## 1 Introduction
Simultaneously, the pavement generates a reactive force on the vehicle, namely, the ground braking force \(F_{b}\), which ultimately slows down vehicles or even allows them come to a complete halt. In other words, \(F_{b}\) is equal to \(F_{\mu}\), which is also comparable to \(T_{\mu}\) divided by the tire radius \(r\). Nevertheless, restrained by the upper limit of the adhesive force \(F_{\phi}\) (the maximum braking force \(F_{b\max}\) is equal to \(F_{\phi}\)), \(F_{b}\) will not rise as soon as it runs up to \(F_{\phi}\) (Figure 1b). Furthermore, from the aspect of tribology, it can be concluded that physical properties of the interface, such as variations in material stiffness, will result in the change in contact area, which will then have an influence on the frictional force ([PERSON] 2002 [18]). Eventually, the actual tire-pavement area will vary as a result of pavement characteristics such as the diversification of recoverable resilient. Accordingly, the force of adhesion \(F_{\phi}\) will also change, accounting for differentiation in the tire-oriented pavement braking function ([PERSON] 1986 [19], [PERSON] 2008 [20]). Data produced from the uniaxial compressive strength testing of pavement with normally structured the asphalt specimens is generally above 1000 MPa ([PERSON] et al. 2009 [21]; [PERSON] et al. 2011 [22]); a value seemingly much higher than the longitudinal tire stiffness. Therefore, in consideration of time expended in a simulated calculation, the deformation of asphalt pavements is usually ignored in modeling ([PERSON] 2013 [13], [PERSON] 2014 [23]). In other words, the pavement is defined as a rigid body in simulations. Nonetheless, along with the diversification of paving materials, the elastic modulus of asphalt mixtures also varies significantly. For instance, dry process crumb rubber modified (CRM) asphalt mixtures, which plays an indispensable role in noise reduction and the de-icing ([PERSON] 2006 [24], [PERSON] 2008 [25]), is characterized by its remarkable elasticity. In addition, a high content of crumb rubber, which is added to asphalt mixtures, usually reduces the mixture modulus to half of that of the original ([PERSON] 2012 [26]). Such elasticity has the capacity to facilitate the resilience of CRM asphalt mixtures, which are characterized by a large elastic deformation under external loading conditions and a dramatic return to its original shape immediately after the removal of the load in comparison to that of ordinary asphalt mixtures ([PERSON], [PERSON] 2014 [27; 28; 29]). In view of the distinctly narrowed gap of moduli between tires and resilient pavements such as CRM asphalt pavement, the precision of the simulation will inevitably decrease if the resilient pavement still needs to be modeled as a rigid body. Furthermore, according to past literature, the actual stiffness of asphalt pavement is not used in tire-pavement coupled modeling, meaning that the impact of pavement stiffness on tire-pavement friction has not been examined yet ([PERSON] 2014 [23], [PERSON] [30], [PERSON] [31]). Based on the above background research, the primary objective of this paper is to evaluate the effect of different asphalt pavements of variable resilience on braking performance on pavement. This goal was initially achieved using a 3-D finite tire-asphalt pavement interaction model. By adjusting parameters such as tire pressure and the elastic modulus, behaviors of the dynamic tire-pavement contraction were studied by discussing the varying features of tire-pavement contact such as tread deformation in the tangential interface, actual contact area between the tire and the pavement surface course, and the braking force supplied by the pavement to the tires.