Tire wear particle analysis system and tire wear particle analysis method

Abstract

The present invention aims to provide a tire wear particle analysis system and a tire wear particle analysis method that can analyze tire wear particles while simultaneously collecting them. [Solution] The tire wear particle analysis system of the present invention comprises a film that covers the entire wheel well, a suction device for sucking up tire wear particles, a suction nozzle positioned at least at one location around the tire housed in the wheel well, and an analyzer connected to the suction device. The tire wear particle analysis method of the present invention analyzes tire wear particles using the tire wear particle analysis system.

Description

[Technical Field]

[0001] The present invention relates to a tire wear particle analysis system and a tire wear particle analysis method. [Background technology]

[0002] When a vehicle equipped with tires travels on a road surface, tire wear particles are generated due to friction between the tires and the road surface. Conventionally, systems for collecting tire wear particles have been proposed (see, for example, Patent Document 1). [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Special Publication No. 2022-526383 [Overview of the Initiative] [Problems that the invention aims to solve]

[0004] However, the method described in Patent Document 1 does not allow for analysis of tire wear particles.

[0005] Therefore, the present invention aims to provide a tire wear particle analysis system and a tire wear particle analysis method that can analyze tire wear particles while simultaneously collecting them. [Means for solving the problem]

[0006] The gist of the present invention is as follows: (1) A film that covers the entire wheel well, A vacuum cleaner for sucking up tire wear dust, A suction nozzle is positioned at least one location around the tire housed in the aforementioned wheel well, A tire wear powder analysis system characterized by comprising an analyzer connected to the suction device. In this specification, "rear" means the direction opposite to the direction of travel of a vehicle, when the direction of travel is considered to be forward.

[0007] (2) The suction device is 0.5m 3 / min~5m 3 The tire wear powder analysis system described in (1) above, which is capable of aspirating at an airflow rate of / min.

[0008] (3) The tire wear particle analysis system according to (1) or (2), wherein the analyzer includes at least one of a composition analyzer, a morphological analyzer, a particle size distribution analyzer, and a particle number analyzer.

[0009] (4) A method for analyzing tire wear particles, which involves analyzing tire wear particles using the tire wear particle analysis system described in any one of (1) to (3) above, or analyzing collected tire wear particles.

[0010] (5) The tire wear particle analysis method described in (4) above, wherein the vehicle speed is 10 km / h to 60 km / h.

[0011] (6) The method of analyzing tire wear particles according to any one of (1) to (5) above, wherein the vehicle is driven in a circular motion.

[0012] (7) The tire wear particle analysis method according to (4) or (5) above, wherein the wind speed when the vehicle is running is 10 m / s or less.

[0013] (8) A method for analyzing tire wear particles according to any one of (4) to (7) above, wherein the temperature of the vehicle during operation is -20 to 40°C, the humidity is 50 to 90%, and the road surface temperature is -20 to 70°C.

[0014] (9) The tire wear particle analysis method according to any one of (4) to (8) above, wherein the vehicle is driven autonomously.

[0015] (10) The tire wear particle analysis method according to any one of (4) to (9) above, wherein the vehicle is an electric vehicle.

[0016] (11) The tire wear powder analysis method according to any one of (4) to (10) above, including an analysis step of analyzing the recovered material generated by the running of the vehicle, or the recovered material generated by another test machine or another actual vehicle running.

[0017] (12) The tire wear powder analysis method according to any one of (4) to (11) above, in which, prior to analyzing the tire wear powder, the recovered material is sieved by particle size.

[0018] (13) The tire wear powder analysis method according to any one of (4) to (11) above, in which, prior to analyzing the tire wear powder, the recovered material is separated by specific gravity using a solution having a specific gravity of 0.8 or more and 1.5 or less.

[0019] (14) The tire wear powder analysis method according to any one of (4) to (11) above, in which, prior to analyzing the tire wear powder, the recovered material is separated by specific gravity using a solution having a specific gravity exceeding 1.5.

[0020] (15) The tire wear powder analysis method according to any one of (4) to (14) above, in which any one of composition analysis, morphology analysis, particle number measurement, and particle size distribution measurement is performed on the recovered material. [Effect of the Invention]

[0021] According to the present invention, it is possible to provide a tire wear powder analysis system and a tire wear powder analysis method capable of performing analysis while recovering tire wear powder. [Brief Description of the Drawings]

[0022] [Figure 1] It is a view of the vehicle body seen from the side for explaining a tire wear powder analysis system according to an embodiment of the present invention. [Figure 2] It is a view of the vehicle body seen from the back for explaining a tire wear powder analysis system according to an embodiment of the present invention. [[ID=3S]] [Figure 3]This is a side view of a vehicle body with the tire removed, illustrating a tire wear particle analysis system according to one embodiment of the present invention. [Figure 4] This is a view of a vehicle body from the bottom side, illustrating a tire wear particle analysis system according to one embodiment of the present invention. [Modes for carrying out the invention]

[0023] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Figure 1 is a side view of a vehicle body illustrating a tire wear particle analysis system according to one embodiment of the present invention. Figure 2 is a rear view of a vehicle body illustrating a tire wear particle analysis system according to one embodiment of the present invention. Figure 3 is a side view of a vehicle body with the tires removed, illustrating a tire wear particle analysis system according to one embodiment of the present invention. Figure 4 is a bottom view of a vehicle body illustrating a tire wear particle analysis system according to one embodiment of the present invention.

[0024] <Tire wear particle analysis system> The vehicle body 2 to which the tire wear particle analysis system 1 of this embodiment (hereinafter also simply referred to as "the system") is applied can be various in order to collect and analyze tire wear particles from various tires T, but from the viewpoint of ensuring reproducibility, it is preferable to use the vehicle body of an autonomous vehicle. Furthermore, from the viewpoint of suppressing the discharge of powders other than wear particles, it is preferable to use the vehicle body of an electric vehicle.

[0025] As shown in Figure 3, in this example, the vehicle body 2 is equipped with a drive shaft 21, a front spring damper 22, a steering tie rod 23, and a lower arm 24 at the front wheel section. The vehicle body 2 is also equipped with a lower arm 24, a trailing arm 25, and a shock absorber 26 at the rear wheel section.

[0026] A tire T is housed in the wheel well 3 of the vehicle body 2, and the tire T is attached to the vehicle body 2. The tire T to which the system 1 of this embodiment is applied can also be of various types in order to collect and analyze various tire wear particles.

[0027] As shown in Figures 1 to 4, the system 1 of this embodiment includes a film 4 that covers the entire wheel well 3. In this example, the film 4 covers the outside (see Figures 1 and 2), inside (see Figure 3), rear side (see Figure 2), front side (same configuration as the rear side in Figure 2), and interior of the wheel well 3, and the inside of the wheel well 3 is surrounded by these and the road surface.

[0028] The outer film 4 covering the outside of the wheel well 3 will be described in detail. The outer film 4 is fixed to a fixing member 6 connected to a connecting member 5 attached to the vehicle body 2. Specifically, as shown in Figures 1 and 2, the outer film 4 is fixed to a fixing member (frame) 6 connected to a connecting member 5 attached to the vehicle body 2. The bending strength of the frame 6 is 90 MPa or more. This allows the outer film 4 to be stably fixed. On the other hand, if the vehicle body 2 has a fender that partitions the wheel well 3, the outer film 4 covering the outside of the wheel well 3 may be fixed to the fender, which is a fixing member. In this case, system 1 does not need to have a connecting member 5 and a frame 6.

[0029] In this example, the connecting member 5 includes an attachment portion for attaching to the vehicle body 2 and a fixing portion for fixing the frame 6. The attachment portion is not particularly limited as long as it can be attached to the vehicle body 2. The fixing portion can be a gripping portion capable of gripping and fixing the (partially) rod-shaped frame 6. The connecting member 5 can also be molded using a 3D printer so that the fixing portion, which is the gripping portion, can grip frames 6 that correspond to various vehicle (size) configurations. Although not particularly limited, the connecting member 5 can be made of resin to reduce the weight of the component.

[0030] The frame 6 can have a rectangular (side) shape in side view, as shown in the figure. That is, in this example, the frame 6 has two rod-shaped parts extending in the front-rear direction of the vehicle body 2 and two rod-shaped parts extending in the vertical direction. The ends of the two rod-shaped parts extending in the front-rear direction of the vehicle body 2 are connected to the two rod-shaped parts extending in the vertical direction. In the illustrated example, two such rectangular (side) frames are connected vertically (one side is shared). Furthermore, the frame 6 is not limited to the above shape, as it only needs to have a shape suitable for stably fixing the outer film 4. The bending strength of the frame 6 is preferably 90 MPa or more in order to stably fix the film 4. The upper limit of the bending strength of the frame 6 is not particularly limited. The material of the frame 6 is not particularly limited, but a metal frame can be given as an example. In this specification, the bending strength of the "frame" refers to the bending strength measured according to JIS Z 2204.

[0031] The distance between the outer film 4 and the vehicle body 2 is preferably between 1 cm and 10 cm. By setting the distance to 1 cm or more, sufficient distance from the tire T can be ensured to prevent contact between the tire T and the film 4. On the other hand, by setting the distance to 10 cm or less, the volume of the wheel well 3 is reduced, thereby increasing the suction effect and allowing for efficient collection of tire wear particles. For similar reasons, it is more preferable that the distance between the outer film 4 and the vehicle body 2 is between 2 cm and 8 cm.

[0032] In this example, the outer film 4 has portions with different bending strengths in the vertical direction. Specifically, the outer film 4 has a first portion 4a with high bending strength and a second portion 4b with lower bending strength than the first portion 4a. In this example, the first portion 4a is the upper portion located at the top in the vertical direction, and the second portion 4b is the lower portion located at the bottom in the vertical direction.

[0033] In this example, the upper portion 4a has a bending strength such that its Clark stiffness is 400 or more. That is, the outer film 4 consists of an upper portion 4a having a bending strength such that its Clark stiffness is 400 or more, and a lower portion 4b having a lower Clark stiffness than the upper portion 4a. As a result, the upper portion 4a is stably fixed, while the lower portion 4b, which is partially in contact with the road surface, has low bending strength, thus suppressing the generation of powder when it comes into contact with the road surface. Furthermore, from the viewpoint of suppressing the generation of powder when it comes into contact with the road surface, the bending strength of the lower portion 4b is not particularly limited, but it is preferable that its Clark stiffness be 200 or less. On the other hand, from the viewpoint of maintaining functionality against wind during driving, it is preferable that the bending strength of the lower portion 4b has a Clark stiffness of 30 or more. Here, the bending strength of the "film" refers to the Clark stiffness measured according to JIS P 8143.

[0034] In this example, the upper part 4a is fixed to the frame 6 or the fender.

[0035] In this example, the upper portion 4a is positioned 3 cm to 10 cm above the road surface (the shortest vertical distance between the upper portion 4a and the road surface is 3 cm to 10 cm), and at least a portion of the lower portion 4b can contact the road surface. It is more preferable that the entire lower portion 4b can contact the road surface.

[0036] The specific gravity of the lower portion 4b is preferably 1 or less. This makes it easier to separate the tire wear particles from the wear particles collected later, due to the difference in specific gravity, and to collect only the tire wear particles. It also makes it possible to reduce the weight of system 1.

[0037] Such films with different bending strengths can be manufactured using the multi-component copolymer described in International Publication No. 2017 / 065298. By adjusting the blending ratio and arrangement of each component, the bending strength can be adjusted, and the lower portion 4b that contacts the road surface can be made highly wear-resistant, thereby suppressing the generation of wear particles other than those from the tire. Furthermore, while films with different bending strengths can be made from two or more films, they can also be formed continuously using such a multi-component copolymer.

[0038] The first portion 4a is preferably made of a conductive film. This is because it makes it easier to collect tire wear particles adhering to the first portion 4a. More specifically, the surface resistance of the first portion 4a is 1.0 × 10⁻⁶. 8 It is preferable that the impedance is Ω or less. The material of the second portion 4b is not particularly limited, but polyethylene terephthalate is an example.

[0039] Referring to Figure 3, the inner film 4 covering the inside of the wheel well 3 also has parts with different bending strengths in the vertical direction. Specifically, the inner film 4 has a first part 4a with high bending strength and a second part 4b with lower bending strength than the first part 4a. In the front wheel section, the parts are arranged in the order of first part 4a, second part 4b, first part 4a, and second part 4b from top to bottom. In the rear wheel section, the parts are also arranged in the order of first part 4a, second part 4b, first part 4a, and second part 4b from top to bottom. The second part 4b of the inner film 4 has a bending strength of 80 MPa or less. Thus, in this example, the inner film 4 covering the inside of the wheel well 3 has a part (second part 4b) with a bending strength of 80 MPa or less. In the front and rear wheel sections, the part that contacts the road surface (lowest part) is made of the second part 4b, which suppresses the generation of powder due to friction with the road surface. Furthermore, in the front wheel section, the second portion 4b (with low bending strength) is also applied near the drive shaft 21 and steering tie rod 23, which move in response to steering (the second upward-convex portion from the top). In the rear wheel section, the second portion 4b (with low bending strength) is also applied to the region where the suspension vibrates (the second portion from the top). The low bending strength of the second portion 4b allows it to follow the movement of the components of the vehicle body 2. In the illustrated example, the lower first portion 4a and the second portion 4b are fixed to the lower arm 24.

[0040] The portion (4a) of the inner film 4 that is different from the aforementioned portion (4b) is preferably a conductive film, and its surface resistance value is 1.0 × 10 8 It is preferable that the impedance is Ω or less, because it makes it easier to collect tire wear particles adhering to the first portion 4a. In the inner film 4, the material of the second portion 4b is not particularly limited, but polyethylene terephthalate can be used as an example.

[0041] As shown in Figures 2 and 4, the rear film 4 covering the rear side of the wheel well 3 also has portions 4a and 4b with different bending strengths in the vertical direction. In the illustrated example, the upper portion 4a, located at the top when viewed from the rear, has a roughly L-shape, and the lower portion 4b, located at the bottom, has a rectangular shape. On the other hand, the shape of the rear film 4 can also be varied. Although not shown in the illustration, the front film covering the front side of the wheel well 3 also has portions with different bending strengths in the vertical direction. For example, similar to the rear side, the upper portion 4a, located at the top, can have a roughly L-shape, and the lower portion 4b, located at the bottom, can have a rectangular shape, but this example is not limited to this. The material and bending strength of these portions 4a and 4b can be the same as those of the first portion 4a and second portion 4b of the outer film and inner film, respectively.

[0042] Furthermore, although not shown in the illustration, the portion of the vehicle body 2 that partitions the wheel well 3 (the portion of the vehicle body 2 that partitions the top of the curved wheel well 3 in a side view) is often protected with felt, for example, and tire wear particles can get trapped inside and become difficult to collect. Therefore, it is preferable to provide an internal film 4 in this portion as well. Thus, in this example, the inside of the wheel well 3 is surrounded by the outer film, inner film, rear film, front film, and internal film, and the road surface. On the other hand, in this disclosure, the shape of the film can be varied, and for example, the inside of the wheel well 3 can be surrounded by a cylindrical film and the road surface.

[0043] Here, as shown in Figures 1 to 4, this system 1 comprises a suction machine 8 for sucking up tire wear particles, a suction nozzle 7 positioned at least at one location around the tire T housed in the wheel well 3, and an analyzer 10 connected to the suction machine 8. The suction machine 8 and the suction nozzle 7 are connected by a connecting hose 9. The suction machine 8 is not particularly limited and can be a known suction machine as long as it is capable of sucking up tire wear particles. The suction machine 8 is 0.5 m 3 / min~5m 3It is preferable that suction is possible with an airflow rate of / min. 0.5m 3 This is because it is possible to collect tire wear particles with a wide particle size distribution by suctioning at an airflow rate of / min or more. On the other hand, 5m 3 When attempting to suction with an airflow rate exceeding / min, the suction unit 8 becomes larger to achieve the required suction force, making it difficult to mount in a vehicle. In this example, the suction unit 8 is housed in the trunk of the vehicle body 2, and therefore the connecting hose extends from the rear of the tire T (where the suction nozzle 7 is located) to the trunk (where the suction unit 8 is housed). The analyzer 10 preferably includes at least one of the following: a composition analyzer, a morphological analyzer, a particle size distribution analyzer, and a particle count analyzer. This is because it can analyze at least one of the composition, morphology, particle size distribution, and particle count of the tire wear particles. Since tire wear particles tend to scatter behind the tire T, it is more preferable that the suction nozzle 7 is positioned at least behind the tire T, as shown in the figure, in order to increase the recovery rate of the tire wear particles. The suction nozzle 7 can also be positioned to the side or in front of the tire T, or it can be positioned in two or more locations, for example, behind and to the side of the tire T.

[0044] When the suction device 8 is in operation, the air pressure inside the wheel well 3 becomes lower than atmospheric pressure. This allows for the efficient collection of tire wear particles. To lower the air pressure inside the wheel well 3 below atmospheric pressure, the suction force of the suction device 8 should be increased.

[0045] In this example, System 1 is applied to all four wheels, but it can also be applied to either the left or right front and rear wheels, or to only one of them. The following describes the operation and effects of the tire wear particle analysis system 1 of this embodiment.

[0046] The tire wear particle analysis system 1 of this embodiment comprises a film 4 that covers the entire tire well 3, a suction device 8 that sucks up tire wear particles, a suction nozzle 7 positioned at least one location around the tire T housed in the tire well 3 (in this example, behind the tire T), and an analyzer 10 connected to the suction device 8. As the vehicle moves, tire wear particles are generated due to rotational friction between the tire T and the road surface. Therefore, the recovery rate of tire wear particles can be increased by using a suction device 8 to suck up the tire wear particles from suction nozzles 7 positioned around the tire T housed in the wheel well 3. Fine tire wear particles may be scattered into the surrounding air by the airflow while driving and by the surrounding wind before reaching the suction nozzle 7. By providing a film 4 that covers the entire tire well 3, the scattering of tire wear particles can be suppressed, and the tire wear particles can be collected more thoroughly. Furthermore, by equipping the suction device 8 with an analyzer 10, tire wear particles can be collected and analyzed simultaneously using the analyzer 10. As described above, the tire wear particle analysis system of this embodiment allows for analysis while simultaneously collecting tire wear particles. Furthermore, since tire wear particles tend to scatter behind the tire T, positioning the suction nozzle 7 at least behind the tire T can increase the recovery rate of tire wear particles.

[0047] Furthermore, in this embodiment, the outer film 4 is fixed to a fixing member 7 (in this example, a frame 6 with a bending strength of 90 MPa or more) which is connected to a connecting member 5 attached to the vehicle body 2. Therefore, the outer film 4 can be stably fixed. Similarly, the outer film 4 can also be stably fixed by fixing it to the fender that partitions the wheel well 3.

[0048] In addition, in the present embodiment, the outer film 4 has portions with different bending strengths in the vertical direction. Specifically, it includes an upper portion 4a having a bending strength with a Clark stiffness of 400 or more, and a lower portion 4b having a Clark stiffness lower than that of the upper portion 4a. As a result, while the upper portion 4a is stably fixed, since the lower portion 4b that partially contacts the road surface has a low bending strength, it is possible to suppress the generation of powder when contacting the road surface. Also, in the present embodiment, the specific gravity of the lower portion 4b is 1 or less. This is because it becomes easier to separate the tire wear powder from the worn powder collected later by the difference in specific gravity between the tire wear powder, the lower portion 4b, and the powder generated by the rubbing between the lower portion 4b and the road surface, and collect only the tire wear powder.

[0049] In addition, in the present embodiment, the inner film 4 has a portion 4b having a bending strength with a Clark stiffness of 200 or less. Thereby, it is possible to suppress the generation of powder when the portion 4b contacts the road surface. Also, in the present embodiment, the surface resistance value of the portion 4a different from the portion 4b of the inner film 4 is 1.0×10 8 Ω or less. This makes it easy to recover the tire wear powder adhering to the portion 4a.

[0050] In addition, in the present embodiment, the air pressure inside the tire house 3 is lower than the atmospheric pressure. Thereby, it is possible to efficiently recover the tire wear powder.

[0051] In addition, in the present embodiment, the suction machine 8 can suction with an air volume of 0.5 m 3 / min to 5 m 3 / min. By being able to suction with an air volume of 0.5 m 3 / min or more, it is possible to recover tire wear powder with a wide particle size distribution.

[0052] In addition, in the present embodiment, the analyzer 10 includes at least one of a composition analyzer, a morphology analyzer, a particle size distribution measuring instrument, and a particle number measuring instrument. Thereby, at least one of the composition, morphology, particle size distribution, and particle number of the tire wear powder can be analyzed.

[0053] <Method for analyzing tire wear particles> One embodiment of the present invention provides a method for analyzing tire wear particles, for example, using the tire wear particle analysis system of the above embodiment. An example of the system used in this method has already been described, so a further explanation will be omitted. As an example, this method includes the steps of: using a suction device 8 to suck up tire wear particles from a film 4 covering the entire tire well 3, through a suction nozzle 7 positioned at least one location around the tire T housed in the tire well 3 (preferably at least behind the tire T); and analyzing the sucked tire wear particles with an analyzer 10. In the tire wear particle analysis method of this embodiment, in the suction step described above, the tire wear particle can be increased by sucking it up with a suction device 8 that sucks it up from a suction nozzle 7 positioned at least one location around the tire T housed in the wheel well 3 (preferably at least behind the tire T). Furthermore, in the above step, by providing a film 4 that covers the entire wheel well 3, the scattering of tire wear particle can be suppressed, and the tire wear particle can be collected more completely. Therefore, the tire wear particle analysis method of this embodiment can also increase the recovery rate of tire wear particle. In addition, by performing a step of analyzing the aspirated wear particle with an analyzer 10, analysis can be performed with the analyzer 10 while the tire wear particle is being collected. As described above, the tire wear particle analysis method of this embodiment also allows for analysis while collecting tire wear particles. In addition, in this disclosure, the collected tire wear particles can also be analyzed using an analyzer other than the analyzer 10 mounted on the vehicle body 2.

[0054] In this method, the vehicle speed is preferably between 10 km / h and 60 km / h.

[0055] In this method, it is preferable that the vehicle is driven in a circular motion. This is because the load conditions applied to the tires (slip angle, camber angle, load, and speed, etc.) can be kept constant during the test, making it easier to understand the relationship with wear.

[0056] In this method, it is preferable that the wind speed while the vehicle is in motion is 10 m / s or less. In other words, it is preferable that the environment is such that the wind speed while the vehicle is stationary is 10 m / s or less. This is because performing the procedure in an environment where tire wear particles that have fallen onto the road surface are not scattered as much as possible can further increase the recovery rate of tire wear particles.

[0057] In this method, it is preferable that the ambient temperature during vehicle operation is -20 to 40°C, the humidity is 50 to 90%, and the road surface temperature is -20 to 70°C.

[0058] In this method, it is preferable that the vehicle is driven autonomously, as this improves reproducibility. Furthermore, it is preferable that the vehicle be an electric vehicle, as this suppresses the discharge of powders other than wear particles.

[0059] In this method, it is preferable to include an analysis step that analyzes materials collected by the vehicle's operation, or materials collected by another test machine or another actual vehicle operation. That is, materials such as tire wear particles collected during the operation may be analyzed while the vehicle is running, or materials such as tire wear particles collected during another operation or materials such as tire wear particles collected by another test machine, etc., that are collected separately from the operation in question may be analyzed.

[0060] In this method, it is preferable to further include a separation step to separate the recovered material before analyzing the tire wear particles, and in the separation step, it is preferable to sieve the recovered material according to its particle size. The sieving is not particularly limited, but a standard particle size between 0.1 and 1 mm can be set and sieving can be performed.

[0061] In this method, it is preferable to further include a separation step to separate the recovered material before analyzing the tire wear particles. In the separation step, it is preferable to use a solution with a specific gravity of 0.8 to 1.5 (e.g., water) to separate the recovered material by specific gravity. This allows for the separation of the recovered material by using the specific gravity of the above solution as a reference, with materials that have a lower specific gravity floating and materials that have a lower specific gravity settling.

[0062] In this method, it is preferable to further include a separation step to separate the recovered material before analyzing the tire wear particles, and in the separation step, it is also preferable to use a solution with a specific gravity greater than 1.5 to separate the recovered material by specific gravity. This allows the recovered material to be separated based on the specific gravity of the above solution. In addition to separation by suspension and precipitation using a solution, separation based on differences in specific gravity can also be performed by centrifugation. Centrifugation may be performed using a solution to separate the recovered material in the solution, or it may be performed by separating the recovered material in the air using centrifugal force.

[0063] For example, the separation process may involve sieving by particle size, then separating the recovered material by specific gravity using a solution with a specific gravity of 0.8 to 1.5 (e.g., water), and then separating the recovered material by specific gravity using a solution with a specific gravity greater than 1.5 (e.g., sodium bromide solution, sodium tungstate solution, etc.). The separation using solutions may be further divided into multiple stages. The separation process using a solution with a specific gravity of 0.8 to 1.5 can be divided into two or more stages using solutions with different specific gravities. Similarly, the separation process using a solution with a specific gravity greater than 1.5 can also be divided into two or more stages using solutions with different specific gravities. In either case, it is preferable to perform the separation using the solution with the higher specific gravity later in the process.

[0064] It is preferable to perform one of the following on the recovered material: compositional analysis (such as thermogravimetric analysis), morphological analysis (such as scanning electron microscopy), particle count measurement, and particle size distribution measurement. These analyses allow for the identification of the components of the recovered material (for example, whether it is tire wear dust (rubber) or stone).

[0065] When analyzing the particle size distribution of tire wear particles, for example, the particles can be dispersed on a glass plate, each particle can be imaged to extract its characteristics (shape), and the particle size can be determined from these characteristics (shape) to obtain the particle size distribution.

[0066] [Contribution to the United Nations-led Sustainable Development Goals (SDGs)] The SDGs have been proposed to realize a sustainable society. One embodiment of this invention is considered to be a technology that can contribute to "No. 12: Responsible Consumption and Production," among others. [Explanation of Symbols]

[0067] 1: Tire wear debris collection system, 2: Vehicle body, 21: Drive shaft, 22: Front spring damper, 23: Steering tie rod, 24: Lower arm, 25: Trailing arm, 26: Shock absorber, 3: Wheel well, 4: Film, 4a: Part 1, 4b: Part 2, 5: Connecting member, 6: Fixing member (frame), 7: Suction nozzle, 8: Suction machine, 9: Connecting hose, 10: Analyzer, T: Tire

Claims

1. A film that covers the entire wheel well, A vacuum cleaner for sucking up tire wear dust, A suction nozzle is positioned at least one location around the tire housed in the aforementioned wheel well, A tire wear powder analysis system characterized by comprising an analyzer connected to the suction device.

2. The aforementioned suction device is 0.5 m ３ / min ~ 5m ３ / min The tire wear powder analysis system according to claim 1, which can be suctioned by airflow.

3. The tire wear powder analysis system according to claim 1 or 2, wherein the analyzer includes at least one of a composition analyzer, a morphological analyzer, a particle size distribution analyzer, and a particle number analyzer.

4. A method for analyzing tire wear particles, comprising analyzing tire wear particles using the tire wear particle analysis system described in claim 1 or 2, or analyzing collected tire wear particles.

5. The tire wear particle analysis method according to claim 4, wherein the vehicle speed is 10 km / h to 60 km / h.

6. The method for analyzing tire wear particles according to claim 4, wherein the vehicle is driven in a circular motion.

7. The tire wear particle analysis method according to claim 4, wherein the wind speed during vehicle operation is 10 m / s or less.

8. The tire wear particle analysis method according to claim 4, wherein the temperature of the vehicle during operation is -20 to 40°C, the humidity is 50 to 90%, and the road surface temperature is -20 to 70°C.

9. The tire wear particle analysis method according to claim 4, wherein the vehicle is driven autonomously.

10. The tire wear particle analysis method according to claim 4, wherein the vehicle is an electric vehicle.

11. The tire wear particle analysis method according to claim 4, comprising an analysis step of analyzing recovered material generated by the operation of a vehicle, or recovered material generated by another test machine or another actual vehicle operation.

12. The tire wear powder analysis method according to claim 4, wherein prior to analyzing the tire wear powder, the collected material is sieved according to particle size.

13. The tire wear powder analysis method according to claim 4, wherein, prior to analyzing the tire wear powder, separation of the recovered material by specific gravity is performed using a solution with a specific gravity of 0.8 or more and 1.5 or less.

14. The tire wear powder analysis method according to claim 4, wherein, prior to analyzing the tire wear powder, separation of the recovered material by specific gravity is performed using a solution with a specific gravity greater than 1.

5.

15. The tire wear powder analysis method according to claim 4, wherein one of the following is performed on the recovered material: compositional analysis, morphological analysis, particle number measurement, and particle size distribution measurement.

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