Tyre

Abstract

The invention relates to a tyre (100) comprising a crown (110), of which a radially innermost working ply (114) is corrugated, sidewalls (120A, 120B), beads (130A, 130B), a toroidal inflation cavity (150), and a stiffening structure (160) including at least one stiffening element (160A), which extends continuously in the toroidal cavity from a sidewall and / or bead to the crown, which includes a penetration point (163A), at which the stiffening element penetrates into the crown to be anchored thereto, and an anchoring segment (166A), arranged entirely in the crown and extending axially so as to be entirely arranged radially in line with an anchoring corrugation (114.2) among the corrugations of the corrugated working ply. The anchoring segment is curved radially outwards forming a crown portion, which is arranged radially outside the rest of the anchoring segment, and axially on either side of which the anchoring segment extends axially in a curved manner.

Description

[0001] Pneumatic

[0002] The present invention relates to a pneumatic tire.

[0003] The invention relates in particular, but not exclusively, to tires for light vehicles, especially passenger cars, particularly four-wheeled vehicles. The term "tire" refers to a tire designed to form a cavity by cooperating with a mounting support, commonly referred to as a "rim," this cavity being capable of being pressurized to a pressure greater than atmospheric pressure. The tire has a substantially toroidal structure of revolution around an axis of revolution of the tire, which coincides with an axis of rotation around which the tire can be driven to roll on the ground. This axis of revolution defines three directions, namely an axial direction, a circumferential direction, and a radial direction, conventionally used by those skilled in the art to describe the tire according to the following conventions:

[0004] - by axial direction, we mean the direction substantially parallel to the axis of revolution of the tire, that is to say the axis of rotation of the tire;

[0005] - 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;

[0006] - 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, the circumferential direction is tangent to a circle whose center is on the axis of rotation of the tire; the circumferential direction is thus tangent to a tread surface of the tire, intended to be in contact with the ground when the tire is rolling;

[0007] - by median plane of the tire, we mean the plane perpendicular to the axis of rotation of the tire, which passes through the axial midpoint of the tire's rolling surface;

[0008] - by meridian plane of the tire, we mean a plane containing the axis of rotation of the tire, the meridian plane thus being perpendicular to the circumferential direction;

[0009] - by radially inside, respectively radially outside, we mean closer to the axis of rotation of the tire, respectively further from the axis of rotation of the tire; - by axially inside, respectively axially outside, we mean closer to the median plane of the tire, respectively further from the median plane of the tire.

[0010] Typically, a tire consists of a crown extended radially inward on either side of the tire's median plane by the first and second sidewalls, and then by the first and second bead sections designed to contact the wheel rim. The crown, the first and second sidewalls, and the first and second bead sections define a toroidal inflation cavity for the tire. Here, a bead section refers to the radial portion of the tire designed to secure it to the rim. Each bead section is specifically designed to engage with a rim hook, enabling it to be attached.The bead is thus delimited radially internally by the innermost radial end of the tire and radially externally by an axial line passing through the outermost radial point in contact with a standard nominal rim as defined by the European Tyre and Rim Technical Organisation (ETRTO) standard, 2023. Furthermore, the sidewall is defined as the radial portion of the tire connecting the bead to the crown block. The sidewall is delimited radially 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 standard manual, 2023. The edges are arranged on either side of the tire's median plane and formed by lines substantially parallel to the tire's circumferential direction.In the case of a clear boundary between the tread and the sidewall of the tire, the edges are easily determined. 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. The edges are identified as the axial limits of the tread in contact with the ground. The sidewall is delimited radially on the inside by an axial line passing through the outermost radial point in contact with a standard nominal rim as defined by the European Tyre and Rim Technical Organisation (ETRTO) standard, 2023.

[0011] The crown block typically comprises both a tread, designed to make contact with the ground during tire movement, and a crown reinforcement, which strengthens the crown block and is arranged radially within the tread, typically radially between the tread and a carcass reinforcement anchored in each of the first and second beads and extending from the first and second beads, respectively, into the first and second sidewalls, up to the crown block. The crown reinforcement includes a working reinforcement and, often, a reinforcing reinforcement arranged radially between the working reinforcement and the tread. The working reinforcement comprises one or more radially superimposed working layers, each working layer comprising wire reinforcements embedded in an elastomeric matrix.

[0012] The invention relates more specifically to tires whose tread layer(s) are corrugated, that is, each of which comprises corrugations that include both two tread bases, from one to the other of which the corresponding corrugation extends axially, and a crown, which is arranged both axially between the two tread bases and radially outside each of the two tread bases of the corresponding corrugation. The crown block of such a tire, due to its corrugated tread layer(s), exhibits lower rolling resistance and better performance on dry surfaces, compared to a similar tire whose tread layers are substantially cylindrical and, in particular, devoid of corrugations: corrugating the tread layers makes it possible to reduce the radial distance between the neutral axis of the crown block, generally located between the tread layers, and the outer surface of the tread.

[0013] W02022 / 200716 discloses in Figure 15 such a tire which also incorporates a stiffening structure to reinforce the overall rigidity of the tire. This stiffening structure comprises first stiffening elements, which extend continuously within the toroidal cavity from the first sidewall and / or bead to the crown block, and second stiffening elements, which extend continuously within the toroidal cavity from the second sidewall and / or bead to the crown block. Each of the first and second stiffening elements extends through the thickness of the crown block, until it is permanently anchored in or around a specially designed reinforcing element, which is arranged radially within the crown block inside the carcass reinforcement.This anchoring of the first and second stiffening elements in the apex block therefore requires that the radial thickness of the apex block be dimensioned accordingly, which increases the mass and the industrial cost price of the tire.

[0014] The aim of the present invention is to propose a tire which, while combining one or more corrugated working layers and a stiffening structure anchored in its top block, is improved with regard to, among other things, its mass and its industrial production cost.

[0015] To this end, the invention relates to a tire comprising a crown block, first and second sidewalls, each extending radially inward from the crown block and arranged axially on either side of a median plane of the tire, and first and second bead ribs, which extend radially inward from the first and second sidewalls respectively, as well as a toroidal inflation cavity of the tire, which is delimited by an internal surface of the tire, supported by the crown block, the first and second sidewalls, and the first and second bead ribs. The crown block comprises both a tread, intended to come into contact with the ground during the rolling of the tire, and a crown reinforcement, which is arranged radially within the tread.The top reinforcement comprises a working reinforcement including one or more radially superimposed working layers, said working layer or each of said several working layers comprising wire reinforcements embedded in an elastomeric matrix. Said working layer or the innermost radially working layer of said several working layers is said to be corrugated and forms one or more corrugations, each comprising both two bottoms, from one to the other of which the corrugation extends axially, and a top, which is arranged both axially between the two bottoms and radially outside each of the two bottoms of the corrugation.The tire further comprises a stiffening structure including at least one first stiffening element which (i) extends continuously in the toroidal cavity from at least the first sidewall and / or bead to at least the crown block in order to stiffen the tire, (ii) includes a crown penetration point in which said at least one first stiffening element penetrates the crown block by passing through the internal surface of the tire to anchor itself in the crown block, and (iii) also includes an anchoring section, which is entirely arranged in the crown block, by being connected thereto to the crown penetration point of said at least one first stiffening element, and which extends axially so as to be entirely disposed radially above a first anchoring corrugation among the corrugation(s) of the corrugated working layer.The anchoring section of said at least one first stiffening element is radially convex outwards, forming a summit part, which is arranged radially outside the rest of the anchoring section of said at least one first stiffening element, and axially on either side of which the anchoring section of said at least one first stiffening element extends axially in a curved manner.

[0016] Before considering the effects and advantages of the invention as defined above, it should be noted that, as explained later, the invention works as soon as it is applied to only one axial side of the tire, here at least to the side comprising the first sidewall and / or bead. Advantageous embodiments provide for applying the invention to both axial sides of the tire as well, although this is not necessary to realize the invention.In this document, the use of the qualifier "first" or "first" is intended, unless otherwise obviously interpreted, to associate the element qualified as "first" or "first" with the first flank and / or bead, while the use of the qualifier "second" is intended, unless otherwise obviously interpreted, to associate the element qualified as "second" with the second flank and / or bead: thus, the first stiffening element(s), belonging to the stiffening structure, extend from at least the first flank and / or bead, while one or more second stiffening elements, which the stiffening structure may include, extend from at least the second flank and / or bead.Advantageously, the first sidewall and / or bead is oriented on the same axial side of the tire's median plane as the outer side of the tire: the stiffening structure thus acts on the axial side of the tire most stressed during high drift conditions. By inner and outer sides, we mean that the tire is designed so that one of its axial sides is oriented on the inside and the other on the outside. This orientation, imposed by the tire manufacturer, ensures that the tire performs as expected. Indeed, mounting a tire with an orientation different from that specified by the manufacturer can lead to suboptimal vehicle handling. By outer side, we mean the axial side of the tire that is fully visible from outside the vehicle when the tire is mounted.The inner side refers to the axial side of the tire facing the wheel well of the vehicle on which it is mounted. Generally, the tire has markings indicating the inner and outer sides. In a preferred embodiment in which the stiffening structure performs its function on both sides of the tire's median plane, thus ensuring consistent tire behavior, the stiffening structure extends within the toroidal cavity from at least the first sidewall and / or bead to the crown block, and from at least the second sidewall and / or bead to the crown block, the stiffening structure being anchored in the crown block.

[0017] In all cases, one of the ideas behind the invention is to take advantage of the undulating shape of the innermost radially working layer of the working reinforcement, to cleverly arrange the anchoring of the first stiffening element in the volume of material arranged radially above one of the undulations of this working layer, called the first anchoring undulation.In this way, rather than the bulk of the portion of each stiffening element, arranged in the thickness of the top block to anchor there, extending axially in a straight line at a constant radial distance from the axis of revolution of the tire, in particular parallel to the axial direction of the tire, the first stiffening element includes an anchoring section which (i) extends axially so as to be entirely arranged radially vertically above the first anchoring corrugation and (ii) is convex radially outwards forming a top portion, axially on either side of which the anchoring section extends axially in a curved manner, this top portion of the anchoring section being arranged radially outside the rest of the anchoring section.In practice, depending on the axial extent of the apex portion of the anchoring section of the first stiffening element(s), this apex portion forms either a nearly point or a nearly straight axial segment. In all cases, the thus convex anchoring section of the first stiffening element(s) is advantageously housed in the radially internal "hollow" of the first anchoring corrugation, in other words, in the radially internal concavity of this first anchoring corrugation. This allows for a particularly compact arrangement for anchoring the first stiffening element in the apex block. In particular, this limits the maximum radial spacing between the anchoring section and the first anchoring corrugation.In this way, the anchoring section of the first stiffening element(s) can be positioned as close as possible, along the radial direction of the tire, to the first anchoring corrugation, substantially limiting, or even completely avoiding, any internal thickness increase in the volume of material within which this anchoring section extends axially. This section also contains, where applicable and as explained in more detail later, a crown reinforcement element advantageously arranged within or around which the anchoring section is held. By thus limiting any internal thickness increase in the crown block, despite the anchoring provided for the first stiffening element(s), the mass of the crown block is reduced, and consequently, so is the total mass of the tire, as well as the amount of material and, where applicable, the curing time required for tire manufacturing.In use, the heating and / or hysteresis of the crown block are reduced, which improves, among other things, the grip on dry ground and the lifespan of the tire.

[0018] Furthermore, this compact arrangement of the anchoring of the first stiffening element in the apex block reinforces the interest of combining the stiffening structure, which tends to induce strong axial stresses in the apex block when the tire is heavily stressed in drift, and the corrugated working layer(s), which, by "flattening" radially, effectively support such axial stresses without generating hysteresis and / or substantial energy loss in the apex block thanks to the limited mass and quantity of material of the latter.

[0019] 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 without a stiffening structure, but also compared to tires with other stiffening structures, such as the one described in WO2017 / 005713. By increasing radial stiffness, the stiffening structure limits the radial deformation of the crown block during rolling, and in particular, the camber, i.e., the radial deformation opposite the contact area of ​​the tread surface, which is in contact with the ground.Thus, during tire rotation, the stiffening structure limits the amplitude of cyclic tire deformations, particularly in the tread, thereby limiting the resulting energy dissipation and contributing to a reduction in rolling resistance. Furthermore, under radial load, the contact patch remains unchanged, maintaining the same grip performance as the tire described in WO2017 / 005713. By increasing axial and drift stiffness, the stiffening structure improves performance under lateral loads, such as during drifting. Additionally, under lateral loads, the contact patch ensures a more even distribution of contact pressures, further increasing lateral grip.

[0020] 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.

[0021] 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.

[0022] The tire of the invention is preferably intended for passenger vehicles as defined in the European Tyre and Rim Technical Organisation (ETRTO) standard, 2023. Such a tire has a cross-section in a meridional plane characterized by a section height H and a nominal section width S, as defined in the European Tyre and Rim Technical Organisation (ETRTO) standard, 2023. The values ​​of S and H are indicated on the tire sidewall marking, for example as defined in the ETRTO manual, 2023. Preferably, the passenger vehicle tires to which the invention advantageously applies are such that the H / S ratio, expressed as a percentage, is at most 90 and at least 20, and the nominal section width S is at least 115 mm and at most 385 mm.In addition, the hook diameter, defining the nominal rim diameter on which the tire can be mounted, is at least 12 inches and at most 30 inches.

[0023] The term "elastomeric" material, mixture, or matrix refers to a composition based on one or more elastomers and also containing, where applicable, fillers and other components commonly used in tire compounds.

[0024] In practice, the toroidal cavity of the tire is designed to be pressurized by inflation gas once the tire is mounted on a rim. In an advantageous embodiment, the stiffening structure is not airtight to the tire's inflation gas. Thus, the stiffening structure allows the inflation gas to pass through. In other words, the stiffening structure does not define a secondary pressurized cavity within the tire. By "not airtight," we mean 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. Each of the first and, where applicable, second stiffening elements can be characterized geometrically, in particular by its average cross-sectional area Sm, this characteristic not necessarily being identical for all the stiffening elements.The mean 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 mean cross-sectional area Sm is the constant cross-sectional area of ​​the stiffening element. The mean cross-sectional area Sm comprises a larger characteristic dimension Dmax and a smaller characteristic dimension Dmin, whose ratio R = Dmax / Dmin is called the aspect ratio. For example, a stiffening element with a circular mean cross-sectional area Sm, having a diameter equal to d, has an aspect ratio R = 1; a stiffening element with a rectangular mean cross-sectional area Sm, having a length L and a width I, has an aspect ratio R = L / I; and a stiffening element with an elliptical mean cross-sectional area Sm, having a major axis D and a minor axis d, has an aspect ratio R = D / d.

[0025] A preferred type of stiffening element, with a aspect 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 referred to as 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.

[0026] 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.

[0027] The materials that can be used for each stiffening element are as described in W02022 / 200717.

[0028] In a highly advantageous embodiment, the first and / or second stiffening element(s) are respectively wire stiffening elements, preferably textile wire stiffening elements. Preferably, the wire stiffening elements are identical, meaning they have identical geometric characteristics and constituent materials. These wire stiffening elements are commonly called stays. The advantage of using wire stiffening elements is that they result in a low-mass, low-hysteresis stiffening structure. Using identical wire stiffening elements ensures a homogeneous distribution of forces among the stiffening elements.Textile means 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.

[0029] 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.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 increasing the tire's durability.

[0030] Advantageously, in an embodiment for manufacturing the tire 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 embodiment for manufacturing the tire using a more complex process but allowing for increased circumferential stiffness, 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 W02020 / 128225.

[0031] Note that, in this document, 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. excluding the bounds, while any range of values ​​designated by the expression "from a to b" means the range of values ​​from a to b, including the bounds a and b.

[0032] Depending on advantageous optional characteristics of the tire according to the invention, taken individually or in all technically possible combinations:

[0033] - the top part of the anchoring section of said at least one first stiffening element has a radial thickness and is separated from the first anchoring undulation by a radial distance which is less than three times said radial thickness, preferably less than two times said radial thickness, more preferably less than said radial thickness; - the anchoring section of said at least one first stiffening element extends, from its top part to an axial end of this anchoring section, which is axially opposite to the top penetration point of said at least one first stiffening element, in a manner substantially parallel to the first anchoring undulation;

[0034] - the summit part of the anchoring section of said at least one first stiffening element and the summit of the first anchoring undulation are substantially complementary to each other and are radially aligned with each other;

[0035] - the top block includes a top reinforcement element, in or around which the anchoring section of said at least one first stiffening element is retained, and which is disposed at least partly radially above the top part of the anchoring section of said at least one first stiffening element;

[0036] - the crown block, the internal surface of the tire includes a portion which is located radially below the crown reinforcement element and which is flush with or recessed from the rest of the internal surface of the tire;

[0037] - the tire includes a carcass reinforcement, which is anchored in each of the first and second beads and which extends from the first and second beads respectively in the first and second sidewalls to the crown block where the carcass reinforcement is arranged radially inside the crown reinforcement, and the carcass reinforcement includes at least one carcass layer, which includes wire reinforcements embedded in an elastomeric matrix and which forms a corrugation, which is radially superimposed in phase with the first anchoring corrugation, and which is radially interposed between the first anchoring corrugation and the anchoring section of said at least one first stiffening element;

[0038] - the tire includes a carcass reinforcement, which is anchored in each of the first and second beads and which extends from the first and second beads respectively in the first and second sidewalls to the crown block where the carcass reinforcement is arranged radially inside the crown reinforcement, and the carcass reinforcement includes at least one carcass layer, which includes wire reinforcements embedded in an elastomeric matrix and which, in the crown block, is axially interrupted at least radially overhanging the anchoring section of said at least one first stiffening element so as not to be radially interposed between the anchoring section of said at least one first stiffening element and the first anchoring corrugation;- the tire includes a carcass reinforcement, which is anchored in each of the first and second beads and which extends from the first and second beads respectively in the first and second sidewalls to the crown block where the carcass reinforcement is arranged radially inside the crown reinforcement, and the carcass reinforcement includes at least one carcass layer, which includes wire reinforcements embedded in an elastomeric matrix and which forms a corrugation, which is radially superimposed in phase with the first anchoring corrugation, and in the radial thickness of which the anchoring section of said at least one first stiffening element is arranged so as to alternate therein, in a circumferential direction of the tire, with at least some of the wire reinforcements of the carcass layer;

[0039] - the stiffening structure further includes at least one second stiffening element which (i) extends continuously into the toroidal cavity from at least the second sidewall and / or bead to at least the crown block in order to stiffen the tire, (ii) includes a crown penetration point at which said at least one second stiffening element penetrates the crown block by passing through the internal surface of the tire to anchor itself in the crown block, and (iii) also includes an anchoring section, which is entirely arranged in the crown block, being connected thereto to the crown penetration point of said at least one second stiffening element, which extends axially so as to be entirely disposed radially above a second anchoring corrugation among the corrugation(s) of the corrugated working layer, and which is radially convex outwards,forming a summit portion which is arranged radially outside the rest of the anchoring section of said at least one second stiffening element, and axially on either side of which the anchoring section of said at least one second stiffening element extends axially in a curved manner.

[0040] The invention will be better understood upon reading the following description, given solely by way of example and with reference to the drawings in which:

[0041] - Figure 1 is a schematic section of a tire according to the invention, this section being in a cutting plane corresponding to a meridian plane of the tire;

[0042] - Figure 2 is a larger scale schematic view of the detail boxed II in Figure 1;

[0043] - Figure 3 is a view similar to Figure 2, illustrating a first variant of the tire according to the invention; - Figure 4 is a view similar to Figure 2, illustrating a second variant of the tire according to the invention;

[0044] - Figure 5 is a view similar to Figure 2, illustrating a third variant of the tire according to the invention;

[0045] - Figure 6 is a view similar to Figure 2, illustrating a fourth variant of the tire according to the invention;

[0046] - Figure 7 is a partial section along line VII-VII of Figure 6;

[0047] - Figure 8 is a view similar to Figure 1, illustrating a fifth variant of the tire according to the invention; and

[0048] - Figure 9 is a view similar to Figure 1, illustrating a sixth variant of the tire according to the invention.

[0049] Figures 1 and 2 show a tire 100 and a geometric coordinate system whose X, Y, and Z directions correspond respectively to the circumferential, axial, and radial directions of the tire 100, as defined in the introductory section of this document. The tire 100 has a substantially toroidal shape around an axis of revolution, which is substantially parallel to the axial direction Y and coincides with an axis of rotation of the tire 100, around which the latter can be driven to rotate and roll on the ground. The tire 100 is, for example, intended for a passenger vehicle.

[0050] As shown in Figures 1 and 2, the tire 100 comprises a vertex block 110 having a tread 111, which extends in the circumferential direction X over the entire circumference of the tire 100 and which is intended to come into contact with the ground during the rolling of the tire 100. The tread 111 is axially delimited by axial edges 111A and 111B which are arranged axially on either side of a median plane M of the tire 100, this median plane M being as defined in the introductory part of this document. In practice, the axial edges 111A and 111B correspond to the material limits, along the axial direction Y, between a portion of the external surface of the tire 100, in contact with the ground, and the rest of this external surface, away from the ground, when the tire 100 is loaded to 80% of its load capacity according to the ETRTO standard manual.

[0051] In the embodiment shown in the figures, the tread 111 advantageously comprises:

[0052] - at least one rib, or even, as here, several ribs distributed along the axial direction Y, in this case five ribs which are, successively along the axial direction Y from the axial edge 111 A of the tread 111, a lateral rib 111.1, three central ribs 111.2, 111.3 and 111.4, and a lateral rib 111.5,

[0053] - at least one main cutout, or, as here, several main cutouts distributed along the axial direction Y, in this case four main cutouts which are, successively along the axial direction Y from the axial edge 111A of the tread 111, a main cutout 111.11, arranged axially between the lateral rib 111.1 and the central rib 111.2, a main cutout 111.12, arranged axially between the central ribs 111.2 and 111.3, a main cutout 111.13, arranged axially between the central ribs 111.3 and 111.4, and a main cutout 111.14, arranged axially between the central rib 111.4 and the lateral rib 111.5, and

[0054] - where appropriate, at least one secondary cut, which is less deep than the main cut(s) and which is made in the rib(s), or, as here, several secondary cuts 111.21, 111.22, 111.23, 111.24 and 111.25 which are made respectively in ribs 111.1 to 111.5.

[0055] In practice, each of the main cutouts 111.11 to 111.14 and of the secondary cutouts 111.21 to 111.25 is, for example, a groove or an incision and, in all cases, forms in the tread 111 a free volume which opens onto the tread surface of the tire 100, i.e. the external surface of the tread 111. Moreover, each of the ribs 111.1 to 111.5 and of the main cutouts 111.11 to 111.14 extends in the circumferential direction X over substantially the entire circumference of the tire 100.

[0056] As shown schematically in Figure 1 and in more detail in Figure 2, the crown block 110 also includes, for the purpose of its reinforcement, a crown reinforcement 112 which extends in the crown block 110 in the circumferential direction X over the entire circumference of the tire 100, being radially surmounted by the tread 111. The crown reinforcement 112 includes a central portion 112C, which is axially centered on the median plane M and which extends in the axial direction Y over an axial width equal to at least 80% of the total axial width of the crown reinforcement 112.

[0057] The apex reinforcement 112 includes a working reinforcement 113, which comprises, or is made up of, at least one working layer and which, in this case, consists of two radially superimposed working layers 114 and 115, with working layer 114 being the innermost radial layer. In practice, each of the working layers 114 and 115: - is axially delimited by two axial edges of the relevant working layer, arranged axially on either side of the median plane M of the tire 100, and

[0058] - includes wire reinforcements, not detailed in the figures, which are embedded in an elastomeric matrix of the relevant working layer, and which extend lengthwise from one to the other of the axial edges of the relevant working layer in a substantially parallel manner to each other along a principal direction forming, with the circumferential direction X of the tire 100, an angle ranging, in absolute value, from 10° to 50°, it being noted that the angle associated with the working layer 114 and that associated with the working layer 115 have respective orientations which are opposite to each other.

[0059] The structural and dimensional specifications of the wire reinforcements in each of the working layers 114 and 115 are not exhaustive. Each of these wire reinforcements can be made of metal and / or textile. For non-limiting examples, the reader may refer to W02022 / 200716.

[0060] Regardless of the embodiment of the working layer 114, it is a corrugated working layer, in the sense that the working layer 114 forms, particularly in the central portion 112C of the crown reinforcement 112, at least one corrugation, here several corrugations distributed along the axial direction Y, in this case five corrugations which are, successively along the axial direction Y from the axial edge of the working layer 114 facing axially towards the axial edge 111A of the tread 111, referenced 114.1 to 114.5. Here, the corrugations 114.1 to 114.5 follow one another directly along the axial direction Y. Each of the corrugations 114.1 to 114.5 extends along the circumferential direction X over the entire circumference of the tire 100 and includes:

[0061] - two backgrounds, from one to the other of which the corresponding undulation extends axially, and which are respectively referenced 114.11 and 114.12 for undulation 114.1, referenced 114.12 and 114.13 for undulation 114.2, referenced 114.13 and 114.14 for undulation 114.3, referenced 114.14 and 114.15 for undulation 114.4, and referenced 114.15 and 114.16 for undulation 114.5, and

[0062] - a vertex, which is arranged both axially between the two bottoms and radially outside each of the two bottoms of the corresponding undulation, and which are respectively referenced 114.21 to 114.25.

[0063] In practice, each of the bottoms 114.11 to 114.16 and the tops 114.21 to 114.25 has an extent along the axial direction Y, which can be substantially zero, meaning that the bottom or top in question is substantially a point, as seen in the figures, or non-zero, meaning that the bottom or top in question forms, in meridional section, a segment substantially parallel to the axial direction Y. Furthermore, unless the working layer 114 describes a polygonal line made up of straight segments in each meridian plane of the tire 100, each of the undulations 114.1 to 114.5 includes two inflection points which are arranged axially between the top and each of the two bottoms of the undulation in question; By inflection point, we designate a point where, in a meridian cutting plane of the tire 100, the direction of curvature of the working layer 114 changes.

[0064] In all cases, each of the corrugations 114.1 to 114.5 of the working layer 114 advantageously has a maximum radial amplitude, that is, a radial distance between its crest and its root furthest radially from its crest, which is greater than or equal to 1.0 mm, preferably 1.5 mm, and less than or equal to 3.0 mm, preferably 2.5 mm. In practice, this maximum radial amplitude is measured between a point on the crest and a point on the root of the corrugation in question, both of which lie on the same continuous geometric surface passing through the innermost radial point of each of the wire reinforcements of the working layer 114. By way of non-limiting example corresponding to the embodiment illustrated in the figures, the respective maximum radial amplitudes of the corrugations 114.1 to 114.5 are substantially equal to each other and are, for example, 2.0 mm.

[0065] Advantageously, the vertices 114.21 to 114.25 of the undulations 114.1 to 114.5 are respectively arranged radially vertically above the ribs 111.1 to 111.5. In particular, the geometric plane, perpendicular to the axial direction Y and forming a median plane of each rib 111.1, 111.2, 111.3, 111.4, 111.5, passes through the apex 114.21, 114.22, 114.23, 111.24, 114.25, as shown in dotted lines on figure 2 for ribs 111.2 and 111.3, it being noted that the median plane of rib 111.3 is substantially coincident with the median plane M of the tire 100. In addition, the bottoms 114.12 to 114.15 are respectively arranged radially perpendicular to the main cutouts 111.11 to 111.14. In particular, the geometric plane, perpendicular to the axial direction Y and forming a median plane of each main cut 111.11, 111.12, 111.13, 111.14, passes through the bottom 114.12, 114.13, 114.14, 114.15 of the undulations, as shown in dotted lines on figure 2 for the main cutouts 111.11 and 111.12. In this way, compared to a non-corrugated working layer, the working layer 114 is brought radially closer to the external surface of the tread 111, while allowing to maintain, radially between the bottom of the main cutouts 111.11 to 111.14 and the crest reinforcement 112, a thickness of elastomeric material of the crest block 110 which is sufficient for the purpose of protecting this working reinforcement 112.

[0066] In the embodiment illustrated in Figures 1 and 2, the working layer 115 is also corrugated, extending axially and circumferentially in a manner parallel to the working layer 114. The working layer 115 thus forms undulations, which are geometrically identical to the undulations 114.1 to 114.5 of the working layer 114 and which are radially superimposed in phase with the latter.

[0067] In the embodiment shown in Figures 1 and 2, the top reinforcement 112 also includes a shrink-fit reinforcement 116, which comprises, or is made up of, at least one shrink-fit layer and which, in this case, consists of a single shrink-fit layer 117. The shrink-fit reinforcement 116, here the shrink-fit layer 117, is arranged radially outside the working reinforcement 113 and is therefore radially interposed between the working reinforcement 113 and the tread 111. In practice, the shrink-fit reinforcement 116, here the shrink-fit layer 117:

[0068] - is axially delimited by two axial edges of the shrink-fit reinforcement, arranged axially on either side of the median plane M of the tire 100, and

[0069] - includes one or more wire reinforcements, not detailed in the figures, which are embedded in an elastomeric matrix of the shrink-fit reinforcement, and which are circumferentially wound in a helix from one to the other of the axial edges of the shrink-fit reinforcement extending lengthwise along a principal direction forming, with the circumferential direction X of the tire 100, an angle which, in absolute value, is less than or equal to 10°, preferably less than or equal to 5°.

[0070] The structural and dimensional specifications of the wire reinforcements of the shrink-fit reinforcement 116, here of the shrink-fit layer 117, are not exhaustive. Each of these wire reinforcements can be made of metal and / or textile. For non-limiting examples, the reader may refer to W02022 / 200716.

[0071] In the embodiment illustrated in the figures, the shrink-fit reinforcement 116, here the shrink-fit layer 117, is corrugated, extending axially and circumferentially parallel to the working layer 114. The shrink-fit reinforcement 116, here the shrink-fit layer 117, thus forms undulations, which are geometrically identical to the undulations 114.1 to 114.5 of the working layer 114 and which are radially superimposed in phase with the latter and with the undulations of the working layer 115. The tire 100 further comprises a first flank 120A and a second flank 120B, which each extend radially inwards from the top block 110 and which are arranged axially on either side of the median plane M of the tire 100.

[0072] The 100 tire also includes a first bead 130A and a second bead 130B, which radially extend inwards respectively the first and second sidewalls 120A and 120B. Thus, the first side 120A connects the first bead 130A to the top block 110 and the second side 120B connects the second bead 130B to the top block 110, the first and second bead 130A and 130B being opposite each other with respect to the median plane M. The first and second bead 130A and 130B are each provided with a reinforcing element 131A, 131B, which extends into the corresponding bead along the circumferential direction X and which is for example a rod or a pair of rods, it being noted that the embodiment of the reinforcing elements 131A and 131B is not limiting. Regardless of their form of realization, the reinforcement elements 131 A and 131 B are designed to hook the tire 100 onto a rim forming a mounting support.

[0073] The tire 100 also includes a carcass reinforcement 140 which is anchored in each of the first and second ribs 130A and 130B, being wrapped around each of the reinforcing members 131A and 131B. Other anchoring methods for the carcass reinforcement 140 are possible, for example as described in US5702548. In all cases, the carcass reinforcement 140 extends from each of the first and second ribs 130A and 130B to the crown block 110, passing through the first and second sidewalls 120A and 120B. In the crown block 110, the carcass reinforcement 140 is arranged radially inside the crown reinforcement 112, more precisely within the working reinforcement 113 of the latter.

[0074] In the embodiment shown in the figures, the frame reinforcement 140 comprises, or is made up of, at least one layer of frame and, here, consists of a single layer of frame 141. In practice, here the frame layer 141 is:

[0075] - is axially delimited by two axial edges of the carcass reinforcement, arranged axially on either side of the median plane M of the tire 100, and

[0076] - includes wire reinforcements, which are embedded in an elastomeric matrix of the carcass reinforcement, and which extend lengthwise from one to the other of the axial edges of the latter in a principal direction forming, with the circumferential direction X of the tire 100, an angle which, in absolute value, is greater than or equal to 60°, preferably ranging from 80° to 90°, and this at least in all or part of the first and second sidewalls 120A and 120B. In embodiments enabling the performance of so-called radial tires as defined by the ETRTO, each wire reinforcement of the carcass layer 141 extends lengthwise in a principal direction forming with the circumferential direction X an angle which, in absolute value, is from 80° to 90°.Alternatively, this angle is variable, ranging from 80° to 90° in at least part of each of the first and second flanks 120A and 120B and being strictly less than 80° in at least part of the summit block 110.

[0077] The structural and dimensional specifications of the wire reinforcements of the frame reinforcement 140, here of the frame layer 141, are not exhaustive. Each of these wire reinforcements can be made of metal and / or textile. For non-limiting examples, the reader may refer to W02022 / 200716.

[0078] In the embodiment illustrated in the figures, the carcass reinforcement 140, here the carcass layer 141, is corrugated, extending axially and circumferentially parallel to at least a portion of the working layer 114. The carcass reinforcement 140, here the carcass layer 141, thus forms at least one corrugation, which is geometrically identical to one of the corrugations 114.1 to 114.5 of the working layer 114 and which is radially superimposed in phase with it. In the embodiment considered in Figures 1 and 2, the carcass reinforcement 140, here the carcass layer 141:

[0079] - thus forms four undulations 141.1, 141.2, 141.4 and 141.5, which are geometrically identical to the undulations 114.1, 114.2, 114.4 and 114.5 of the working layer 114 and which are radially superimposed in phase with, respectively, these undulations 114.1, 114.2, 114.4 and 114.5, and

[0080] - includes a non-corrugated cylindrical section 141.3, which is axially centered on the median plane M of the tire 100 and which axially connects the corrugations 141.2 and 141.4 to each other.

[0081] The crown block 110, the first and second sidewalls 120A and 120B, and the first and second bead sections 130A and 130B together define a toroidal cavity 150 in the tire 100, delimited by an internal surface 151 of the tire 100. This toroidal cavity 150 allows the tire 100 to be inflated when it is mounted on the aforementioned rim. When the tire 100 is mounted on this rim, the toroidal cavity 150 is closed jointly by the tire 100 and the rim so that it can be pressurized by an inflation gas, which is introduced into the toroidal cavity 150 and with which the internal surface 151 is then in contact. In practice, all or part of the internal surface 151 is advantageously supported by a sealing layer, which is substantially impermeable to the inflation gas and whose composition includes, for example, one or more butyl rubbers, such as that described in WO2016 / 001226.

[0082] The tire 100 further comprises a stiffening structure 160 which extends within the toroidal cavity 150 from both the first sidewall 120A and / or bead 130A to the apex block 110 and from the second sidewall 120B and / or bead 130B to the apex block 110, the stiffening structure 160 being anchored in the first sidewall 120A and / or bead 130A, the apex block 110 and the second sidewall 120B and / or bead 130B. The stiffening structure 160 thus contributes to stiffening the tire 100, as mentioned above.

[0083] For the purpose of anchoring the stiffening structure 160 in the first sidewall 120A and / or bead 130A, the tire 100 includes a lower reinforcing element 170A, which is arranged in the first sidewall 120A and / or bead 130A and which, in the embodiment illustrated in the figures, is advantageously distinct from the reinforcing element 131 A, being arranged here radially outside of the latter. The stiffening structure 160 is anchored in the first side 120A and / or bead 130A by extending into and / or around the lower reinforcing member 170A so as to be held mechanically by the latter in the sense that the lower reinforcing member 170 takes up the forces applied to the anchoring structure 160: for this purpose, it is advantageously provided that the stiffening structure 160 penetrates or even passes through the lower reinforcing member 170A and / or that the stiffening structure 160 is wrapped at least in part around the lower reinforcing member 170A.The embodiment of the lower reinforcement member 170A is not limiting and the reader may refer to W02022 / 200717 for detailed embodiment examples for this lower reinforcement member 170A.

[0084] For the purpose of anchoring the stiffening structure 160 in the second sidewall 120B and / or bead 130B, the tire 100 includes a lower reinforcing element 170B which is arranged in the second sidewall 120B and / or bead 130B. Considerations identical to those set forth above for the lower reinforcing element 170A apply mutatis mutandis to the lower reinforcing element 170B.

[0085] For the purpose of anchoring the stiffening structure 160 in the apex block 110, the tire 100 comprises at least one apex reinforcement element, here two apex reinforcement elements 180A and 180B, which are arranged in the apex block 110. The stiffening structure 160 is anchored in the apex block 110 by extending into and / or around each of the apex reinforcement elements 180A and 180B so as to be mechanically retained by them, in the sense that the apex reinforcement elements 180A and 180B absorb the forces applied to the anchoring structure 160. To this end, it is advantageously provided that the stiffening structure 160 penetrates or even passes through each of the apex reinforcement elements 180A and 180B and / or that the stiffening structure 160 is wound at least partly around each of the summit reinforcement elements 180A and 180B.The embodiment of the top reinforcement members 180A and 180B is not limiting, and the reader may refer to W02022 / 200717 for detailed embodiment examples for these top reinforcement members 180A and 180B. In the non-limiting example illustrated in the figures, each of the top reinforcement members 180A and 180B comprises, or is made up of, a wire reinforcement, in particular textile, which extends lengthwise substantially along the circumferential direction X by winding over several complete turns around the axis of revolution of the tire 100; alternatively, each of the top reinforcement members 180A and 180B comprises a wire assembly, such as a fabric or knit.

[0086] As clearly visible in Figure 1, the stiffening structure 160 comprises one or more first stiffening elements 160A which:

[0087] - each extend continuously from the first flank 120A and / or bead 130A, in which the first stiffening element(s) 160A are anchored by being advantageously retained mechanically, that is to say by resisting forces, in and / or around the lower reinforcing member 170A as explained above, to the top block 110, in which the first stiffening element(s) 160A are anchored by being advantageously retained mechanically, that is to say by resisting forces, in and / or around the top reinforcing member 180A as explained above, and

[0088] - in the embodiment considered here, there are a plurality of first stiffening elements 160A, which are distributed circumferentially in the toroidal cavity 150 and which are advantageously wire stiffening elements, otherwise called stays, as defined above in this document, only one of these first stiffening elements 160A being visible in figures 1 and 2.

[0089] Also, as clearly visible in Figure 1, the stiffening structure 160 further comprises one or more second stiffening elements 160B which:

[0090] - each extend continuously from the second flank 120B and / or bulge 130B, in which the second stiffening element(s) 160B are anchored by being advantageously mechanically retained, i.e. by load transfer, in and / or around the lower reinforcing member 170B as explained above, to the top block 110, in which the first second stiffening element(s) 160B are anchored by being advantageously mechanically retained, i.e. by load transfer, in and / or around the top reinforcing member 180B as explained above, and

[0091] - in the embodiment considered here, there are a plurality of second stiffening elements 160B, which are distributed circumferentially in the toroidal cavity 150 and which are advantageously wire stiffening elements, otherwise called stays, as defined above in this document, only one of these second stiffening elements 160B being visible in Figure 1.

[0092] In practice, the circumferential distribution of the first stiffening elements 160A and the circumferential distribution of the second stiffening elements 160B, which may be identical to each other or different from each other, are each regular or irregular in the circumferential direction X.

[0093] In the embodiment shown in Figures 1 and 2, at least one, or even each, of the first stiffening elements 160A is associated with one of the second stiffening elements 160B so that the first stiffening element 160A and the second stiffening element 160B thus associated with each other jointly form a common stiffening element, as illustrated in Figure 1, which extends continuously in the toric cavity 150 from the first flank 120A and / or bead 130A to the second flank 120B and / or bead 130B via the apex block 110.Furthermore, independently or in combination with the aspect mentioned in the immediately preceding sentence, at least some, if not all, of the first stiffening elements 160A jointly form a continuous first stiffening element that meanders between the first flank 120A and / or bead 130A and the top block 110, notably along a boustrophedon path; similarly, at least some, if not all, of the second stiffening elements 160B jointly form a continuous second stiffening element that meanders between the second flank 120B and / or bead 130B and the top block 110, notably along a boustrophedon path. For further details regarding the aspects mentioned in this paragraph, the reader may refer to W02022 / 200717.

[0094] In all cases, it is understood that the first stiffening elements 160A thus participate in stiffening mainly, or even exclusively, one of the axial sides of the tire 100 arranged axially on either side of the median plane M, this first axial side containing the first sidewall 120A and / or bead 130A, while the second stiffening elements 160B participate in stiffening mainly, or even exclusively, the second axial side of the tire 100, which is axially opposed to the first axial side with respect to the median plane M and which contains the second sidewall 120B and / or bead 130B.

[0095] The following will be described in more detail the first stiffening elements 160A, noting that the second stiffening elements 160B are described in similar terms but adapted to the fact that the second stiffening elements 160B cooperate with components of the tire 100, at least some, or even all, of which are arranged on the second axial side of the tire 100, whereas the first stiffening elements 160A cooperate with components of the tire 100, at least some, or even all, of which are arranged on the first axial side of the tire 100. In particular, as in the embodiment envisaged in Figure 1, the second stiffening elements 160B are arranged substantially symmetrically to the first stiffening elements 160A with respect to the median plane M.

[0096] As clearly visible in Figures 1 and 2, each first stiffening element 160A includes:

[0097] - a low penetration point 161A at which the first stiffening element 160A penetrates the first flank 120A and / or bead 130A by passing through the internal surface 151 to anchor itself in the first flank 120A and / or bead 130A,

[0098] - a lower portion 162A, which is entirely arranged in the first flank 120A and / or bead 130A, in particular by being entirely embedded therein, and which extends from the lower penetration point 161A into the thickness of the first flank 120A and / or bead 130A to anchor itself therein, being advantageously retained mechanically, that is to say by reabsorption of forces, in and / or around the lower reinforcing element 170A as explained a little earlier,

[0099] - a summit penetration point 163A at which the first stiffening element 160A penetrates the summit block 110 by passing through the internal surface 151 to anchor itself in the summit block 110,

[0100] - a summit portion 164A, which is entirely arranged within the summit block 110, notably by being completely embedded within it, and which extends from the summit penetration point 163A into the thickness of the summit block 110 to anchor itself there, being advantageously held mechanically, that is to say by resisting forces, in and / or around the summit reinforcing element 180A as explained a little earlier, and

[0101] - an intracavitary portion 165A, which extends from one to the other of the lower penetration point 161 A and summit 163A entirely within the toric cavity 150, thus being arranged in a manner entirely emerging from the first flank 120A and / or bulge 130A and the summit block 110.

[0102] In the embodiment considered here, the apex portion 164A of the first stiffening element 160A extends axially inwards to the median plane M where this apex portion 164A joins the apex portion of one of the second stiffening elements 160B so that the first and second stiffening elements concerned jointly form the aforementioned common stiffening element.

[0103] Also in the embodiment considered here, the apex penetration point 163A of each first stiffening element 160A and the first sidewall 120A and bead 130A are advantageously located on the same axial side of the median plane M of the tire 100, in this case the aforementioned first axial side. It follows that the respective intracavitary portions 165A of the first stiffening elements 160A do not intersect, in the toroidal cavity 150, the respective intracavitary portions of the second stiffening elements 160B, as clearly visible in Figure 1: this makes it possible to limit the areas of axial bending of the tread 111, that is to say, the axial compression of the tread 111, particularly under conditions of high lateral stress on the tire 100.In an alternative variant not shown, the apex penetration point 163A of each first stiffening element 160A is located on the second axial side of the tire 100 mentioned above, i.e. on the axial side of the median plane M, where the second sidewall 120B and bead 130B are located.

[0104] As more clearly seen in Figure 2, the apex portion 164A of each first stiffening element 160A includes an anchorage section 166A, which, like the rest of the apex portion 164A, is entirely arranged within the apex block 110 and connected thereto to the apex penetration point 163A. In the embodiment considered in Figures 1 and 2, the anchorage section 166A is axially contiguous to the apex penetration point 163A, extending axially inward from the latter. Alternatively, it may be otherwise, as discussed later.

[0105] The anchoring section 166A of each first stiffening element 160A includes two axial ends 166A.1 and 166A.2, from one to the other of which the anchoring section 166A extends axially. The axial end 166A.1, which can be described as the axially external end, is axially oriented towards the apex penetration point 163A and, in this case, coincides with it, while the axial end 166A.2, which can be described as the axially internal end, is axially opposite to the apex penetration point 163A and, in this case, does not form a terminal end from which the apex portion 164A would not extend axially inwards. This is equivalent to saying that the apex portion 164A extends axially inwards from the axial end 166A.2 of the anchorage section 166A.2. Alternatively, it may be otherwise, as discussed later.

[0106] The anchoring section 166A of each first stiffening element 160A extends axially from one to the other of its axial ends 166A.1 and 166A.2, being entirely positioned radially above one of the undulations 114.1 to 114.5 of the working layer 141, here of the undulation 114.2, which is thus referred to hereafter as the first anchoring undulation. Thus, the axial ends 166A.1 and 166A.2 of the anchoring section 166A are both arranged axially between the bottoms 114.12 and 114.13 of the first anchoring undulation 114.2: here, the axial end 166A.1 of the anchoring section 166A is arranged axially towards the inside of the bottom 114.12 while the axial end 166A.2 of the anchoring section 166A is radially aligned with the bottom 114.13;Alternatively, it could be otherwise, as mentioned later. In all cases, the anchoring section 166A is arranged radially inside the first anchoring corrugation 114.2, here with radial interposition, between the anchoring section 166A and the first anchoring corrugation 114.2, of both the carcass layer 141, more precisely of the corrugation 141.2 of the latter, and a decoupling layer 118 of the apex block 110, made of an elastomeric mixture and radially interposed directly between the anchoring section 166A and the carcass layer 141. The decoupling layer 118 has various practical advantages, the effects of which are all the more marked as the radial thickness of this decoupling layer 118 is large: in particular, the decoupling layer 118 tends to limit the rolling noise of the tire 100;Furthermore, when the tire 100 is manufactured by molding on a hard core in which there is a counter-pressure gaseous atmosphere, the decoupling layer 118 prevents gas from this gaseous atmosphere from seeping through the first stiffening elements 160A to the carcass layers 141, working layers 114 and 115 and shrink-fit layers 117 and from forming bubbles in the top block 110;Furthermore, when the tire 100 is in use and its toroidal cavity 150 is inflated by the aforementioned inflation gas, the decoupling layer 118 prevents inflation gas from seeping through the first stiffening elements 160A to the carcass layers 141, working layers 114 and 115 and shrink-fit layers 117 and from inducing physicochemical reactions, such as oxidation. For reasons which will appear later, we note V114.2 a volume of material of the top block 110, which is arranged entirely in the radial vertical position of the first anchoring undulation 114.2: more precisely, along the axial direction Y, the volume V114.2 extends from one to the other of the bottoms 114.2 and 114.3 of the first anchoring undulation 114.2; along the radial direction Z, the volume V114.2 extends from one to the other of the top 114.22 and the toric cavity 150, being delimited, radially outwards, by the radially inner surface of the first anchoring undulation;

[0107] 114.2 and, radially inwards, by the internal surface 151; along the circumferential direction X, the volume V114.2 extends over the entire periphery of the tire 100. It is understood that the anchoring section 166A is entirely contained within the volume of material V114.2, it being noted that, in the embodiment shown in Figures 1 and 2, the corrugation is also entirely contained within the volume of material V114.2

[0108] 141.2 of the carcass layer 141 and the decoupling layer 118.

[0109] The anchoring section 166A of each first stiffening element 160A extends from one to the other of its axial ends 166A.1 and 166A.2 in a radially outward curved manner, forming a summit part 166A.3. Here, the summit part 166A.3 is substantially a point along the axial direction Y, but, in an alternative not shown, this summit part forms a substantially straight segment extending axially at a constant radial distance from the axis of revolution of the tire 100, in particular extending parallel to the axial direction Y. In all cases, axially on either side of this summit part 166A.3, the anchoring section 166A includes an axially external connecting part 166A.4, which connects the summit part 166A.3 and the axial end 166A.1, and an axially internal connecting part 166A.5, which connects the summit part 166A.3 and the axial end 166A.2.By definition, the summit portion 166A.3 is arranged radially outside the rest of the anchorage section 166A, in particular radially outside the axial ends 166A.1 and 166A.2 and the connecting parts 166A.4 and 166A.5. Moreover, axially on either side of this summit portion 166A.3, the anchorage section 166A extends axially in a curved manner; in particular, each of the connecting parts 166A.4 and 166A.5 extends axially from the summit portion 166A.3 in a radially curved manner.

[0110] Thus, the anchoring section 166A of each first stiffening element 160A is shaped to fit into the bottom of the radially internal concavity of the first anchoring corrugation 141.2, that is, in the outermost radial region of this concavity, so as to make the arrangement of the anchoring section 166A compact, particularly along the radial direction Z, within the apex block 110, more precisely within the volume of material V114.2, and thereby anchor the first stiffening element 160A within the thickness of the apex block 110. In the embodiment shown in Figures 1 and 2, the anchoring section 166A is thus housed in the bottom of the radially internal concavity of the first anchoring corrugation 141.2 with radial interposition between the anchoring section 166A and the first anchoring corrugation. 141.2, of both the undulation 141.2 of the carcass layer 141 and the decoupling layer 118; alternatively, it may be otherwise, as mentioned later.

[0111] As mentioned above, the description of the second stiffening elements 160B can be deduced from the detailed description thus far concerning the first stiffening elements 160A, which will therefore not be detailed in full. At a minimum, it should be noted that the undulation 114.4 of the working layer 114 forms, with respect to the second stiffening elements 160B, a second anchoring undulation that is functionally similar to the first anchoring undulation 114.2 with respect to the first stiffening elements 160A.

[0112] According to a first advantageous arrangement aimed at making the arrangement of the anchoring section 166A of each first stiffening element 160A in the top block 110 more compact, more precisely within the volume of material V114.2, the top part 166A.3 of each anchoring section 166A is radially separated from the first anchoring undulation 114.2 by a radial distance, noted d in Figure 2.The radial distance d is measured from one to the other of the radially inner surface of the working layer 114 and the radially outer surface of the first stiffening element 160A. It should be noted that, in practice, the radially inner surface of the working layer 114 is defined as a continuous geometric surface passing through the innermost radial point of each of the wire reinforcements of the working layer 114; thus, the radial distance d does not include either the radial thickness of the wire reinforcements of the working layer 141 or the radial thickness of the first stiffening element 160A. By ensuring that the radial distance d is as small as possible, the top portion 166A.3 is located as close radially as possible to the first anchoring corrugation 141.2, which substantially limits the maximum radial dimension of the material volume V114.2.In practice, the radial distance d is thus advantageously provided to be less than three times the radial thickness, denoted e in Figure 2, of the top portion 166A.3, it being noted that, in the embodiment where the first stiffening elements 160A are wire-like, this radial thickness e corresponds to the individual diameter of these wire-like stiffening elements. Preferably, the radial distance d is provided to be less than twice the radial thickness e, or even less than this radial thickness e. In the embodiment considered in figures 1 and 2, it is understood that the radial distance d is necessarily non-zero since it corresponds to the sum, in radial overhang of the top part 166A.3, of the radial thickness of the corrugation 141.2 of the carcass layer 141 and the radial thickness of the decoupling layer 118. In practice, the radial thickness e is advantageously between 0.50 and 1.50 mm, preferably between 0.95 and 1.05 mm.

[0113] According to a second advantageous arrangement aimed at making the arrangement of the anchoring section 166A of each first stiffening element 160A in the top block 110 more compact, more precisely within the volume of material V114.2, each anchoring section 166A extends, from its top part 166A.3 to its axial end 166A.2, substantially parallel to the first anchoring undulation 114.2, as clearly visible in figure 2. In particular, the axially inner connecting part 166A.5 of the anchoring section 166A is parallel to the first anchoring undulation 114.2. Thus, axially inwards from its top part 166A.3, the anchoring section 166A extends axially following the undulating shape of the first anchoring undulation 114.2, maintaining its radial distance from the first anchoring undulation 114.2 at a value substantially equal to the radial distance d.

[0114] According to a third advantageous arrangement aimed at making the arrangement of the anchoring section 166A of each first stiffening element 160A in the top block 110 more compact, more precisely within the volume of material V114.2, the top part 166A.3 of the anchoring section 166A is both substantially complementary to the top 114.22 of the first anchoring undulation 114.2 and radially aligned with this top 114.22, as illustrated in figure 2. It is thus advantageously possible to arrange the anchoring section 166A at the bottom of the radially internal concavity of the first anchoring undulation 141.2 in a particularly compact manner, in particular by minimizing the radial distance d.

[0115] According to a fourth advantageous arrangement aimed at making the anchoring of each of the first stiffening elements 160A in the thickness of the apex block 110 more compact, the anchoring section 166A extends in and / or around the apex reinforcement member 180A so as to be mechanically retained by the latter, i.e., by resisting forces, while providing that this apex reinforcement member 180A is positioned at least partially radially above the apex part 166A.3 of the anchoring section 166A, as illustrated in Figure 2. The apex reinforcement member 180A is thus arranged partially, or even totally, within the volume of material V114.2, positioned axially therein to implant this apex reinforcement member 180A as radially outwards as possible and thus limit the maximum radial dimension of the volume of material V114.2. despite the presence of the 180A summit reinforcement element.

[0116] This advantageous positioning of the 180A top reinforcement element relative to the 166A anchoring section of each first 160A stiffening element makes it possible to:

[0117] - to limit the radial dimension of an internal overthickness 152 which extends radially outward from the internal surface 151 and axially at least radially vertically from the apex reinforcement member 180A, as illustrated in solid lines in Figure 2, or even to avoid such an internal overthickness when a portion 153 of the internal surface 151, which is located radially vertically from the apex reinforcement member 180A, is advantageously flush or radially recessed from the rest of the internal surface 151, as illustrated in dashed lines in Figure 2; and / or

[0118] - to dimension radially the summit reinforcement element 180A in a variable manner according to the axial direction Y, in particular in order to reinforce its mechanical resistance and / or the mechanical restraint effect on the anchoring section 166A, advantageously providing that the summit reinforcement element 180A has a radial dimension which is greater at the radial vertical axis of the summit part 166A.3 of the anchoring section 166A than at the radial vertical axis of the rest of the anchoring section 166A, as indicated in dotted lines on figure 2.

[0119] Each of the first, second, third, and fourth provisions mentioned above can be combined with one or more of these other provisions. In the embodiment shown in Figures 1 and 4, these four provisions are combined.

[0120] Figure 3 shows a variant of the 100 tire, referenced as 200. The 200 tire is similar, or even identical, to the 100 tire, with the differences listed below. The tire 200 thus comprises, among other things, first stiffening elements 260A, apex penetration points 263A, apex portions 264A, anchoring sections 266A, and a decoupling layer 218, which are respectively similar to the first stiffening elements 160A, the apex penetration points 163A, the apex portions 164A, the anchoring sections 166A, and the decoupling layer 118. Unlike the stiffening elements 160A, whose axial end 166A.1 of each of the anchoring sections 166A is substantially coincident with the apex penetration point 163A of the corresponding stiffening element 160A, the anchoring section 266A of at least one of the stiffening elements 260A includes an axial end 266A.1, which is functionally similar to the axial end 166A.1 but distinct from the apex penetration point 263A of the corresponding stiffening element 266A, being connected to this apex penetration point 263A by a dedicated section 267A of the apex portion 264A of the corresponding stiffening element 266A. The axial end 266A.1 of the anchoring section 266A is then radially aligned with the bottom 114.12 of the first anchoring corrugation 114.2.

[0121] Regardless of the difference described above, the 200 tire is distinguished from the 100 tire by the fact that its 218 decoupling layer is radially thicker than the 118 decoupling layer.

[0122] Figure 4 shows a variant of the 100 tire, referenced as 300. The 300 tire is similar, or even identical, to the 100 tire, with the differences listed below. The tire 300 thus includes, among other things, a carcass layer 341, a corrugation 341.2, a stiffening structure 360, first stiffening elements 360A, top portions 364A, anchoring sections 366A, top parts 366A.3, connecting parts 366A.5, and a decoupling layer 318, which are respectively similar to the carcass layer 141, the corrugation 141.2, the stiffening structure 160, the first stiffening elements 160A, the top portions 164A, the anchoring sections 166A, the top parts 166A.3, the connecting parts 166A.5, and the decoupling layer 118.

[0123] Unlike the stiffening elements 160A, whose apex portion 164A extends axially inward beyond the axial end 166A.2 of their anchoring section 166A, the anchoring section 366A of at least one of the stiffening elements 360A includes an axial end 366A.2, which is functionally similar to the axial end 166A.2 but forms a terminal end from which the apex portion 364A does not extend axially inward. In other words, the first corresponding stiffening element 360A is interrupted axially inward at the axial end 366A.2 of its anchoring section 366A. Here, the axial end 366A.2 of the anchoring section 366A is not radially aligned with the bottom 114.13 of the first anchoring undulation 114.2, but is located axially outside of this bottom 114.13. Moreover, here, the summit portion 364A is made up of the anchoring section 366A.In all cases, it follows that the apex portion 364A does not extend axially radially above the undulation 114.3 of the working layer 114: this makes it possible to reduce the radial thickness of a volume of material V114.3 of the apex block 110, which is located radially above this undulation 114.3, as illustrated in Figure 4. In the embodiment illustrated in Figure 4, this volume of material V114.3 is even radially delimited inwards by a radially concave portion 154 of the internal surface 151, which is radially superimposed in phase with the undulation 114.3 of the working layer 114, with a radial interposition between them of an undulation 341.3 of the carcass layer 341, axially connecting one to the other. the 341.2 undulation and a 341 carcass layer undulation, similar to the 141.4 undulation of the 141 carcass layer, but not visible in Figure 4.The resulting 110 vertex block is thus particularly compact, especially along the radial direction Z.

[0124] In line with the difference described above, the 300 tire may have an additional difference compared to the 100 tire, namely that the 300 tire lacks secondary stiffening elements such as the 160B secondary stiffening elements of the 100 tire. In other words, in this case, the 360 ​​stiffening structure comprises exclusively the 360A primary stiffening elements and acts, through these elements, only on the first axial side of the 300 tire. In practice, this first axial side of the 300 tire then advantageously corresponds to the outer side of the 300 tire, as mentioned above. Alternatively, the 360 ​​stiffening structure may include secondary stiffening elements, not visible in Figure 4, which are similar to the 160B secondary stiffening elements.

[0125] Apart from the two differences described above, the 300 tire is distinguished from the 100 tire by the fact that its decoupling layer 318 is radially thinner than the decoupling layer 118, being even substantially non-existent between the undulation 341.2 of the carcass layer 341 and at least the top part 366A.3 and, here, the bonding part 366A.5 of the anchoring section 366A. This means that the decoupling layer 318 is axially interrupted radially between the carcass layer 341 and the anchoring section 366A: in particular, at least the apex portion 366A.3 and, in this case, the connecting portion 366A.5 of the anchoring section 366A are radially attached directly to the corrugation 341.2 of the carcass layer 341. This increases the rigidity of the apex block 110. Figure 5 shows a variant of the tire 100, designated 400.The 400 tire is similar, or even identical, to the 100 tire, with the differences listed below. The 400 tire thus comprises, among other things, a carcass layer 441, first stiffening elements 460A, anchoring sections 466A, and axial ends 466A.1 and 466A.2, which are respectively similar to the carcass layer 141, the first stiffening elements 160A, the anchoring sections 166A, and the axial ends 166A.1 and 166A.2.

[0126] Unlike the carcass layer 141, the carcass layer 441 is axially interrupted at least radially overhanging the anchoring sections 466A. Here, the carcass layer 441 is axially interrupted from substantially the axial end 466A.1 of each anchoring section 466A to the median plane M, and, where applicable, symmetrically with respect to this median plane M. Each anchoring section 466A is thus arranged radially above the first anchoring corrugation 114.2 without radial interposition of the carcass layer 441 between them. Each anchoring section 466A is advantageously radially adjacent to the first anchoring corrugation 114.2, with, where applicable, only the decoupling layer 418 radially interposed between them.In this way, it is advantageously possible to minimize the radial distance d, or even make it practically zero, which allows for an even more compact anchoring of the stiffening elements 460A in the apex block 110. In particular, the portion 153 of the internal surface 151 is advantageously designed to be radially recessed from the rest of the internal surface 151, as illustrated by solid lines in Figure 5. Furthermore, by providing, as in the pneumatic 300 of Figure 4, that the first stiffening elements 460A are axially interrupted inwards at the respective axial ends 466A.2 of the anchoring sections 466A, the volume of material V114.3 of the apex block 110 is advantageously designed with a particularly small radial thickness, especially in relation to the radially concave portion 154 of the internal surface 151, which is then radially attached to the undulation 114.3 without radial interposition of the carcass layer 441.

[0127] Of course, the axial interruption of the carcass layer 441, as detailed just above, does not prevent dimensioning the vertex block 110 in a radially more massive way, as indicated in dotted lines on figure 5.

[0128] Figures 6 and 7 show a variant of the 100 tire, referenced as 500. The 500 tire is similar, or even identical, to the 100 tire, with the differences listed below. The 500 tire thus comprises, among other things, a carcass layer 541, a corrugation 541.2, a cylindrical section 541.3, first stiffening elements 560A, top portions 564A, and anchoring sections 566A, which are respectively similar to the carcass layer 141, the corrugation 141.2, the cylindrical section 141.3, the first stiffening elements 160A, the top portions 164A, and the anchoring sections 166A.

[0129] Unlike the corrugation 141.2 of the carcass layer 141, interposed radially between the anchoring section 166A of each first stiffening element 160A and the first anchoring corrugation 114.2, the corrugation 541.2 of the carcass layer 541 accommodates, within its radial thickness, at least partially the respective anchoring sections 566A of the first stiffening elements 560A, as clearly visible in Figure 6. More precisely, each of the anchoring sections 566A is arranged, at least partially, within the radial thickness of the corrugation 541.2 so as to alternate therein, along the circumferential direction X, with at least some of the wire reinforcements of the carcass layer 541, as clearly visible in Figure 7, in which the wire reinforcements of the carcass layer 541 are referenced 541 R.Here, each anchorage section 566A alternates circumferentially with a single wire reinforcement 541 R of the carcass layer 541, but, in variants not shown, other alternating patterns are possible. Furthermore, in the illustrated embodiment, in which each of the first stiffening elements 560A is wire, the individual diameter of these elements is strictly less than that of the wire reinforcements 541 R of the carcass layer 541, but, in variants not shown, the individual diameter of the first stiffening elements 560A is equal to or strictly greater than that of the wire reinforcements 541 R. More generally, the radial and circumferential dimensions of the first stiffening elements 560A can each be strictly less than, equal to, or strictly greater than the radial and circumferential dimensions of the wire reinforcements 541 R, respectively.In all cases, the at least partial arrangement of the anchoring sections 566A in the radial thickness of the undulation 541.2 of the carcass layer 541 advantageously allows the radial distance d to be dimensioned to the smallest possible size, or even to make the latter substantially zero, which makes it possible to make the anchoring of the stiffening elements 560A in the top block 110 even more compact.

[0130] In line with the difference described above, the relative arrangement of the anchoring sections 566A in the radial thickness of the undulation 541.2 of the carcass layer 541 is advantageously maintained axially inwards from these anchoring sections 566A, in the sense that, as illustrated in Figures 6 and 7, the respective sections 568A of the summit portions 564A of the first stiffening elements 560A, which extend axially inwards from the anchoring sections 566A respectively, are also arranged in the radial thickness of the carcass layer 541, here in the radial thickness of the cylindrical section 541.3 of the latter, and alternate therein in the circumferential direction X with the wire reinforcements 541 R of the carcass layer 541.

[0131] Figure 8 shows a variant of the 100 tire, referenced as 600. The 600 tire is similar, or even identical, to the 100 tire, with the differences listed below. The 600 tire thus comprises, among other things, a top block 610, working layers 614 and 615, a corrugation 614.3, a reinforcement layer 617, a carcass layer 641, and first and second stiffening elements 660A and 660B, which are respectively similar to the top block 110, the working layers 114 and 115, the corrugation 114.3, the reinforcement layer 117, the carcass layer 141, and the first and second stiffening elements 160A and 160B.

[0132] Unlike the tire 100, in which the anchoring sections 166A of the first stiffening elements 160A are distinct from the anchoring sections of the second stiffening elements 160B, each of the common stiffening elements, respectively formed jointly by one of the first stiffening elements 660A and one of the second stiffening elements 660B, includes a common anchoring section 666 which constitutes both the anchoring section of the first stiffening element 660A and the anchoring section of the second stiffening element 660B. It follows that the first and second anchoring undulations with respect to, respectively, the first and second stiffening elements 660A and 660B, are formed by a single undulation of the working layer 614, which thus constitutes a common anchoring undulation. In the example shown in Figure 8, this common anchoring undulation is the 614 undulation.3 of the working layer 614, but, in variants not shown, it is otherwise. The variant in figure 8 thus illustrates the possibility of arranging the first and second stiffening elements within the tire 600 in a different way than within the tire 100, while still benefiting from the advantages and benefits of the invention.

[0133] In line with the differences described above, the example illustrated in Figure 8 is as follows:

[0134] - the apex reinforcement elements, respectively associated with the first stiffening elements 660A and the second stiffening elements 660B, together form a common reinforcement element, referenced 680; this contributes to the compactness and lightness of the apex block 610; and / or

[0135] - on the one hand, the working layer 614 is devoid, in particular in the central portion of the corresponding top reinforcement, of any undulation other than the common anchorage undulation 614.3 and, on the other hand, the working layer 615, the reinforcement layer 617 and the carcass layer 641 are each devoid, in particular in the central portion of the corresponding top reinforcement, of any undulation other than a 615.3, 617.3, 641.3 undulation radially superimposed in phase with the common anchorage undulation 614.3; this contributes to performance compromises for the top block 610.

[0136] Figure 9 shows a variant of the 600 tire, referenced as 700. The 700 tire is similar, if not identical, to the 600 tire, with the differences listed below. The 700 tire thus includes, among other things, a 710 top block, a 714 working layer, and a common anchoring corrugation.

[0137] 714.3, the first and second flanks 720A and 720B, the first and second ridges 730A and 730B, the first and second stiffening elements 760A and 760B, the common anchor sections 766, the lower reinforcing members 770A and 770B and a common summit reinforcing member 780, which are respectively similar to the summit block 610, the working layer 614, the common anchor corrugation

[0138] 614.3, to the first and second sidewalls of the tire 600, to the first and second bead of the tire 600, to the first and second stiffening elements 660A and 660B, to the common anchoring sections 666, to the lower reinforcing elements of the tire 600, and to the common top reinforcing element 680.

[0139] Unlike the 600 tire, whose stiffening elements are all the first and second stiffening elements 660A and 660B, the 700 tire includes, in addition to its first and second stiffening elements 760A and 760B, additional first and second stiffening elements 760A' and 760B'. The first stiffening elements 760A' are anchored in the first sidewall 720A and / or bead 730A in a similar manner to the first stiffening elements 760A, cooperating not with the lower reinforcement element 770A but with an additional lower reinforcement element 770A', similar to but distinct from the lower reinforcement element 770A. The second stiffening elements 760B' are anchored in the second flank 720B and / or bead 730B in a similar manner to the second stiffening elements 760B, cooperating with the lower reinforcing element 770B.The first additional stiffening elements 760A' are anchored in the top block 710 in a similar manner to the first stiffening elements 760A and include for this purpose respective anchoring sections 766A', but these first additional stiffening elements 760A' are (i) associated with a first additional anchoring undulation, which is distinct from the common anchoring undulation 714.3 and which, here, is formed by an undulation 714.2 of the working layer 714, similar to the undulation 114.2 of the working layer 114, (ii) associated with an additional top reinforcement member 780A', distinct from the common top reinforcement member 780, and (iii) axially interrupted inwards from their anchoring section 766A'.Similarly, the second additional stiffening elements 760B' are anchored in the top block 710 in a manner similar to the second stiffening elements 760B and include for this purpose respective anchoring sections 766B', but these second additional stiffening elements 760B' are (i) associated with a second additional anchoring undulation, which is distinct from the common anchoring undulation 714.3 and which, here, is formed by an undulation 714.4 of the working layer 714, similar to the undulation 114.4 of the working layer 114, (ii) associated with an additional top reinforcement member 780B', distinct from the common top reinforcement member 780, and (iii) axially interrupted inwards from their anchoring section 766B'.The variant in Figure 9 thus illustrates the possibility of arranging more stiffening elements within the 700 tire, and in various ways, than within the 100 tire, while still benefiting from the advantages and benefits of the invention.

[0140] In line with the preceding considerations, the tire 700 optionally includes further additional first stiffening elements, indicated by dotted lines in Figure 9 and referenced 760A”. These additional first stiffening elements 760A” are (i) anchored in the first sidewall 720A and / or bead 730A in a similar manner to the first stiffening elements 760A, cooperating with the lower reinforcement member 770A, and (ii) anchored in the top block 710 in a similar manner to the additional first stiffening elements 760A’, cooperating with the first additional anchoring corrugation 714.2 and with the additional top reinforcement member 780A’.

[0141] The invention is not limited to the embodiments described above.

[0142] In particular, new forms of realization are deduced by combining all or part of each of the forms of realization described so far with all or part of the other forms of realization.

[0143] It may also be possible to combine the features of the invention described so far with anchoring elements as described in application number FR2315326 and / or with a sealing layer as described in application number FR2315327 or the absence of a sealing layer as described in application number FR2315327 and / or primary and supplementary stiffening elements as described in application number FR2315325 and / or inner and outer layers as described in application number FR2315328 and / or with an irregular circumferential distribution of the stiffening elements as described in application number PCT / FR2024 / 050548 and / or with a protective element as described in application number FR2412193 and / or with a cross-linked polymer layer as described in the application filedunder number FR2412174 and / or with a thermoplastic polymer layer as described in the application filed under number FR2412173, all the aforementioned applications having been filed in the name of the Applicant of the present application.

Claims

39 Demands 1. Tire (100; 200; 300; 400; 500; 600; 700), comprising a crown block (110; 610; 710), first and second sidewalls (120A, 120B; 720A, 720B), each extending radially inwards from the crown block and arranged axially on either side of a median plane (M) of the tire, and first and second bead sections (130A, 130B;730A, 730B), which extend radially inwards respectively the first and second sidewalls, as well as a toroidal inflation cavity (150) of the tire, which is delimited by an internal surface (151) of the tire, carried by the crown block, by the first and second sidewalls and by the first and second beads, in which the crown block comprises both a tread (111), which is intended to come into contact with the ground during the rolling of the tire, and a crown reinforcement (112), which is arranged radially inside the tread, in which the crown reinforcement comprises a working reinforcement (113) including one or more working layers (114, 115; 614, 615;714) which are radially superimposed, said working layer or each of said several working layers comprising wire reinforcements embedded in an elastomeric matrix, wherein said working layer or the innermost radially working layer (114; 614; 714) of said several working layers is said to be corrugated and forms one or more corrugations (114.1 to 114.5; 614.3; 714.2, 714.3, 714.4) each comprising both two bottoms (114.11 to 114.16), from one to the other of which the corrugation extends axially, and a crest (114.21 to 114.25), which is arranged both axially between the two bottoms and radially outside each of the two bottoms of the corrugation, and wherein the pneumatic (100; 200 ; 300; 400; 500; 600; 700) further includes a stiffening structure (160; 360) including at least one first stiffening element (160A; 260A; 360A; 460A; 560A; 660A; 760A, 760A', 760A”) which:; - extends continuously within the toric cavity (150) from at least the first flank and / or bulge (120A, 130A; 720A, 730A) to at least the apex block (110; 610; 710) in order to stiffen the tire, - includes a summit penetration point (163A; 263A) at which said at least one first stiffening element penetrates the summit block by passing through the internal surface (151) of the tire to anchor itself in the summit block, and 40 - also includes an anchoring section (166A; 266A; 366A; 466A; 566A; 666; 766, 766A'), which is entirely arranged in the top block, being connected therein to the top penetration point of said at least one first stiffening element, and which extends axially so as to be entirely disposed radially above a first anchoring undulation (114.2; 614.3; 714.2, 714.3) among the undulation(s) of the corrugated working layer, characterized in that the anchoring section (166A; 266A; 366A; 466A; 566A; 666; 766, 766A') of said at least one first stiffening element (160A; 260A; 360A; 460A; 560A; 660A; 760A, 760A', 760A”) is convex radially outwards, forming a summit part (166A.3; 366A.3): - which is arranged radially outside the rest of the anchoring section of said at least one first stiffening element, and - axially on either side of which the anchoring section of said at least one first stiffening element extends axially in a curved manner.

2. Pneumatic according to claim 1, wherein the top part (166A.3; 366A.3) of the anchoring section (166A; 266A; 366A; 466A; 566A; 666; 766, 766A') of said at least one first stiffening element (160A; 260A; 360A; 460A; 560A; 660A; 760A, 760A', 760A”) has a radial thickness (e) and is separated from the first anchoring corrugation by a radial distance (d) which is less than three times said radial thickness (e), preferably less than two times said radial thickness (e), more preferably less than said radial thickness (e).

3. Pneumatic according to claim 1 or 2, wherein the anchoring section (166A; 266A; 366A; 466A; 566A; 666; 766, 766A') of said at least one first stiffening element (160A; 260A; 360A; 460A; 560A; 660A; 760A, 760A', 760A”) extends from its apex portion (166A.3; 366A.3) to an axial end (166A.2; 366A.2) of this anchoring section, which is axially opposite to the apex penetration point (163A; 263A) of said at least one first stiffening element, in a manner substantially parallel to the first anchoring corrugation (114.2 ; 614.3 ; 714.2, 714.3).

4. Pneumatic according to any one of the preceding claims, wherein the upper part (166A.3; 366A.3) of the anchoring section (166A; 266A; 366A; 466A; 566A; 666; 766, 766A') of said at least one first stiffening element 41 (160A; 260A; 360A; 460A; 560A; 660A; 760A, 760A', 760A”) and the apex (114.22) of the first anchor undulation (114.2; 614.3; 714.2, 714.3) are substantially complementary to each other and are radially aligned with each other.

5. Pneumatic according to any one of the preceding claims, wherein the top block (110; 610; 710) comprises a top reinforcement element (180A; 680; 780, 780A'): - in or around which the anchoring section (166A; 266A; 366A; 466A; 566A; 666; 766, 766A') of said at least one first stiffening element (160A; 260A; 360A; 460A; 560A; 660A; 760A, 760A', 760A”) is retained, and - which is disposed at least partly radially above the top part (166A.3 ; 366A.3) of the anchoring section of said at least one first stiffening element.

6. Tire according to claim 5, wherein, in the top block (110; 610; 710), the internal surface (151) of the tire includes a portion (153), which is located radially in line with the top reinforcement member (180A; 680; 780, 780A') and which is flush or recessed from the rest of the internal surface of the tire.

7. A tire according to any one of the preceding claims, wherein the tire (100; 200; 300; 600; 700) comprises a carcass reinforcement (140), which is anchored in each of the first and second beads and extends from the first and second beads respectively in the first and second sidewalls to the crown block where the carcass reinforcement is arranged radially inside the crown reinforcement, and wherein the carcass reinforcement comprises at least one carcass layer (141; 241; 341; 641), which comprises wire reinforcements embedded in an elastomeric matrix and which forms a corrugation which: - is radially superimposed in phase with the first anchoring undulation (114.2; 614.3; 714.3), and - is radially interposed between the first anchorage undulation and the anchorage section (166A; 666; 766) of said at least one first stiffening element (160A; 660A; 760A, 760A', 760A”).

8. Pneumatics according to any one of claims 1 to 6, in which the tire (400) comprises a carcass reinforcement, which is anchored in each of the first and second beads and which extends from the first and second beads respectively in the first and second sidewalls to the crown block where the carcass reinforcement is arranged radially inside the crown reinforcement, and in which the carcass reinforcement comprises at least one carcass layer (441), which comprises wire reinforcements embedded in an elastomeric matrix and which, in the crown block, is axially interrupted at least radially overhanging the anchoring section (466A) of said at least one first stiffening element (460A) so as not to be radially interposed between the anchoring section of said at least one first stiffening element and the first anchoring corrugation (114.2).

9. A tire according to any one of claims 1 to 6, wherein the tire (500) comprises a carcass reinforcement, which is anchored in each of the first and second beads and which extends from the first and second beads respectively in the first and second sidewalls to the crown block where the carcass reinforcement is arranged radially inside the crown reinforcement, and wherein the carcass reinforcement comprises at least one carcass layer (541), which comprises wire reinforcements embedded in an elastomeric matrix and which forms a corrugation: - which is radially superimposed in phase with the first anchoring undulation (114.2), and - in the radial thickness of which the anchoring section (566A) of said at least one first stiffening element (560A) is arranged so as to alternate therein, along a circumferential direction (X) of the tire, with at least some of the wire reinforcements (541 R) of the carcass layer.

10. Pneumatic according to any one of the preceding claims, wherein the stiffening structure (160) further includes at least one second stiffening element (160B; 660B; 760B, 760B') which: - extends continuously into the toric cavity (150) from at least the second flank and / or bulge (120B, 130B; 720B, 730B) to at least the apex block (110; 610; 710) in order to stiffen the tire, - includes a summit penetration point at which said at least a second stiffening element penetrates the summit block by passing through the internal surface (151) of the tire to anchor itself in the summit block, and - also includes an anchoring section (666; 766, 766B'), which: - is entirely arranged within the apex block, being connected thereto to the apex penetration point of said at least one second stiffening element, - extends axially so as to be entirely positioned radially above a second anchoring undulation (114.4; 614.3; 714.3, 714.4) among the undulation(s) of the corrugated working layer, and - is radially convex outwards, forming a summit portion (i) which is arranged radially outside the remainder of the anchorage section of said at least one second stiffening element, and (ii) axially on either side of which the anchorage section of said at least one second stiffening element extends axially in a curved manner.

Images