Tire surface material wear pollutant detection method and system

Abstract

The invention discloses a tire surface material wear pollutant detection method and system, and relates to the technical field of motor vehicle and tire emission detection.The method comprises the steps that according to attribute parameters of a to-be-detected tire, the contact area and static deformation are calculated, and after the cross section shape is determined according to the pattern style of the tire, a tire test sample is prepared; a temperature detection element is arranged in the tire test sample; carrying out wear test on the tire test sample under the set road surface type at different load pressures, different road surface rotating platform rotating speeds and different tire test sample plane movement speeds; pollutants generated after the abrasion test is finished are collected, the sampling flow is corrected according to the exhaust flow, and abrasion pollutant detection is completed. The equivalent wear test is carried out on the local material of the tire surface, and is simpler and more convenient than the whole vehicle and full tire test, the test cost is reduced, the test application scenes are diversified, and the application range is wide.

Description

Technical Field

[0001] This invention relates to the field of motor vehicle and tire emission testing technology, and in particular to a method and system for detecting wear pollutants on tire surface materials. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] With the increasing market share of new energy vehicles and the continuous tightening of vehicle exhaust emission standards, harmful pollutants in exhaust emissions have been effectively controlled. However, gaseous pollutants from components such as tires, which are not yet subject to regulation, have not received sufficient attention.

[0004] Currently, there are various testing methods for wear pollutants in vehicles and tires. However, these methods require expensive testing equipment and have long testing cycles, making the overall cost of measuring tire wear emissions extremely high. This results in technical deficiencies in the research and control of tire wear emissions. Summary of the Invention

[0005] To address the aforementioned issues, this invention proposes a method and system for detecting wear contaminants on tire surface materials. This method performs equivalent wear tests on localized materials on the tire surface, which is simpler and more cost-effective than testing the entire vehicle and all tires. It also has diverse application scenarios and a wide range of applicability.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a method for detecting wear contaminants on tire surface materials, comprising: Based on the attribute parameters of the tire to be tested, the contact area and static deformation are calculated, and the cross-sectional shape is determined according to the tire tread pattern. The tire test sample is then prepared, and a temperature detection element is set inside the tire test sample. Wear tests were conducted on tire test samples under different load pressures, different rotation speeds of the rotating platform on different road surfaces, and different planar motion speeds of the tire test samples, all under a set road surface type. The wear contaminant detection is completed by collecting the contaminants generated after the wear test and adjusting the sampling flow rate according to the exhaust flow rate.

[0007] As an alternative implementation method, the cross-sectional area of ​​the tire test sample is greater than zero and less than or equal to the contact area, and the height is greater than or equal to the static deformation. The contact area is the ratio of the load to the tire pressure of the vehicle to which the tire under test is fitted. The calculation process for static deformation is as follows: δ≈L 2 / (8R0); R0 = (rim diameter + 2 × section height) / 2; Where δ is the static deformation; L is the grounding length, which is obtained by the ratio of the contact area to the cross-sectional width; R0 is the free radius; and the cross-sectional height is the product of the cross-sectional width and the aspect ratio.

[0008] As an alternative implementation, the cross-section of the tire test sample includes tire surface tread features, and the cross-section is set to be circular, elliptical, or rectangular depending on the tire tread pattern.

[0009] As an alternative implementation method, the wear test includes a constant exhaust flow mode, in which the sampling flow rate is corrected according to the following formula. : ; in, It is the exhaust flow rate. It is the cross-sectional area of ​​the exhaust pipe. It is the cross-sectional area of ​​the sampling tube inlet.

[0010] As an alternative implementation, the wear test includes a constant tire test sample temperature mode. In this mode, the sampling flow rate is kept constant. Based on the surface temperature of the tire test sample detected by the temperature sensing element, the exhaust flow rate is changed by controlling the airflow of the in-cabin fan, and the sampling loss is calculated according to the following formula: ; in, N To measure concentration during sampling, This represents the actual concentration inside the exhaust pipe. For the sampling tube inlet speed, The exhaust pipe airflow velocity, is a dimensionless inertial parameter.

[0011] In a second aspect, the present invention provides a tire surface material wear contaminant detection system, which performs the tire surface material wear contaminant detection method described in the first aspect, and includes: a test chamber, a wear simulation device, and a sampling and measurement device; The wear simulation device is located inside the test chamber and includes a tire movement component and a road surface movement component; The tire moving assembly includes a support frame, a translation motor connected to the support frame, a vertical test column and a load simulation counterweight mounted on the translation motor, and a tire test sample mounted at the end of the vertical test column. The road surface moving component includes a road surface rotating platform, a rotary motor connected to the road surface rotating platform and used to drive the road surface rotating platform to rotate, and a road surface simulation sample placed above the road surface rotating platform; The sampling and measurement device is used to collect contaminants generated after the wear test.

[0012] As an alternative implementation, the test chamber is completely sealed except for the air intake and exhaust ducts, and an air filter element is provided inside the air intake duct.

[0013] As an alternative implementation, the exhaust duct is equipped with a cyclone separator for removing settled particles from the exhaust, and an adjustable-flow exhaust fan is provided at the exhaust port of the exhaust duct.

[0014] As an alternative implementation, the sampling and measurement device includes a gas sampling and measurement device and a particulate matter sampling and measurement device, with a first sampling port and a second sampling port provided after the cyclone separator; the first sampling port is connected to the gas sampling and measurement device for collecting abrasive gaseous pollutants; the second sampling port is connected to the particulate matter sampling and measurement device for collecting abrasive particulate matter.

[0015] As an alternative implementation, a temperature sensor is installed inside the vertical test column. The thermistor head of the temperature sensor is embedded in the tire test sample. The thermistor head does not directly contact the friction surface and is used to detect the surface temperature of the tire test sample during the wear test.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention proposes a method and system for detecting wear contaminants on tire surface materials. The method calculates the effective sample size for different tire models, prepares tire test samples by cutting tire surface materials and creating road surface materials of different materials, and conducts wear tests under stable chamber conditions with different load pressures, different road platform rotation speeds, and different planar velocities of the tire test samples. A temperature sensor embedded in the tire test sample measures the tire wear temperature, and the airflow can be controlled by setting the temperature. Gaseous contaminants and particulate matter generated during wear are collected after a cyclone separator in the exhaust duct, thereby accurately and quantitatively measuring various contaminants generated by tire material wear.

[0017] This invention conducts equivalent wear tests on local materials on the tire surface, which is simpler and significantly reduces testing costs compared to whole vehicle and full tire testing. It allows for convenient replacement and simulation testing of various road surface materials, and has diverse application scenarios and a wide range of applicability. Furthermore, it employs a pollutant sampling system with a cyclone separator and a circulating air test chamber to achieve accurate and repeatable tire wear pollutant test results, meeting the requirements of low testing costs, controllable wear conditions, and accurate measurement results.

[0018] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0020] Figure 1 This is a flowchart of the tire surface material wear contaminant detection method provided in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the tire test sample and road surface simulation sample provided in Embodiment 1 of the present invention; Figure 3 This is a test condition parameter curve diagram under the constant exhaust flow mode provided in Embodiment 1 of the present invention; Figures 4(a) and 4(b) show the test results under the constant tire test sample temperature mode provided in Embodiment 1 of the present invention; Figure 5 This is a diagram of the tire surface material wear contaminant detection system architecture provided in Embodiment 2 of the present invention; Figure 6 This is a schematic diagram of a temperature sensor installed on a vertical test column according to Embodiment 2 of the present invention; The components include: 1. Intake duct; 2. Air filter element; 3. Load simulation counterweight; 4. Test chamber; 5. Translational motor; 6. Vertical test column; 7. Tire test sample; 8. Road surface simulation sample; 9. Exhaust fan; 10. Gas sampling and measuring device; 11. Particulate matter sampling and measuring device; 12. Cyclone separator; 13. Road surface rotating platform; 14. Rotary motor; 15. Support frame; 16. Exhaust duct; 17. Temperature sensor; 18. Thermistor head. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0023] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form as well. Furthermore, it should be understood that the terms “comprising” and “including”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0025] Example 1 like Figure 1 As shown, this embodiment provides a method for detecting wear contaminants on tire surface materials, mainly including the following steps: Based on the attribute parameters of the tire to be tested, the contact area and static deformation are calculated, and the cross-sectional shape is determined according to the tire tread pattern. The tire test sample is then prepared, and a temperature detection element is set inside the tire test sample. Wear tests were conducted on tire test samples under different load pressures, different road platform speeds, and different planar motion speeds of the tire test samples, under a set road surface type. By collecting the contaminants generated after the wear test and adjusting the sampling flow rate according to the exhaust flow rate to reduce contaminant sampling loss, the wear contaminant detection is completed.

[0026] In this embodiment, the effective size of the tire test sample is calculated using the surface marking parameters of the tire product. Surface material is then cut and collected from the tire under test and made into a tire test sample with a pre-embedded temperature sensor.

[0027] Specifically: (1) Calculate the free radius R0 = (rim diameter + 2 × section height) / 2; where section height = section width b × aspect ratio, and section width b and aspect ratio are obtained directly from the tire model to be tested.

[0028] (2) Calculate the contact area A, which is approximately the ratio of load F to tire pressure P: A=F / P. Load F and tire pressure P are obtained by converting the total vehicle mass and tire pressure of the vehicle to which the tire is adapted.

[0029] (3) Calculate the grounding length L, which is the ratio of the contact area A to the cross-sectional width b: L=A / b.

[0030] (4) Calculate the static deformation δ, which is estimated by the geometric relationship between the grounding length L and the free radius R0: δ≈L 2 / (8R0).

[0031] (5) The cut tire test samples are mainly cylindrical. The cross-sectional area of ​​the tire test sample is greater than zero and less than or equal to the contact area A, and the height is greater than or equal to the static deformation δ.

[0032] In addition, the cross-section of the tire test sample should contain the main features of the tire surface pattern. Therefore, the cross-section can also be changed to an ellipse, rectangle, or other shapes depending on the tire pattern.

[0033] For example: In this embodiment, a certain brand of all-season tire is selected for testing. The tire size and model is 205 / 55R16. Assuming the vertical load is 3675 N and the tire pressure is 220 kPa, the static tire sampling size conditions are calculated.

[0034] The free radius R0 = (rim diameter + 2 × section height) / 2 = 0.315m, where the section height = section width × aspect ratio = 0.205m, and the section width b and aspect ratio are directly obtained from the model number; the contact area A is approximately the ratio of load to tire pressure: A = F / P = 0.0167m² 2 The grounding length L is the ratio of the contact area to the cross-sectional width: L = A / b = 0.082m; the static deformation δ is estimated through the geometric relationship between the grounding length L and the free radius R0: δ ≈ L 2 / (8R0)=2.63mm; The cut tire test samples are mainly cylindrical, with the cross-sectional area taken within the contact area range, and the height is greater than the static deformation.

[0035] In this embodiment, in addition to preparing tire test samples, road surface simulation samples are also prepared and mounted on a test bench. By preparing different road surface simulation samples, the wear test of the tire test samples on different road surface simulation samples is simulated. Figure 2 As shown; where, Figure 2 Common asphalt pavements were selected as pavement simulation samples.

[0036] In this embodiment, tire test samples and road surface simulation samples are mounted on a test bench, and the load pressure of the tire material is set by counterweights; The road platform rotation speed and the planar motion speed of the tire test sample are set to simulate the equivalent wear conditions of the tire on the actual road surface, and multiple continuous wear tests are carried out.

[0037] The wear test is conducted in a closed test chamber. Before the test begins, the chamber is sealed and the fan is turned on to purge the gas inside until the background gas composition is stable. During the test, the gas flow rate inside the chamber is kept stable.

[0038] After the wear test, gaseous pollutants were collected using sampling tubes and analyzed offline using chemical analysis instruments. The mass and quantity of wear particles were measured using a particulate matter analyzer.

[0039] In this embodiment, the above-mentioned test process includes two test modes: constant exhaust flow mode and constant tire test sample temperature mode; at the same time, the sampling flow rate is corrected and the sampling loss is calculated for different test modes.

[0040] Specifically: (1) In constant exhaust flow mode, keep the air extraction flow of the sealed chamber stable, such as setting the air extraction flow of the sealed chamber to be stable at 300 L / min, and setting the rotation speed curve of the road surface rotating platform, the planar tangential motion velocity curve of the tire test sample, and the planar normal motion velocity curve of the tire test sample, such as Figure 3 As shown, various tire wear conditions equivalent to actual road surfaces are simulated, and the tire material temperature is measured and recorded in real time using a temperature sensor.

[0041] In this mode, the sampling flow rate is corrected according to equation (1). : (1); in, It is the exhaust flow rate. It is the cross-sectional area of ​​the exhaust pipe. It is the cross-sectional area of ​​the sampling tube inlet.

[0042] (2) In the constant tire test sample temperature mode, set the target temperature of the tire test sample (e.g., not exceeding 50℃ and 80℃ respectively), and set the road surface rotation platform speed curve, the planar tangential motion speed curve of the tire test sample and the planar normal motion speed curve of the tire test sample. The surface temperature is monitored in real time using a temperature sensor embedded in the tire test sample. After the target temperature is reached during the test, the air volume of the fan in the chamber is controlled to change the exhaust flow of the sealed chamber, so as to ensure that the tire friction temperature meets the set requirements.

[0043] Table 1 shows examples of test conditions for constant tire test sample temperature.

[0044] Table 1. Test conditions parameters for constant tire test sample temperature;

[0045] In this mode, when it is necessary to change the exhaust flow rate in real time to control the friction temperature, the sampling flow rate is kept constant and the exhaust flow rate is recorded in real time. Then, the sampling loss is calculated by compensating through equation (2).

[0046] (2); in, N To measure concentration during sampling, This represents the actual concentration inside the exhaust pipe. For the sampling tube inlet speed, The exhaust pipe airflow velocity, is a dimensionless inertial parameter.

[0047] Under the test conditions shown in Table 1, various pollutant test results were collected and measured in the exhaust duct, as shown in Figures 4(a) and 4(b). Low-flow-rate isokinetic sampling (flow rate less than 2 L / min) was performed using a sampling pump and a gaseous pollutant adsorption sampling tube to collect gaseous pollutants volatilized from the tires throughout the wear test. Subsequent offline quantitative measurement of pollutants was performed using a chemical analysis instrument. Real-time measurement of wear particulate matter was conducted using a particulate matter analyzer, and the emission quantity, mass, and particle size distribution characteristics were recorded and calculated.

[0048] Example 2 like Figure 5 As shown, this embodiment provides a tire surface material wear contaminant detection system for performing the tire surface material wear contaminant detection method described in Embodiment 1, including: a test chamber 4, a wear simulation device, and a sampling and measurement device.

[0049] In this embodiment, the outer shell of the test chamber 4 is transparent, and the test chamber 4 is completely sealed except for the air intake duct 1 and the exhaust duct 16. An air filter element 2 is provided in the air intake duct 1 to prevent the intake air from polluting the background gas inside the chamber. The exhaust duct 16 is equipped with a cyclone separator 12, which is used to remove settled particles in the exhaust gas, and an adjustable flow exhaust fan 9 is installed at the exhaust port of the exhaust duct 16.

[0050] In this embodiment, the wear simulation device includes a tire movement component and a road surface movement component; Specifically: The tire moving assembly includes a support frame 15, a translation motor 5 connected to the support frame 15, a vertical test column 6 and a load simulation counterweight 3 disposed on the translation motor 5, and a tire test sample 7 disposed at the end of the vertical test column 6. Among them, the translation motor 5 is used to drive the planar movement of the tire test sample 7; The load simulation counterweight 3 is used to apply different load pressures to the tire test sample 7; A temperature sensor 17 is installed inside the hollow vertical test column 6. The thermistor head 18 of the temperature sensor 17 is embedded in the tire test sample 7. The thermistor head 18 does not directly contact the friction surface and is used to detect the surface temperature of the tire test sample 7 during the wear test. The temperature of the tire test sample 7 is adjusted by controlling the airflow of the fan inside the chamber according to the test requirements. Figure 6 As shown.

[0051] The road surface moving assembly includes a road surface rotating platform 13, a rotary motor 14 connected to the road surface rotating platform 13 and used to drive the road surface rotating platform 13 to rotate, and a road surface simulation sample 8 placed above the road surface rotating platform 13.

[0052] In this embodiment, tire material wear tests are conducted using various tire test samples and road surface simulation samples. The tire load pressure is changed by increasing the load on the upper part of the tire test sample to simulate the counterweight 3. The road surface rotation platform 13 is rotated at different speeds by the rotary motor 14. The support frame 15 is driven by the translation motor 5 to move the tire test sample 7 on the road surface simulation sample 8 at different speeds. Therefore, wear tests were conducted on tire test samples under different load pressures, different road platform speeds, and different planar motion speeds of the tire test samples, under the condition of setting a road surface simulation sample.

[0053] In this embodiment, the sampling and measuring device includes a gas sampling and measuring device 10 and a particulate matter sampling and measuring device 11, with two sampling ports provided after the cyclone separator 12; The first sampling port is connected to the gas sampling and measuring device 10, which is used to collect abrasive gaseous pollutants, such as pollutants collected by a sampling pump and sampling tube, and the emission of each pollutant is measured by an offline chemical analysis instrument. The second sampling port is connected to the particulate matter sampling and measuring device 11, which is used to collect abrasive particles and perform real-time measurement of the quantity and quality of particles.

[0054] In this embodiment, a common asphalt pavement is selected as the pavement simulation sample. The surface material of a certain brand of all-season tire is cut and cut into tire test samples and installed at the bottom of a vertical test column. At the same time as the tire test samples are installed at the bottom of the vertical test column, a temperature sensor is installed to measure the tire surface temperature. The thermistor head is embedded in the tire test sample, but it cannot directly contact the friction surface in subsequent tests.

[0055] After the prepared tire test samples and road surface simulation samples are installed on the tire moving assembly and road surface moving assembly respectively, the tire load pressure is set by simulating the counterweight. Then, the cabin door is closed and the blower is turned on to purge the gas inside the cabin until the background gas composition is stable.

[0056] Wear tests were conducted using the test parameters under the constant exhaust flow mode in Example 1 as test condition example 1, and the test parameters under the constant tire test sample temperature mode in Example 1 as test condition example 2. Various pollutants were collected and measured within the exhaust duct. Specifically, a sampling pump and a gaseous pollutant adsorption sampling tube were used for low-flow-rate isokinetic sampling (less than 2 L / min). Gaseous pollutants volatilized from the tire were collected throughout the wear test, and subsequent offline quantitative measurements of pollutants were performed using chemical analysis instruments. A particulate matter analyzer was used for real-time measurement of wear particles, recording and calculating the particle emission quantity, mass, and particle size distribution.

[0057] This embodiment of the system performs equivalent wear tests on local materials on the tire surface, which is simpler than whole vehicle and whole tire testing, significantly reducing testing costs. It can easily replace and simulate various road surface materials, and has diverse testing application scenarios and a wide range of applications. Furthermore, it adopts a pollutant sampling system with a cyclone separator and a circulating air test chamber to achieve accurate and repeatable tire wear pollutant test results, meeting the requirements of low testing costs, controllable wear conditions, and accurate measurement results.

[0058] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A method for detecting wear contaminants on tire surface materials, characterized in that, include: Based on the attribute parameters of the tire to be tested, the contact area and static deformation are calculated, and the cross-sectional shape is determined according to the tire tread pattern. The tire test sample is then prepared, and a temperature detection element is set inside the tire test sample. Wear tests were conducted on tire test samples under different load pressures, different rotation speeds of the rotating platform on different road surfaces, and different planar motion speeds of the tire test samples, all under a set road surface type. The wear contaminant detection is completed by collecting the contaminants generated after the wear test and adjusting the sampling flow rate according to the exhaust flow rate.

2. The method for detecting wear contaminants on tire surface materials as described in claim 1, characterized in that, The cross-sectional area of ​​the tire test sample is greater than zero and less than or equal to the contact area, and the height is greater than or equal to the static deformation. The contact area is the ratio of the load to the tire pressure of the vehicle to which the tire under test is adapted; The calculation process for the static deformation is as follows: δ≈L 2 / (8R0); R0 = (rim diameter + 2 × section height) / 2; Where δ is the static deformation; L is the grounding length, which is obtained by the ratio of the contact area to the cross-sectional width; R0 is the free radius; and the cross-sectional height is the product of the cross-sectional width and the aspect ratio.

3. The method for detecting wear contaminants on tire surface materials as described in claim 2, characterized in that, The cross-section of the tire test sample includes the tire surface tread pattern features, and the cross-section is set to be circular, elliptical, or rectangular according to the tire tread pattern.

4. The method for detecting wear contaminants on tire surface materials as described in claim 1, characterized in that, The wear test includes a constant exhaust flow mode, in which the sampling flow rate is corrected according to the following formula. : ； in, It is the exhaust flow rate. It is the cross-sectional area of ​​the exhaust pipe. It is the cross-sectional area of ​​the sampling tube inlet.

5. The method for detecting wear contaminants on tire surface materials as described in claim 1, characterized in that, The wear test includes a constant tire test sample temperature mode. In this mode, the sampling flow rate is kept constant. Based on the surface temperature of the tire test sample detected by the temperature sensing element, the exhaust flow rate is changed by controlling the air volume of the in-cabin fan, and the sampling loss is calculated according to the following formula: ； in, N To measure concentration during sampling, This represents the actual concentration inside the exhaust pipe. For the sampling tube inlet speed, The exhaust pipe airflow velocity, is a dimensionless inertial parameter.

6. A tire surface material wear contaminant detection system, characterized in that, The tire surface material wear contaminant detection method according to any one of claims 1-5 includes: a test chamber, a wear simulation device, and a sampling and measurement device; The wear simulation device is located inside the test chamber and includes a tire movement component and a road surface movement component; The tire moving assembly includes a support frame, a translation motor connected to the support frame, a vertical test column and a load simulation counterweight mounted on the translation motor, and a tire test sample mounted at the end of the vertical test column. The road surface moving component includes a road surface rotating platform, a rotating motor connected to the road surface rotating platform and used to drive the road surface rotating platform to rotate, and a road surface simulation sample placed above the road surface rotating platform. The sampling and measurement device is used to collect contaminants generated after the wear test.

7. The tire surface material wear contaminant detection system as described in claim 6, characterized in that, The test chamber is completely sealed except for the air intake and exhaust ducts, and an air filter element is installed inside the air intake duct.

8. The tire surface material wear contaminant detection system as described in claim 7, characterized in that, The exhaust duct is equipped with a cyclone separator for removing settled particles from the exhaust gas, and an adjustable flow exhaust fan is installed at the exhaust port of the exhaust duct.

9. The tire surface material wear contaminant detection system as described in claim 8, characterized in that, The sampling and measuring device includes a gas sampling and measuring device and a particulate matter sampling and measuring device, with a first sampling port and a second sampling port provided after the cyclone separator; the first sampling port is connected to the gas sampling and measuring device and is used to collect wear gaseous pollutants; The second sampling port is connected to the particulate matter sampling and measuring device and is used to collect abrasive particles.

10. The tire surface material wear contaminant detection system as described in claim 6, characterized in that, A temperature sensor is installed inside the vertical test column. The thermistor head of the temperature sensor is embedded in the tire test sample. The thermistor head does not directly contact the friction surface and is used to detect the surface temperature of the tire test sample during the wear test.

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