FR3134345A1 - Pneumatic with high load capacity monitored by pressure - Google Patents

Abstract

The invention relates to an assembly of a tire (11) for a passenger vehicle (V) and a device (402) for measuring the pressure of the tire (11). The tire (11) comprises a crown, two beads, two sidewalls connecting each bead to the crown. The tire is of the HIGH LOAD CAPACITY type according to the ETRTO 2021 standard manual. The tire (11) has a sidewall height H defined by H=SW x AR / 100 with SW the nominal section width and AR the ratio of nominal appearance of the tire (11) according to the ETRTO 2021 standard manual such that H < 95. The tire (11) comprises first and second layers extending radially at least in each sidewall, each first and second layer comprising elements reinforcement embedded in a polymer matrix. Figure for abstract: Fig 1

Description

Pneumatic with high load capacity monitored by pressure

The present invention relates to an assembly comprising a tire and a pressure measuring device, a passenger vehicle comprising such an assembly, a passenger vehicle comprising a monitoring device and the use of a tire for a passenger vehicle comprising a device monitoring. By tire we mean a tire intended to form a cavity by cooperating with a support element, for example a rim, this cavity being able to be pressurized to a pressure greater than atmospheric pressure. A tire of the invention has a structure of substantially toroidal shape of revolution around a main axis of the tire.

The advent of passenger vehicles with electric or hybrid engines leads to an increase in the weight of vehicles, in particular due to batteries whose weight is relatively large and substantially proportional to the autonomy of the vehicles. So, for example, to increase the range of an electric vehicle, it is necessary to increase the size of the batteries and therefore the weight of the vehicle.

Simply put, it is now estimated that one kilometer of range from an electric motor increases the weight of the vehicle by one kilogram. Thus, in order to achieve a range of 500 kilometers, it is necessary to increase the weight of a thermal engine vehicle by approximately 500 kg. In order to equip such vehicles, it is necessary to use tires capable of carrying a very high load.

We know from the state of the art a tire for a passenger vehicle, this tire being capable of carrying a relatively high load. This tire is marketed under the MICHELINTM brand in the Pilot Sport 4 range and has a size of 255/35R18. This tire presents an EXTRA-LOAD version (abbreviated XL) within the meaning of the ETRTO 2019 standard manual and, in this EXTRA-LOAD version, presents a load index equal to 94. This means that, at a pressure of 290 kPa , the tire is capable of carrying a load of 670 kg. This load capacity is relatively high compared to a tire of the same size and qualified as STANDARD LOAD (abbreviated SL) having a load index equal to 90 and which is capable of carrying a load of 600 kg at a pressure of 250 kPa.

In order to be placed on the market, such a tire must satisfy regulatory tests. For example in Europe, the tire must meet the load/speed performance test described in Annex VII of UNECE Regulation No. 30.

However, whether in its EXTRA-LOAD version, and even more so in its STANDARD LOAD version, such a tire is not capable of carrying the excess charge corresponding to the batteries necessary to achieve the desired range. Thus, tire manufacturers have had to offer new solutions to meet this new need.

One solution considered by tire manufacturers is, for a given vehicle, the use of tires with a larger size, which would make it possible to carry more load. Thus, a given vehicle could be equipped with tires having a higher load index. For example, a vehicle equipped with the tires described above in their EXTRA LOAD version could be equipped with tires of size 275/35R19 in their EXTRA-LOAD version which have a load index equal to 100 and capable, at a pressure of 290 kPa, to carry a load of 800 kg, much higher than the load of 670 kg.

On the one hand, such an increase in the size of the tires necessarily leads to either a reduction in the interior space of the vehicle, or an enlargement of the exterior size of the vehicle, which, in both cases is not desirable for reasons habitability and compactness of the vehicle.

On the other hand, such an increase in tire size leads to a new design of the vehicle chassis, which for obvious cost reasons is also not desirable.

Finally, such an increase in the size of the tires, in particular the nominal section width, leads to an increase in the external noise generated by the tire as well as an increase in rolling resistance, which is also not desirable if we want to reduce noise pollution and the energy consumption of the vehicle.

Thus, another solution considered by tire manufacturers is, for a given size and a given version of a tire, to increase its recommended inflation pressure. In fact, the higher the pressure, the more the tire is capable of carrying a high load.

However, the use of a relatively high recommended pressure stiffens the tire and leads to a loss of comfort for the passengers of the vehicle, which is obviously not desired by certain automobile manufacturers in cases where the comfort of the passengers takes priority over the load that can be carried.

So, tire manufacturers decided to create a new type of tire. This new type is now known under the name HIGH LOAD CAPACITY in the ETRTO 2021 standard manual. This new type ensures that the load that a tire of a given size is capable of carrying is greater than that of a tire of the same size but in its EXTRA-LOAD version would be capable of carrying. For the 255/35R18 size, the HIGH LOAD CAPACITY type tire thus has a load index equal to 98 indicating that it is capable of carrying a load of 750 kg at a pressure of 290 kPa.

A problem encountered by the applicant during the development of a HIGH LOAD CAPACITY type tire in real conditions of use is the wear of the internal surface delimiting the internal cavity of the tire. Indeed, due to a relatively large load carried, the deflection of this type of tire is relatively large and causes a relatively significant curvature of the internal surface which is abraded, particularly in the sidewall. In the long term, this abrasion of the internal surface leads to a deterioration of the seal of the tire and therefore to a more rapid loss of pressure over time, making it necessary to re-inflate the tire more frequently.

The object of the invention is to provide a tire capable of carrying a greater load than existing tires while reducing the risk of more rapid loss of tire pressure due to abrasion of the internal surface of the tire, without sacrificing habitability, compactness and comfort of the vehicle, nor necessarily imply an increase in the recommended tire pressure.

For this purpose, the invention has as its first object an assembly of a tire for a passenger vehicle and a device for measuring the pressure of the tire, the tire comprising a crown, two beads, two sidewalls connecting each bead to the crown , the tire being of the HIGH LOAD CAPACITY type according to the ETRTO 2021 standard manual, and having a sidewall height H defined by H=SW x AR / 100 with SW the nominal section width and AR the nominal aspect ratio of the tire according to the ETRTO 2021 standard manual such that H < 95, the tire comprising first and second layers extending radially at least in each sidewall, each first and second layer comprising reinforcing elements embedded in a polymer matrix.

The second object of the invention is also a passenger vehicle comprising at least one tire and a device for monitoring the pressure of the or each tire, the or each tire comprising a crown, two beads, two sidewalls connecting each bead to the crown, the tire being of the HIGH LOAD CAPACITY type according to the ETRTO 2021 standard manual, and having a sidewall height H defined by H=SW x AR / 100 with SW the nominal section width and AR the nominal aspect ratio of the tire according to the ETRTO 2021 standard manual such that H < 95, the tire comprising first and second layers extending radially at least in each sidewall, each first and second layer comprising reinforcing elements embedded in a polymer matrix.

The invention involves reducing the risk of abrasion of the internal surface to reduce the risk of accelerating pressure loss. The inventors behind the invention discovered that the abrasion was due to the fact that the tire, in addition to being of the HIGH LOAD CAPACITY type and therefore subjected to high loads, has a relatively reduced sidewall height which amplifies the increase in the curvature of the tire and therefore the abrasion of the internal layer. The inventors also revealed that the actual conditions of use included, for a significant portion of tire users, a usage pressure significantly lower than the pressure recommended for the tire and the vehicle for which it is intended.

It is this combination of causes discovered by the inventors which means that, in real conditions of use, a significant portion of HIGH LOAD CAPACITY type tires with a sidewall height H < 95 presents a high risk of abrasion. the internal surface.

The essential function of tire pressure monitoring devices is to monitor the pressure in order to warn the vehicle user in the event of loss of tire pressure following damage. This can concern a rapid loss of pressure as well as a slow loss of pressure. In both cases, it is about monitoring the consequences of an unexpected event.

In order to carry out the invention, the inventors used the fact that in the presence of a tire pressure monitoring device, the portion of users using their tires with a pressure defect compared to the recommended pressure was greatly reduced . Indeed, unexpectedly, the presence of a tire pressure monitoring device makes it possible not only to alert of the drop in pressure following an unexpected event, but also to make users aware of the good performance of the tire pressure. recommended pressure.

Thus, thanks to the combination of the whole of the invention or of the vehicle according to the invention, the risk of an actual operating pressure lower than the recommended pressure is reduced, and consequently, the risk of abrasion of the internal surface.

A solution to the technical problem could consist of the use of a layer comprising reinforcing elements embedded in a polymer matrix, this layer being the only layer comprising reinforcing elements embedded in a polymer matrix extending radially at least in each flank. Thus, we would have a neutral fiber axially further inwards than a tire comprising two layers comprising reinforcing elements embedded in a polymer matrix. This axially inward positioning of the neutral fiber would reduce the curvature of the internal layer and therefore its abrasion during a pressure defect. However, by carrying a relatively large load, the HIGH LOAD CAPACITY type tire is subject to a greater risk of deterioration during a pinch-shock than an EXTRA-LOAD type tire. or STANDARD LOAD. In order to reduce this risk, the invention proposes two layers comprising reinforcing elements embedded in a polymer matrix, these two layers extending radially at least in each sidewall.

The monitoring device can be of any type. For example, it can be direct or indirect. A monitoring device generally includes a display device as well as an alert device, this alert can be audible or visual. The alert is issued as soon as the measured pressure or a calculated pressure indicator is lower by at least 20% or 25% compared to a reference pressure or compared to a reference pressure indicator. Of course, we could provide for the triggering threshold to be lower, for example when the measured pressure or a calculated pressure indicator is lower by at least 10% compared to a reference pressure or compared to a pressure indicator. reference.

By direct, we mean that the monitoring device makes it possible to directly monitor the tire pressure by giving a value of the tire pressure. Thus, the monitoring device includes, in addition to the display and alert devices previously mentioned, a tire pressure measuring device.

By indirect, we mean that the device makes it possible to indirectly monitor the tire pressure by calculating a pressure indicator from parameters measured by the vehicle, other than the tire pressure, and making it possible to compare this pressure indicator with a pressure indicator. reference pressure. Concerning indirect type monitoring devices, monitoring devices are known that measure the rotational speeds of the vehicle's wheels and allow the calculation of pressure indicators from this rotational speed. These pressure indicators allow the vehicle user to be warned of a pressure defect by comparing them with a reference pressure indicator.

The first object of the invention is intended to be used in a direct type monitoring device.

The second vehicle object of the invention comprises a monitoring device of direct or indirect type.

Another object of the invention using a direct type monitoring device is a passenger vehicle comprising the first object of the invention assembly and a device for displaying the pressure of the or each tire measured by the measuring device of the or each assembly and/or an alert device relating to a defect in the pressure measured in the or each tire by the measuring device of the or each assembly in relation to a reference pressure of the or each tire.

Another object of the invention using an indirect type monitoring device is a passenger vehicle in which the monitoring device comprises an alert device relating to a comparison of a pressure indicator calculated from measured parameters of one or each wheel comprising the or each tire, relative to a reference pressure indicator, the measured parameters not including the pressure of the or each tire.

The nominal section width SW and the nominal aspect ratio AR are those of the dimension marking written on the sidewall of the tire and, for example, in accordance with the ETRTO 2021 standard manual.

In accordance with the invention, the tire is for a passenger vehicle. Such a tire is for example defined in the ETRTO 2021 (European Tire and Rim Technical Organization) standard manual. Such a tire presents, generally on at least one of the sidewalls, a marking conforming to the marking of the manual of the ETRTO 2021 standard indicating the dimension of the tire in the form X/Y α V U β with X designating the nominal section width, Y designating the nominal aspect ratio, α designating the structure and which can be R or ZR, V designating the nominal rim diameter, U designating the load index and β designating the speed symbol.

By increasing the load index of the tire compared to the load index of a tire having the same dimension in its EXTRA-LOAD version, the invention makes it possible to increase the load capacity of the assembly without modify the habitability, compactness and comfort of the vehicle on which it is used. Indeed, the dimension of the tire of the invention being identical to that of the tire in its EXTRA-LOAD version, the tire does not take up any more space than the tire in its EXTRA-LOAD version. A tire of the invention may bear a distinctive marking making it possible to distinguish it from its STANDARD LOAD version and its EXTRA-LOAD version, for example a marking of the type HL (for HIGH LOAD) or XL+ (for EXTRA LOAD +). Such marking is notably disclosed in the ETRTO 2021 standard manual, page 3 of the General Notes – Passenger Car tires section to designate HIGH LOAD CAPACITY type tires. Example dimensions are also disclosed in the ETRTO 2021 standard manual, page 44, paragraph 9.1 of the section Passenger Car tires – Tires with metric designation.

A HIGH LOAD CAPACITY type tire can be characterized by its load index LI such that LI ≥ LI'+1 and LI' being the load index of an EXTRA LOAD tire having the same dimension according to the ETRTO standard manual 2021. The load index LI' is the load index of an EXTRA-LOAD tire having the same dimension, that is to say the same nominal section width, the same nominal aspect ratio, the same structure (R and ZR being considered identical) and the same nominal rim diameter. The load index LI' is given by the ETRTO 2021 standard manual, notably in the section entitled Passenger Car Tires – Tires with Metric Designation, pages 22 to 43. Depending on the dimension, we will have LI=LI'+ 1, LI=LI'+2, LI=LI'+3 or even LI=LI'+4. In most embodiments, LI’+1 ≤ LI ≤ LI’+4, and even LI’+2 ≤ LI ≤ LI’+4.

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

By axial direction, we mean the direction substantially parallel to the axis of revolution of the tire or the assembled assembly, that is to say the axis of rotation of the tire or the assembled assembly.

By circumferential direction is meant the direction which is substantially perpendicular both to the axial direction and to a radius of the tire or of the assembled assembly (in other words, tangent to a circle whose center is on the axis rotation of the tire or the assembled assembly).

By radial direction is meant the direction along a radius of the tire or the assembled assembly, that is to say any direction intersecting the axis of rotation of the tire or the assembled assembly and substantially perpendicular to this axis. .

By median plane of the tire (denoted M), we mean the plane perpendicular to the axis of rotation of the tire which is located halfway axially from the two beads and passes through the axial middle of the crown reinforcement.

By equatorial circumferential surface of the tire, we mean the association of the planes passing, in each meridian cutting plane, through the equator (denoted E) of the tire and perpendicular to the median plane and the radial direction. The equator of the tire is, in a meridian section plane (plane perpendicular to the circumferential direction and parallel to the radial and axial directions) the axis parallel to the axis of rotation of the tire and located equidistant between the radially most point exterior of the tread intended to be in contact with the ground and the radially innermost point of the tire intended to be in contact with a support, for example a rim, the distance between these two points being equal to H.

By meridian plane, we mean a plane parallel to and containing the axis of rotation of the tire or the assembled assembly and perpendicular to the circumferential direction.

By radially interior, respectively radially exterior, we mean closer to the axis of rotation of the tire, respectively further from the axis of rotation of the tire. By axially interior, respectively axially exterior, we mean closer to the median plane of the tire, respectively further from the median plane of the tire.

By bead we mean the portion of the tire intended to allow the tire to be attached to a mounting support, for example a wheel comprising a rim. Thus, each bead is intended in particular to be in contact with a hook on the rim allowing it to be attached.

Any interval of values designated by the expression "between a and b" represents the range of values going from more than a to less than b (that is to say limits a and b excluded) while any interval of values designated by the expression "from a to b" means the range of values going from a to b (that is to say including the strict limits a and b).

By reinforcing element is meant an element allowing the mechanical reinforcement of the polymer matrix in which this reinforcing element is intended to be embedded. The matrix is called polymeric because it is based on a polymeric composition, this polymeric composition being able to comprise one or more polymers, for example chosen from thermoplastic polymers, thermosetting polymers, elastomers, thermoplastic elastomers, but also fillers and other components usually used in the field of tire compositions, in particular compositions for embedding reinforcing elements.

By wire reinforcing element, we mean a reinforcing element having a length at least 10 times greater than the largest dimension of its section whatever the shape of the latter: circular, elliptical, oblong, polygonal, in particular rectangular or square or oval. In the case of a rectangular section, the wire reinforcement element has the shape of a strip

Advantageously, each first and second layer is delimited axially by two axial ends respectively of each first and second layer and comprises reinforcing elements extending axially from one axial end to the other axial end respectively of each first and second layer.

Optionally, each reinforcing element extends in a main direction forming, with the circumferential direction of the tire, an angle in absolute value, greater than or equal to 60°, preferably ranging from 80° to 90°.

Preferably, each reinforcing element is wired.

Preferably, each reinforcing element is a textile wire reinforcement element. By textile, we mean an element comprising one or more elementary textile monofilaments possibly coated with one or more layers of a coating based on an adhesive composition. This or these elementary textile monofilaments is or are obtained, for example, by melt spinning, solution spinning or gel spinning. Each elementary textile monofilament is made of an organic material, in particular polymeric, or inorganic, such as for example glass or carbon. The polymeric materials can be of the thermoplastic type, such as for example aliphatic polyamides, in particular polyamides 6-6, and polyesters, in particular polyethylene terephthalate. The polymeric materials can be of the non-thermoplastic type, such as for example aromatic polyamides, in particular aramid, and cellulose, natural or artificial, in particular rayon.

In embodiments, the carcass reinforcement comprising first and second carcass layers, each first and second carcass layer is anchored in each bead. Different anchoring methods can be used. In these embodiments, each first and second layer extending at least radially in each sidewall is constituted respectively by each first and second carcass layer. The reinforcing elements are carcass reinforcement elements.

In embodiments, the carcass reinforcement comprising first and second carcass layers, each first and second carcass layer extends radially in each sidewall and axially in the crown radially internally to the crown reinforcement. In these embodiments, each first and second layer extending at least radially in each sidewall is constituted respectively by each first and second carcass layer. The reinforcing elements are carcass reinforcement elements. Thus, the performance of the tire in the regulatory breaking energy test or “Breaking Energy Test” in English is improved due to the presence of the two layers of carcass in the top of the tire.

In a first configuration of the carcass reinforcement, the first carcass layer forms a winding around a circumferential reinforcing element of each bead so that an axially interior portion of the first carcass layer is arranged axially at the interior of an axially exterior portion of the first carcass layer and so that each axial end of the first carcass layer is arranged radially outside of each circumferential reinforcement element, and each axial end of the second carcass layer is arranged radially inside each axial end of the first layer.

In a first variant of the first configuration, each axial end of the second carcass layer is arranged axially between the axially interior and exterior portions of the first carcass layer. In this variant, the second carcass layer is arranged radially outside the first carcass layer in the top.

In a second variant of the first configuration, each axial end of the second carcass layer is arranged axially inside each axially interior portion of the first carcass layer. In this variant, the second carcass layer is arranged radially inside the first carcass layer in the top and axially inside the first carcass layer in each sidewall.

Such arrangements of the first and second carcass layers in the first and second variants make it possible to obtain effective mechanical coupling between the first and second carcass layers making it possible to reduce shearing between the first and second carcass layers. This reduces energy dissipation and the rise in tire temperature, especially since shearing is particularly high at high loads.

In addition, thanks to the particular arrangement of the first and second carcass layers, a tire is surprisingly obtained with optimal energy dissipation and operating temperature in the sidewall, particularly at high load and under lower or lower pressure. equal to the recommended pressure for a tire of the same size in its STANDARD LOAD or EXTRA-LOAD version. This is all the more surprising since the particular arrangement of the first and second carcass layers is located in a zone of the tire, here in the bead or near the bead, and that this makes it possible to reduce the dissipation of energy in a another area of the tire, away from the bead, here the sidewall. It has been discovered that the particular arrangement of the carcass reinforcement, that is to say the fact that each axial end of the second carcass layer is arranged axially between the axially inner and outer portions of the first carcass layer , or axially inside the axially interior portion of the first carcass layer, makes it possible to reduce the difference in tensions between the first carcass layer and the second carcass layer. However, the more the difference in tensions between the first and second carcass layers is reduced, the less shear is generated between these first and second carcass layers and the less energy is dissipated.

In a third variant of the first configuration, each axial end of the second carcass layer is arranged axially outside of each axially exterior portion of the first carcass layer. In this variant, the second carcass layer is arranged radially outside the first carcass layer in the top and axially outside the first carcass layer in each sidewall.

This third variant is particularly advantageous for tires having the highest sidewalls among those verifying H < 95. Indeed, for tires of the HIGH LOAD CAPACITY type presenting a highest sidewall height among those verifying H < 95, the tension of the end of the first carcass layer becoming elevated, it is preferable to envisage a carcass reinforcement in which, unlike the arrangement described in the first and second configurations, each axial end of the second carcass layer is arranged axially outside of each axially exterior portion of the first carcass layer. With such an arrangement of the carcass reinforcement, the tension at the end of the first carcass layer will be reduced to a lower level.

In certain embodiments of the first configuration, each axial end of the first carcass layer is arranged radially inside the equator of the tire and even more preferably arranged at a radial distance less than or equal to 30 mm from a radially interior end of each circumferential reinforcement element of each bead.

By arranging each axial end of the rolled carcass layer inside the equator of the tire, the mass of the carcass reinforcement is significantly reduced. In addition, the vast majority of rims currently used for passenger vehicle tires have type J hooks whose height is, in all cases, less than 30 mm. The very preferential arrangement of each axial end in a zone corresponding radially substantially to the rim hook makes it possible to mechanically protect each axial end. Indeed, if each axial end were arranged radially too far above each circumferential reinforcement element of each bead, that is to say at a radial distance strictly greater than 30 mm from the radially interior end of each element of circumferential reinforcement, each axial end would then find itself in a flexible zone of the tire subjected to excessive stresses, stresses which are very important in the case of a HIGH LOAD CAPACITY type tire.

In other embodiments of the first configuration, each axial end of the first carcass layer is arranged radially outside the equator of the tire. Advantageously, in these other embodiments, each axial end of the first carcass layer is arranged very preferably axially inside an axial end of the or at least one of the top layer(s) of the vertex reinforcement.

In a second configuration of the carcass reinforcement, each bead comprising at least first and second circumferential reinforcement elements, a portion of each first and second carcass layer is arranged axially between two of the at least first and second circumferential reinforcement elements . Such configurations are described in particular in WO2021/123522.

In other embodiments, the tire comprising a carcass reinforcement anchored in each bead, the crown comprising a crown reinforcement and a tread, the carcass reinforcement extending radially in each sidewall and axially in the crown radially internally to the crown reinforcement, the carcass reinforcement comprises a single layer of carcass anchored in each bead and extending radially in each sidewall and axially in the crown radially internally to the crown reinforcement, the single layer of carcass forming a winding around a circumferential reinforcing element of each bead so that an axially interior portion of the carcass layer is arranged axially inside an axially exterior portion of the carcass layer and so that each axial end of the carcass layer is arranged radially outside of each circumferential reinforcing element and radially outside the equator of the tire, preferably arranged axially inside an axial end of the or at least one of the top layer(s) of the top reinforcement. In these embodiments, each first and second layer extending at least radially in each flank is constituted respectively by each axially interior and axially exterior portion.

By a single carcass layer anchored in the or each bead, we understand that the carcass reinforcement is, with the exception of the carcass layer, devoid of any layer reinforced by reinforcing elements and anchored in the or each bead. The reinforcing elements of such reinforced layers excluded from the tire carcass reinforcement include metallic reinforcing elements and textile reinforcing elements. Very preferably, the carcass reinforcement is constituted by the single layer of carcass.

In yet other embodiments, the carcass reinforcement comprises a carcass layer anchored in each bead and extending radially in each sidewall and axially in the crown radially internally to the crown reinforcement, the tire comprising a layer sidewall reinforcement extending at least radially in each sidewall and having:
- a radially inner end arranged radially inside the equator of the tire
- a radially outer end arranged radially outside the equator of the tire.

In these embodiments using a sidewall reinforcement layer in each sidewall, the sidewall reinforcement layers are discontinuous below the crown of the tire. A sidewall reinforcement layer is not anchored in a tire bead. Thus, the radially interior end of the sidewall reinforcement layer is arranged radially outside the bead. Each first and second layer extending at least radially in each sidewall is here constituted respectively by the carcass layer and the sidewall reinforcement layer.

In preferred embodiments, the tire has a nominal section width SW ranging from 205 to 315, a nominal aspect ratio ranging from 25 to 55, a nominal rim diameter ranging from 17 to 23 and a load index LI ranging from 98 to 116, preferably a nominal section width SW ranging from 225 to 315, a nominal aspect ratio ranging from 25 to 55, a nominal rim diameter ranging from 18 to 23 and a load index LI ranging from 98 to 116, and more preferably a nominal section width SW ranging from 245 to 315, a nominal aspect ratio ranging from 30 to 45, a nominal rim diameter ranging from 18 to 23 and a load index LI ranging from 98 to 116. As explained previously, the tires of the invention are intended to carry relatively high loads necessarily leading to relatively high wear compared to tires of the same dimensions in their EXTRA LOAD version. Thus, it is particularly advantageous to use tires with a relatively high nominal section width in order to reduce the pressure exerted on the tread and therefore wear.

Advantageously, 0.82≤H/LI≤0.92. Thus, the invention is preferentially applied to tires capable of flexing relatively significantly because they have a relatively high load index for a given sidewall height, that is to say satisfying H/LI≤0.92. This is made possible by the combination according to the invention which makes it possible to reduce abrasion of the internal surface by reducing the deflection of the sidewall thanks to the more regular compliance of the actual pressure of the tire with the recommended pressure. However, if the sidewall is too short in relation to the load index, that is to say satisfying H/LI<0.82, the bending of the sidewall causes relatively significant compression of the first and second layers and therefore abrasion of the internal surface even though the actual pressure of the tire is in compliance with the recommended pressure. This abrasion is however limited by the implementation of the invention.

Particularly preferred embodiments are those in which the tire has a dimension and a load index LI chosen from the following dimensions and load indexes: 205/40R17 88, 205/40ZR17 88, 255/35R18 98, 255/35ZR18 98,245/35R20 98,245/35ZR20 98,265/35R20 102,265/35ZR20 102,245/35R21 99,245/35ZR21 99,255/35R21 101,255/35ZR21 101, 265/35R21 103, 265/35ZR21 103, 285/30R21 103, 285/30ZR21 103, 315/30R21 109, 315/30ZR21 109, 315/30R23 111, 315/30ZR23 111.

In embodiments, the crown frame includes a working frame including a radially inner working layer and a radially outer working layer arranged radially outside the radially inner working layer.

Optionally, each working layer is delimited axially by two axial ends of said working layer and comprises working reinforcing elements extending axially from one axial end to the other axial end of said working layer. substantially parallel to the others.

Optionally, each working reinforcement element extends in a main direction forming, with the circumferential direction of the tire, an angle, in absolute value, strictly greater than 10°, preferably ranging from 15° to 50° and more preferably ranging from 20° to 35°.

Preferably, in embodiments in which the working frame comprises a radially innermost working layer and a radially outermost working layer arranged radially outside the radially innermost layer, the direction main direction in which each working reinforcing element of the radially innermost working layer extends and the main direction in which each working reinforcing element of the radially outermost working layer extends form, with the direction circumferential of the tire, angles of opposite orientations.

Optionally, the crown reinforcement comprises a hooping reinforcement delimited axially by two axial ends of the hooping reinforcement and comprising at least one hooping reinforcement element wound circumferentially helically so as to extend axially between the axial ends of the hooping reinforcement.

Preferably, the hooping reinforcement is arranged radially outside the working reinforcement.

Preferably, the or each hooping reinforcement element extends in a main direction forming, with the circumferential direction of the tire, an angle, in absolute value, less than or equal to 10°, preferably less than or equal to 7° and more preferably less than or equal to 5°.

Preferably, the or each carcass, working and hooping reinforcement element is a wire reinforcement element.

In a first configuration of the tire pressure measuring device, the assembly comprises a valve comprising:
- an external end intended to be arranged outside an internal cavity of the tire, and
- an internal end intended to be arranged inside the internal cavity of the tire,
the tire pressure measuring device is fixed on the valve and is arranged on the outer end side or the inner end side.

The external end is intended to allow the passage of a tire pressurization gas between the exterior of the tire and the valve. The internal end is intended to allow the passage of the tire pressurization gas between the internal cavity of the tire and the valve.

In the case where the device is arranged on the side of the external end, the device is, for example, an additional device which does not equip the vehicle as original equipment (in English "Original Equipment") but a device purchased separately commercially and installed by the vehicle user subsequently upon purchase of the vehicle.

In a second configuration of the tire pressure measuring device, the tire pressure measuring device is attached to the internal surface of the tire. Examples of this second configuration are described in particular in WO2019/186069 or in PCT/US2019/068537.

The internal surface delimits the internal cavity of the tire. The internal cavity is intended to be pressurized by the inflation gas once the tire is mounted on a mounting support, for example a rim.

In a third configuration of the tire pressure measuring device, the assembly comprising a tire mounting support, the tire pressure measuring device is fixed on the tire mounting support. The mounting support can for example be a rim.

Yet another object of the invention is the use of a tire for a passenger vehicle, the passenger vehicle comprising a device for monitoring the pressure of the tire, the tire comprising a crown, two beads, two sidewalls connecting each bead at the top, the tire being of the HIGH LOAD CAPACITY type according to the ETRTO 2021 standard manual, and the tire having a sidewall height H defined by H=SW x AR / 100 with SW the nominal section width and AR the ratio nominal appearance of the tire according to the manual of the ETRTO 2019 standard such as H < 95, the tire comprising first and second layers extending radially at least in each sidewall, each first and second layer comprising reinforcing elements embedded in a polymeric matrix.

The invention will be better understood on reading the description which follows, given solely by way of non-limiting example and made with reference to the drawings in which:
- there is a top view of a passenger vehicle according to a first embodiment of the invention comprising several assemblies according to a first embodiment,
- there is a view, in a meridian section plane, of one of the assemblies according to the first embodiment of the invention of the ,
- there is a view, in a meridian section plane, of the tire from the entire ,
- Figures 4, 5 and 6 are views similar to that of the of assemblies according to second, third and fourth embodiments,
- THE , 8, 9, 10 and 11 are views similar to that of the of tires according to variants of an assembly according to the invention, and
- there is a view analogous to that of the of a passenger vehicle according to a second embodiment.

In the figures, a mark X, Y, Z is shown corresponding to the usual respectively axial (Y), radial (Z) and circumferential (X) directions of a tire or an assembly.

We represented on the a passenger vehicle V comprising four assemblies 10 conforming to a first embodiment of the invention. With reference to Figures 1 and 2, each assembly 10 comprises a tire 11 intended for the passenger vehicle V, a mounting support 100 comprising a rim 200 and an inflation valve 300.

The passenger vehicle V also includes a device 400 for monitoring the pressure of each tire 11. The monitoring device 400 is a direct type monitoring device. Thus, the monitoring device 400 comprises devices 402 for measuring the pressure of each tire 11 of each assembly 10. The monitoring device 400 also comprises a device 404 for displaying the pressure of each tire 11 measured by the monitoring device. measurement 402 of each set 10 as well as an alert device 406 relating to a fault in the pressure measured in each tire 11 by the measuring device 402 of each set 10 in relation to a reference pressure of each tire 11.

In the example, the reference pressure of tire 11 for vehicle V is equal to 2.8 bars and the monitoring device issues an alert as soon as the pressure defect reaches 20% of the reference pressure, i.e. that is to say as soon as the pressure measured in the tire 11 is less than or equal to 2.2 bars.

Each valve 300 comprises an external end 302 intended to be arranged outside an internal cavity C of the tire 11 and is intended to allow the passage of a pressurizing gas of the tire 11 between the exterior EX of the tire 11 and the valve 300. The valve 300 also comprises an internal end 304 intended to be arranged inside the internal cavity C of the tire 11 and intended to allow the passage of the pressurization gas of the tire 11 between the internal cavity C of the tire 11 and the valve 300. In this first embodiment, the measuring device 402 is fixed on the valve 300 and is arranged on the side of the external end 302.

The tire 11 has a substantially toric shape around an axis of revolution R substantially parallel to the axial direction Y. The tire 11 has dimensions 255/35 R21. In the various figures, the tire 11 is shown in new condition, that is to say not yet driven.

The tire 11 comprises a crown 12 comprising a tread 14 intended to come into contact with a ground during rolling and a crown reinforcement 16 extending in the crown 12 in the circumferential direction internal seal 18 to an inflation gas being intended to delimit the internal cavity C with the mounting support 100 of the tire 11 once the tire 11 mounted on the mounting support 100, this cavity C being intended to be put under pressure by the pressurizing gas. The internal sealing layer 18 carries an internal surface 19 of the tire 11.

The crown reinforcement 16 comprises a working reinforcement 20 and a shrink reinforcement 22. The working reinforcement 16 comprises at least one working layer and here comprises two working layers comprising a radially inner working layer 24 and a layer radially outer working layer 26 arranged radially outside the radially inner working layer 24.

The hooping reinforcement 22 includes a hooping layer 28.

The crown reinforcement 16 is arranged radially inside the tread 14. The hooping reinforcement 22, here the hooping layer 28, is arranged radially outside the working reinforcement 20 and is therefore radially interposed between the working frame 20 and the tread 14.

The tire 10 comprises two sidewalls 30 extending the crown 12 radially inwards. The tire 10 further comprises two beads 32 radially internal to the sidewalls 30. Each sidewall 30 connects each bead 32 to the top 12.

The tire 10 comprises a carcass reinforcement 34. The crown reinforcement 16 is arranged radially between the tread 14 and the carcass reinforcement 34. The carcass reinforcement 34 is anchored in each bead 32 and extends radially in each sidewall 30 and axially in the top 12 radially internally to the top reinforcement 16. The carcass reinforcement 34 comprises first and second carcass layers 36, 37 anchored in each bead 32. Each first and second carcass layer 36, 37 extends radially in each side 30 and axially in the apex 12 radially internally to the apex reinforcement 16.

The first carcass layer 36 anchored in each bead 32 forms a winding around a circumferential reinforcing element 33 of each bead 32 so that an axially interior portion 3611, 3621 of the first carcass layer 36 anchored in each bead 32 is arranged axially inside an axially exterior portion 3612, 3622 of the first carcass layer 36 anchored in each bead 32 and so that each axial end 361, 362 axially delimiting the first carcass layer 36 anchored in each bead 32 is arranged radially outside of each circumferential reinforcing element 33. Each axial end 361, 362 of the first carcass layer 36 anchored in each bead 32 is arranged radially inside the equator E of the tire. More precisely, each axial end 361, 362 of the first carcass layer 36 anchored in each bead 32 is arranged at a radial distance RNC less than or equal to 30 mm from a radially interior end 331 of each circumferential reinforcement element 33 of each bead 32. Here RNC=23 mm.

Each axial end 371, 372 of the second carcass layer 37 is arranged radially inside each axial end of the first layer 361, 362 and is arranged axially between the axially interior and exterior portions 3611, 3612 and 3621, 3622 of the first carcass layer 36. The second carcass layer 37 is arranged radially outside the first carcass layer 36 in the apex 12.

Each working layer 24, 26, hooping 28 and carcass 36 comprises a polymer matrix, here elastomeric, in which one or more reinforcing elements of the corresponding layer are embedded, here wire reinforcing elements. Each wire reinforcement element of hooping, work and carcass is, for example, identical to those described in WO2021250331A1.

The hooping reinforcement 22, here the hooping layer 28, is delimited axially by two axial ends 281, 282. The hooping reinforcement 22 comprises one or more wire hooping reinforcement elements wound circumferentially helically so as to extend axially from one axial end to the other of the hooping reinforcement 22 in a main direction D0 forming, with the circumferential direction X of the tire 10, an angle AF, in absolute value, less than or equal to 10° , preferably less than or equal to 7° and more preferably less than or equal to 5°. Here, AF=-5°.

The radially inner working layer 24 is delimited axially by two axial ends 241, 242. The radially inner working layer 24 comprises working wire reinforcing elements extending axially from one axial end to the other, each substantially parallel to others according to a main direction D1. Analogously, the radially outer working layer 26 is delimited axially by two axial ends 261, 262. The radially outer working layer 26 comprises working wire reinforcing elements extending axially from one axial end to the other each substantially parallel to the other in a main direction D2. Each main direction D1, D2 forms, with the circumferential direction X of the tire 10, angles AT1 and AT2 respectively with opposite orientations. Each main direction D1, D2 forms, with the circumferential direction at 35°. Here, AT1=-26° and AT2=+26°.

Each first and second carcass layer 36, 37 comprises wire carcass reinforcement elements extending axially from one axial end to the other in a main direction D3 forming with the circumferential direction X of the tire 10, an angle AC, in absolute value, greater than or equal to 60°, preferably ranging from 80° to 90° and here AC=+90°.

Each sidewall 30 carries a marking indicating the size of the tire 10, as well as a speed index and a speed code. In this case, the tire 10 has a nominal section width SW equal to 255, a nominal aspect ratio AR equal to 35, a nominal rim diameter equal to 21. The tire 10 therefore has a defined sidewall height H by SW x AR / 100 here equal to 89 verifying H <95. In accordance with the invention, the marking also includes a load index LI, such as LI ≥ LI'+1 with LI' being the load index of an EXTRA LOAD tire having the same dimension according to the ETRTO standard manual 2021. Preferably, LI'+1 ≤ LI ≤ LI'+4, and even LI'+2 ≤ LI ≤ LI'+4. A tire with a size 255/35R21 in its EXTRA LOAD version has a load index equal to 98 as indicated on page 38 of the Passenger Car Tires – Tires with Metric Designation section of the ETRTO 2021 standard manual. the load index LI of the tire 11 is such that LI ≥99, preferably 99 ≤ LI ≤ 102 and even 100 ≤ LI ≤ 102 and here LI=101. This load index equal to 101 corresponds to the load index of a HIGH LOAD CAPACITY type tire of size 255/35R21 as indicated in the ETRTO 2021 manual. Thus, tire 11 is indeed of the HIGH LOAD type CAPACITY. The tire 11 is such that 0.82≤H/LI≤0.92 and here H/LI=0.88.

We will now describe with reference to Figures 4 to 6 the assemblies respectively according to second, third and fourth embodiments. Elements similar to those in the previous figures are designated by identical references.

Unlike the assembly according to the first embodiment, the assembly according to the second embodiment of the is such that the device 402 for measuring the pressure of the tire 11 is arranged on the side of the external end 302 of the valve 300.

Unlike the assembly according to the first embodiment, the assembly according to the third embodiment of the is such that the device 402 for measuring the pressure of the tire 11 is fixed to the internal surface 19 of the tire 11.

Unlike the assembly according to the first embodiment, the assembly according to the fourth embodiment of the is such that the device 402 for measuring the pressure of the tire 11 is fixed on the mounting support 100 of the tire 11, here on the rim 200.

We will now describe with reference to Figures 7 to 9 tires respectively according to embodiments other than that of the which can be incorporated into the sets of embodiments described above. Elements similar to those in the previous figures are designated by identical references.

Unlike the tire of the first embodiment, the tire of the is such that each axial end 371, 372 of the second carcass layer 37 is arranged axially inside each axially interior portion 3611, 3621 of the first carcass layer 36. In this embodiment, the second carcass layer 37 is arranged radially inside the first carcass layer 36 in the top 12 and axially inside the first carcass layer 36 in each sidewall 30.

Unlike the tire of the first embodiment, the tire of the is such that each axial end 371, 372 of the second carcass layer 37 is arranged axially outside of each axially exterior portion 3612, 3622 of the first carcass layer 36. In this embodiment, the second carcass layer 37 is arranged radially outside the first carcass layer 36 in the top 12 and axially outside the first carcass layer 36 in each sidewall 30.

Unlike the tire of the first embodiment, the tire of the is such that each bead 32 comprises, replacing each circumferential reinforcing element 33, first, second and third circumferential reinforcing elements 38, 39, 40. At least one portion of each first and second carcass layer 36, 37 is arranged axially between two of the first, second and third circumferential reinforcing elements 38, 39, 40. In this case, at least a portion of the first carcass layer 36 is arranged axially between the first and second circumferential reinforcing elements 38, 39 and at least a portion of the second carcass layer 37 is arranged axially between the second and third circumferential reinforcing elements 39, 40. Alternatively, each bead 32 could only include the circumferential reinforcing elements 38 and 40.

The tire 11 of the is such that the carcass reinforcement 34 comprises a single carcass layer 36 forming a winding around each circumferential reinforcing element 33 of each bead 32. Each axial end of the carcass layer 361, 362 is arranged radially on the outside of each circumferential reinforcing element 33 and, unlike the tire of the first embodiment, arranged radially outside the equator E of the tire 11 and here arranged axially inside the axial ends 241, 281, 242 , 282 of the top layers 24, 28 of the top reinforcement 16 so that each first and second layer is formed respectively by each axially interior portion 3611, 3621 and each axially exterior portion 3612, 3622.

The tire 11 of the is such that the carcass reinforcement 34 comprises a carcass layer anchored in each bead 32 and extending radially in each sidewall 30 and axially in the crown 12 radially internally to the crown reinforcement 16. Unlike the tire of the first embodiment, the tire 11 comprising two layers of sidewall reinforcement 42, 43 extending at least radially in each sidewall 30 and having a radially inner end 421, 431 arranged radially inside the equator E and a radially outer end 422, 432 arranged radially outside the equator E. The tire 11 therefore comprises two layers of sidewall reinforcement 42, 43 which are discontinuous under the crown 12.

We will now describe a passenger vehicle according to a second embodiment with reference to the . Elements similar to those illustrated on the are designated by identical references. Of course, the different embodiments of the tires in Figures 3 and 7 to 11 described above apply to the vehicle according to the second embodiment.

The V passenger vehicle of the includes a monitoring device 400 of indirect type. Thus, the monitoring device 400 comprises devices 408 for measuring one or more parameters of each wheel of the vehicle V, these parameters not including the pressure of the tires 11. In this case, these are monitoring devices. ABS type (“Anti-Blocking System” in English) allowing in particular to measure the rotation speed of each wheel. The monitoring device also includes an alert device 406 relating to a comparison of a pressure indicator calculated from the measured parameters of each wheel in relation to a reference pressure indicator.

The invention is not limited to the embodiments previously described.

Indeed, it could be envisaged for any embodiment described above that each axial end 361, 362 of the first carcass layer 36 could be arranged radially outside the equator of the tire 10, for example arranged axially inside an axial end 241, 242, 261, 262, 281, 282 of the or at least one of the top layer(s) 24, 26, 28 of the top reinforcement 16.

We could also plan to inflate the or each tire with nitrogen, which makes it possible to reduce the speed of tire pressure loss. This can be useful if the user delays re-inflating the tire or each tire once the alert has been issued.

COMPARATIVE TESTS

Driving tests

In order to demonstrate the interest of the invention, the inventors rolled a tire as described in the first embodiment of size 255/35 R21. The tire was run under conditions similar to those of the load/speed performance test described in Annex VII of UNECE Regulation No. 30, but under even more demanding load conditions and under conditions of different pressure.

Under initial test conditions, the pressure is equal to 2.5 bars which corresponds to a tire pressure defect of 0.3 bar compared to the reference pressure of the tire for a given vehicle, here equal to 2, 8 bars. In second test conditions, the pressure is equal to 2.8 bars which corresponds to the reference pressure of the tire for the same vehicle.

In the first test conditions, the internal surface showed significant abrasion leading to a more rapid loss of tire pressure. On the contrary, in the second test conditions, the internal surface presented a mottled appearance but without abrasion of the internal surface. Thus, in these second conditions, no acceleration of the loss of pressure is to be deplored on the tire.

Maximum meridian curvature simulations

One of the elements that can illustrate the absence of abrasion of the internal surface in the second conditions unlike the first conditions is the maximum meridian curvature Cmax of the first carcass layer. Thus, we measured this maximum meridian curvature of the first carcass layer on a tire mounted on a rim having a rim width code equal to the width code of the measuring rim defined according to the ETRTO 2021 standard manual for the tire size. These assembled assemblies were simulated under the first and second test conditions described previously.

In the first test conditions, the maximum meridian curvature Cmax is equal to 0.31 mm-1 while in the second test conditions, the maximum meridian curvature Cmax is equal to 0.26 mm-1. This significant difference in the maximum meridional curvature Cmax is consistent with and helps explain the absence of abrasion of the internal surface in the second test conditions.

Claims (14)

Assembly (10) of a tire (11) for a passenger vehicle (V) and a device (402) for measuring the pressure of the tire (11), the tire (11) comprising a crown (12), two beads (32), two sidewalls (30) connecting each bead (32) to the top (12), the tire (11) being of the HIGH LOAD CAPACITY type according to the ETRTO 2021 standard manual, the tire (11) having a height sidewall H defined by H=SW x AR / 100 with SW the nominal section width and AR the nominal aspect ratio of the tire (11) according to the ETRTO 2021 standard manual such that H < 95 and the tire (11 ) comprising first and second layers extending radially at least in each flank (30), each first and second layer (36, 37) comprising reinforcing elements embedded in a polymer matrix. Passenger vehicle (V) comprising at least one tire (11) and a device (400) for monitoring the pressure of the or each tire (11), the or each tire (11) comprising a crown (12), two beads (32), two sidewalls (30) connecting each bead (32) to the top (12), the tire (11) being of the HIGH LOAD CAPACITY type according to the ETRTO 2021 standard manual, the tire (11) having a height of sidewall H defined by H=SW x AR / 100 with SW the nominal section width and AR the nominal aspect ratio of the tire (11) according to the ETRTO 2021 standard manual such that H < 95 and the tire (11) comprising first and second layers extending radially at least in each flank (30), each first and second layer (36, 37) comprising reinforcing elements embedded in a polymer matrix. Passenger vehicle (V) according to the preceding claim, in which the monitoring device (400) comprises an alert device relating to a comparison of a pressure indicator calculated from measured parameters of one or each wheel comprising the or each tire, relative to a reference pressure indicator, the measured parameters not including the pressure of the or each tire. Assembly (10) or passenger vehicle (V) according to any one of claims 1 to 3, in which, the tire (11) comprising a carcass reinforcement (34) anchored in each bead (32), the crown (12 ) comprising a crown reinforcement (16) and a tread (14), the carcass reinforcement (34) extending radially in each sidewall (30) and axially in the crown (12) radially internally to the reinforcement top (16), the carcass reinforcement (34) comprising first and second carcass layers (36, 37), each first and second carcass layer (36, 37) is anchored in each bead (32). Assembly (10) or passenger vehicle (V) according to any one of the preceding claims, in which, the tire (11) comprising a carcass reinforcement (34) anchored in each bead (32), the crown (12) comprising a crown reinforcement (16) and a tread (14), the carcass reinforcement (34) extending radially in each sidewall (30) and axially in the crown (12) radially internally to the crown reinforcement (16), the carcass reinforcement (34) comprising first and second carcass layers (36, 37), each first and second carcass layer (36, 37) extending radially in each sidewall (30) and axially in the top (12) radially internally to the top frame (16). Assembly (10) or passenger vehicle (V) according to any one of claims 4 or 5, in which the first layer of carcass (36) forms a winding around a circumferential reinforcing element (33) of each bead ( 32) so that an axially interior portion (3611, 3621) of the first carcass layer (36) is arranged axially inside an axially exterior portion (3612, 3622) of the first carcass layer (36 ) and so that each axial end (361, 362) of the first carcass layer (36) is arranged radially outside of each circumferential reinforcement element (33), and each axial end (371, 372) of the second carcass layer (37) is arranged radially inside each axial end (361, 362) of the first layer (36) and:
- axially between the axially interior (3611, 3621) and exterior (3612, 3622) portions of the first carcass layer (36), or
- axially inside each axially interior portion (3611, 3621) of the first carcass layer (36), or
- axially outside of each axially exterior portion (3612, 3622) of the first carcass layer (36). Assembly (10) or passenger vehicle (V) according to claim 6, in which each axial end (361, 362) of the first carcass layer (36) is arranged radially inside the equator (E) of the pneumatic tire (11) and even more preferably arranged at a radial distance less than or equal to 30 mm from a radially inner end (331) of each circumferential reinforcing element (33) of each bead (32). Assembly (10) or passenger vehicle (V) according to any one of claims 4 or 5, in which each bead (32) comprising at least first and second circumferential reinforcing elements (38, 39, 40), a portion of each first and second carcass layer (36, 37) is arranged axially between two of at least first and second circumferential reinforcing elements (38, 39, 40). Assembly (10) or passenger vehicle (V) according to any one of claims 1 to 3, in which, the tire (11) comprising a carcass reinforcement (34) anchored in each bead (32), the crown (12 ) comprising a crown reinforcement (16) and a tread (14), the carcass reinforcement (34) extending radially in each sidewall (30) and axially in the crown (12) radially internally to the reinforcement crown (16), the carcass reinforcement (34) comprises a single carcass layer (36) anchored in each bead (32) and extending radially in each sidewall (30) and axially in the crown (12) radially internally to the crown reinforcement (16), the single carcass layer (36) forming a winding around a circumferential reinforcing element (33) of each bead (32) so that an axially interior portion (3611 , 3621) of the carcass layer (36) is arranged axially inside an axially outer portion (3612, 3622) of the carcass layer (36) and so that each axial end (361, 362) of the carcass layer (36) is arranged radially outside of each circumferential reinforcing element (33) and radially outside the equator (E) of the tire (10). Assembly (10) according to any one of claims 1 and 4 to 9, comprising a valve (300) for inflating the tire (11) comprising:
- an external end (302) intended to be arranged outside (EX) of an internal cavity (C) of the tire (11), and
- an internal end (304) intended to be arranged inside the internal cavity (C) of the tire (11),
the device (402) for measuring the pressure of the tire (11) is fixed on the valve (300) and is arranged on the side of the outer end (302) or on the side of the inner end (304). Assembly (10) according to any one of claims 1 and 4 to 9, in which the device (402) for measuring the pressure of the tire (11) is fixed to the internal surface (19) of the tire (11). Assembly (10) according to any one of claims 1 and 4 to 9, comprising a support (100) for mounting the tire (11), the device (402) for measuring the pressure of the tire (11) is fixed on the support (100) for mounting the tire (11). Passenger vehicle (V) comprising at least one assembly (10) according to any one of claims 1 and 4 to 12 and a display device (404) for the pressure of the or each tire (11) measured by the device measuring device (402) of the or each assembly (11) and/or an alert device (406) relating to a fault in the pressure measured in the or each tire (11) by the measuring device (402) of the or of each assembly (11) relative to a reference pressure of the or each tire (10). Use of a tire (11) for a passenger vehicle (V), the passenger vehicle (V) comprising a device (400) for monitoring the pressure of the tire (11), the tire (11) comprising a crown ( 12), two beads (32), two sides (30) connecting each bead (32) to the top (12), the tire (11) being of the HIGH LOAD CAPACITY type according to the ETRTO 2021 standard manual, and the tire ( 11) having a sidewall height H defined by H = SW x AR / 100 with SW the nominal section width and AR the nominal aspect ratio of the tire (11) according to the ETRTO 2019 standard manual such that H < 95 , the tire (11) comprising first and second layers extending radially at least in each sidewall (30), each first and second layer (36, 37) comprising reinforcing elements embedded in a polymer matrix.