Including at least one tire with a sidewall that has protective protrusions

Abstract

This invention relates to a tire (1), more specifically, intended for use in private passenger vehicles and comprising at least one sidewall (3) protrusion having a sidewall (3) protrusion to reduce aerodynamic drag and thus reduce resistance to wheel forward movement, thereby contributing to reduced fuel consumption and thus reduced CO2 emissions, the sidewall (3) protrusion being located near the junction of the tire and the tire-mounted rim (2). According to the invention, when the tire (1) is mounted on the rim (2) and inflated to a pressure defined by the “ETRTO” standard, the radially inner end I of the protrusion (6) is radially arranged at a radial distance H1 of at most 10 mm inside the radially outermost point J of the rim flange (21), or radially arranged at a radial distance H1 of at most 4 mm outside the radially outermost point J of the rim flange (21).

Description

Technical Field

[0001] The object of the present invention is a tire, and more specifically, a tire that is mounted to a private passenger vehicle and includes at least one sidewall with a protective protrusion intended to protect the connection between the tire and the tire mounting rim. Background Technology

[0002] Given current concerns about environmental protection, a long-term goal for vehicle manufacturers is to reduce CO2 emissions by significantly decreasing the fuel consumption of private passenger vehicles. It is well known that fuel consumption increases with the drag on a moving vehicle. A major component of this drag is caused by aerodynamic drag applied to the moving vehicle. It has been shown that the wheels mounted on the vehicle (i.e., the tires mounted on the rims) have a significant impact on the generation of aerodynamic drag.

[0003] Generally, it is known that objects moving in a fluid (e.g., a wheel rotating in air) experience pressure and friction due to the viscosity of the air. The combination of these two types of forces constitutes aerodynamic drag. This aerodynamic drag corresponds to the aerodynamic resistance that impedes the forward movement of an object in a fluid (e.g., a wheel moving forward in air). This aerodynamic drag is proportional to the square of the vehicle's forward speed. Above a certain speed (typically exceeding 30 km / h) and on a level surface, aerodynamic drag becomes the primary source of resistance to the forward movement of the wheels.

[0004] As is well known, the aerodynamic drag applied to a wheel is generated by the turbulence of the airflow near the wheel. To reduce this aerodynamic drag, it is effective to delay the separation of the airflow from the tire sidewall as much as possible. The faster the airflow separates from the tire sidewall, the greater the roughness of areas such as tire markings or the joint between the tire and the rim. Therefore, for aerodynamic drag, the outer profile of the tire, including a completely smooth sidewall (which is continuous with the flange of the rim), is theoretically optimal. Summary of the Invention

[0005] Tires typically consist of a tread that is designed to contact the ground via its surface and connect to two sidewalls at its two axial ends, the sidewalls extending through two beads designed to contact the flanges of the rim.

[0006] Because a tire has a geometry that rotates about its axis of rotation, it can be described within a reference cylinder that includes circumferential, axial, and radial directions, respectively. Hereinafter, the circumferential (or longitudinal), axial (or lateral), and radial directions refer to directions tangential to the tread surface and oriented in the direction of the tire's rotation, directions parallel to the tire's axis of rotation, and directions perpendicular to the tire's axis of rotation, respectively. The radial plane (or meridional plane) is defined by the radial and axial directions and includes the tire's axis of rotation. The circumferential plane is defined by the radial and circumferential directions, and therefore perpendicular to the tire's axis of rotation. The circumferential plane passing through the middle of the tread is called the equatorial plane (or the central plane). Therefore, in this application, the terms "radial," "axial," and "circumferential" respectively mean "in the radial direction," "in the axial direction," and "in the circumferential direction." The expressions "radially inside" or "radially outside" indicate "closer" or "farther" from the tire's axis of rotation in the radial direction, respectively. The expressions "located inside in the axial direction" and "located outside in the axial direction" mean that the tire is "closer" to the center plane and "further away" from the center plane in the axial direction, respectively.

[0007] The junction between the tire and its mounting rim is a particularly vulnerable area to damage (such as from a collision with a sidewalk), especially for tires with lower sidewalls. Such damage can cause localized deformation of the rim flange, potentially leading to a loss of seal and consequently a loss of tire pressure. It can also damage the tire bead, which contacts the rim flange, potentially significantly reducing tire life.

[0008] To protect this connection, it is known to place protective cords in the radial interior of the tire sidewall near the bead. However, the presence of these protective cords (which constitute sidewall protrusions) creates a geometric discontinuity between the radial interior of the tire sidewall and the rim flange, thereby generating turbulence in the airflow and thus increasing aerodynamic drag. For example, document US20070029023A1 describes protective cords located radially inside the tire sidewall and discontinuously arranged in the circumferential direction, forming protrusions that easily increase aerodynamic drag.

[0009] Document WO 2018109328 A1 describes a protective cord or sidewall protrusion with a suitable geometry and location to reduce aerodynamic drag.

[0010] The object of the present invention is a tire, more specifically, intended for mounting to a private passenger vehicle and including at least one tire with a sidewall protrusion to further reduce aerodynamic drag and thus reduce resistance to wheel forward movement, thereby contributing to reduced fuel consumption and thus reduced CO2 emissions, said sidewall protrusion being located near the junction of the tire and the tire-mounted rim.

[0011] This objective has already been achieved in tires used in private passenger vehicles, designed for mounting on rims defined by standards of the European Tyre and Rim Technology Organization (ETRTO), including:

[0012] - Two sidewalls, which connect the tire crown to two respective beads, each bead designed to contact the rim flange having its radially outermost point J.

[0013] - At least one sidewall includes a protrusion designed to protect the rim flange, extending radially inward from the axially outer surface of the sidewall and circumferentially in the tire's circumferential direction.

[0014] - The protrusion has a meridional section defined by a profile including the innermost radial point in any meridional plane including the axis of rotation of the tire, the innermost radial point being referred to as the radial inner end I of the protrusion.

[0015] - When the tire is mounted on the rim and inflated to the pressure specified by the ETRTO standard, the radially inner end I of the protrusion is arranged radially at a distance H1 of at most 10 mm inside the radially outermost point J of the rim flange, or radially at a distance H1 of at most 4 mm outside the radially outermost point J of the rim flange.

[0016] The main objective of this invention is to optimize the geometric position of the radially inner end I of the protrusion relative to the radially outermost point J of the rim flange, in order to limit airflow turbulence at the tire-rim junction, and thus reduce aerodynamic drag that adversely affects forward movement and fuel consumption. The rim on which the tire is mounted is defined by standards of the European Tire and Rim Technology Organization (ETRTO). For a given tire size, several rim profiles are generally permitted, defined in the "Passenger Car Tyres" section under the heading "Approved Rim Contours" in the Standards Manual 2019.

[0017] For this purpose, the radially inner end I of the protrusion must be within a certain numerical range near the radially outermost point J of the rim flange, typically corresponding to the radially outermost point of the circular portion of the rim flange where the tire bead is located. Then, depending on whether the radially inner end I of the protrusion is located inside or outside the radially outermost point J of the rim flange, two positional configurations are possible.

[0018] In the first configuration, the radially inner end I of the protrusion is located radially inside the radially outermost point J of the rim flange. The protrusion covers the rim flange when the tire is mounted and inflated, not to mention when the tire is flattened, mounted, or inflated, because under the flattening effect of the tire, the radially inner end I of the protrusion will move further radially inward relative to the mounted / inflated state. In this first configuration, the inventors have shown that the radially inner end I of the protrusion cannot extend too far radially inward relative to the radially outermost point J of the rim flange, more precisely, no more than 10 mm. In fact, exceeding 10 mm results in a relatively large length and thin cross-section for the protrusion, thus its flexibility could lead to the risk of detachment from the rim flange and the protrusion wobbling, which could generate turbulence in the airflow.

[0019] In the second configuration, the radially inner end I of the protrusion is located radially outside the radially outermost point J of the rim flange. When the tire is mounted and inflated, the protrusion does not cover the rim flange. The radially inner end I of the protrusion is arranged with a radial distance H1 relative to the radially outermost point J of the rim flange. This radial distance H1 is not too large, at most 4 mm. In the flattened, mounted, and inflated states, the protrusion may or may not cover the rim flange, depending on the chosen rim flange profile. If the protrusion covers the rim flange, as in the first configuration described above, this coverage can reduce aerodynamic drag during driving. If the protrusion does not cover the rim flange, the space between the radially inner end I of the protrusion and the rim flange is prone to localized turbulence; however, due to the limited width of this space (less than 4 mm), the impact on aerodynamic drag is limited. Finally, in adverse weather conditions, the uncovered protrusion in the flattened, mounted, and inflated states advantageously promotes the drainage of water that may accumulate at the tire-rim interface.

[0020] Furthermore, in both configurations, the geometry of the protrusions allows for easy tire installation using conventional automatic or semi-automatic mounting devices.

[0021] The rim flange includes a radially outer circular portion in any meridional plane, which is connected to a substantially axially radially inner portion via an intermediate radial portion. The radially inner end I of the protrusion is advantageously arranged axially outside the radial portion of the rim flange with an axial distance B1 of at least 5 mm, preferably at least 8 mm. The axial distance B1 is selected based on the axial width B of the rim flange measured between the outermost axial point of the rim flange and the intermediate radial portion of the rim flange. It should be noted that in section R1 of the Standards Manual 2019, the ETRTO standard proposes several variations of the axial width B of the rim flange. The minimum axial distance B1 (which is equal to 5 mm) is compatible with the minimum axial width B of the rim flange recommended by the ETRTO standard (which is close to 8 mm). Furthermore, to achieve the best possible aerodynamic effect for the mounting assembly, it is advantageous that the maximum axial width (or total width) of the tire is equal to the maximum axial width (or total width) of the rim plus 8 to 20 mm, the tire being mounted on its standard rim and inflated to the rated pressure in the ETRTO standard sense. For mounting assemblies that are highly optimized for aerodynamics, vehicle manufacturers tend to choose the smallest possible axial width B of the rim flange, for example, approximately equal to 8 mm.

[0022] The rim flange includes a radially outer circular portion in any meridional plane, which is connected to a substantially axially radially inner portion via an intermediate radial portion. The radially inner end I of the protrusion is advantageously arranged axially outside the radial portion of the rim flange with an axial distance B1 of at most 21 mm, preferably at most 16 mm. The maximum axial distance B1 (which is equal to 21 mm) is compatible with the maximum axial width B of the rim flange recommended by the ETRTO standard. Furthermore, the greater the difference between the axial distance B1 and the axial width B of the rim flange, the better the rim flange is protected (e.g., when the tire scrapes the sidewalk), but this reduces aerodynamic optimization and thus energy efficiency.

[0023] The meridional section of the protrusion has a larger dimension in the central direction D1, and the central direction D1 of the meridional section of the protrusion advantageously forms an angle A with the radial direction of at least 5°, preferably at least 10°. The minimum angle A (which is equal to 5°, preferably equal to 10°) prevents the protrusion from detaching under centrifugal force. In fact, during driving, the centrifugal force of the tire crown causes the tire bead to pivot relative to the rim flange, resulting in a decrease in angle A.

[0024] The meridional section of the protrusion has a larger dimension in the central direction D1, and the central direction D1 of the protrusion advantageously forms an angle A with the radial direction of up to 30°, preferably up to 20°. The maximum angle A (which is up to 30°, preferably up to 20°) avoids a deterioration in the desired optimized aerodynamic effect, while ensuring a suitable geometry from the sidewall profile to the end of the protrusion.

[0025] Advantageously, the profile of the protrusion includes an axially inner connection point K between the protrusion and the axially outer surface of the tire sidewall, wherein a straight line tangent to the profile has an axial direction and is radially arranged outside the radially outermost point J of the rim flange at a radial distance H2 of at least 3 mm. The radial distance H2 corresponds to the radial clearance between the radially inner connection point of the protrusion and the tire sidewall and the rim flange. When the radial distance H2 is less than 3 mm, the radial clearance becomes too small and may result in poor tire mounting on the rim.

[0026] The protrusion's axial inner connection point K with the axial outer surface of the tire sidewall is advantageously positioned radially outside the outermost radial point J of the rim flange with a radial distance H2 of at most 10 mm. When the radial distance H2 is greater than 10 mm, the radial clearance becomes too large and may result in insufficient tire support on the rim flange, especially under axial (or lateral) forces.

[0027] The axial inner connection point K between the protrusion and the outer axial surface of the tire sidewall is advantageously positioned axially outside the radially outermost point of the rim flange. This axial positioning of the protrusion and the inner axial connection point of the tire sidewall with the rim flange achieves a satisfactory trade-off between easy tire mounting on the tire rim and good tire support on the rim flange. Furthermore, this outward axial offset allows for tire mounting on rims where the rim flange may have different axial widths B.

[0028] The connection radius R (defined as the radius of curvature at the axial inner connection point K between the protrusion and the axial outer surface of the tire sidewall) is at least 2 mm. A connection radius of at least 2 mm limits stress concentration and thus limits the occurrence of cracks, thereby better resisting tearing by the protrusion, especially when the tire scrapes against the sidewalk.

[0029] The thickness E of the meridional section of the protrusion is preferably at least 1.5 mm, measured along an axial line D2, which is radially located inside the axial inner connection point K between the protrusion and the axial outer surface of the tire sidewall, and at a radial distance H3 equal to 3 mm from the axial inner connection point K. For ease of measurement, the thickness E is measured axially along the outer side of the connection area between the protrusion and the tire sidewall at a radial distance H3 (equal to 3 mm) towards the inner side. A protrusion thickness of at least 1.5 mm is beneficial for tire production, particularly because it allows for integral molding of the protrusion, thus ensuring removal from the mold after tire curing. It also ensures good mechanical strength of the protrusion during tire movement when the tire is mounted on the rim and subjected to mechanical stresses (especially flattening). Finally, it guarantees effective protection of the rim flange from impacts (e.g., collisions with sidewalks).

[0030] The thickness E of the meridional section of the protrusion is preferably at most 8 mm, measured along an axial line D2, which is radially located inside the axial inner connection point K between the protrusion and the axial outer surface of the tire sidewall, and arranged at a radial distance H3 (equal to 3 mm) from the axial inner connection point K. A protrusion thickness of at most 8 mm is advantageous because it has no adverse effect on quality, and therefore no adverse effect on tire cost. Furthermore, it ensures sufficient flexibility of the protrusion, thereby ensuring good tire mounting on the rim. Finally, it limits the maximum width of the inflated tire mounted on its rim, and thus limits aerodynamic effects.

[0031] Advantageously, the protrusion contacts the rim flange via at least one circumferentially distributed contact device. The circumferential distribution of the contact device can be continuous or discontinuous. The circumferentially distributed protrusion (which contacts the rim flange) ensures a quasi-continuity between the tire sidewall and the rim flange, which is beneficial for optimizing aerodynamic forces. Furthermore, the contact surface must be advantageously limited to minimize friction between the protrusion and the rim flange, which causes energy dissipation and thus adversely affects forward drag.

[0032] Advantageously, each tire sidewall includes protrusions. Generally, protrusions are needed to protect the tire sidewalls facing outwards from the vehicle, as these sidewalls are most likely to come into contact with obstacles such as sidewalks during movement and are most prone to airflow separation. However, airflow also exists on the sides of the tire sidewalls facing inwards from the vehicle body, so the benefit of the protrusions lies in optimizing the aerodynamics of the sidewalls facing inwards from the vehicle. Furthermore, in the case of directional tires (i.e., those with a specific rolling direction), the presence of protrusions on each sidewall allows the tire to be mounted on either the right-hand or left-hand side of the vehicle depending on the direction of movement.

[0033] The tire has a radially outermost point M in its center plane, and a theoretical height H in the ETRTO standard sense, measured between the radially outermost point M and the radially innermost point of the rim flange. The tire advantageously has an axially outermost point N on the axially outer surface of each sidewall, said axially outermost point N being radially arranged relative to the radially outermost point M at a radial distance H4 at least equal to H / 2 + 5 mm. That is, it is useful to bring the axially outermost point N of the sidewall as close as possible to the rim flange, thereby bringing the protrusion closer to the rim flange and ensuring better geometric continuity between the sidewall and the rim flange. This configuration is generally used in so-called "short sidewall" tires, where the radial height H in the ETRTO standard sense is preferably between 75 mm and 105 mm.

[0034] Advantageously, the axially outer surface of each sidewall, from the axially outer end of the tread (also known as the shoulder) to the radially inner end of the protrusion, has a mathematically continuous differentiable profile (i.e., without singularities with outward or inward angles), and thus this profile is aerodynamically optimal.

[0035] Also advantageously, the axially outer surface of each tire sidewall includes raised markings relative to the axially outer surface to limit airflow disturbance, the thickness of which is at most 0.6 mm, preferably at most 0.4 mm.

[0036] Also advantageously, the axial outer surface of each tire sidewall includes a recessed mark relative to the axial outer surface, i.e., it does not interact with airflow.

[0037] The present invention also relates to an mounting assembly comprising a tire according to any of the above embodiments of the invention, the tire being mounted on its rim. Attached Figure Description

[0038] The features of the present invention are as follows: Figures 1 to 5 The image is shown schematically and is not displayed to scale:

[0039] - Figure 1 In the first embodiment of the present invention, the meridional half-section of the tire mounted on the rim is shown, with the radially inner end of the protrusion located radially inside the rim flange.

[0040] - Figure 2 In the second embodiment of the present invention, the meridional half-section of the tire mounted on the rim is such that the radially inner end of the protrusion is located radially outside the rim flange.

[0041] - Figure 3 This is a partial schematic diagram of the connection between the tire bead and its rim, according to a preferred variant of the first embodiment of the present invention.

[0042] - Figure 4This is a partial schematic diagram of the connection between the tire bead and the rim in a first variant of the first embodiment of the present invention.

[0043] - Figure 5 In a second variant of the first embodiment of the invention, the radially inner end of the protrusion is located radially inside the rim flange of a tire mounted on a rim. Detailed Implementation

[0044] Figure 1

[0045] Figure 1 The diagram shows a meridional half-section in the meridional plane YZ of a tire 1 mounted on a rim 2 according to a first embodiment of the invention, with the radially inner end I of the protrusion 6 located radially inside the rim flange 21. The tire 1, intended for use in private passenger vehicles, is designed for mounting on a rim 2 defined by the standards of the European Tire and Rim Technology Organization (ETRTO) and includes two sidewalls 3 connecting a crown 4 to two respective bead 5s, each bead 5 intended to contact the rim flange 21 having a radially outermost point J. At least one sidewall 3 includes a protrusion 6 intended to protect the rim flange 21 and extends radially inward from an axially outer surface 31 of the sidewall and circumferentially in the tire's circumferential direction XX'. In the meridional plane YZ, which includes the tire's axis of rotation YY', the protrusion 6 has a meridional section defined by a profile including the radially innermost point, referred to as the radially inner end I of the protrusion 6. According to a first embodiment of the invention, when the tire 1 is mounted on the rim 2 and inflated to the pressure defined by the ETRTO standard, the radially inner end I of the protrusion 6 is arranged radially at a radial distance H1 of at most 10 mm inside the radially outermost point J of the rim flange 21.

[0046] Figure 2

[0047] Figure 2 The diagram shows a meridional half-section of a tire mounted on a rim according to a second embodiment of the invention, with the radially inner end of the protrusion located radially outside the rim flange. According to the second embodiment of the invention, when the tire 1 is mounted on the rim 2 and inflated to a pressure defined by the ETRTO standard, the radially inner end I of the protrusion 6 is arranged radially at a radial distance H1 of at most 4 mm outside the radially outermost point J of the rim flange 21.

[0048] Figure 3

[0049] Figure 3This is a partial schematic diagram of the connection between the bead 5 of the tire 1 and its rim 2, according to a preferred variant of the first embodiment of the invention, wherein the radially inner end I of the protrusion 6 is located radially inside the rim flange 21. More precisely, the radially inner end I of the protrusion 6 is the radially inner end I of the profile 62 of the meridional section 61 of the protrusion 6. Figure 1 As shown, when the tire 1 is mounted on the rim 2 and inflated to the pressure defined by the ETRTO standard, the radially inner end I of the protrusion 6 is radially arranged at a radial distance H1 of at most 10 mm inside the radially outermost point J of the rim flange 21. The rim flange 21 includes a radially outer circular portion 211 in the meridional plane YZ, which is connected to a substantially axially axially inner radial portion 213 via an intermediate radial portion 212. The rim flange 21 also has an axial width B, which is measured between the radial portion 212 and the axially outer end L of the outer circular portion 211. In this variant of the first embodiment, the radially inner end I of the protrusion 6 is axially arranged at a distance B1, at least 5 mm, preferably at least 8 mm, and at most 21 mm, preferably at most 16 mm, outside the radial portion 212 of the rim flange 21. The meridional section 61 of the protrusion 6 has its maximum dimension in the central direction D1. The central direction D1 of the meridional section 61 of the protrusion 6 forms an angle A with the radial direction ZZ', said angle A being at least equal to 5°, preferably at least equal to 10°, and at most equal to 30°, preferably at most equal to 20°. Furthermore, the profile 62 of the protrusion 6 includes an axially inner connection point K between the protrusion 6 and the axially outer surface 31 of the tire sidewall. A straight line tangent to the profile 62 has an axial direction YY', and this straight line is radially arranged outside the radially outermost point J of the rim flange 21 at a radial distance H2 of at least 3 mm and at most 10 mm. Additionally, the axially inner connection point K between the protrusion 6 and the axially outer surface 31 of the tire sidewall is axially arranged outside the radially outermost point J of the rim flange 21. The connection radius R at point K is at least equal to 2 mm. Finally, the thickness E of the meridional section 61 of the protrusion 6 is at least equal to 1.5 mm and at most equal to 8 mm, the thickness E being measured along the axial straight line D2, which is located radially inside the axial inner connection point K between the protrusion 6 and the axial outer surface 31 of the tire sidewall and is arranged at a radial distance H3 (equal to 3 mm) from the axial inner connection point K.

[0050] Figure 4

[0051] Figure 4This is a partial schematic diagram of the connection between the bead 5 of a tire 1 and its rim 2 in a first variant of a first embodiment of the present invention. The radially inner end I of the protrusion 6 is located radially inside the rim flange 21. In the illustrated variant, the protrusion 6 contacts the rim flange 21 via two contact devices 63, which are raised relative to the protrusion 6 and are distributed continuously or discontinuously in the circumferential direction.

[0052] Figure 5

[0053] Figure 5 For a second variant of the first embodiment of the invention, the meridional half-section of a tire 1 mounted on its rim 2 has the radially inner end I of the protrusion 6 located radially inside the rim flange 21. In the variant shown, the tire 1 has a radially outermost point M in the midplane XZ, and a theoretical height H in the ETRTO standard sense measured between the radially outermost point M of the tire 1 and the radially innermost point of the rim flange 21. The tire 1 has an axially outermost point N on the axially outer surface 31 of each sidewall 3, the axially outermost point N being arranged radially relative to the radially outermost point M at a radial distance H4 at least equal to H / 2 + 5 mm, where H / 2 is half the sidewall height measured between the radially outermost point M of the tire 1 and the midpoint P of the sidewall 3. This is a general sidewall geometry for short-sidewall tires, wherein the radial height H in the ETRTO standard sense is preferably between 75 mm and 105 mm.

[0054] The inventors have studied this invention, and more specifically, studied tire I1 of size 235 / 60R 18 (intended to carry a recommended load of 875 kg) and tire I2 of size 245 / 35R 20 (intended to carry a recommended load of 615 kg). For either tire I1 or tire I2, the geometry was measured on a tire mounted on a rim and inflated to a pressure of 2.5 bar.

[0055] The inventors used the finite element method to simulate the mechanical and aerodynamic behavior of two exemplary embodiments I1 and I2 (which are 235 / 60R 18 and 245 / 35R 20, respectively), and were able to verify the effect of this design on delaying airflow separation at the tire sidewall.

[0056] The main geometric features of the two examples studied are shown in the table below: [Table 1]

[0057]

Claims

1. A tire (1) for a private passenger vehicle, intended for mounting on a rim (2) defined by the standards of the European Tire and Rim Technology Organization (ETRTO), comprising: - Two sidewalls (3) connecting the tire crown (4) to two respective bead (5), each bead (5) being designed to contact the rim flange (21) having the radial outermost point J. - At least one sidewall (3) includes a protrusion (6) designed to protect the rim flange (21) and extending radially and axially inward from the axially outer surface (31) of the sidewall and extending circumferentially in the tire's circumferential direction (XX'). - The protrusion (6) has a meridional section (61) in any meridional plane (YZ) including the axis of rotation (YY') of the tire, defined by a profile (62) including the radial innermost point, which is referred to as the radial inner end I of the protrusion (6). The feature is that when the tire (1) is mounted on the rim (2) and inflated to the pressure defined by the ETRTO standard, the radial inner end I of the protrusion (6) is arranged radially at a radial distance H1 of at most 10 mm inside the radial outermost point J of the rim flange (21), or at a radial distance H1 of at most 4 mm outside the radial outermost point J of the rim flange (21), and the axial inner connection point K of the protrusion (6) and the axial outer surface (31) of the tire sidewall is arranged axially outside the radial outermost point J of the rim flange (21), such that the mid-direction D1 of the meridional section (61) of the protrusion (6) forms an angle A of at least 5° with the radial direction (ZZ').

2. The tire (1) according to claim 1, wherein the rim flange (21) includes a radially outer circular portion (211) in any meridional plane (YZ), the radially outer circular portion (211) being connected to a substantially axially radially inner portion (213) via an intermediate radial portion (212), wherein, The inner radial end I of the protrusion (6) is arranged axially at an axial distance B1 of at least 5 mm on the outer side of the radial portion (212) of the rim flange (21).

3. The tire (1) according to any one of claims 1 or 2, wherein the rim flange (21) includes a radially outer circular portion (211) in any meridional plane (YZ), the radially outer circular portion (211) being connected to a substantially axially radially inner portion (213) via an intermediate radial portion (212), wherein, The radial inner end I of the protrusion (6) is arranged axially on the outside of the radial portion (212) of the rim flange (21) at an axial distance B1 of at most 21 mm.

4. The tire (1) according to claim 1, wherein the meridional section (61) of the protrusion (6) has a larger dimension in the central direction D1, wherein, The meridional section (61) of the protrusion (6) forms an angle A of at least 10° with the radial direction (ZZ').

5. The tire (1) according to claim 1, wherein the meridional section (61) of the protrusion (6) has a larger dimension in the central direction D1, wherein, The meridional section (61) of the protrusion (6) forms an angle A of at most 30° with the radial direction (ZZ').

6. The tire (1) according to claim 1, wherein, The profile (62) of the protrusion (6) includes the axial inner connection point K between the protrusion (6) and the axial outer surface (31) of the tire sidewall, wherein a straight line tangent to the profile (62) has an axial direction (YY'), and the straight line is arranged radially at a radial distance H2 at least equal to 3 mm outside the radial outermost point J of the rim flange (21).

7. The tire (1) according to claim 6, wherein, The protrusion (6) is located at the axial inner connection point K of the axial outer surface (31) of the tire sidewall, with a radial distance H2 of at most 10 mm, on the outer side of the radial outermost point J of the rim flange (21).

8. The tire (1) according to any one of claims 6 to 7, wherein, The radius of curvature at the axial inner connection point K between the protrusion (6) and the axial outer surface (31) of the tire sidewall is defined as the connection radius R, which is at least equal to 2 mm.

9. The tire (1) according to any one of claims 6 to 7, wherein, The thickness E of the meridional section (61) of the protrusion (6) is at least equal to 1.5 mm. The thickness E is measured along the axial straight line D2, which is located radially inside the axial inner connection point K between the protrusion (6) and the axial outer surface (31) of the tire sidewall, and is arranged at a radial distance H3 equal to 3 mm from the axial inner connection point K.

10. The tire (1) according to any one of claims 6 to 7, wherein, The thickness E of the meridional section (61) of the protrusion (6) is at most equal to 8 mm. The thickness E is measured along the axial straight line D2, which is located radially inside the axial inner connection point K between the protrusion (6) and the axial outer surface (31) of the tire sidewall and is arranged at a radial distance H3 equal to 3 mm from the axial inner connection point K.

11. The tire (1) according to claim 1, wherein, The protrusion (6) contacts the rim flange (21) via at least one circumferentially distributed contact device (63).

12. The tire (1) according to claim 1, wherein, Each sidewall (3) includes a protrusion (6).

13. The tire (1) according to claim 1, wherein the tire (1) has a radially outermost point M in the midplane (XZ), and a theoretical height H in the "ETRTO" standard sense measured between the radially outermost point M of the tire (1) and the radially innermost point of the rim flange (21), wherein, The tire (1) has an axial outermost point N on the axial outer surface (31) of each sidewall, the axial outermost point N being arranged radially relative to the radial outermost point M at a radial distance H4 equal to at least H / 2+5mm.

14. An mounting assembly comprising a tire (1) according to any one of claims 1 to 13, the tire (1) being mounted on its rim (2).

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