How Can Tire Uniformity Parameters Help Improve Tire Balancing?

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SUMMARY

The discussion focuses on the relationship between tire uniformity parameters and tire balancing in the tire industry. Key parameters such as Radial Force Variation (RFV), Lateral Force Variation (LFV), and Conicity (CON) are evaluated using tire uniformity machines. It is established that while dynamic and static unbalancing measurements are critical, imperfections in wheel manufacturing can lead to balance issues. The use of nitrogen for tire inflation during racing is highlighted as a method to maintain consistent tire diameter under operating temperatures.

PREREQUISITES
  • Tire uniformity parameters: RFV, LFV, and CON
  • Dynamic and static unbalancing concepts
  • Understanding of tire inflation methods, specifically nitrogen vs. air
  • Basic knowledge of tire manufacturing processes
NEXT STEPS
  • Research the impact of Radial Force Variation on tire performance
  • Explore methods for measuring and correcting tire unbalancing
  • Learn about the advantages of nitrogen tire inflation in motorsports
  • Investigate manufacturing standards for wheels and their effect on tire balance
USEFUL FOR

Automotive engineers, tire manufacturers, motorsport teams, and anyone involved in tire performance optimization will benefit from this discussion.

ahghshirazi
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my question

in tire industry except dynamic unbalncing ( gr.cm2) and static unbalancing (gr.cm )other tire speccifications like RFV(radial force variation), LFV(latral force variation) , CON(conicity) is evaluted as tire uniformity in tire uniformity machine.
is it possible to find some formla to express unbalncing according to tire uniformity parameters or its component like first harmonic of radial force variation?
thanks in advance.
 
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probably not. if tires are made like we make race tires in Indiana, the test results you noted are dynamic and made after post process inflation. I highly doubt this test will provide suitable data to determine condition of balance. here is why..
during a stock car race, we need to maintain a proper tire diameter once the tire is brought up to proper operating temperatures. usually 180 to 210 degrees F. depending upon the weight of vehicle and particular tire compound. in order to maintain the proper diameter, we use nitrogen instead of air because this gas dies not have moisture in it, has large molecules and will not bleed through the tire wall. the lack of moisture means the tire will expand at a more consistent rate vs. moisture rich air which could steam up on you.
we found a very odd occurrence one time at the race track. we measured the tires before the car went out. after several "hot laps" the car came in and we again measured the tires..the diameter was significantly SMALLER than before the hot lap session...can anyone guess why this happened?
 
I will attempt to answer the initial question. imperfections in the manufacture of wheels , steel, magnesium, aluminum...no matter how close a manufacturing process is monitored, will still yield wheels that are out of balance. only when the tire and wheel are properly assembled, and the tire is inflated to proper setting , can the assembly be balanced to remove the out of balance condition. granted, the better each component is manufactured to a perfect standard, the less weights required to remove the out of balance condition. but when one is making one million wheels a year and like number of tires, a practical compromise must be made from the sheer economics of the situation. the answer to my former question may throw more light on this.