Admittedly, this is from a go kart, but interesting to watch the temp profiles in the front tyres on track
http://www.youtube.com/watch?v=r6lrbHg9pLk
Pat
Admittedly, this is from a go kart, but interesting to watch the temp profiles in the front tyres on track
http://www.youtube.com/watch?v=r6lrbHg9pLk
Pat
The trick is ... There is no trick!
Fascinating how rapidly the surface temperature falls, in even less than half a wheel rotation.
Cheers, Tony
It is nice to see the rapid drop. Maybe if they set the temperature mark of the ir cam to the wheels you could also see the heat distribution of the tire more clearly as the mark is now on the hottest part of the car (exhaust) and so is the temperature gradient.
Still interesting to know how rapidly those (small) tires cool down.
I used to love to drive company Cadillac DTS's equipped with Night Vision. I'd follow random vehicles for a while from the viewpoint of tire watching. You can also see the heat trace left on the roadway for several yards behind a vehicle. Even the exhaust trail leaves an image. Nothing compares to a fully loaded pickup truck or a car with a tire having very low air pressure. Using a FLIR camera on a tire test machine is also very informative, especially when you manually adjust slip and inclination to produce max sideforce at a given vertical load. Then you can see what a 'happy' tire looks like thermally and sounds like audibly. This helps you produce better tire models because it reveals the fraction of time in band where the tire can do the most work given the probability that steering for maneuverability is in play. It also downplays data (via a 3D weighting function) that the test procedure generates but is irrelevent to the operational use of the tire.
One direct conclusion from this would be that to investigate the best camber function for a vehicle, one should run camber sweeps instead of slip sweeps if that's all the machine control you have. If you have suspension travel data (trim, steer and camber, then adding this spectrum to the tire test procedure gives you your very own weighting function. There have been some papers writtn on this data 'augmentation' technique, but I never really saw or heard much about its application. This problem can be caused by the inability to harmonized racing tire raw test data into the non-racing tire validation test software used for other purposes (validation, audit and database tasks).
That rear tire sure didn't cool off any. Looks like after a few laps you'd be getting into some possible blistering problems.
The very rapid heat cycling right at the surface suggests that the old method of doing a few laps and then measuring tire temperatures while stopped in the pits isn't going to be anywhere near as informative as this.
This would have to be the very best way of discovering optimum tire pressures and camber.
Cheers, Tony
I would suspect that there is a difference between core and surface temperature. If you're taking tire temps with a pyrometer you generally want to be sure that you're getting a measurement near the belts.Originally posted by Warpspeed:
The very rapid heat cycling right at the surface suggests that the old method of doing a few laps and then measuring tire temperatures while stopped in the pits isn't going to be anywhere near as informative as this.
This would have to be the very best way of discovering optimum tire pressures and camber.
If you really wanted to see something cool you'd mount the camera inside the tire.
I would suspect that there is a difference between core and surface temperature. If you're taking tire temps with a pyrometer you generally want to be sure that you're getting a measurement near the belts.Originally posted by Zac:
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Warpspeed:
The very rapid heat cycling right at the surface suggests that the old method of doing a few laps and then measuring tire temperatures while stopped in the pits isn't going to be anywhere near as informative as this.
This would have to be the very best way of discovering optimum tire pressures and camber.
If you really wanted to see something cool you'd mount the camera inside the tire. </div></BLOCKQUOTE>
Really the most important part would be to see the outside, that's giving you an instant picture of how the heat is being generated on a specific corner. This would tell you pretty quickly if you're going to have overheating on a certain portion of the tire. You could also analyze a little about the carcass because eventually the tire is going to get thermally soaked. Once you felt like you had fully utilized that resource then a camera on the inside would help.
Trent Strunk
University of Kansas
Jayhawk Motorsports
2010-2014
Now in NASCAR land. Boogity.
Opinions Are My Own
Oh, do tell why.Originally posted by theTTshark:
Really the most important part would be to see the outside
I would suspect that there is a difference between core and surface temperature. If you're taking tire temps with a pyrometer you generally want to be sure that you're getting a measurement near the belts.Originally posted by theTTshark:
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Zac:
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Warpspeed:
The very rapid heat cycling right at the surface suggests that the old method of doing a few laps and then measuring tire temperatures while stopped in the pits isn't going to be anywhere near as informative as this.
This would have to be the very best way of discovering optimum tire pressures and camber.
If you really wanted to see something cool you'd mount the camera inside the tire. </div></BLOCKQUOTE>
Really the most important part would be to see the outside, that's giving you an instant picture of how the heat is being generated on a specific corner. This would tell you pretty quickly if you're going to have overheating on a certain portion of the tire. You could also analyze a little about the carcass because eventually the tire is going to get thermally soaked. Once you felt like you had fully utilized that resource then a camera on the inside would help. </div></BLOCKQUOTE>
Maybe I should be more clear. Surface temps don't matter that much.