# A Simulation of Tire Hydroplaning Based on Laser Scanning of Road Surfaces
## 6 Conclusions  
This study employed Abaqus software with Coupled Eulerian-Lagrangian (CEL) technology to simulate tire hydroplaning on laser-scanned road surfaces, focusing on the influence of pavement texture on anti-skid performance. The investigation analyzed three asphalt mixtures--AC-13, SMA-13, and OGFC-13--under varying water film thicknesses (2-20 mm) and vehicle speeds (up to 120 km/h). The key findings are summarized as follows:  
Superior Anti-Skid Performance of OGFC-13: The OGFC-13 pavement exhibited the best anti-skid performance, followed by SMA-13, with AC-13 showing the poorest resistance to hydroplaning. This ranking aligns with the pavements' ability to mitigate dynamic water pressure, with OGFC-13 maintaining effective drainage even at higher water film thicknesses and vehicle speeds.  
Critical Role of Treat Depth: The tire tread depth (set at 8 mm) significantly influenced the hydroplaning behavior. A sharp increase in dynamic water pressure and a corresponding decrease in critical hydroplaning speed were observed when the water film thickness exceeded 8 mm, indicating the limit of the tire's drainage capacity.  
Impact of Texture Uniformity: Despite similar traditional anti-skid metrics (e.g., pendulum friction value and mean texture depth) for SMA-13 and OGFC-13, OGFC-13 demonstrated superior hydroplaning resistance due to its greater texture uniformity. This highlights the limitation of conventional metrics in capturing texture distribution effects.  
Introduction of ACTI: A novel Anti-Slip Comprehensive Texture Index (ACTI) was proposed to evaluate pavement texture uniformity. The ACTI revealed significant differences in anti-skid performance, with OGFC-13 achieving a mean ACTI of 1.602 (excellent), SMA-13 at 1.082 (good), and AC-13 at 0.882 (marginal), better reflecting real-world hydroplaning outcomes compared to traditional metrics.  
Practical Recommendations: To enhance safety under wet conditions, a maximum water film thickness of 5 mm and a vehicle speed limit of 80-85 km/h are recommended.  
\begin{table}
\begin{tabular}{c c c c c c c} \hline  & \multicolumn{2}{c}{**OGFC-13**} & \multicolumn{2}{c}{**SMA-13**} & \multicolumn{2}{c}{**AC-13**} \\
**Sample** & **MDP (mm)** & **ACTI** & **MDP (mm)** & **ACTI** & **MDP (mm)** & **ACTI** \\ \hline
1 & 2.08 & 1.57 & 1.98 & 1.12 & 1.03 & 0.88 \\
2 & 2.12 & 1.61 & 1.96 & 1.1 & 0.98 & 0.85 \\
3 & 2.06 & 1.7 & 1.95 & 1.09 & 1.06 & 0.91 \\
4 & 2.05 & 1.56 & 1.93 & 1.07 & 0.96 & 0.84 \\
5 & 2.03 & 1.57 & 1.87 & 1.03 & 1.08 & 0.93 \\ Mean & 2.068 & 1.602 & 1.938 & 1.082 & 1.022 & 0.882 \\ \hline \end{tabular}
\end{table}
Table 9: ACTI values of different road surfaces.  
Areas prone to water film thicknesses exceeding 5 mm should be treated to prevent hydroplaning risks.  
These findings underscore the importance of pavement texture uniformity and tire tread depth in mitigating hydroplaning risks. Future research should explore tire performance variations, including tread depth degradation and pattern types, to further refine the safety guidelines for wet pavement conditions.  
Conceptualization, W.Z. and W.C.; Methodology, W.Z.; Data collection, W.Z.; Formal analysis, W.Z.; Visualization, W.Z., J.G. and B.F.; Writing--original draft, W.Z. and W.C.; Writing--review & editing, W.W., Z.L., J.G. and B.F.; Supervision, Z.L., W.C. and B.F. Resources, Z.L., J.G. and B.F. All authors have read and agreed to the published version of the manuscript.  
This work was supported by The Natural Science Foundation of Guangdong Province (grant number 2024A15101177).  
Not applicable.  
The data supporting this study's findings are available from the corresponding author upon reasonable request.  
No potential conflict of interest was reported by the authors.