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Temperature and Inflation Pressure Effects on Airborne Tire Wear Particle Measurements on a Chassis Dynamometer
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Researchers tested a car tire on a laboratory machine (chassis dynamometer) to see how temperature, tire pressure and wheel angle affect measurements of airborne tire wear particles. Warmer chamber temperatures increased particle counts, higher tire pressure reduced them, and wider wheel angles caused rising particle signals and uneven tire wear, highlighting the need for careful test controls.
Airborne tire and road wear particles (TRWP) are gaining regulatory attention, but laboratory methods for their measurement are not yet standardized. This study aimed to quantify how controllable chassis-dynamometer operating parameters affect airborne TRWP measurements and to identify the operating limits of the DLR TRWP-Measurement System. A two-level factorial design in tire inflation pressure (1.8/3.8 bar) and chamber temperature (11/35 °C) was realized in two sequential blocks at rear-wheel toe settings of 48′ and 30′, bracketed by reference measurements. Particle number was measured with a condensation particle counter (MCPC, 7 nm–2 µm) and an optical particle sizer (OPS, 0.3–10 µm), from which an optical mass proxy was derived. Higher chamber temperature increased the cumulative MCPC response by a factor of 3.6 (95% CI 1.8–7.2), whereas higher inflation pressure reduced the OPS number response by 18% (95% CI 12–24%); the OPS mass proxy decreased by approximately 17% with temperature. Toe settings above 48′ caused progressively rising particle signals and irregular tread wear. The MCPC response under reference conditions doubled over the campaign, showing that drift monitoring and blocked, randomized run orders are prerequisites for factorial airborne TRWP testing.
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Researchers compared different methods for sampling tire wear particle emissions under various test conditions, finding significant methodological differences that affect measurement outcomes and highlighting the need for standardized approaches as non-exhaust emissions become an increasing share of total vehicle pollution.
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Every time tires roll on pavement, they shed tiny rubber particles into the environment—but scientists have struggled to actually capture and study these particles to understand health and environmental risks. This study found that a controlled lab test can recover nearly all the rubber particles it creates, making it a useful tool for researching tire wear, though it's important to note these lab particles aren't a perfect match for real-world road debris since they're missing the road minerals that mix in during actual driving. This matters because better lab methods could help tire makers design products that shed less particulate pollution, which is increasingly linked to concerns about air and water contamination from vehicle traff
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Researchers conducted laboratory tests to characterize the size distribution of tire and road wear particles under various conditions. The study found that factors such as driving speed, tire composition, and road surface characteristics significantly influence the size and quantity of wear particles released, which are a growing source of microplastic pollution.
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Researchers worked to develop reliable methods for measuring tire wear particle emissions on an outer drum test bed, a key challenge since tire wear is a major source of microplastics. They found that a degumming method using talcum powder increased wear rates to realistic levels but complicated particle measurements, requiring new techniques to distinguish tire particles from the powder. The study highlights the technical difficulties involved in accurately quantifying tire wear emissions for environmental assessment.
Characterization of airborne tire particle emissions under realistic conditions on the chassis dynamometer, on the test track, and on the road
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Researchers developed a new tire and road wear particle (TRWP) sampling system and characterized airborne emissions under real-world conditions on a chassis dynamometer, test track, and public road. Emissions showed a bimodal size distribution with dominant modes at ~10 nm and 270 nm, with SEM/EDS revealing two particle formation mechanisms and confirming tire rubber as a major source of ultrafine airborne particles.
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