Euro 7 is a major focus at this year’s Tire Technology Expo Conference, which will feature a day-and-a-half of content on tire road wear particles starting tomorrow, March 5. Senior technical executives from tire manufacturers and industry bodies will present their latest research and discuss the requirements of the new legislation as the regulatory landscape continues to evolve.
At 14:25 on Wednesday, in the Analyzing and mitigating TRWP: implications of Euro 7 session, Dr Hiroshi Mouri, a rubber consultant and former Bridgestone executive, will present a new tire emissions collection method developed in partnership with Ueshima (Booth C400). The project, which began last year, aims to improve the accuracy of TRWP (tire and road wear particle) collection.
Mouri explained, “We used to collect TRWP using a vehicle on a road, which results in a mixture of particles. It’s not a clean study; in the lab, we can do it without contaminants. Ueshima developed this machine from scratch, and it uses an electrostatic collection method, which can collect particles down to submicron levels.”
It’s clear that the industry is seeking consensus on a standardized testing method. As Mouri noted, tire manufacturers currently favor a variety of techniques, each with its own pros and cons. He elaborated, “It’s a famous story that still exists. Personally, I like Goodyear’s method of testing on track because it’s a clean test. Michelin’s method collects all kinds of TRWP. Bridgestone’s indoor method simulates the tire on a vehicle, and it’s not always representative of the real world.”
At 15:45 during the same session, Prof. Günter Leister, CEO of TWMS Consulting, will present alongside Kokusai on the latter’s new indoor tire abrasion test system. The system uses sandpaper and builds on the indoor method developed by JATMA. The core idea behind the JATMA test is to replicate real-world wear conditions in an indoor setting while refining the measurement process. Kokusai has taken a similar approach, focusing on improving the consistency of test surfaces.
One key challenge is the rapid change in the drum surface as more tires are tested, leading to varying abrasion levels. To address this, reference tires are required to maintain consistency. “Indoor testing didn’t normally need a reference tire for every test, but this is something we realized needed improvement,” Leister explained.
The solution is to maintain a consistent surface wear level for each tire. This is achieved by replacing one segment of the drum with fresh sandpaper before each test. This approach ensures consistent sandpaper quality, allowing for more stable reference measurements. As a result, reference tires only need to be measured once a month instead of before every test.
“We measure the peak of the sandpaper in relation to the deepest point. If this value becomes too small, we replace the sandpaper,” Leister noted. The technique has been successfully tested on a set of tires, proving its consistency. The next step is to discuss these findings with industry experts and work toward broader adoption.
Currently, five or six suppliers are developing machines, and the focus of this study is to refine the testing methods. While sandpaper is one option, Leister noted that asphalt could also be considered, though centrifugal forces make this difficult to use in indoor testing. Finding a reliable artificial surface is an industry-wide challenge, he emphasized.
“The task today is to make the sandpaper method as good as possible,” Leister highlighted. There is already a one-position testing system in place, and work is underway on a two-position tester.
“The EU Commission aims to reduce microplastics by 30% and is setting limits on tire emissions. However, some simulations suggest actual levels may be significantly higher – possibly exceeding 50%. This raises important questions: Is the 30% target realistic? Should the industry engage with the EU Commission to reconsider the goal? Should auto makers be involved in discussions about their role in addressing the issue?
“Moving forward, discussions will also focus on the impact of road surfaces, as research indicates that 50% of tire abrasion comes from interaction with the road itself.”
Click here to read about the testing ramifications of Euro 7 in the November issue of ATTI.
Look out for a feature on Euro 7 exploring the latest updates in brake emissions analysis technology in the March issue of ATTI.
To find out more about the conference, click here. For more expo news, click here
