Skid Resistance of Cement Concrete Grooved Pavements Based on a Longitudinal Friction Testing Model

Elucidating the interrelationship between pavement and tire factors and skid resistance is of significant importance for reducing traffic accident rates caused by insufficient pavement skid resistance. Through standardized field tests, three-dimensional point cloud data and corresponding friction coefficients were obtained from 100 measured points on real grooved cement concrete pavements. After horizontal calibration and noise reduction processing, reverse modeling was performed to establish pavement models that preserve pavement texture characteristics. Then, according to specifications, the geometric structure of a smooth tire for longitudinal friction testing was established, and a material model was built based on manufacturer-provided data, and a tire-pavement model was assembled and established in abaqus, and the validity of the tire model was verified by comparison with static pressure experiment data. Finally, the validity of the model was verified by comparing the finite element back-analysis values with the experimental measurement values, and the impacts of pavement texture, tire pressure, and speed on pavement skid resistance were analyzed. The results show that the tire model established in this study can reflect real working conditions, and the established tire-pavement model can accurately estimate the adhesion coefficient of the pavement, with an absolute error below 0.05; as the density of pavement surface peak points (S_pd) increases, the adhesion coefficient shows an upward trend at both high and low speeds, with a more significant influence at low speeds; with the rise of tire pressure, the adhesion coefficient at each test point exhibits a relatively consistent downward trend, with no significant difference in the magnitude of the decrease. Compared to speed, the impact of tire pressure on the adhesion coefficient is less significant. Compared to vehicle speed, tire inflation pressure demonstrates a less pronounced effect on friction coefficient. The friction coefficient asymptotically approaches a stable value with increasing speed, where this equilibrium is predominantly governed by the pavement’s macrotexture characteristics, while the direct influence of speed itself remains relatively limited.