Interesting tyre heat model

http://mccabism.blogspot.ca/2016/04/ferrari-and-thermal-tyre-modelling.html

I'm seeing some similarities with what we have in AC...no need for a complicated mesh model to get decent results.

When will we get ROLLING_K that depends on wear?

 

Needs more likes!

Started to dig into the 170+pages of the several pdf's in that link ... pretty juicy stuff in some places, viscoelastic comparison between street tyre and GT one is pretty interesting
I'm really curious if the fig 7 on the second link (An Evolved Version of Thermo Racing Tyre...) has Y axis of the same range for each series. That would indicate that inner lining and bulk temperatures were almost always above surface temps, even during mild braking/cornering for the test. (Would confirm some of my ideas/calculations/random sources tidbits lel )

Also, what would be more impactful for AC physics (in wide range): wear influencing ROLLING_K or FRICTION_K ? ... i feel like wear cooling is a pretty big part of over the limit grip/temperature relation.

 

I have only quickly browsed through the PDFs. Going to fully go through them over the week.

I have no problem believing bulk/inner is always higher than surface once everything (brakes!) is up to temps. We don't have brake heat going into tyres so I guess AC needs to compensate for it by using exagerrated ROLLING_K. My understanding is that ROLLING_K goes straight to core and FRICTION_K goes into surface. I might be wrong on that but if I'm not tyre wear should bring lower ROLLING_K values.

I was also told by a real life data-rich person(you know who you are) that surface and bulk/inner are much more isolated from each other in real life than what we see in AC.

 

Most likely yes, although idk how big the change would be... Going a bit further a feature of (prob.) similar significance would be change in temperature oscillation range due to lowered heat capacity (missing rubber) - tyres would cool and heat up faster, which could be a cool detail too.

As for the FRICTION_K, since the bulk of the surface heating is caused by shear of surface layers of rubber, the heat goes both to the part that is staying on the tyre and the part that is left on track. With more slippage there would be more heat in the surface layer and with it's shear strength going down, the hottest part of the rubber would be more easily shed and left on track - not only increasing wear speed but also not allowing the slip generated heat to transfer to inner parts of the tyre in full (kind of like in ablation heat shields) compared to current heat model.
I have no data on that, but it i bet it could give a bit more depth to grip while sliding/overdriving a tyre.

I'm faaar from being data rich but that is what i've read too