffening elements of said set of second adjacent stiffening elements.

[0075] By adjacent is meant that the stiffening elements are the stiffening elements closest to each other or to each other in the toroidal cavity.

[0076] A plurality of distinct stiffening elements comprises at least two stiffening elements extending distinctly into the toric cavity. In other words, these are two distinct stiffening elements extending into the toric cavity or two distinct portions of a single stiffening element extending into the toric cavity.

[0077] In a variant of this embodiment, each first anchoring member comprises a stud as described above, the stud being common to said first adjacent stiffening elements of each set of first adjacent stiffening elements.

[0078] Optionally, in this variant, each second anchoring member comprises a stud as described above, the stud being common to said second adjacent stiffening elements of each set of second adjacent stiffening elements.

[0079] In another variant of this embodiment, each first anchoring member comprises a first anchoring cord extending circumferentially along the internal surface, the first anchoring cord being common to said first adjacent stiffening elements of each set of first adjacent stiffening elements.

[0080] Optionally, in this other variant, each second anchoring member comprises a second anchoring cord extending circumferentially along the internal surface, the second anchoring cord being common to said second adjacent stiffening elements of each set of second adjacent stiffening elements.

[0081] In certain preferred embodiments, said first and / or second anchor cord extends circumferentially over at most 20% of the circumference of the tire, preferably over at most 5% of the circumference of the tire.

[0082] In one embodiment, the tire comprising a plurality of first stiffening elements distributed circumferentially in the toric cavity and each 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 / or in the crown, said first anchoring member is common to the plurality of first stiffening elements distributed circumferentially so as to extend projecting from the first sidewall and / or bead towards the inside of the toric cavity and / or from the crown towards the inside of the toric cavity while being in contact at least locally with the plurality of first stiffening elements distributed circumferentially.

[0083] Optionally, in an embodiment comprising a plurality of second stiffening elements distributed circumferentially in the toric cavity and each extending continuously in the toric cavity from at least the second flank and / or bead to at least the apex while being anchored in the second flank and / or bead and / or in the apex, said second anchoring member is common to the plurality of second stiffening elements distributed circumferentially so as to extend projecting from the second flank and / or bead towards the interior of the toric cavity and / or from the apex towards the interior of the toric cavity while being in contact at least locally with the plurality of second stiffening elements distributed circumferentially.

[0084] In a variant of this embodiment, said first common anchoring member comprises a first common cord extending circumferentially along the internal surface.

[0085] Optionally, in this variant of this embodiment, said second common anchoring member comprises a second common cord extending circumferentially along the inner surface. In certain preferred embodiments, said first and / or second common anchor cord extends circumferentially over at least 50% of the circumference of the tire, preferably over the entire circumference of the tire. In other embodiments, the tire comprises several first and / or second common anchor cords extending circumferentially and disconnected from each other.

[0086] In a particularly advantageous embodiment, said first anchoring member is made at least in part from, preferably consisting of, a first elastomeric composition having a modulus at 10% extension of less than or equal to 8 MPa, preferably less than or equal to 5 MPa.

[0087] Optionally and very advantageously, said second anchoring member is made at least in part from a second elastomeric composition having a modulus at 10% extension of less than or equal to 8 MPa, preferably less than or equal to 5 MPa.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] Furthermore, in preferred embodiments, said first anchoring member is made at least in part from a first elastomeric composition optionally comprising 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. Preferably, said first elastomeric composition comprises at least 50 phr of a diene elastomer.

[0092] Optionally, said second anchoring member is made at least in part from a second elastomeric composition optionally comprising 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. Preferably, said second elastomeric composition comprises at least 50 phr of a diene elastomer.

[0093] This reduces the risk of poor adhesion between each stiffening element and the corresponding anchoring member. The anchoring member prevents the anchoring of said stiffening element from being weakened at said radially inner and / or outer anchoring point. In fact, butyl rubber has relatively weak adhesion to the stiffening element, which creates a singular zone in the tire that is conducive to the initiation of cracks at the anchoring point in the sidewall and / or bead and the crown. By using an anchoring member with a low butyl rubber content, the singular zone and therefore any risk of cracking are eliminated.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] Preferably, the stiffening structure or the first stiffening element extending from the first flank and / or bead to the top or said radially inner anchoring portion of the first stiffening element is anchored in the first flank and / or bead by being anchored in or around a first radially inner reinforcing structure of the stiffening structure arranged in the first flank and / or bead. Also preferably, the stiffening structure or the first stiffening element extending from the first flank and / or bead to the top or said radially outer anchoring portion of the 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.

[0098] Alternatively, the stiffening structure or the 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 alternatively, the stiffening structure or the 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.

[0099] Optionally, the stiffening structure or the second stiffening element extending from the second flank and / or bead to the top or said radially inner anchoring portion of the second stiffening element is anchored in the second flank and / or bead by being anchored in or around a second radially inner reinforcing structure of the stiffening structure arranged in the second flank and / or bead. Also optionally, the stiffening structure or the second stiffening element extending from the second flank and / or bead to the 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.Alternatively, the stiffening structure or the 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 alternatively, the stiffening structure or the second stiffening element extending from the second sidewall 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 an elastomeric mass of the top.

[0100] 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).

[0101] 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).

[0102] As previously indicated, the stiffening structure may be anchored in or around at least one radially inner and / or outer reinforcing structure.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] This improves the axial distribution of the forces exerted by the stiffening structure on the top.

[0120] Each radially inner circumferential reinforcing element and each radially outer circumferential reinforcing element may be wound in different ways such as described in particular in W02022 / 200717.

[0121] Of course, the tire may comprise several of said first and / or second radially inner and / or outer reinforcement structures. In a first configuration of the stiffening elements, each first stiffening element forms a first continuous stiffening element which winds at least from the first sidewall and / or bead through the crown. Also preferably, each second stiffening element forms a second continuous stiffening element which winds at least from the second sidewall and / or bead through the crown.

[0122] 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.

[0123] According to a first variant of the first configuration of the stiffening elements, said first and second stiffening elements form a continuous stiffening element which extends continuously from the first flank and / or bead towards the second flank and / or bead via the top so as to snake from the first flank and / or bead to the second flank and / or bead.

[0124] According to a second variant of the first configuration of the stiffening elements, each first stiffening element forms a continuous stiffening element which winds between the first sidewall and / or bead and the crown. Still in this second variant, each second stiffening element forms a continuous stiffening element which winds between the second sidewall and / or bead and the crown.

[0125] In a second configuration of the stiffening elements, it may be envisaged that each first stiffening element extends from the first sidewall and / or bead to the top and has one end in the first sidewall and / or bead. Similarly, it may be envisaged that each second stiffening element extends from the second sidewall and / or bead to the top and has one end in the second sidewall and / or bead.

[0126] In a first variant of this second configuration, it may be envisaged that each first stiffening element extends from the first sidewall and / or bead to the top and has one end in the top. Similarly, it may be envisaged that each second stiffening element extends from the second sidewall and / or bead to the top and has one end in the top.

[0127] In a second variant of this second configuration, each first stiffening element is respectively each second stiffening element and extends from the first sidewall and / or bead to the second sidewall and / or bead via the top and has an end in each first and second sidewall and / or bead.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] The materials that can be used for each stiffening element are as described in W02022 / 200717.

[0132] In a very advantageous embodiment, the or each first and / or second stiffening element is respectively a first and / or second wire stiffening element, preferably a first and / or second textile wire stiffening element. Preferably, the wire stiffening elements are identical, that is to say they have identical geometric characteristics and constituent materials.

[0133] 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.

[0134] 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.

[0135] Advantageously, at least a portion of each 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.

[0136] 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.

[0137] In embodiments, said portion extending continuously in the toric cavity of the or each first stiffening element and / or of the or each second stiffening element may be coated at least in part with the polymeric composition, preferably with the adhesive composition as described above.

[0138] The polymer composition here limits the spread of air and any corrosive agents.

[0139] In embodiments, said radially inner anchoring portion of the or each first stiffening element and / or of the or each second stiffening element may be coated at least in part with the polymeric composition, preferably with the adhesive composition as described above.

[0140] 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.

[0141] In embodiments, said radially outer anchoring portion of the or each first stiffening element and / or of the or each second stiffening element may be coated at least in part with the polymeric composition, preferably with the adhesive composition as described above.

[0142] The polymer composition here makes it possible to improve the anchoring of the stiffening elements in the crown.

[0143] 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.

[0144] Brief description of the drawings

[0145] 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:

[0146] - 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;

[0147] - Figure 2 is a schematic perspective view of the interior of the tire of Figure 1;

[0148] - figure 3 is a perspective view of an anchoring member according to a second exemplary embodiment of the invention;

[0149] - figure 4 is a perspective view of an anchoring member according to a third exemplary embodiment of the invention;

[0150] - figure 5 is a schematic perspective view of the interior of a tire according to a fourth exemplary embodiment of the invention;

[0151] - Figure 6 is a view of the tire of Figure 5 in a meridian section plane parallel to the axis of rotation; - Figure 7 is a view of a tire in a meridian section plane parallel to the axis of rotation according to a fifth exemplary embodiment of the invention;

[0152] - figure 8 is a view of a tire in a meridian section plane parallel to the axis of rotation according to a sixth exemplary embodiment of the invention;

[0153] - Figure 9 is a schematic perspective view of the interior of the tire of Figure 8; and

[0154] - figure 10 is a schematic perspective view of the interior of a tire according to a seventh exemplary embodiment of the invention.

[0155] Detailed description

[0156] 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.

[0157] 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.

[0158] The tire 10 comprises a crown 12 comprising a tread 14 intended to come into contact with a ground when rolling and a crown reinforcement 16 extending in the crown 12 in the circumferential direction X. The tire 10 also comprises an inner layer 18.

[0159] 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.

[0160] 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 by the inner layer 18.

[0161] The tire 10 comprises first and second radially inner reinforcing structures 38A, 38B respectively arranged in each first and second bead 32A, 32B.

[0162] 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.

[0163] 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.

[0164] 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.

[0165] The tire 10 further comprises a single radially outer reinforcing structure 44 arranged in the crown 12 and provided with a single radially outer circumferential reinforcing element 46 as described in WO2022 / 200717.

[0166] 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.

[0167] The different crown layers 24, 26, 28 and carcass 50 are identical to those described in W02022 / 200717.

[0168] Referring to Figures 1 and 2, 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 single radially outer reinforcing structure 44.

[0169] The stiffening structure 52 comprises a plurality of stiffening elements including first and second stiffening elements 54A, 54B extending continuously in the toric cavity 36. The first and second stiffening elements 54A, 54B are distributed circumferentially in the toric cavity 36. Each first and second stiffening element 54A, 54B 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.Each first and second stiffening element 54A, 54B is fully coated with an adhesive composition, here an adhesive composition comprising an aldehyde / phenol resin based on resorcinol, formaldehyde and an elastomer latex as described in WO2013017422. Alternatively, any other adhesive composition described in WO2013017422 may be used.

[0170] Each first stiffening element 54A extends continuously from the first flank 30A and / or the first bead 32A to the top 12 and here from the first bead 32A to the top 12. Each second stiffening element 54B extends continuously from the second flank 30B and / or the second bead 32B to the top 12 and here from the second bead 32B to the top 12.

[0171] In order to ensure optimal anchoring of each first and second stiffening element 54A, 54B, each first and second radially inner reinforcing structure 38A, 38B, in particular each first and second radially inner circumferential reinforcing element 40A, 40B, has relatively high extension and flexion rigidities. Furthermore, still with the aim of optimizing the anchoring of each first and second stiffening element 54A, 54B, each first and second radially inner circumferential reinforcing element 40A, 40B is covered with a covering mass of one or more materials, preferably elastomeric.

[0172] In order to ensure optimal anchoring of each first and second stiffening element 54A, 54B, the single radially outer reinforcing structure 44, in particular the single radially outer circumferential reinforcing element 46, has a relatively high extension rigidity and a relatively low flexural 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 first and second stiffening element 54A, 54B, the single radially outer circumferential reinforcing element 46 is covered with a covering mass of one or more materials, preferably elastomeric.

[0173] Each first stiffening element 54A is anchored, in the first bead 32A, around the first radially inner reinforcing structure 38A, in particular around the first radially inner circumferential reinforcing element 40A. Each second stiffening element 54B is anchored in the second bead 32B, around the second radially inner reinforcing structure 38B, in particular around the second radially inner circumferential reinforcing element 40B. Here, each first and second stiffening element 54A, 54B is wound at least in part respectively around each first and second radially inner circumferential reinforcing element 40A, 40B. Each first and second stiffening element 54A, 54B is also anchored, in the apex 12, around the single radially outer reinforcing structure 44, in particular around the single radially outer circumferential reinforcing element 46.Here, each first and second stiffening element 54A, 54B is wound at least in part around the single radially outer circumferential reinforcing element 46.

[0174] Each first stiffening element 54A forms a first continuous stiffening element which winds from the first bead 32A passing through the apex 12 and each second stiffening element 54B forms a second continuous stiffening element which winds at least from the second bead 32B passing through the apex 12. More precisely, the first and second stiffening elements 54A, 54B form a continuous stiffening element which extends continuously from the first bead 32A to the second bead 32B passing through the apex 12 so as to wind from the first bead 32A to the second bead 32B.

[0175] In order to further improve the anchoring of each first and second stiffening element 54A, 54B, in particular the endurance of the anchoring of the stiffening structure 52, the tire 10 further comprises a plurality of first and second radially inner 56A, 56B and outer 58A, 58B anchoring members each arranged in the toric cavity 36 and extending in projection from the first sidewall 30A and / or bead 32A and from the crown 12 towards the interior of the toric cavity 36 while being in contact at least locally with the stiffening structure 52.

[0176] Thus, for each first stiffening element 54A, the tire 10 comprises a first radially inner anchoring member 56A arranged in the toric cavity 36 and extending in projection from the first bead 32A towards the inside of the toric cavity 36, and a first radially outer anchoring member 58A arranged in the toric cavity 36 and extending in projection from the crown 12. For each second stiffening element 54B, the tire 10 comprises a second radially inner anchoring member 56B arranged in the toric cavity 36 and extending in projection from the first bead 32A towards the inside of the toric cavity 36, and a first radially outer anchoring member 58B arranged in the toric cavity 36 and extending in projection from the first bead 32A towards the inside of the toric cavity 36. extending in projection from the apex 12 towards the interior of the toric cavity 36. Each radially inner and outer anchoring member 56A, 56B, 58A, 58B is here of substantially revolution shape.

[0177] The first radially inner anchoring member 56A is integral with the first bead 32A, the second radially inner anchoring member 56B is integral with the second bead 32B and the first and second radially outer anchoring members 58A, 58B are integral with the crown 12. Each first and second anchoring member 56A, 56B, 58A, 58B is made at least in part from 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 pce of a diene elastomer, for example natural rubber.A person skilled in the art will easily be able to formulate and manufacture such a composition.

[0178] Each first stiffening element 54A comprises a radially inner anchoring portion 541, a portion 543 and a radially outer anchoring portion 545, the portion 543 being extended on the one hand by the radially inner anchoring portion 541 and on the other hand by the radially outer anchoring portion 545.

[0179] Each second stiffening element 54B comprises a radially inner anchoring portion 542, a portion 544, and a radially outer anchoring portion 546, the portion 544 being extended on the one hand by the radially inner anchoring portion 542 and on the other hand by the radially outer anchoring portion 546.

[0180] The portion 543 of each first stiffening element 54A extends continuously in the toric cavity 36 from the first radially inner anchoring member 56A to the first radially outer anchoring member 58A.

[0181] The portion 544 of each second stiffening element 54B extends continuously in the toric cavity 36 from the second radially inner anchoring member 56B to the second radially outer anchoring member 58B.

[0182] The radially inner anchoring portion 541 of each first stiffening element 54A passes through the first radially inner anchoring member 56A to anchor itself in the first bead 32A around the first radially inner reinforcing structure 38A.

[0183] The radially outer anchoring portion 545 of each first stiffening element 54A passes through the first radially outer anchoring member 58A to anchor itself in the crown 12 around the single radially outer reinforcing structure 44.

[0184] The radially inner anchoring portion 542 of each second stiffening element 54B passes through the second radially inner anchoring member 56B to anchor itself in the second bead 32B around the second radially inner reinforcing structure 38B.

[0185] The radially outer anchoring portion 546 of each second stiffening element 54B passes through the second radially outer anchoring member 58B to anchor in the crown 12 around the single radially outer reinforcing structure 44.

[0186] As illustrated more visibly in FIG. 2, each first and second radially inner and outer anchoring member 56A, 58A has a substantially revolution shape, here substantially cylindrical. The first and second radially inner 56A, 56B and outer 58A, 58B anchoring members are distinct from each other and are distributed circumferentially in the toric cavity 36.

[0187] Each of the first and second radially inner anchoring members 56A, 56B and outer 58A, 58B comprises a stud whose height is greater than 1 mm, in particular greater than 2 mm, in particular greater than 3 mm.

[0188] The base of each of the first and second radially inner anchoring members 56A, 56B and outer 58A, 58B is substantially in the shape of a circle with a radius greater than 1 mm, in particular greater than 2 mm, in particular less than 3 mm so as to remain at a distance in the circumferential direction from the other first or second radially inner anchoring members 56A, 56B or outer 58A, 58B.

[0189] As illustrated in FIG. 1, the first radially outer anchoring member 58A is arranged axially on the same side as the first radially inner anchoring member 56A and the first radially inner reinforcing structure 38A relative to the median plane M. The second radially outer anchoring member 58B is arranged axially on the same other side as the second radially inner anchoring member 56B and the second radially inner reinforcing structure 38B relative to the median plane M. Each first and second radially inner anchoring member 56A, 56B and outer 58A, 58B is arranged so that the portions 543, 544 do not intersect in the toric cavity 36.

[0190] The embodiment illustrated in Figure 3, in which identical elements bear the same references, differs from the example illustrated in Figures 1 and 2 by the geometry of the first and second radially inner and outer anchoring members each comprising a stud in the form of a truncated cone having a strictly concave outer surface. In Figure 3, only a first radially inner anchoring member 56A is illustrated. The strictly concave outer surface of the truncated cones forms a connection fillet for the tire 10.

[0191] In particular, the connecting radius of the external surface of the anchoring member illustrated in FIG. 3 with the internal surface 34 is of continuous curvature. Thus, none of the first and second radially internal and external anchoring members has an edge, in particular an edge, between the stud and the rest of the internal surface 34.

[0192] The embodiment illustrated in Figure 4, in which identical elements bear the same references, differs from the example illustrated in Figure 3 by the geometry of the first and second radially inner and outer anchoring members also comprising a stud in the form of a truncated cone having a strictly concave outer surface which is surmounted by a dome whose outer surface is strictly convex. In Figure 4, only a first radially inner anchoring member 56A is illustrated.

[0193] An anchoring member such as shown in Figure 4 has a larger diameter near its end than an anchoring member such as shown in Figure 3 and therefore allows a better distribution of the forces exerted by the stiffening element on the anchoring member.

[0194] The embodiment illustrated in Figures 5 and 6, in which identical elements bear the same references, differs from the example illustrated in Figures 1 and 2 by the geometry of the first and second radially inner anchoring members 56A, 56B and outer 58A, 58B.

[0195] In this embodiment, each first anchoring member 56A, 58A comprises a first cord 59A extending in a projecting manner towards the inside of the toric cavity 36 and extending along the internal surface 34 from the first bead 32A to the apex 12. Each first cord 59A extends in a projecting manner from the first bead 32A towards the inside of the toric cavity 36 while being in contact at least locally with the stiffening structure 52. Each first cord 59A also extends in a projecting manner from the apex 12 towards the inside of the toric cavity 36 while being in contact at least locally with the stiffening structure 52. Similarly, each second anchoring member 56B, 58B comprises a second cord 59B extending in a projecting manner towards the inside of the toric cavity 36 and extending along the internal surface 34 from the second bead 32B to the apex 12.Each second cord 59B extends in projection from the second bead 32B towards the interior of the toric cavity 36 while being in contact at least locally with the stiffening structure 52. Each second cord 59B also extends in projection from the apex 12 towards the interior of the toric cavity 36 while being in contact at least locally with the stiffening structure 52.

[0196] The first radially inner and outer anchoring members 56A, 58A are here integrally formed together in the form of the first cord 59A and the second radially inner and outer anchoring members 56B, 58B are here integrally formed together in the form of the second cord 59B.

[0197] The radially inner ends of each first and second cord 59A, 59B are here in the form of a flank extending rectilinearly in partial contact with each radially inner 541, 542 and outer 545, 546 anchoring portion.

[0198] Alternatively, as illustrated in Figure 7, the radially inner ends of each first and second cord may be curved into contact with each radially inner 541, 542 and outer 545, 546 anchoring portion.

[0199] The embodiment illustrated in Figures 8 and 9, in which identical elements bear the same references, differs from the example illustrated in Figures 1 and 2 in that the tire 10 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 / 200717.

[0200] The stiffening structure 52 comprises a plurality of sets of adjacent first stiffening elements 54A, 54A' in the toric cavity 36 and each extending continuously in the toric cavity 36 from the first bead 32A to the apex 12 while being anchored around the first radially inner reinforcing structure 38A and around the first radially outer reinforcing structure 44A.

[0201] The stiffening structure 52 also comprises a plurality of sets of second adjacent stiffening elements 54B, 54B' in the toric cavity 36 and each extending continuously in the toric cavity 36 from the second bead 32B to the apex 12 while being anchored around the second radially inner reinforcing structure 38B and around the second radially outer reinforcing structure 44B.

[0202] The tire 10 of Figures 8 and 9 comprises a plurality of first distinct radially inner 56A and outer 58A anchoring members. Each first distinct radially inner 56A and outer 58A anchoring member is common to one of the sets of first adjacent stiffening elements 54A, 54A' so as to extend projecting from the first bead 32A towards the inside of the toric cavity 36 and from the crown 12 towards the inside of the toric cavity 36 while being in contact at least locally with each of the first adjacent stiffening elements 54A, 54A' of the set.

[0203] The tire 10 comprises a plurality of second distinct radially inner 56B and outer 58B anchoring members. Each second distinct radially inner 56B and outer 58B anchoring member is common to one of the sets of second adjacent stiffening elements 54B, 54B' so as to extend projecting from the second bead 32B towards the inside of the toric cavity 36 and from the crown 12 towards the inside of the toric cavity 36 while being in contact at least locally with each of the second adjacent stiffening elements 54B, 54B' of the set.

[0204] Each first and second radially inner anchoring member 56A, 56B and outer anchoring member 58A, 58B comprises a stud 60A, 60B and 62A, 62B. Each stud 60A, 62A is common to the first adjacent stiffening elements 54A, 54A' and each stud 60B, 62B is common to the second adjacent stiffening elements 54B, 54B'.

[0205] The embodiment illustrated in Figure 10, in which identical elements bear the same references, differs from the example illustrated in Figures 8 and 9 in that the first radially inner anchoring member 56A is common to the plurality of first stiffening elements 54A, 54A' distributed circumferentially so as to project from the first bead 32A towards the interior of the toric cavity 36 towards the interior of the toric cavity 36 while being in contact at least locally with the plurality of first stiffening elements 54A, 54A' distributed circumferentially. The first common radially inner anchoring member 56A comprises a first common radially inner bead 64A extending circumferentially along the internal surface 34.

[0206] Even if this is not shown in Figure 10, the tire corresponding to Figure 10 is such that the first radially outer anchoring member 58A is common to the plurality of first stiffening elements 54A, 54A' distributed circumferentially so as to extend projecting from the crown 12 towards the inside of the toric cavity 36 while being in contact at least locally with the plurality of first stiffening elements 54A, 54A' distributed circumferentially. The first common radially outer anchoring member 58A comprises a first common radially outer cord extending circumferentially along the inner surface 34.

[0207] Similarly, the second radially inner anchoring member 56B is common to the plurality of second stiffening elements 54B, 54B' distributed circumferentially so as to extend projecting from the second bead 32B towards the interior of the toric cavity 36 towards the interior of the toric cavity 36 while being in contact at least locally with the plurality of second stiffening elements 54B, 54B' distributed circumferentially. The second common radially inner anchoring member 56B comprises a second common radially inner cord extending circumferentially along the internal surface 34.

[0208] The second radially outer anchoring member 58B is common to the plurality of second stiffening elements 54B, 54B' distributed circumferentially so as to extend projecting from the apex 12 towards the interior of the toric cavity 36 while being in contact at least locally with the plurality of second stiffening elements 54B, 54B' distributed circumferentially. The second common radially outer anchoring member 58B comprises a second common radially outer cord extending circumferentially along the internal surface 34.

[0209] Each first and second common radially inner and common outer cord extends circumferentially over at least 50% of the circumference of the tire, and here over the entire circumference of the tire.

[0210] Comparative tests

[0211] The tire was tested according to the example of the invention described previously in Figures 8 and 9 as well as an identical control tire but not including any anchoring member. These tests were carried out on a rolling machine simulating the stresses exerted by the Nürburgring circuit (Germany) on the tire tested under extreme racing stress conditions so as to cause degradation of the stiffening structure.

[0212] The control tyre covered 15 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 in one of the radially inner anchoring portions (the one arranged on the outside of the vehicle) and 17% of the stiffening elements showed no damage.

[0213] The tire according to the example of the invention described previously in Figures 8 and 9 traveled 15 laps without damage and then 5 additional laps at the end of which no loosening at the anchoring level was observed and only 2.5% of the stiffening elements showed a rupture of one of the radially inner anchoring portions (the one arranged on the outside of the vehicle), thus showing that the anchoring members made it possible to eliminate the deterioration of the stiffening structure by loosening and to reduce the occurrence of ruptures of the radially inner anchoring portion.

[0214] Thus, the invention has made it possible to significantly improve the endurance of the stiffening structure.

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) which extends into the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) by penetrating the first sidewall (30A) and / or bead (32A) and / or the crown (12), passing through the surface internal (34), to be anchored in the first sidewall (30A) and / or bead (32A) and / or in the crown (12), characterized in that the tire (10) comprises at least one first anchoring member (56A,58A) arranged in the toric cavity (36) and extending projecting from the first flank (30A) and / or bead (32A) towards the interior of the toric cavity (36) and / or from the top (12) towards the interior of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), said first anchoring member (56A, 58A) being integral with at least the first flank (30A) and / or bead (32A) and / or with the top (12)., 2. Tire (10) according to the preceding claim, wherein the stiffening structure (52) extends in the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) by penetrating the first sidewall (30A) and / or bead (32A), passing through the internal surface (34), to be anchored in the first sidewall (30A) and / or bead (32A), and extends in the toric cavity from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12) by penetrating the second sidewall (30B) and / or bead (32B), passing through the internal surface (34), to be anchored in the second sidewall (30B). and / or bead (32B), the tire (10) comprising at least first and second radially inner anchoring members (56A, 56B) extending respectively in projection from the first and second sidewalls (30A, 30B) and / or beads (32A, 32B) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), each first and second radially inner anchoring member (56A, 56B) being made of material respectively with at least said first sidewall (30A) and / or bead (32A) and at least said second sidewall (30B) and / or bead (32B).

3. A tire (10) according to any one of the preceding claims, wherein the stiffening structure (52) extends into the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) by penetrating the crown (12), passing through the internal surface (34), to anchor itself in the crown (12), and extends into the toric cavity from at least the second sidewall (30B) and / or bead (32B) to at least the crown (12) by penetrating the crown (12), passing through the internal surface (34), to anchor itself in the crown, the tire (10) comprising at least first and second radially external anchoring members (58A, 58B) each extending projecting from the crown (12) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), each first and second radially external anchoring member (58A,58B) having come from matter with at least the summit (12)., 4. Tire (10) according to any one of the preceding claims, wherein the stiffening structure (52) comprises at least one first stiffening element (54A) extending continuously in the 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 / or in the crown (12), said first stiffening element (54A) being provided with: - at least one portion (543) extending continuously in the toric cavity (36), and - at least one radially inner and / or outer anchoring portion (541, 545) extending said portion (543) of said first stiffening element (54A) extending continuously in the toric cavity (36), said first anchoring member (56A, 58A) is in contact with at least one part of said radially inner and / or outer anchoring portion (541, 545) of said first stiffening element (54A).

5. Tire (10) according to claim 4, wherein the stiffening structure (52) extends into the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) by penetrating the first sidewall (30A) and / or bead (32A), passing through the internal surface (34), to be anchored in the first sidewall (30A) and / or bead (32A), the tire (10) comprising at least one first radially inner anchoring member (56A) extending in projection from the first sidewall (30A) and / or bead (32A) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), said first radially inner anchoring member (56A) having come from the same material as at least the first flank (30A) and / or bead (32A);in which the stiffening structure (52) extends into the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) by penetrating the crown (12), passing through the internal surface (34), to be anchored in the crown (12), the tire (10) comprising at least one first radially outer anchoring member (58A) extending in projection from the crown (12) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), said first radially outer anchoring member (58A) being integral with at least the crown (12); and wherein said portion extending continuously in the toric cavity (36) of said first stiffening element (54A) extends from said first radially inner anchoring member (56A) to said first radially outer anchoring member (58A).; 6. A tire (10) according to claim 4 or 5, wherein the stiffening structure (52) extends into the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) by penetrating the first sidewall (30A) and / or bead (32A), passing through the internal surface (34), to be anchored in the first sidewall (30A) and / or bead (32A), the tire (10) comprising at least one first radially inner anchoring member (56A) extending in projection from the first sidewall (30A) and / or bead (32A) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), said first radially inner anchoring member (56A) having come from the same material as at least the first flank (30A) and / or bead (32A),and wherein said radially inner anchoring portion (541) of said first stiffening element (54A) passes through said first radially inner anchoring member (56A) to anchor itself in the first flank (30A) and / or bead (32A)., 7. A tire (10) according to any one of claims 4 to 6, wherein the stiffening structure (52) extends into the toric cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the crown (12) by penetrating the crown (12), passing through the internal surface (34), to be anchored in the crown (12), the tire (10) comprising at least one first radially outer anchoring member (58A) extending in projection from the crown (12) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), said first radially outer anchoring member (58A) being integral with at least the crown (12), and wherein said radially outer anchoring portion (545) said first stiffening element (54A) passes through said first radially outer anchoring member (58A) to anchor itself in the top (12).

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

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

10. A tire (10) according to any one of claims 1 to 9, wherein said first anchoring member (56A, 58A) comprises a stud. 1 1. Tire (10) according to the preceding claim, in which the external surface of said stud of said first anchoring member (56A, 58A) has a connection radius with the internal surface of continuous curvature.

12. A tire (10) according to any one of claims 1 to 9, wherein said first anchoring member comprises a first cord (59A) extending projecting towards the inside of the toric cavity (36) and extending along the internal surface (34) from the first sidewall (30A) and / or bead (32A) to the crown (12), said first cord (59A) extending projecting from the first sidewall (30A) and / or bead (32A) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52), and said first cord (59A) extending projecting from the crown (12) towards the inside of the toric cavity (36) while being in contact at least locally with the stiffening structure (52).

13. A tire (10) according to any one of claims 1 to 9, wherein the stiffening structure (52) comprises a plurality of sets of adjacent first stiffening elements (54A, 54A') in the toric cavity (36) and each 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 / or in the crown (12), the tire (10) comprises a plurality of first distinct anchoring members (56A, 58A), each first distinct anchoring member (56A, 58A) being common to each set of first adjacent stiffening elements (54A, 54A') so as to extend projecting from the first sidewall (30A) and / or bead (32A) towards the inside of the toric cavity (36) and / or from the crown (12) towards the inside of the toric cavity (36) while being in contact at least locally with each of the first adjacent stiffening elements (54A, 54A') of said set of first adjacent stiffening elements (54A, 54A').

14. A tire (10) according to any one of claims 1 to 9, comprising a plurality of first stiffening elements (54A, 54A') distributed circumferentially in the toric cavity (36) and each 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 / or in the crown (12), said first anchoring member (56A, 58A) is common to the plurality of first stiffening elements (54A, 54A') distributed circumferentially so as to extend projecting from the first sidewall (30A) and / or bead (32A) towards the inside of the toric cavity. (36) and / or from the top (12) towards the inside of the toric cavity (36) while being in contact at least locally with the plurality of first stiffening elements (54A, 54A') distributed circumferentially.

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