This work covers the majority of these factors, as highlighted in Figure 1. Specifically, the optimisation of tyre and suspension design of a passenger vehicle is investigated to minimise wear under multiple road roughness surfaces. Various wear models have been presented in the literature, to investigate how different factors influence wear and to study the wear behaviour in detail. [PERSON] et al. [11] simplified the kinetic sliding friction coefficient taking into consideration the road roughness. Afterwards, they coupled the contact model with a 9 DOF vehicle model to study tyre marks using wear quantity during the vehicle's pro and post-crash phases. [PERSON] et al. [12] developed a qualitative formula for tyre wear evaluation and conducted a sensitivity analysis of a few tyre and vehicle parameters during cornering manoeuvres using a simplified single-track model. [PERSON] et al. [8] proposed a theoretical tyre model for predicting the 3D tyre wear with regards to the roughness of the road and vehicle dynamic characteristics. While most models focus on the lateral and longitudinal direction, [PERSON] et al. [13] presented a computationally efficient analytical model to study tyre wear due to vertical excitations and considered the suspension systems as well. Later, [PERSON] et al. [14] incorporated in this model a formula of tyre wear considering the temperature effect and the dynamic characteristics of the vehicle, which allowed them to analyse the effects of speed, ambient  
Figure 1: Internal and external factors related to tyre wear. The highlighted ones are where the emphasis of this work is. temperatures, tyre pressure and sprung mass on tyre wear. Thereby, this model is able to evaluate more accurately the wear performance while also considering the suspension effect, which is not widely discussed in the literature as far as the wear performance is concerned. This model is chosen in this work. The estimation of tyre wear has been extensively experimentally studied in order to identify effective methods and to capture the effects of different factors on it. For example, [PERSON] et al. [15] developed a methodology for estimating tyre wear indoors, in order to establish consistent test results. Similarly, [PERSON] et al. [16] described a simulation method of indoor testing which could accurately capture the tyre-vehicle-driving interaction. In the same direction, [PERSON] et al. [17] provided a tool which could estimate numerically global tyre wear as well as qualitatively determine the wear distribution. This wear model was later further validated and investigated in a sensitivity analysis [18]. Only recently, [PERSON] et al. [19] developed a physical model of tyre wear to analyse the impact of thermal and frictional effects on vehicle performance. Similarly, [PERSON] et al. [20] designed and developed a new portable test setup to study friction and wear, while [PERSON] et al. [21] presented a novel empirical tyre wear model for heavy vehicles that can be used to predict the wear for multi-axle vehicles based on route data and a vehicle model. In addition to the wear models and testing methods, [PERSON] et al. [22] investigated experimentally the impact of alignments such as camber angle and toe angle to the wear performance. Case studies were considered for various alignment configurations simulated real-life configurations observed in road tests. [PERSON] et al. [23] studied how increased shoulder wear is finally affecting the driving behavior, illustrating that tyre lateral force and overturning moment capacities increase significantly with the usage of the vehicle and hence its wear. However, in order to reduce the time-consuming experimental procedures, [PERSON] [24] considered the prediction of uneven tyre wear conducting progress simulation in a wearing out finite element (FE) tyre model. Even if the modelling and estimation of tyre wear has been extensively investigated, very few works have considered the optimisation towards tyre wear minimisation.