翻译 ON DEVELOPMENT OF THE SUPER-SINGLE DRIVE (GMD) TYRE
7th International Svrnposiurn on Heavv Vehicle Weights & Dimensions
Delft, The Netherlands, .June 16 - 20,2002
ON DEVELOPMENT OF THE SUPER-SINGLE DRIVE (GMD) TYRE
Kenshiro Kato
Bridgestone Corp., 3-1-1 Ogawahigashi, Kodaira, Tokyo 187-8531, Japan Kuninobu Kadota
Bridgestone Corp., 3-1-1 Ogawahigashi, Kodaira, Tokyo 187-8531, Japan
ABSTRACT
Technical ingredients for replacing dual mounting of truck and bus tyres with the single wide base tyre(GMD:GREATEC Mega Drive) are presented.
用宽肩胎(GMD:GREATEC Mega Drive)替换卡车和公共汽车双安装轮胎的（dual mounting）的技术细节已经提出。
Aim of developing the technology is underlined by directingdramatic enhancement of tyre durability to advantages on economy, environment and vehicle utility: reducedrolling resistance to benefit energy efficiency, less tyre weight to save limited resources on earth, less tyre roomoccupied to enable new vehicle designs.
开发这项技术的目的，是强调通过显著增强轮胎的耐用性，实现在经济，环境和车辆实用方面获得收益：降低了的滚动阻力有利于提高能源利用效率，更少的轮胎重量可以节约地球有限的资源，较少的轮胎空间占用使新车设计成为可能。
Technical issues in the tread area were uneven growth due to widesectional configuration and large stress concentration.
胎面区域的技术问题是，由宽截面的结构和较大的应力集中而引起的不均衡的增长。
While in the bead area, large strain induced byconsiderable deflection should effectively be minimized.
而在胎圈区域中，大挠度引起的大应变应有效地最小化。
To overcome the difficulties innovative structures wereproposed. The results showed outstanding peliormance under critical testing conditions.
为了克服这些困难，新的结构诞生，并在严格的测试条件下表现出色。
INTRODUCTION
介绍
As recognized widely in global industrial societies, proactive technology should be adopted on ecological andeconomical issues when developing new products.
开发新产品时，先进（有前瞻性的）技术应该应用于生态和经济问题，这是全球工业社会广泛认可的。
Heavy commercial vehicles such as trucks, trailers and buseshave already started including the idea by aiming at: less energy consumption and less exhaust emission leadingultimately to hybrid and/or fuel cell engine systems, higher efficiency in transporting cargos.
重型商用车辆，如卡车、挂车和客车，已经开始瞄准这样的想法：更少的能源消耗和更少的尾气排放，最终推出混合动力和/或燃料电池动力系统，提高货物运输效率。
One of the crucialcomponents of the vehicle, the tyre, should also respond to the requirements of the social needs; effort to fulfilsimultaneously ecology- and economy-consciousness and high quality of tyre performance is needed.
轮胎，作为车辆中不可或缺的一部分，也应该及时响应社会需求的要求；同时努力提高生态意识和经济意识，高品质的轮胎性能迫在眉睫。
Morespecifically, lower rolling resistance, less weight (less amount of raw material used), and lower tyre noise and soon, should be pursued without sacrificing fundamental performance such as durability, tread wear andmanoeuvrability.
更具体地，我们应该在不牺牲耐久性、胎面耐磨性和操作性等基本性能的前提下，追求更低的滚动阻力、更轻的轮胎重量（更少的原材料利用）、更低的轮胎噪声等等。
No doubt considerable effort has been made to date in tyre design; economy-efficient and environmentally-correctmaterials are mostly used, various tyre designs of carcass configuration, structure and tread pattern, whicheffectively reduce rolling resistance and achieve weight reduction, are employed.
无疑，设计师们迄今为止已经在轮胎设计方面做出巨大的努力；经济环保的材料已经广泛应用，各种胎体配置、结构和胎面花纹的设计也已经投入应用，并且有效地降低了滚动阻力，实现减重目的。
Now as a remaining but a very hopeful approach to meet the needs, we focus on the mounting system of dual tyreson drive and non-steer axles of the heavy vehicles, and intend to replace these tyres with single wide-base tyre ofless volume, see Figure 1.
现在，作为一个仅存的却又非常有希望的方式来满足这些需求，我们专注重型车辆的驱动非转向双轮的悬架系统，并打算更换为尺寸更小的单宽基轮胎，见图1。
This concept, named GREA TEe Mega Drive (GMD), assumes considerableenhancement of durability for the single tyre.
这个名为GREA TEeMega Drive（GMD）的概念，认为这种单一轮胎的耐久性将会显著提高。
Following this strategy, if concentration of stress and strain cansuccessfully be suppressed, lower rolling resistance can be obtained because the GMD uses less amount ofhysteretic material (rubber).
根据这个策略，如果可以成功地抑制应力和应变的集中，滚动阻力的降低也可以实现，因为GMD使用更少量的迟滞材料（橡胶）。
On the premise that the GMD clears all requirements of the tyre performance, the concept could motivateinnovative and flexible vehicle design.
在该GMD明白轮胎性能的所有要求的前提下，这个概念可以激励创新的和灵活的车辆设计。
For instance, a wider room on the axle might enable installation of a
high-techengine/braking system, comfortable passenger cabin and large cargo space (see Fig.2).
例如，车轴上方更大的空间可以用来安装一个高科技的发动机/制动系统，舒适的座椅和宽敞的后备箱（见图2）。
Even when designing avehicle with narrower width, e.g. luxurious petit-bus, ample cabin space could be retained. Of course, the use ofwider wheel indicates the possibility of equipping a wheel-in motor system.
即使所设计的汽车车体较窄时，例如在豪华petit-bus，座舱空间也可以足够宽敞。当然，使用更宽的车轮的表示装备的车轮中有安装电机系统的可能性。
This paper describes technical effort to search advanced structures for the wide base tyre with special emphasis ondurability performance, on which the GMD concept is grounded.
本文介绍了对宽基轮胎所做出的技术成果，像GDM追求的那样，在特别强调耐久性能的同时，探求先进的结构。
TECHNICAL TASKS FOR DEVELOPING THE SUPER-SINGLE (GMD) TYRE
开发超级单面轮胎（SUPER-SINGLE (GMD) TYRE）的技术任务
The GMD tyre has less volume enclosed by the tyre outer surface and the rim base than the sum of the dual tyres.
GMD轮胎的外表面和轮辋底部的体积封闭比双轮胎的总和还少。
It means that the nearly identical vertical load, the driving torque and the side force act on the smaller envelopecausing larger deformation.
这意味着，几乎相同的垂直负载、驱动扭矩和侧向力作用在更小的面积上，由此产生更大的变形。
To meet the nearly doubled loading, the air pressure could be raised.
为了支持几乎双倍的载荷，胎压应该提高。
For example ofthe GMD concept, which replaces the dual 315170R22.5 tyres with the single 495/45R22.5 GMD tyre, the verticalload and the air pressure are specified in the European Tyre and Rim Technical Organisation (ETRTO) standardsmanual respectively as 56.84kN and 900kPa compared to 30.87kN and 850kPa of
315170R22.5.
例如GMD的概念中，用以取代双重315170R22.5轮胎的单495/45R22.5 GMD轮胎，垂直负载和空气压力在欧洲轮胎和轮辋技术组织（ETRTO）的标准手册分别指定56.84kN和900kPa，相比于315170R22.5轮胎的30.87kN和850kPa。
Though the loadis not exactly doubled in the standards, the GMD tyre is subjected to 84 percent more load than the single315170R22.5 with only 6 percent increase of the air pressure and 57 percent increase of the tyre width (overalldiameter is virtually equal in the both tyres).
虽然负载是不完全的标准两倍，GMD的轮胎经受比单315170R22.5 高84％的负荷的同时，空气压力只增加有6％，轮胎宽度只增加57％（对总直径几乎相等的两个轮胎的比较）。
In fact, the tyre deflection of 495/45R22.5 is larger than itscounterpart by 51 percent. Thus, the ability to bear the increased load and the increased air pressure is demanded. 实际上，495 / 45R22.5轮胎的变形要比同等轮胎多出51%。因此，承担增加的负载和空气压力的能力是必要的。
Tasks for belt package structure
带束层的任务
In the tread area of the tyre, large deformation and heat generation are the main cause of belt failure and unevengrowth. Conversely, the non-uniform growth of the tread is a cause of the heat generation and the stressconcentration leading to the early failure, and a cause of the uneven wear as well. The growth is due to the pressurisation of the tyre and the creep behaviour under various service conditions.
在轮胎的胎面区域，大变形和发热是带束失效和不均匀增长的主要原因。相反，胎面的不均匀生长会导致发热和应力集中，进而导致早期失效，以及不均匀磨损的原因。轮胎的加压和各种工作条件下的蠕变行为导致了胎面生长。
In mechanical theory of the radial tyre, if all fibre-reinforced members are assumed to be inextensible, the beltpackage produces the tensional force by pressurisation in the equatorial (or circumferential) direction: the force isroughly proportional to the coordinate difference in the radial direction between the equilibrated carcass (or ply) without the belt and the original coordinate of the belt [1].
在子午线轮胎的机械原理中，如果所有的纤维强化部件被假定为不可伸长的，那么带束层会由于圆周方向的气压而产生张力：这种力大致正比于无带束层帘布和带束初始坐标之间的径向协调距离。
Therefore, the tyre with lower aspect ratio (tyre widthdivided by tyre height in the meridian section plane) has larger belt force produced by pressurisation and hencelarger shear strain between belt layers than the tyre with higher aspect ratio.The GMD is obviously bound for thevery low aspect ratio.
因此，低高宽比（轮胎高度与宽度的比值）轮胎由于压力产生的带束力更大，所以比拥有更高高宽比的轮胎更大的带束层间剪切应变。GDM 显然是希望拥有非常低的高宽比。
In our knowledge of engineering practice, the mechanism of belt deformation as consultedwith the developed belt forces is indeed of great significance [2,3].
在我们的工程实践知识，带束变形的机制加上预紧的带束力，确实具有重要的意义。
The conventional belt package (Fig. 3) is characterised as the structure of multiple layers of composites: each layeris made of uni-directionally oriented yarned steel cords and coating rubber in between, the steel cord forms theangle of 15 to 60 degrees to the equator line, a couple of adjacent layers are crossed each other.
传统的带束层（图3）以多层复合材料结构为特征：每个层由单向取向yarned钢丝帘线和中间的涂覆橡胶制成，钢丝帘线与子午线形成15至60度的夹角，相邻两层彼此交叉。
Such a composite,known as the Fibre Reinforced Rubber, excels in deformability and damping characteristics especially whenimpact forces are transmitted from the ground.
这种被称为纤维增强橡胶的复合材料，变形能力和阻尼特性出众，特别是当冲击力从地面传来的情况时。
However, as the belt force develops by lowering the aspect ratio,the conventional belt indicates the unbalance of the growth across the tread (Fig.4). Consequently, a highconcentration of the inter-larninar shear strain is generated at the belt edge.
然而，由于是通过降低高宽比的方法使带束张力加大，传统的带束显示会沿胎面横向（图4）产生不平衡的生长。因此，高度集中的inter-larninar剪切应变在带束边缘产生。
To solve the problem, the rigidity in the circumferential direction needs to be increased dramatically. After a longcourse of research we came to the conclusion that the wavy steel cord coated by polymer (the WAVED), whichhas a number of regulated waves in the plane of the belt layer with its wave length A and wave amplitude a, issuited and performs excellent.The WAVED belt layer behaves like a nonlinear spring. First, the concentration ofshear strain due to the rigidity gap between adjacent conventional layers can effectively be relaxed by its springlikemovement. Further, the tread growth can be controlled directly and smoothly by setting appropriate A and a.This idea is very useful and is protected by a series of international patents.
为了解决这个问题，周向上的刚度需要大大增强。经过一个长期的研究，我们得出这样的结论：聚合物包裹的波形钢丝帘线（波纹状）是合适的并且表现出色，这样的带束层平面中有一些规则的波形，其波长为A和波幅为a。这种波形带束层就像一个非线性弹簧。首先，由于相邻常规层之间的刚性间隙而产生的剪切应变的集中，可以有效地通过其弹簧式的运动减轻。此外，该胎面生长可直接又顺利地通过设置相应的A和a来控制。这种想法是非常有用的，并被一系列国际专利保护着。
The typical WAVED belt structure currently used is a combination of the WAVED layers and the conventionallayers (see Fig.3), where the belt tension in the WAVED layers is nearly comparable to that in the conventionallayers. The current WAVED belt performs better than its counterpart (Fig.4 and Fig.5). However, as we gobeyond the aspect ratio lower than 0.60, the current WAVED belt should be revised to achieve the uniform growthand the durability life equivalent to the aspect ratio 0.70.
目前使用的典型的波形带束结构是波形层和常规层的结合（见图3），这样，波形层中带束张力不弱于常规层中张力。当前波形带束的性能比其同类产品更好（4和图5）。然而，当我们调整高宽比低于0.60时，当前波形带束应进行修改，以达到相当于高宽比0.70的轮胎的均匀生长和耐久寿命。
Tasks for bead structure
胎圈结构的任务
The GMD strategy requires the bead also of a considerable progress. From the conventional dual tyres to theGMD, the load per tyre increases larger than the increase of the contact area with the ground and the increase ofthe air pressure. Therefore, the GMD tyre deflect s 51 percent more, and a very large deformation develops in thesidewall to the bead area. As the deformation in the
right-under-the-load section shows that the outer surface of thebead is compressed hard against the rim flange, a large shear strain builds up in the vicinity of the failure point.
GMD策略要求胎圈有一个相当大的进步。从传统的双轮胎到GMD，每个轮胎负荷的增加程度大于与地面接触面积的增加和空气压力的增加。因此，GMD轮胎偏转51％以上，并且在胎侧到胎圈区域中产生非常大的变形。比如，直接受载（right-under-the-load）截面的变形，表明胎圈的外表面被压硬在轮辋凸缘上，一个大剪切应变在失效点附近集聚。
On the other hand, fractography analysis concluded that circumferential shear is another cause of failure. Thisbehaviour is apparent in the bead area corresponding to the edge of the contact patch (with the ground).
另一方面，截面分析的结论是，周向剪切是失效的另一个原因。这种现象在对应于接地印痕边缘的胎圈区域显而易见。
The conventional bead (Fig. 6, right) is the structure characterised in that: the radial carcass (ply) is turned up pastthe bead core (a wire bundle oriented to the circumferential direction), a couple of FRR layers and rubbers of highmodulus are deployed to suppress the strains.
常规（传统）的胎圈（图6，右图）的结构特征是：子午线胎体（帘布层）被翻起越过的胎圈芯（帘布束朝向圆周方向），一对纤维增强橡胶（FRR）层和高模数橡胶被用来来抑制应变。
Figure 6 shows that the durability deteriorates as the aspect ratiogoes lower. The drastic drop below the aspect ratio 0.50 can be interpreted as firstly that the ability to bear theload (the load index) is actually raised in the ETRTO standards, consequently the strains relevant to failureincrease. Secondly, the circumferential shear deformation develops rapidly; the tyre sidewall tends to shear as itsrigidity (effect of tension included) decreases relative to the belt, clearly large belt force builds up with the lowaspect ratio.
图6显示，高宽比下降时轮胎耐久性会恶化。高宽比低于0.50时（耐久性）急剧下降可以理解为：首先，承受负荷（负荷指数）的能力实际上是在ETRTO标准中提出的，因此与失效相关的应变增加了。其次，周向剪切变形快速产生，胎侧趋向于剪切，使其相对于带束的刚性（包括张力的影响）降低，所以低高宽比产生巨大的带束张力。
More straightforwardly for the GMD concept, the halved number of the sidewall causes seriousdifficulty. In general, the effect of the circumferential shear is further typified when the fore-and-aft forces act onthe tyre.
更直截了当的了解GMD概念，切成两半的侧壁会造成严重的困难。在一般情况下，当前后力都作用在轮胎上时，周方剪切的效果将会进一步加强。
Thus, the GMD strategy demands approximately the three times enhancement of the durability (Fig. 6).
因此，GMD策略需要耐久性增强三倍左右（图6）。
RESEARCH METHODOLOGY
研究方法论
Research was conducted so as to get insight into important relations between: fractural behaviour and relevantstrains, tyre deformation and strains, crack propagation and strains and temperature. The first relation wasinvestigated by the failure analysis of the tested tyres, and synchronously a number of specimen tests were carriedout in the laboratory to identify the failure mode and the influence of the stress and the temperature [4,5].
开展的研究已经可以洞察一些重要关系：分形行为和相关应变的关系，轮胎变形和应变的关系，裂纹扩展、应变和温度的关系。第一种关系来自轮胎测试的失效分析的研究，同时大量的样本测试在实验室进行，以确定故障模式以及应力和温度的影响[4,5]。
Thestrain was calculated using the finite element method (FEM), in which the nonlinear time-dependent analysis [6,7]with the scrupulous FE-model (Fig. 7) was conducted. Modelling of the WAVED belt was particularly elaborated.Temperature distribution was also assessed by the stress and the strain field using the FEM and was compared withexperimental data. The second was carried out mainly by using the FEM, and was supplemented by experiments toprove hypotheses. The last owed to numerous specimen tests. Effects of material degradation due to heat build-upand oxidization were also considered.
采用有限元方法（FEM），进行严格的FE模型非线性时变分析，可以计算出应变。对波形带束模型进行了详细的阐述。用有限元方法，通过应力应变场评估了温度分布情况，并且和实验数据进行了对比。第二种关系的进行主要是通过有限元法，并辅以实验来证明假设。最后一种关系归功于众多的样本测试。材料老化是疲劳生热的影响，氧化也被考虑其中。
For the purpose of verification, ample amounts of laboratory tests, drum tests and field tests of the GMD tyreswere conducted.
为了验证分析结果，实施了大量的实验室测试、转鼓试验和GMD轮胎现场测试。
ESTABLISHMENT OF THE GMD-TECHNOLOGY
建立GMD技术
As a consequence of the research, the correlation between the crack growth rate and the dominant strain for everyfailure mode, and the correlation between the crack growth rate and the temperature were found out quantitatively.In ensuing optimisation, the following structures were proposed.
研究定量讨论了每个失效模式中裂纹生长速度和主要应变的相关性，裂纹生长速度和温度之间的相关性。在随后的优化过程中，我们提出了以下的结构。
New Waved belt
新型波形轮胎
Figure 8 typically shows the family of the belt package (the New WAVED belt) proposed for the GMD tyre. Mainpoints of alteration from the current WAVED belt are: the waved layers deployed on the inner side of the tyre, thewidened waved belt, and the optimised rigidity of the conventional belt layers. The first and the third alteration arebecause the inter-laminar shear strain between the conventional belt layers reduces substantially. The secondobviously suppresses the uneven growth due to pressurisation and the creep of the tyre. This was proven to beeffective especially when the aspect ratio is below 0.70. The third is also directed for taking advantages inmanoeuvrability and resistance to foreign object damage (FOD).
图8典型地显示了为GMD轮胎推出的带束（新波形带束）家族。
从当前波形带束所做出的改进的要点是：安置在轮胎内侧的波形层，加宽的波形带束，传统带束层最优化的刚度。第一和第三项改进是因为传统带束层间剪切应力大幅减少。由于轮胎气压和蠕变，第二项（改进）显著抑制了不均匀增长。当高宽比低于0.70时，这些改进尤其有效。第三项改进还有利于提高操作灵敏性和抵制外部损伤(FOD)。
In Fig. 9, the Von Mises stress is depicted to show the tendency to creep. The New WAVED belt yieldsremarkable reduction of the stress, which can retard crack initiation and propagation.
图9中，冯·米塞斯应力（Von Mises stress）被用来描绘蠕变的倾向。新波形带束产生的压力显著减少，可延缓裂纹的产生和传播。
Turn-In-Ply (TIP) bead
内翻帘布胎圈
One candidate is obtained by laying reinforcements (FRR) correctly onto the conventional turn-up-carcass end. Infact, the reinforcements have significant effect on reducing the circumferential shear deformation and ondispersing the stress concentration right under the load.
在传统翻边帘布端部正确放置加强层(FRR)可以得到一种候选方案。实际上，这种加强层对减少周向剪切应变和分散载荷引起的应力集中有显著效果
Another is achieved by turning in the carcass around the bead core (Turn-In-Ply bead: TIP, see Fig.lO). Therational is to move the expected point of failure (carcass end) away from the area of high gradient of deformation.Actually, the conventional bead suffers this point, hence needs protective layers additionally.
另一种结构是通过把围绕着胎圈芯的胎体层向内弯曲而获得(Turn-In-Ply bead: TIP, see Fig.l0)。目的是把预期失效点（胎体层端部）移动到远离变形梯度高的区域。实际上，常规胎圈在这点有缺陷，需要另外的保护层。
The TIP bead excelsin the moderate strain field, which can clearly be observed in Fig.
11 . The figure schematically shows the principalstrain under pressurised and loaded condition. The tyre is assumed to be exposed to the thermal aging, the processof keeping pressurisedtyre in the environment of a high temperature, say approximately six days in a chamber of80 degrees Celsius. Therefore, the creep behaviour is mainly simulated.
TIP胎圈在中等应变场中表现最好，这可以清楚地在图11中观察到。示意图显示出加压和加载情况下的主应变。轮胎被假定暴露于热时效环境中，这个过程保持加压的轮胎在高温环境中，在80摄氏度腔室中大约保持6天。所以，蠕变行为可以大概模拟出来。
A significant reduction of the strain is observed in the proposed structures.
可以观察到，在我们提议的结构中张力显著减小。
RESULTS AND DISCUSSIONS
结果和讨论
The GMD concept was verified in the following for the 435/45R22.5 and the
495/45R22.S tyres, which are thereplacement of the dual mount of 275170R22.5 and 315170R22.5 respectively.
GMD概念在435/45R22.5轮胎和495/45R22.5轮胎得到证实，它们各自分别是275170R22.5轮胎315170R22.5轮胎的替代品。
For the growth due to pressurisation, the GMD yields the growth ratio at the tread centre approximately 0.6 percentand at the maximum point 0.7 percent, the distribution of the growth is virtually flat, cf. Fig. 4. Still, under atypical service condition, the uniformity of the tread growth can be maintained within 0.1 percent of the differencebetween the tread centre and the maximum point. This differs from the growth of the current WAVED beltremarkably. The data was confirmed by good performance on wear.
对于因pressurisation而产生的增长，GMD在胎面中心产生的生长比例约0.6％，而在最高点0.7％，增长的分布几乎是均匀的，比照（该比例增长）图4。.
尽管如此，在典型的使用条件下，胎面生长的均匀性可以保持在胎面中心和最高点差距的0.1%之内。这显著不同于当前波形带束的生长。这些数据由耐磨方面的优良性能得以确认。
As for the durability, the major challenge of the GMD development, the following results were obtained in drumtests. Belt durability test indicates for the New WAVED belt the index of 107 as referred to Fig. 5, which is farbeyond the required level. For the bead durability, the reinforced conventional-type bead and the TIP bead showrespectively the indexes of 98 and 110 as referred to Fig. 6. The proposed bead structures are satisfactory ascompared with the tyre of the aspect ratio 0.70. Reliable durability was again confirmed in the critical drum test, inwhich the effect of material degradation was considered.
关于耐久性，作为GMD发展的主要挑战，下列结果由鼓试验获得。新型波形带束耐久性试验结果在图5中显示为指数107，数据远远超出所要求的水平。
对于胎圈的耐久性，增强过的常规胎圈和TIP胎圈指数分别为98和110，如图6所示。相比于高宽比0.70的轮胎，所提倡的胎圈结构是令人满意的。考虑到材料老化的影响，严格的转鼓实验再次确认了胎圈可靠的耐久性。
As can be expected from GMD's narrower tyre width and larger belt tension than the dual tyre system, the contactarea with the ground under static condition reduces approximately by 13 percent. This leads directly to the increaseof the contact pressure, and then to the concern for the damage to the road.However, the GMD tyre has thevertical spring constant 25 percent lower than its counterpart, which seems to represent dynamic behaviorcorrectly. This can generally be understood as follows: the deformation of the belt ring is determined by thebalance of the belt and the sidewall rigidity (tensional force), the rigidity of the sidewall relatively decreases due tothe reinforced New WAVED belt, the tyre tends to deflect eccentric with weakening the spring constant. As aconsequence, the GMD tyre excels in the FOD test, where plunger head is pressed hard against the tyre tread tomeasure the stored energy to failure.
GMD比双轮胎系统拥有更窄的胎宽、更大的皮带张力，由此可以预料，静态条件下与地面的接触面积降低13％左右。这直接导致的接触压力的增加，然后到考虑到对道路的损害。然而，GDM拥有比它同类产品低25%的垂直弹性常数，这个这个常数可以用来正确表示动态行为。一般可以理解为：带束的平衡和胎侧刚性（张紧力）决定了带束环的变形，新波形带束的强化相应地降低了胎侧的刚度，弹性常数减小使轮胎趋于反常偏转。结果，GDM轮胎在FOD测试中表现优异，这个测试通过把柱塞头压向轮胎胎面来测量导致失效所要储存的能量。
Advantages of the GMD concept were solidified as compared with the current dual mount in that: the rollingresistance reduced approximately by 10 percent excluding the effect of rubber properties, the weight reductionincluding the tyre and the rim was achieved by 80 to 110 kg per axle, the material used for building the tyrereduced by 20 to 25 percent, the space occupied in single tyre house reduced more than 15 cm.
与当前的双安装轮胎相比，GMD的概念的优点是明确的：不考虑橡胶性能的影响，滚动阻力大约降低10％；包括轮胎和轮辋，每个车轴实现减重80至110公斤；用于制造轮胎的材料减少20％到25％；单个轮胎占据的空间至少减少15
厘米。
Vehicle tests revealed that the manoeuvrability of the GMD tyre on both dry and wet surfaces was nearly equal tothe dual tyres. The riding comfort, the performance of the wear, and the resistance to irregular wear were alsoequivalent.
车辆试验表明，GMD轮胎在干燥和潮湿的地面上的的操纵性几乎等于双轮胎，乘坐舒适度、磨损性能、以及不规则磨损的阻力也近似的。
CONCLUSION
结论
Technological challenge initially posted for the GMD strategy was addressed. By suppressing the concentration ofthe stress and the strain, the durability of the GMD tyre was successfully enhanced. In other terms, the novelstructures, the New WAVED belt and the TIP bead, were proposed and proven to be excellent. Indeed, allconsequences owed to clear understanding of the physics and to the spirit of innovation.
最初发布的GMD战略的技术挑战已经解决。通过抑制应力和应变的集中，应经实现GMD轮胎的耐久性强化。在其它方面，新颖的结构，新波形带束和TIP胎圈已经提出并证明性能优异。事实上，所有的成果都要依赖对物理学的清楚理解和创新精神。
The established technology could be helpful to evolve into further stages of tyre development.
本文建立的技术有助于轮胎的进一步发展。
REFERENCES
参考文献
[1] T. Akasaka: "Structural Mechanics of Radial Tires", Rubber Chemistry and Technology, Vol. 54, pp.461-492,1981.
[2] S.K Clark, editor: Mechanics of Pneumatic Tires, U.S. Department of Transportation, 1982.
[3] S.Y. Luo, T.W. Chou: "Finite Deformation and Nonlinear Elastic Behaviour of Flexible Composites", Journalof Applied Mechanics, Vol. 55, pp.149-155, 1988. [4] G.J. Lake: "Fatigue and Fracture of Elastomers", Rubber Chemistry and Technology, Vol. 68, pp.435-460,1995.
[5] R.W. Smith: "The Microscopy of Catastrophic Tire Failures", Rubber Chemistry and Technology, Vol. 70,pp.283-293,1997.
[6] KJ. Bathe: Finite Element Procedures, Prentice Hall, Englewood Cliffs, New Jersey, 1996.
[7] K Kato: "Creep Response Calculation of Rubber-like Polymers using ADINA", Computers and Structures,Vol. 64, No. 5/6, pp. 1013-1 024, 1997.
TABLES &FIGURES
表格和图片
Figure 1 - The super-single drive (GMD) tyre, right, and the conventional dual tyres. 图1-
Figure 2 - Advantages of employing the GMD tyre in vehicle design.
图2-在车辆设计中应用GDM轮胎的优势
CONVENTIONALBELT
12R22.5
WA VED (CURRENT)
BELT
WAVED BELT LAYERS
ENTS
Figure 3 - Typical belt structures adapted to tyres for the truck and the bus . 图3-应用于卡车和公共汽车的轮胎的典型带束结构
Figure 4 - Effect of the tyre aspect ratio on the tread growth by pressurisation. 图4-轮胎高宽比对由pressurisation引起的胎面增长的影响
Figure 5 - Trend of the belt durability as a function of the aspect ratio.
图5-带束耐久性与高宽比的函数关系
Figure 6 - Conventional bead stmcture, right, and trend of the durability as a function of the aspect ratio.
图6-胎圈耐久性与高宽比的函数关系（左），传统胎圈结构（右）
Figure7-Finiteelementmesh:asectionalview
ofthefullthree-dimensionalFEmodelandaplane
viewofembeddedWAVEDcordbundlesslightlyoutofphaseeachother.
图7-有限元网格：全三维FE模型的截面图和嵌入的相互间错开相位的波形帘线束的平面图
GR E AT EC
435/45R22.5
495/45R22.5
435/50R19.5etc.
Figure8-Proposedbeltpackage:theNewWAVEDbelt.
图8-提出的带束层：新型波形带束
Figure 9 - Von Mises stress under pressurised condition: (a) the conventional belt, (b) the WAVED (current) belt,
(c) the New WAVED belt.
图9-加压条件下的冯·米塞斯应力：（a）传统带束，（b）当前波形带束，（c）新型波形带束
Figure 10 - An example of proposed bead structures: the TIP bead.
图10-提出的胎圈结构的一个样例：TIP胎圈