Tire comprising a stiffening structure comprising a protective member

Abstract

The tire (10) comprises a crown (12), sidewalls (30A, 30B), beads (32A, 32B), an internal surface (34) delimiting a toroidal cavity (36) and a stiffening structure (52) which extends in the toroidal cavity (36) from a sidewall (30A) and / or bead (32A) to at least the crown (12) and is anchored in the sidewall (30A) and / or bead and / or crown. The tire (10) comprises a protective member (60A, 60B, 62A, 62B) arranged between the stiffening structure and a reinforcement structure (38A, 38B, 44A, 44B), the protective member (64) comprising at least one wire reinforcement element (66).

Description

[0001] Pneumatic system comprising a stiffening structure including a protective element

[0002] The present invention relates to a tire, in particular for passenger vehicles.

[0003] A tire is defined as a band designed to form a cavity by cooperating with a mounting support, such as a rim. This cavity is capable of being pressurized to a pressure greater than atmospheric pressure. A tire has a structure with a substantially toroidal shape of revolution around a principal axis of the tire, this principal axis coinciding with the axis of rotation of the tire.

[0004] A tire for use on a passenger vehicle, described in WO2020 / 128225, is known from the prior art. The tire described comprises a crown extended radially inward on each side of the tire's median plane by first and second sidewalls, and then by first and second bead ribs designed to contact a mounting support, such as a rim. Each first and second bead includes a circumferential reinforcing element to secure the tire to the mounting support.

[0005] The tire includes an internal surface defining a toroidal cavity for inflating the tire once it is mounted on the mounting support.

[0006] The tire described in WO2020 / 128225 includes a stiffening structure comprising first stiffening elements extending continuously in the toroidal cavity from the first bead to the apex and second stiffening elements extending continuously in the toroidal cavity from the second bead to the apex.

[0007] Each first and second stiffening element is attached to each bead from which it extends by a bead interface between the stiffening element and a portion of the bead's inner surface. Similarly, each first and second stiffening element is attached to the tire's crown by a crown interface between the stiffening element and a portion of the crown's inner surface. Each bead-crown interface includes an elastomeric compound cushion positioned between the stiffening element and the corresponding portion of the inner surface.

[0008] It was observed that each bead and apex interface was subjected to tensile stress. Such interfaces are sensitive to repeated stresses, which can lead to premature separation between the stiffening elements and the inner surface of the bead and / or the inner surface of the apex, and therefore to premature failure of the stiffening structure.

[0009] The durability of the tire described in WO2020 / 128225 was improved in W02022 / 200717 through the use of anchoring for each first and second stiffening element within the tire's internal structure. Nevertheless, the durability of the tire described in W02022 / 200717, particularly the durability of the first and second stiffening elements, while significantly improved compared to that of the tire described in WO2020 / 128225, proved imperfect due to failures of some of the first and second stiffening elements in certain use cases.

[0010] The invention aims to improve the endurance of the first and second stiffening elements described in WO2020 / 128225 and W02022 / 2007 17.

[0011] The invention relates to a tire comprising a crown, first and second sidewalls each extending radially inwards from the crown, first and second bead extensions respectively extending radially inwards from the first and second sidewalls, the tire being provided with an internal surface delimiting a toroidal inflation cavity, the tire comprising a stiffening structure extending in the toroidal cavity from at least the first sidewall and / or bead to at least the crown and being anchored in the first sidewall and / or bead and / or in the crown, the stiffening structure being anchored in or around a first radially internal reinforcing structure arranged in the first sidewall and / or bead and / or in or around one or more radially external reinforcing structure(s) arranged in the crown, the tire comprising:

[0012] - a first radially internal protective element interposed between the stiffening structure and the first radially internal reinforcing structure arranged in the first flank and / or bead and / or

[0013] - a radially external protective element interposed between the stiffening structure and the radially external reinforcing structure(s) arranged in the top, the first radially internal protective element and / or the radially external protective element comprising at least one wire reinforcing element.

[0014] As explained below, the invention functions as soon as it is applied to only one side of the tire, here at least to the side comprising the first sidewall and / or bead, and / or as soon as it is applied to the crown. Advantageous embodiments allow the invention to be applied to both sides of the tire, although this is not necessary to achieve the invention. In this application, the use of the term "first" is intended, unless otherwise obviously intended, to associate the element designated as "first" with the first sidewall and / or bead. Similarly, the use of the term "second" is intended, unless otherwise obviously intended, to associate the element designated as "second" with the second sidewall and / or bead.

[0015] Advantageously, the first sidewall and / or bead is positioned on the same side of the tire's median plane as the outer sidewall. Thus, the stiffening structure acts on the side of the tire most stressed during high-speed drifts. By inner and outer sides, we mean that the tire is designed so that one side is positioned on the inside and the other on the outside. This orientation, imposed by the tire manufacturer, ensures that the tire performs as intended. Indeed, mounting a tire with an orientation different from that specified by the manufacturer can lead to suboptimal vehicle handling. The outer sidewall refers to the side of the tire that is fully visible from outside the vehicle when the tire is mounted.The inside edge refers to the side of the tire that faces the wheel well of the vehicle on which it is mounted. Generally, the tire has markings indicating the inside and outside edges.

[0016] In a preferred embodiment in which the stiffening structure performs its function on both sides of the median plane of the tire, thus enabling homogeneous tire behavior, the stiffening structure extends in the toroidal cavity from at least the first sidewall and / or bead, being anchored in the first sidewall and / or bead, to at least the apex, being anchored in the apex, and extends in the toroidal cavity from at least the second sidewall and / or bead, being anchored in the second sidewall and / or bead, to at least the apex, being anchored in the apex.

[0017] In certain embodiments, the stiffening structure extending in the toroidal cavity from at least the first flank and / or bead to at least the apex and being anchored in the first flank and / or bead, and extending in the toroidal cavity from at least the second flank and / or bead to at least the apex and being anchored in the second flank and / or bead, the stiffening structure being anchored in or around a second radially internal reinforcing structure arranged in the second flank and / or bead, the tire includes first and second radially internal protective elements interposed respectively between the stiffening structure and the first radially internal reinforcing structure arranged in the first flank and / or bead and between the stiffening structure and the second radially internal reinforcing structure arranged in the second flank and / or bead,Each first and second protective element includes at least one wire reinforcement element. In certain embodiments, the stiffening structure extending into the toroidal cavity from at least the first flank and / or bead to at least the apex, being anchored in the apex, and extending into the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in the apex, the tire includes a radially external protective element interposed between the stiffening structure and the radially external reinforcement structure(s) arranged in the apex; the radially external protective element includes at least one wire reinforcement element.

[0018] It was observed that the stiffening structure degraded, sometimes to the point of failure, due to friction and contact between the stiffening structure and the relevant reinforcement structure. This failure occurred particularly at the point where the stiffening structure was anchored.

[0019] In particular, in cases where the stiffening structure has a relatively high thermosensitivity, the contraction of the stiffening structure can lead to a closer proximity of the stiffening structure and the reinforcement structure concerned, and therefore to relatively significant friction and contact during the use of the tire.

[0020] Each protective element limits friction and contact between the stiffening structure and the relevant reinforcement structure, preventing degradation that could lead to at least partial failure of the stiffening structure in certain usage scenarios. The protective function is achieved, firstly, by the mechanical decoupling of the stiffening structure and the reinforcement structure by the protective element. Secondly, the protective function is achieved by creating a distance between the stiffening structure and the reinforcement structure. This distancing means that the stiffening structure is not in direct contact with the reinforcement structure. This separation is ensured by the dimensions of the wire reinforcement element(s), which create the necessary space to protect the stiffening structure.The protective element, if it were to wear out, plays the role of a sacrificial element protecting the stiffening structure by wearing down under the effect of abrasion of the reinforcement structure and / or the stiffening structure, without damaging the stiffening structure.

[0021] By interposed, we mean that the organ in question is positioned geometrically between the stiffening structure and the reinforcement structure in question.

[0022] Anchored in a side and / or bead and / or top, we mean that the stiffening structure or stiffening element penetrates the side and / or bead and / or top, that is to say that the stiffening structure or stiffening element passes through the internal surface to anchor itself in a side and / or bead and / or top.

[0023] A wire reinforcement element is defined as a reinforcement element with a length at least 10 times greater than the longest dimension of its cross-section, regardless of the shape of that cross-section: circular, elliptical, oblong, polygonal, and in particular rectangular, square, or oval. In the case of a rectangular cross-section, the wire element is in the form of a strip. For example, and without limiting the scope of the invention, a wire reinforcement element may be an assembly of monofilaments, a single monofilament, an assembly of short fibers, or a single short fiber. A short fiber is a discontinuous fiber of reduced length compared to a monofilament. It may be natural short fibers, chopped monofilaments, or an assembly of chopped monofilaments.

[0024] In some embodiments, there may be several first radially internal protection elements and / or several radially external protection elements. Optionally, in some embodiments, there may be several second radially internal protection elements.

[0025] Advantageously, each relevant protective element extends circumferentially over at least a portion of the tire's circumference, preferably over at least 75% of the tire's circumference, and more preferably over the entire circumference of the tire.

[0026] The toroidal inflation cavity is intended to be pressurized by an inflation gas once the tire is mounted on a mounting support, most often a rim.

[0027] Among other advantages, the stiffening structure allows for the simultaneous increase of radial stiffness, axial stiffness and drift stiffness of the tire compared to a conventional tire not including a stiffening structure but also compared to tires including other stiffening structures, such as the one described in WO2017 / 005713.

[0028] By increasing radial stiffness, the stiffening structure limits radial deformation of the tread during rolling, and in particular, camber, i.e., radial deformation opposite to the contact patch of the tread surface in contact with the ground. Thus, during tire rotation, the stiffening structure limits the amplitude of cyclic deformations of the tire, and especially of its tread, and therefore limits the resulting energy dissipation, which contributes to a reduction in rolling resistance. Furthermore, under radial loading, the value of the contact patch with the ground remains unchanged, which allows the tire to maintain the same grip performance as the tire described in WO2017 / 005713.

[0029] By increasing axial and drift stiffness, the stiffening structure will contribute to improved behavior under lateral stress, for example during a drift roll. Furthermore, under lateral stress, the contact area with the ground ensures a more homogeneous distribution of contact pressures, thus increasing lateral grip.

[0030] Furthermore, the stiffening structure contributes at least partially to supporting the load applied to the tire, such that this applied load is jointly borne by the tire, thanks to its pneumatic and intrinsic structural rigidity, and by the stiffening structure. Thus, when the tire is subjected to a nominal radial load, a portion of the stiffening structure located opposite the contact area is placed in tension. Conversely, in some embodiments, a portion of the stiffening structure located at the contact area is subjected to buckling in compression.

[0031] The presence of the stiffening structure thus reduces the tire's contribution to load-bearing capacity, thereby allowing for a reduction in its structural rigidity, for example, by reducing the volume of the beading. Indeed, the beading of a conventional tire dissipates a significant amount of energy due to its volume and the hysteresis of its constituent elastomeric compound. Reducing its volume therefore significantly reduces rolling resistance.

[0032] The tire according to the invention has a substantially toroidal shape around an axis of revolution substantially coinciding with the axis of rotation of the tire. This axis of revolution defines three directions classically used by those skilled in the art: an axial direction, a circumferential direction, and a radial direction.

[0033] Axial direction means the direction substantially parallel to the axis of revolution of the tire, that is to say the axis of rotation of the tire.

[0034] By circumferential direction, we mean the direction which is substantially perpendicular to both the axial direction and to a radius of the tire (in other words, tangent to a circle whose center is on the axis of rotation of the tire).

[0035] By radial direction, we mean the direction along a radius of the tire, that is to say any direction intersecting the axis of rotation of the tire and substantially perpendicular to this axis.

[0036] The median plane of the tire, denoted M, is the plane perpendicular to the tire's axis of rotation, located at the midpoint between the two bead ribs and passing through the axial midpoint of the crown reinforcement. The equatorial circumferential plane of the tire, denoted E, is, in a meridional cross-section, the plane passing through the tire's equator, perpendicular to the median plane and to the radial direction. The tire's equator, in a meridional cross-section (a plane perpendicular to the circumferential direction and parallel to the radial and axial directions), is the axis parallel to the tire's axis of rotation and located equidistant between the outermost radial point of the tread intended to be in contact with the ground and the innermost radial point of the tire intended to be in contact with a support, such as a rim.

[0037] By meridian plane, we mean a plane parallel to and containing the axis of rotation of the tire and perpendicular to the circumferential direction.

[0038] Radially inside and radially outside refer to the area closest to and furthest from the tire's axis of rotation, respectively. Axially inside and axially outside refer to the area closer to and furthest from the tire's median plane, respectively.

[0039] The bead is the radial portion of the tire designed to allow the tire to be attached to a mounting surface, such as a wheel with a rim. Each bead is specifically designed to make contact with a hook on the rim, enabling it to be attached. The bead is thus delimited radially on the inside by the innermost radial end of the tire and radially on the outside by an axial line passing through the outermost radial point in contact with a standard rim, as defined by the European Tyre and Rim Technical Organisation (ETRTO) standard, 2023.

[0040] The sidewall is defined as the radial portion of the tire connecting the bead to the crown. The sidewall is radially delimited externally by an edge of the tread. The axial edges of the tread are determined on a tire mounted on a nominal rim and inflated to the nominal pressure as defined in the ETRTO 2023 standard manual. The edges are arranged on either side of the tire's median plane and are formed by lines substantially parallel to the tire's circumferential direction. In the case of a clear boundary between the tread and the sidewall, the edges are determined simply. In the case where the tread is continuous with the sidewalls, the edges are usually determined by loading the tire to 80% of its load capacity according to the ETRTO 2023 standard manual, and the edges are identified as the axial limits of the tread in contact with the ground.The sidewall is delimited radially internally by an axial line passing through the outermost radial point in contact with a standard rim as defined by the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2023.

[0041] Any range of values ​​designated by the expression "between a and b" represents the range of values ​​from more than a to less than b (i.e., bounds a and b excluded) while any range of values ​​designated by the expression "from a to b" means the range of values ​​from a to b (i.e., including the strict bounds a and b).

[0042] The tires of the invention are preferably intended for passenger vehicles as defined in the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2023. Such a tire has a cross-section in a meridian plane characterized by a section height H and a nominal section width SW as defined in the European Tyre and Rim Technical Organisation or "ETRTO" standard, 2023. The values ​​of SW and H are indicated on the tire sidewall marking, for example as defined according to the ETRTO manual, 2023.

[0043] 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 90 and at least 20, and the nominal section width SW is at least 115 mm and at most 385 mm. Furthermore, the hook diameter D, defining the diameter of the tire mounting rim, is at least 12 inches and at most 30 inches.

[0044] Typically, in a tire with a crown reinforcement and a carcass reinforcement, the crown comprises a tread designed to contact the road surface and a crown reinforcement arranged radially within the tread. The carcass reinforcement is anchored in each bead and extends radially into each sidewall and axially into the crown, radially within the crown reinforcement. Conventionally, the crown reinforcement includes at least one crown layer with reinforcing elements. These reinforcing elements are preferably textile or metallic wires.

[0045] Of course, the tire can include both the first and second radially inner reinforcement structures and the radially outer reinforcement structure(s), or only the first and / or second radially inner reinforcement structures, or only the radially outer reinforcement structure(s).

[0046] In embodiments enabling the achievement of radial tire performance as defined by ETRTO, the carcass reinforcement comprises at least one carcass layer, said carcass layer comprising wire carcass reinforcement elements, each wire carcass reinforcement element extending substantially along a principal direction forming an angle, in absolute value, of 80° to 90° with the circumferential direction of the tire. Alternatively, a variable angle of 80° to 90° may be used in at least a portion of the sidewall and strictly less than 80° in at least a portion of the crown.

[0047] In an advantageous embodiment, the stiffening structure is not airtight to the tire inflation gas. Thus, the stiffening structure allows the inflation gas to pass through. In other words, the stiffening structure does not define a secondary pressure cavity within the tire. By "not airtight," it is understood that the stiffening structure is permeable to the inflation gas so that the pressure is homogeneous within the toroidal cavity at all times, and particularly during tire inflation.

[0048] In optional embodiments, the first radially internal protection element and / or the radially external protection element is directly in contact with the stiffening structure.

[0049] Optionally, the second radially internal protective element is in direct contact with the stiffening structure.

[0050] In optional embodiments, the first radially internal protective element and / or the radially external protective element is directly in contact respectively with the first radially internal reinforcing structure and / or the one or one of the radially external reinforcing structures.

[0051] Optionally, the second radially internal protective element is in direct contact with the second radially internal reinforcement structure.

[0052] By direct contact, we mean that no organ or layer is interposed between the organ and the structure concerned.

[0053] According to a particular design, the stiffening structure comprises at least one first stiffening element extending continuously within the toroidal cavity from at least the first flank and / or bead to at least the apex, being anchored in the first flank and / or bead in or around the first radially internal reinforcing structure arranged in the first flank and / or bead and / or in the apex in or around the one or more radially external reinforcing structures arranged in the apex, said first stiffening element being provided with:

[0054] - of at least one portion extending continuously into the toric cavity, and

[0055] - of at least one radially internal anchoring portion extending into the first flank and / or bead and / or of at least one radially external anchoring portion extending into the apex and extending said portion of said first stiffening element extending continuously into the toroidal cavity, said first radially internal protection member is interposed between the first radially internal reinforcement structure arranged in the first flank and / or bead and said radially internal anchoring portion and / or said radially external protection member is interposed between the radially external reinforcement structure arranged in the apex and said radially external anchoring portion.

[0056] Optionally, the stiffening structure includes at least one second stiffening element extending continuously into the toroidal cavity from at least the second flank and / or bead to at least the apex, being anchored in the second flank and / or bead in or around the second radially internal reinforcing structure arranged in the second flank and / or bead, said second stiffening element being provided:

[0057] - of at least one portion extending continuously into the toric cavity, and

[0058] - of at least one radially internal anchoring portion extending into the second flank and / or bead and extending said portion of said second stiffening element extending continuously into the toroidal cavity, said second radially internal protective element is interposed between the second radially internal reinforcing structure arranged in the second flank and / or bead and said radially internal anchoring portion.

[0059] To distribute the stresses across the entire stiffening structure, the stiffening structure comprises a plurality of primary stiffening elements distributed circumferentially within the tire. Optionally, the stiffening structure includes a plurality of secondary stiffening elements distributed circumferentially within the tire.

[0060] Preferably, said portion extending continuously in the toroidal cavity of said first stiffening element extends from a first radially internal anchor point of the first flank and / or bead to a first radially external anchor point of the apex.

[0061] Advantageously, said radially internal anchorage portion of said first stiffening element extends from a first radially internal anchorage point in the first flank and / or bead.

[0062] Advantageously, said radially external anchorage portion of said first stiffening element extends from a first radially external anchorage point in the apex.

[0063] Optionally, said portion extending continuously within the toroidal cavity of said second stiffening element extends from a second radially internal anchor point to a first radially external anchor point of the apex.

[0064] Advantageously, said radially internal anchorage portion of said second stiffening element extends from a second radially internal anchorage point in the second flank and / or bead.

[0065] Advantageously, said radially external anchorage portion of said second stiffening element extends from a second radially external anchorage point in the apex.

[0066] Preferably, the first radially internal and external anchoring points of the first stiffening element are arranged on the same side of the median plane of the tire.

[0067] Optionally, said second radially internal and external anchoring points of said second stiffening element are arranged on the same other side of the median plane of the tire.

[0068] Thus, the sections extending, on the one hand, between the first radially inner and outer anchor points located on one side of the median plane, and on the other hand, between the second radially inner and outer anchor points located on the other side of the median plane, do not intersect. This limits axial buckling of the tread, that is, axial compression of the tread, particularly under conditions of high lateral stress. In this way, a regular contact area is maintained, and the risk of damage to the tire's crown reinforcement is reduced, notably by preventing compression of the various components of the crown reinforcement, such as the textile and metallic wire reinforcement elements.

[0069] Each internal or external radial reinforcement structure is respectively arranged within the corresponding side and / or flange or in the top; that is, arranged axially and / or radially within the internal surface and embedded in the mass of materials constituting the corresponding side and / or flange or the top. The stiffening structure passes through the internal surface to anchor itself in or around the corresponding internal radial reinforcement structure and / or through the internal surface to anchor itself in or around the external radial reinforcement structure(s).

[0070] As previously stated, the stiffening structure can be anchored in or around at least one internal and / or external radially reinforcing structure.

[0071] Thus, in a first variant, the stiffening structure can be anchored in the very structure of said reinforcement structure, that is to say that the stiffening structure penetrates at least in part into said reinforcement structure, or even crosses it totally so that said reinforcement structure forms a mechanical anchor of the stiffening structure.

[0072] In particular, in the case where said reinforcement structure is an assembly of several wire elements, the stiffening structure is "anchored in the structure" means, for example, that the stiffening structure wraps around certain wire elements of said reinforcement structure so as to pass through it.

[0073] In a second variant, the stiffening structure can be anchored around the very structure of said reinforcement structure, that is to say that the stiffening structure rests on said reinforcement structure so that said reinforcement structure takes up part of the forces exerted on the stiffening structure and anchors the stiffening structure in the side and / or the bulge or the top.

[0074] In particular, in the case where said reinforcement structure is an assembly of several wire elements, the stiffening structure is "anchored around the structure" means, for example, that the stiffening structure wraps around the peripheral wire elements of said reinforcement structure without passing through it.

[0075] In optional embodiments, the wire reinforcement element or elements of the first radially inward protective element and / or of the radially outward protective element is a textile wire reinforcement element.

[0076] Optionally, the wire reinforcement element or elements of the second radially inner protective element are textile wire reinforcement elements.

[0077] The textile nature of the wire reinforcement element(s) minimizes abrasion caused by friction between the stiffening structure and the reinforcement structure itself, unlike a metallic wire reinforcement element which could lead to abrasion of the stiffening structure upon contact with the metallic wire reinforcement element. Furthermore, it reduces the risk of damage to the stiffening structure through crushing.

[0078] By textile, we understand that the wire reinforcement element includes at least one textile monofilament, i.e. non-metallic.

[0079] In optional embodiments, the wire reinforcement element or elements of the first radially inward protective element and / or the radially outward protective element comprise an assembly of several monofilaments, preferably an assembly of several textile monofilaments.

[0080] Optionally, each wire reinforcement element of the second radially inner protective element comprises an assembly of several monofilaments, preferably an assembly of several textile monofilaments. In a first variant of the preceding embodiments, the assembly comprises from 2 to 10 monofilaments, each having a substantially circular cross-section with a diameter ranging, for example, from 0.10 mm to 0.50 mm. In a second variant, the assembly comprises more than 10 monofilaments, preferably more than 100 elementary textile monofilaments, and more preferably more than 500 elementary textile monofilaments, each having a substantially circular cross-section with a diameter ranging, for example, from 2 µm to 100 µm. In both the first and second variants, the resulting assembly is commonly referred to as a strand.

[0081] Thus, the assembly of several monofilaments can be an assembly of several strands as defined above. In one variant, the materials from which the monofilaments of each strand are made are identical. In another variant, the materials from which the monofilaments of each strand are made are different; the wire reinforcement element is then commonly called a hybrid wire reinforcement element.

[0082] In other embodiments, the wire reinforcement element(s) of the first radially inward and / or radially outward protective element comprise a single elementary monofilament, preferably textile. Optionally, the wire reinforcement element(s) of the second radially inward protective element comprise a single elementary monofilament, preferably textile.

[0083] Regardless of the embodiment or variant, a basic textile monofilament is obtained, for example, by melt spinning, solution spinning, or gel spinning. Textile monofilaments are usually classified into two main categories: natural monofilaments and chemical monofilaments. Natural monofilaments include monofilaments of plant origin (including cotton), animal origin, and mineral origin. Chemical monofilaments include artificial monofilaments and synthetic monofilaments. Artificial monofilaments are manufactured from natural raw materials and include, in particular, viscose made from wood cellulose. Synthetic monofilaments include organic polymeric monofilaments (e.g., polyesters and polyamides) as well as inorganic polymeric monofilaments (e.g., glass and carbon).For reasons of protection against corrosive agents, the textile monofilament(s) used here are preferably chosen from among chemical monofilaments, preferably from among synthetic monofilaments, and most preferably from among organic polymeric monofilaments. Examples include aliphatic polyamides, particularly polyamide 6-6, polyesters, particularly polyethylene terephthalate, and aromatic polyamides, particularly aramid.

[0084] Optionally, the wire reinforcement element(s) is coated with a layer based on an adhesive composition based on a resin chosen from aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins and polyfunctional resins as well as mixtures of these resins.

[0085] In optional embodiments, the wire reinforcement element or elements of said first radially internal protective element and / or of the radially external protective element are embedded in a polymeric material.

[0086] Optionally, the wire reinforcement element or elements of said second radially internal protective element are embedded in a polymeric material.

[0087] During tire manufacturing, the relevant protective component can be assembled as a composite comprising the wire reinforcement element(s) embedded in the polymer material, this composite being subsequently assembled with the rest of the tire structure. This is particularly the case when the wire reinforcement elements include short fibers.

[0088] Alternatively, the protective element can be assembled as the wire reinforcement element(s) alone, without any polymer material. The polymer material embedded in the final tire material results from the creep of the polymer material added to the wire reinforcement element(s) during the tire curing process. This is particularly the case when the wire reinforcement elements take the form of an organized structure.

[0089] A polymeric material is understood to be a material comprising at least one polymer. Preferably, the polymeric material is an elastomeric material, that is to say, a material comprising at least one elastomer.

[0090] In optional embodiments, said first radially internal protection element and / or said radially external protection element comprises an organized structure comprising several wire reinforcement elements linked to each other.

[0091] Optionally, said second radially internal protective element includes an organized structure comprising several wire reinforcement elements linked to one another.

[0092] Organized structure is understood to be a structure in which the wire reinforcement elements are linked to each other through connection zones, the connection zones being organized according to one or more repeating patterns.

[0093] In optional embodiments, said first radially inward protective element and / or said radially outward protective element comprises a knit or cross-woven fabric comprising several wire reinforcement elements.

[0094] Optionally, said second radially internal protective element includes a cross-woven fabric or knit comprising several wire reinforcement elements.

[0095] A cross-weave is defined as an organized structure in which primary reinforcing wire elements extend along a main direction substantially parallel to each other, and secondary reinforcing wire elements extend along a secondary direction substantially parallel to each other. The primary direction is not parallel to the secondary direction, so that the primary and secondary reinforcing wire elements intersect. Typically, for example, the primary direction might be substantially perpendicular to the secondary direction.

[0096] Knitting refers to an organized structure comprising stitches formed by one or more reinforcing threads. Each stitch consists of a loop interlaced with another loop. Examples include jersey or English rib knits with hand-knitted stitches, and charmeuse or atlas knits with hand-knitted stitches.

[0097] Advantageously, the first radially internal reinforcing structure arranged in the first flange and / or bead preferably includes at least one first circumferential radially internal reinforcing element. This first circumferential radially internal reinforcing element allows the stiffening structure to be anchored in the first flange and / or bead.

[0098] In embodiments comprising a second radially internal reinforcing structure arranged in the second flange and / or bead, this structure preferably includes at least one second circumferential radially internal reinforcing element. This second circumferential radially internal reinforcing element allows the stiffening structure to be anchored in the second flange and / or bead.

[0099] Advantageously, the first internal radially internal circumferential reinforcing element and / or the second internal radially internal circumferential reinforcing element is wrapped circumferentially for at least one full turn around the axis of revolution, preferably for several full turns around the axis of revolution.

[0100] In a preferred variant, each first and second bead comprises respectively a first and second circumferential radially internal reinforcement element intended to enable the tire to be attached to a tire mounting support, said first and / or second circumferential radially internal reinforcement element being arranged radially outside respectively of each first and / or second circumferential reinforcement element intended to enable the tire to be attached to a tire mounting support.

[0101] This reduces the transmission of noise generated by the stiffening structure from the stiffening structure to the vehicle via the tire mounting bracket. The noise generated by the stiffening structure is dampened by the tire structure separating the internal radial reinforcement element from the internal radial reinforcement element designed to secure the tire to a mounting bracket located on the same side of the tire's median plane.

[0102] This damping is the result of the fact that the circumferential radially internal reinforcement element considered is mechanically decoupled from said circumferential radially internal reinforcement element intended to allow the tire to be attached to a tire mounting support located on the same side of the tire's median plane.

[0103] Alternatively, said first and / or second circumferential internal radial reinforcement element is intended to allow the tire to be attached to a tire mounting support.

[0104] In one embodiment, said first circumferential radially internal reinforcement element comprises a metallic wire reinforcement element. Alternatively, said first circumferential radially internal reinforcement element comprises a textile wire reinforcement element.

[0105] Optionally, said second circumferential internal radial reinforcement element includes a metallic wire reinforcement element. Alternatively, said second circumferential internal radial reinforcement element includes a textile wire reinforcement element.

[0106] Advantageously, said first and / or second internal radially internal circumferential reinforcement element extends along a principal direction forming with the circumferential direction of the tire an angle less than or equal to 10°, preferably less than or equal to 5° and more preferably substantially zero.

[0107] In embodiments comprising at least one radially external reinforcing structure arranged in the apex, this structure preferably includes a circumferential radially external reinforcing element. This circumferential radially external reinforcing element allows the stiffening structure to be anchored in the apex.

[0108] Advantageously, the circumferential element or each radially external reinforcement element is circumferentially wound at least one full turn around the axis of revolution, preferably several full turns around the axis of revolution.

[0109] In one embodiment, the radially external circumferential reinforcement element of the radially external reinforcement structure(s) comprises a metal wire reinforcement element. Alternatively, the radially external circumferential reinforcement element of the radially external reinforcement structure(s) comprises a textile wire reinforcement element.

[0110] Advantageously, the circumferential radially external reinforcement element(s) extend along a principal direction forming with the circumferential direction of the tire an angle less than or equal to 10°, preferably less than or equal to 5° and more preferably substantially zero.

[0111] In some embodiments, the tire comprises first and second radially external reinforcement structures. In these embodiments, preferably, each first and second radially external reinforcement structure comprises respectively a first and second circumferential radially external reinforcement element, the first circumferential radially external reinforcement element being arranged at an axial distance from said second circumferential radially external reinforcement element.

[0112] This reduces the mass of the reinforcement structure used to anchor the stiffening structure at the top and limits the over-fretching of the top, thus maintaining a regular contact area.

[0113] Preferably, the first radially external circumferential reinforcement element and the second radially external circumferential reinforcement element are arranged on either side of the median plane of the tire.

[0114] This improves the axial distribution of the forces exerted by the stiffening structure on the apex.

[0115] Each internal radially internal circumferential reinforcement element and each external radially external circumferential reinforcement element may be wound in various ways as described in particular in W02022 / 200717.

[0116] Of course, the tire may include several of the aforementioned first and / or second radially internal and / or external reinforcement structures.

[0117] In a first configuration of the stiffening elements, each first stiffening element forms a continuous first stiffening element that meanders at least from the first flank and / or bead through the apex. Preferably, each second stiffening element also forms a continuous second stiffening element that meanders at least from the second flank and / or bead through the apex.

[0118] This simplifies tire manufacturing and improves the robustness of the stiffening structure by eliminating the need for anchoring the ends of the stiffening element in each sidewall and / or bead and / or crown. In this configuration, a continuous stiffening element extending around the entire circumference of the tire is possible. Because this stiffening element is continuous, the transmission of forces between each sidewall and / or bead is improved, as the forces are distributed across the tire. Thus, the stiffening structure performs its function around the entire circumference of the tire.According to a first variant of the first configuration of the stiffening elements, said first and second stiffening elements form a continuous stiffening element which extends continuously from the first flank and / or bead to the second flank and / or bead via the top so as to meander from the first flank and / or bead to the second flank and / or bead.

[0119] According to a second variant of the first stiffening element configuration, each first stiffening element forms a continuous stiffening element that meanders between the first flank and / or bead and the apex. Again in this second variant, each second stiffening element forms a continuous stiffening element that meanders between the second flank and / or bead and the apex.

[0120] In a second configuration of the stiffening elements, each first stiffening element could extend from the first side and / or bead to the top and have one end in the first side and / or bead. Similarly, each second stiffening element could extend from the second side and / or bead to the top and have one end in the second side and / or bead.

[0121] In a first variation of this second configuration, each first stiffening element could extend from the first side and / or bead to the apex and have one end at the apex. Similarly, each second stiffening element could extend from the second side and / or bead to the apex and have one end at the apex.

[0122] In a second variant of this second configuration, each first stiffening element is respectively each second stiffening element and extends from the first flank and / or bead to the second flank and / or bead via the apex, with one end in each first and second flank and / or bead. In other words, a first and second stiffening element form a single stiffening element extending from the first flank and / or bead to the second flank and / or bead via the apex, with one end in each first and second flank and / or bead.

[0123] Each stiffening element, according to one of the previously defined designs or configurations, can be characterized geometrically, in particular by its average cross-sectional area Sm. This characteristic is not necessarily identical for all stiffening elements. The average cross-sectional area Sm is the average of the cross-sections obtained by cutting the stiffening element through all cylindrical surfaces coaxial with the tire and radially contained within the inner toroidal cavity. In the most frequent case of a constant cross-section, the average cross-sectional area Sm is the constant cross-sectional area of ​​the stiffening element. The average cross-sectional area Sm comprises a larger characteristic dimension Dmax and a smaller characteristic dimension Dmin, the ratio of which R = Dmax / Dmin is called the aspect ratio.As examples, a stiffening element having a circular average section Sm, having a diameter equal to d, has a form ratio R= l, a stiffening element having a rectangular average section Sm, having a length L and a width 1, has a form ratio R=L / 1, and a stiffening element having an elliptical average section Sm, having a major axis D and a minor axis d, has a form ratio R=D / d.

[0124] A preferred type of stiffening element, with a form ratio R of at most 3, is called one-dimensional. In other words, a stiffening element is considered one-dimensional when the largest characteristic dimension Dmax of its average cross-section Sm is at most 3 times the smallest characteristic dimension Dmin of its average cross-section Sm. A one-dimensional stiffening element exhibits wire-like mechanical behavior, meaning it can only be subjected to tensile or compressive forces along its neutral axis. This is why a one-dimensional stiffening element is commonly called a wire-like stiffening element.Among the components commonly used in the field of pneumatics, textile filament elements, consisting of an assembly of elementary textile monofilaments, or metal cables, consisting of an assembly of elementary metal monofilaments, can be considered as one-dimensional stiffening elements, because their average section Sm being substantially circular, the shape ratio R is equal to 1, therefore less than 3.

[0125] A second type of stiffening element, with an aspect ratio R of at least 3, is called two-dimensional. In other words, a stiffening element is considered two-dimensional when the largest characteristic dimension Dmax of its average cross-section Sm is at least three times the smallest characteristic dimension Dmin of its average cross-section Sm. A two-dimensional stiffening element has membrane-like mechanical behavior, meaning that it can only be subjected to tensile or compressive forces within its thickness, defined by the smallest characteristic dimension Dmin of its average cross-section Sm. According to one variant, a stiffening element with an aspect ratio R of at least 3 and at most 50 is called a two-dimensional strip-type element. According to a second variant, a stiffening element with an aspect ratio R of at least 50 is called a two-dimensional film-type element.

[0126] The materials that can be used for each stiffening element are as described in W02022 / 200717.

[0127] In a highly advantageous embodiment, the first and / or second stiffening element(s) are 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, they have identical geometric characteristics and constituent materials.

[0128] These wire stiffening elements are commonly called stays. The advantage of using wire stiffening elements is that they result in a lightweight and relatively hysteresis-free stiffening structure. Using identical wire stiffening elements ensures a homogeneous distribution of forces between them.

[0129] By textile, we mean that each wire stiffening element comprises at least one textile monofilament, i.e., a non-metallic material, for example, made of a material selected from polyester, polyamide, polyketone, polyvinyl alcohol, cellulose, mineral fiber, natural fiber, elastomeric material, or a mixture of these materials. Examples of polyesters include PET (polyethylene terephthalate), PEN (polyethylene naphthalate), PBT (polybutylene terephthalate), PBN (polybutylene naphthalate), PPT (polypropylene terephthalate), and PPN (polypropylene naphthalate). Examples of polyamides include aliphatic polyamides such as polyamides 4-6, 6, 6-6 (nylon), 11, or 12, and aromatic polyamides such as aramid. Preferably, the material is a polyester or an aliphatic polyamide.

[0130] Advantageously, at least a portion of each stiffening element is coated with at least one layer of a polymeric composition, preferably at least one layer of an adhesive polymeric composition. Such a layer limits the propagation of air and any corrosive agents along the stiffening element and thus within the tire structure. The polymeric composition may comprise one or more polymers, for example, thermoplastic polymers, thermosetting and / or crosslinkable polymers, elastomers, thermoplastic elastomers, as well as fillers and other components commonly used in tire compounds. The layer, preferably based on an adhesive polymeric composition, maximizes tire durability in addition to its adhesive properties.

[0131] Preferably, the adhesive composition is based on a resin chosen from among aldehyde / phenol resins, polyepoxide resins, polyisocyanate resins, aromatic polyepoxy-phenolic resins, and multifunctional resins, as well as mixtures of these resins. In addition to limiting the spread of air and any corrosive agents, the adhesive composition improves the anchoring of the stiffening elements within the tire structure, thus enhancing the tire's durability.

[0132] Advantageously, in a variant allowing the tire to be manufactured using a relatively simple process, each wire stiffening element extends in the toroidal cavity along a principal direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 85° to 90°. In another variant allowing the tire to be manufactured using a more complex process but allowing the circumferential stiffness to be increased, each wire stiffening element extends in the toroidal cavity along a principal direction forming, with the circumferential direction of the tire, an angle ranging, in absolute value, from 45° to 85° as explained in particular in WO2020 / 128225.

[0133] The present invention will be better understood upon study of the detailed description of embodiments, taken by way of non-limiting examples and illustrated by the accompanying drawings in which: Figure 1 is a view of a tire in a meridian cutting plane parallel to the axis of rotation according to an embodiment of the invention, Figures 2 and 3 are detailed views respectively of zone IIA and zone IIB of Figure 1, Figures 4 and 5 are detailed views respectively of zone IVA and zone IVB of Figure 1, Figure 6 is a view of a protective element of the tire of Figure 1, and Figure 7 is a view of a variant of the protective element of the tire of Figure 1.

[0134] In the figures relating to the tire, a coordinate system X, Y, Z is shown, corresponding to the usual axial (Y), radial (Z), and circumferential (X) directions of a tire. The figures represent a tire 10 with a substantially toroidal 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 size of 275 / 35ZR19. In the various figures, the tire 10 is shown in its new condition, that is, having not yet been driven on.

[0135] The tire 10 includes a crown 12 comprising a tread 14 intended to come into contact with a ground during rolling and a crown reinforcement 16 extending into the crown 12 in the circumferential direction X. The tire 10 also includes an inner layer 18.

[0136] The tire 10 further includes a top reinforcement identical to that described W02022 / 200717 comprising a working reinforcement 20 including working layers 24, 26 and a shrink-fit reinforcement 22 including a shrink-fit layer 28.

[0137] The tire 10 comprises first and second sidewalls 30A, 30B extending radially inwards from the apex 12. The second sidewall 30B is opposite the first sidewall 30A with respect to the median plane M. The tire 10 further comprises first and second bead 32A, 32B extending radially inwards from each first and second sidewall 30A, 30B, respectively. The second bead 32B is opposite the first bead 32A with respect to the median plane M. Each first and second sidewall 30A, 30B respectively connects each first and second bead 32A, 32B to the apex 12. The tire 10 is provided with an internal surface 34, intended to be in contact with the tire inflation gas, delimiting a toroidal cavity 36 for inflation of the tire 10. The internal surface 34 is here supported by the inner layer 18.

[0138] The tire 10 includes first and second radially internal reinforcement structures 38A, 38B respectively arranged in each first and second bead 32A, 32B.

[0139] Each first and second radially internal reinforcing structure 38A, 38B respectively comprises first and second circumferential radially internal reinforcing elements 40A, 40B, respectively arranged in each first and second bead 32A, 32B, here comprising first and second metallic wire reinforcing elements as described in W02022 / 200717.

[0140] Each first and second bead 32A and 32B includes respectively first and second internal radially internal circumferential reinforcing elements 42A, 43A and 42B, 43B, here two rods, intended to allow the tire 10 to be attached to a tire mounting support 10, for example a rim.

[0141] Each first and second internal radially reinforcing circumferential element 40A and 40B is respectively arranged radially outside each first and second internal radially reinforcing circumferential element 42A, 43A and 42B, 43B intended to allow the tire 10 to be attached to a tire mounting support 10.

[0142] The tire 10 further includes first and second radially external reinforcement structures 44A, 44B arranged in the apex 12 on either side of the median plane M and each provided respectively with a first and second circumferential radially external reinforcement element 46A, 46B, and here including a metallic wire reinforcement element as described in W02022 / 200717.

[0143] Each wire reinforcement element of each first and second circumferential radially internal reinforcement element 40A, 40B and each wire reinforcement element of each first and second circumferential radially external reinforcement element 46A, 46B extends along a principal direction forming with the circumferential direction of the tire an angle less than or equal to 10°, preferably less than or equal to 5° and more preferably substantially zero.

[0144] The tire 10 includes a carcass reinforcement 48 anchored in each first and second bead 32A, 32B, in this case arranged axially between the first radially internal circumferential reinforcement elements 42A, 43A in the first bead 32A and arranged axially between the second radially internal circumferential reinforcement elements 42B, 43B in the second bead 32B. The carcass reinforcement 48 extends into each first and second bead 32A, 32B and into each first and second sidewall 30A, 30B so that each first and second circumferential radially internal reinforcement element 40A, 40B is arranged radially inside the carcass reinforcement 48. The carcass reinforcement 48 also extends radially internally into the top 12 to the top reinforcement 16. The top reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 48.The carcass frame 48 comprises at least one layer of carcass 50 and here comprises a single layer of carcass 50.

[0145] The different top layers 24, 26, 28 and carcass 50 are identical to those described in W02022 / 200717.

[0146] With reference to Figures 1 to 3, the tire 10 comprises a stiffening structure 52 extending in the toroidal cavity 36 from the first bead 32A to the apex 12 and which is anchored in the first bead 32A by being anchored around the first radially internal reinforcing structure 38A. The stiffening structure 52 extends in the toroidal cavity 36 from the second bead 32B to the apex 12 and is anchored in the second bead 32B by being anchored around the second radially internal reinforcing structure 38B. The stiffening structure 52 extends in the toric cavity 36 from the first bead 32A and from the second bead 32B to the apex 12 and is anchored in the apex 12 by being anchored around each first and second radially external reinforcing structure 44A, 44B.

[0147] The stiffening structure 52 comprises a plurality of stiffening elements including first and second stiffening elements 54A, 54B extending continuously into the toric cavity 36. The first and second stiffening elements 54A, 54B are distributed circumferentially in the toric cavity 36.

[0148] Each first and second stiffening element 54A, 54B is a textile wire stiffening element comprising an assembly of three multifilament strands of aliphatic polyamide, for example, nylon. These three multifilament strands are individually helicalized at 190 turns per meter in one direction (for example, the Z direction) and then helicalized together at 190 turns per meter in the opposite direction (for example, the S direction). Each of these multifilament strands has a fiber count of 188 tex. Each first and second stiffening element 54A, 54B is fully coated with an adhesive composition, in this case an adhesive composition based on an aldehyde / phenol resin containing resorcinol, formaldehyde, and an elastomer latex, as described in WO2013017422. Alternatively, any other adhesive composition described in WO2013017422 may be used.

[0149] Each first stiffening element 54A extends continuously from the first side 30A and / or the first bead 32A to the top 12 and here from the first bead 32A to the top 12. Each second stiffening element 54B extends continuously from the second side 30B and / or the second bead 32B to the top 12 and here from the second bead 32B to the top 12.

[0150] To ensure optimal anchoring of each first and second stiffening element 54A, 54B, each first and second radially internal reinforcing structure 38A, 38B, and in particular each first and second circumferential radially internal reinforcing element 40A, 40B, exhibits relatively high tensile and flexural stiffness. Furthermore, also with the aim of optimizing the anchoring of each first and second stiffening element 54A, 54B, each first and second circumferential radially internal reinforcing element 40A, 40B is covered with a cladding mass of one or more materials, preferably elastomeric.

[0151] In order to ensure optimal anchoring of each first and second stiffening element 54A, 54B, each first and second radially external reinforcement structure 44A, 44B, in particular each first and second circumferential radially external reinforcement element 46A, 46B, has a relatively high tensile stiffness and a relatively low flexural stiffness in order to limit over-fretching of the top 12 and not risk damaging the flatness of the tread 14. In addition, still with the aim of optimizing the anchoring of each first and second stiffening element 54A, 54B, each first and second circumferential radially external reinforcement element 46A, 46B is covered with a covering mass of one or more materials, preferably elastomeric.

[0152] Each first stiffening element 54A is anchored, in the first bead 32A, around the first radially internal reinforcement structure 38A, specifically around the first circumferential radially internal reinforcement element 40A. Each second stiffening element 54B is anchored in the second bead 32B, around the second radially internal reinforcement structure 38B, specifically around the second circumferential radially internal reinforcement element 40B. Here, each first and second stiffening element 54A, 54B is wrapped at least partially around each first and second circumferential radially internal reinforcement element 40A, 40B, respectively.Each first and second stiffening element 54A, 54B is also anchored, at the apex 12, around each first and second radially external reinforcing structure 44A, 44B, in particular around each first and second circumferential radially external reinforcing element 46A, 46B. Here, each first and second stiffening element 54A, 54B is wrapped at least partially around each first and second circumferential radially external reinforcing element 46A, 46B.

[0153] Each first stiffening element 54A forms a first continuous stiffening element which meanders from the first bead 32A through the top 12 and each second stiffening element 54B forms a second continuous stiffening element which meanders at least from the second bead 32B through the top 12. More precisely, the first and second stiffening elements 54A, 54B form a continuous stiffening element which extends continuously from the first bead 32A to the second bead 32B through the top 12 so as to meander from the first bead 32A to the second bead 32B.

[0154] Each first stiffening element 54A comprises a radially internal anchoring portion 541, a portion 543 and a radially external anchoring portion 545, the portion 543 being extended on one side by the radially internal anchoring portion 541 and on the other side by the radially external anchoring portion 545.

[0155] Each second stiffening element 54B comprises a radially internal anchoring portion 542, a portion 544, and a radially external anchoring portion 546, the portion 544 being extended on one side by the radially internal anchoring portion 542 and on the other side by the radially external anchoring portion 546.

[0156] The portion 543 of each first stiffening element 54A extends continuously in the toric cavity 36 from a first radially internal anchorage point 56A of the first bead 32A to a first radially external anchorage point 58A of the apex 12.

[0157] The portion 544 of each second stiffening element 54B extends continuously into the toric cavity 36 from a second radially internal anchor point 56B of the second bead 32B to a second radially external anchor point 58B of the apex 12.

[0158] The radially internal anchorage portion 541 of each first stiffening element 54A passes through the first radially internal anchorage point 56A to anchor in the first bead 32A around the first radially internal reinforcing structure 38A. The radially internal anchorage portion 541 of each first stiffening element 54A extends into the first bead 32A from the first radially internal anchorage point 56A.

[0159] The radially external anchorage portion 545 of each first stiffening element 54A passes through the first radially external anchorage point 58A to anchor in the vertex 12 around the first radially external reinforcing structure 44A. The radially external anchorage portion 545 of each first stiffening element 54A extends into the vertex 12 from the first radially external anchorage point 58A.

[0160] The radially internal anchorage portion 542 of each second stiffening element 54B passes through the second radially internal anchorage point 56B to anchor in the second bead 32B around the second radially internal reinforcing structure 38B. The radially internal anchorage portion 542 of each second stiffening element 54B extends into the second bead 32B from the second radially internal anchorage point 56B.

[0161] The radially external anchorage portion 546 of each second stiffening element 54B passes through the second radially external anchorage point 58B to anchor in the vertex 12 around the second radially external reinforcing structure 44B. The radially external anchorage portion 546 of each second stiffening element 54B extends into the vertex 12 from the second radially external anchorage point 58B.

[0162] As illustrated in Figure 1, the first radially external anchor point 58A is arranged axially on the same side as the first radially internal anchor point 56A and the first radially internal reinforcing structure 38A with respect to the median plane M. The second radially external anchor point 58B is arranged axially on the opposite side of the second radially internal anchor point 56B and the second radially internal reinforcing structure 38B with respect to the median plane M. Each first and second radially internal anchor point 56A, 56B and external anchor point 58A, 58B is arranged so that portions 543, 544 do not intersect in the toric cavity 36.

[0163] The tire 10 comprises first and second radially inner protection elements 60A, 60B and first and second radially outer protection elements 62A, 62B embedded in a polymeric material, in this case one of the polymeric materials of each first and second bead 32A, 32B for each first and second radially inner protection element 60A, 60B and one of the polymeric materials of the crown 12 for each first and second radially outer protection element 62A, 62B. Each first and second radially inner protection element 60A, 60B and each first and second radially outer protection element 62A, 62B extends circumferentially over at least a part of the circumference of the tire, preferably over at least 75% of the circumference of the tire and in this case over the entire circumference of the tire.

[0164] As illustrated in Figures 1 and 2, the first radially internal protection element 60A is interposed between the stiffening structure 52 and the first radially internal reinforcement structure 38A, in this case interposed between the first radially internal reinforcement structure 38A and the radially internal anchoring portion 541. The first radially internal protection element 60A is directly in contact with the stiffening structure 52, here with the part of the radially internal anchoring portion 541 described previously and with the first radially internal reinforcement structure 38A.

[0165] As illustrated in Figures 1 and 3, the second radially internal protection element 60B is interposed between the stiffening structure 52 and the second radially internal reinforcement structure 38B, in this case interposed between the second radially internal reinforcement structure 38B and the radially internal anchorage portion 542. The second radially internal protection element 60B is directly in contact with the stiffening structure 52, here with the part of the radially internal anchorage portion 542 described previously and with the second radially internal reinforcement structure 38B.

[0166] As illustrated in Figures 1 and 4, the first radially external protection element 62A is interposed between the stiffening structure 52 and the first radially external reinforcement structure 44A, in this case interposed between the first radially external reinforcement structure 44A and the radially external anchoring portion 545. The first radially external protection element 62A is directly in contact with the stiffening structure 52, here with the part of the radially external anchoring portion 545 described previously and with the first radially external reinforcement structure 44A, here with the first circumferential radially external reinforcement element 46A.

[0167] As illustrated in Figures 1 and 5, the second radially external protection element 62B is interposed between the stiffening structure 52 and the second radially external reinforcement structure 44B, in this case interposed between the second radially external reinforcement structure 44B and the radially external anchorage portion 546. The second radially external protection element 62B is directly in contact with the stiffening structure 52, here with the part of the radially external anchorage portion 546 described previously and with the second radially external reinforcement structure 44B, here with the second circumferential radially external reinforcement element 46B.

[0168] In a meridional section plane, each first and second radially inner protective element 60A, 60B and each first and second radially outer protective element 62A, 62B have a curvilinear overlap length with each relevant stiffening element 54A, 54B. The curvilinear overlap length, i.e., the curvilinear length along which both a protective element in the side and / or the bead and / or the top are found, and a stiffening element 54A, 54B, is greater than or equal to the thickness of the considered reinforcement structure and preferably greater than or equal to 3 times the thickness of the considered reinforcement structure, here equal to the diameter of each element 40A, 40B, 46A, 46B.Preferably, the curvilinear overlap length is less than or equal to 5 times the thickness of the reinforcement structure considered, here equal to the diameter of each element 40A, 40B, 46A, 46B, so as to reduce the thickness of the tire in the sidewall and / or the bead and / or the crown.

[0169] With reference to Figure 6, each first and second radially inner protective element 60A, 60B and each first and second radially outer protective element 62A, 62B comprise an organized structure 64 including several interconnected wire reinforcement elements 66, and in this case a knit 68 comprising several textile wire reinforcement elements 66. Each textile wire reinforcement element 66 is coated with a layer based on an adhesive composition containing an aldehyde / phenol resin based on resorcinol, formaldehyde, and an elastomer latex as described in WO2013017422. Alternatively, any other adhesive composition described in WO2013017422 may be used.

[0170] Each textile wire reinforcement element 66 comprises an assembly of several textile monofilaments, in this case an assembly of organic polymeric monofilaments in polyamide 6.6 having a count of 70 tex resulting from the assembly of 3 strands of 23.5 tex each.

[0171] Each 68 knit used is marketed by the company Milliken under the reference 4000284167.

[0172] Figure 7 illustrates a variant of a protective device comprising an organized structure 64 comprising several wire reinforcement elements 66 linked to each other, and in this case a cross fabric 70 comprising several textile wire reinforcement elements 66.

[0173] During tire manufacturing, regardless of the shape of the protective element, it is applied as a strip in contact with the relevant inner and / or outer radial reinforcement structure. The initial adhesion between the protective element and each relevant inner and / or outer radial reinforcement structure is ensured by the use of a tackifying agent, which prevents the protective element from detaching during subsequent stages of tire manufacturing.

[0174] Comparative tests

[0175] The tire was tested according to the example of the invention described above, as well as an identical control tire but without any protective components. These tests were carried out on a rolling machine simulating the stresses exerted by the Nürburgring circuit (Germany) on the tire under extreme racing conditions, in order to induce degradation of the stiffening structure.

[0176] The test tire completed 20 laps, at the end of which 1.5% of the stiffening elements showed a break in one of the radially inner anchoring portions (the one arranged on the outside of the vehicle).

[0177] The tire according to the example of the invention described above has completed 40 laps without any breakage of the stiffening elements, thus demonstrating the improved endurance of the tire according to the invention.

[0178] The invention is not limited to the embodiments described above.

[0179] Tires with first and second radially inward protective elements 60A, 60B, but no radially outward protective elements, may be considered. Tires with first and second radially outward protective elements 62A, 62B, but no radially inward protective elements, may also be considered. Finally, tires with a first radially inward protective element 60A but no second radially inward protective element 60B may also be considered.

[0180] It will be possible to consider tires having a carcass reinforcement anchored in each first and second bead by a winding of at least one layer of carcass around first and second radially internal circumferential reinforcement elements intended to allow the tire to be attached to a tire mounting support.

[0181] It may be possible to combine the features of the invention described above with anchoring elements as described in application number FR23 15326 and / or with a sealing layer as described in application number FR23 15327 or the absence of a sealing layer as described in application number FR23 15327 and / or primary and supplementary stiffening elements as described in application number FR23 15325 and / or inner and outer layers as described in application number FR23 15328 and / or with anchoring of the radially inner portion of the stiffening elements as described in application number FR2401572 and / or with an irregular circumferential distribution of the stiffening elements as described in application number PCT / FR2024 / 050548 and filed on behalf of theApplicant of this application.

Claims

DEMANDS 1. Tire (10) comprising a vertex (12), first and second sidewalls (30A, 30B) each extending radially inwards from the vertex (12), first and second beadings (32A, 32B) extending radially inwards respectively from the first and second sidewalls (30A, 30B), the tire (10) being provided with an internal surface (34) delimiting a toroidal cavity (36) for inflating the tire (10), the tire (10) comprising a stiffening structure (52) extending in the toroidal cavity (36) from at least the first sidewall (30A) and / or bead (32A) to at least the vertex (12) and being anchored in the first sidewall (30A) and / or bead (32A) and / or in the vertex (12),the stiffening structure being anchored in or around a first radially internal reinforcing structure (38A) arranged in the first sidewall (30A) and / or bead (32A) and / or in or around one or more radially external reinforcing structure(s) (44A) arranged in the top (12), characterized in that the tire (10) comprises:, - a first radially internal protective element (60A) interposed between the stiffening structure (52) and the first radially internal reinforcing structure (38A) arranged in the first flank (30A) and / or bead (32A) and / or - a radially external protection element (62A, 62B) interposed between the stiffening structure (52) and the or one of the radially external reinforcement structures (44A) arranged in the top (12), the first radially internal protection element (60A) and / or the radially external protection element (62A, 62B) comprising at least one wire reinforcement element (66).

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

3. A tire (10) according to any one of the preceding claims, wherein the stiffening structure (52) extends in the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12), being anchored in the apex (12), and extends in the toroidal cavity from at least the second flank (30B) and / or bead (32B) to at least the apex (12), being anchored in the apex, the tire (10) comprises a radially external protective element (62A, 62B) interposed between the stiffening structure (52) and the radially external reinforcing structure(s) (44A, 44B) arranged in the apex (12), the radially external protective element (62A, 62B) comprising at least one wire reinforcing element (66).

4. Pneumatic (10) according to any one of the preceding claims, wherein the stiffening structure (52) comprises at least one first stiffening element (54A) extending continuously in the toroidal cavity (36) from at least the first flank (30A) and / or bead (32A) to at least the apex (12), being anchored in or around the first flank (30A) and / or bead (32A). of a first radially internal reinforcing structure arranged in the first flank and / or ridge and / or in the apex (12) in or around the one or more radially external reinforcing structure(s) (44A, 44B) arranged in the apex (12), said first stiffening element (54A) being provided: - of at least one portion (543) extending continuously into the toric cavity (36), and - of at least one radially internal anchoring portion (541) extending into the first flank and / or bead and / or of at least one radially external anchoring portion (545) extending into the apex and extending said portion (543) of said first stiffening element (54A) extending continuously into the toroidal cavity (36), said first radially internal protection member (60A) is interposed between the first radially internal reinforcement structure (38A) arranged in the first flank (30A) and / or bead (32A) and said radially internal anchoring portion (541) and / or said radially external protection member (62A) is interposed between the radially external reinforcement structure (44A) arranged in the apex (12) and said radially external anchoring portion (545).

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

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

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

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

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

10. Pneumatic (10) according to any one of the preceding claims, wherein the first radially internal reinforcement structure (38A) arranged in the first sidewall (30A) and / or bead (32A) comprises a first circumferential radially internal reinforcement element (40A). 1 1. Pneumatic ( 10) according to the preceding claim, wherein the first circumferential radially internal reinforcement element (40A) comprises a metallic wire reinforcement element.

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

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