# A Simulation of Tire Hydroplaning Based on Laser Scanning of Road Surfaces
## 1 Introduction
Scholars such as [PERSON] [11], [PERSON] [12], and [PERSON] [13] have simplified the contact conditions between tires and the road surface, using this as a flow model and solving for road water skidding through computational fluid dynamics. This approach focuses more on tire-related indicators like tread patterns and the impact of vehicle factors on skidding speed; on the other hand, researchers such as [PERSON]'s team [14; 15; 16], [PERSON] [17], and [PERSON] [18] have reconstructed real tire and road models, using display dynamics and coupled flow-structure models to realistically simulate road water skidding, exploring changes in different anti-skid performance metrics under skidding conditions. Among them, some scholars have carried out targeted research on the influence of road texture on tire slip. [PERSON] et al. [19] used the finite element method to study the impact of different asphalt mix surface textures on wet friction coefficients, finding that an increase in macro-texture depth (MPD) could significantly enhance wet friction coefficients, thereby reducing water skid risk. Moreover, open-graded mixtures had the highest wet friction coefficient, while dense-graded mixtures had relatively lower coefficients. [PERSON] and [PERSON] [20] designed a new laboratory apparatus for evaluating the effects of different asphalt mixes on water skidding phenomena. Through experimental studies, they investigated the water-skidding characteristics of three different gradations of asphalt mixtures under dry and wet conditions. The results showed that an increase in pavement macro-texture depth could significantly accelerate water skidding, with each additional 0.5 mm of texture depth increasing the water skidding rate by 33%. [PERSON] et al. [21] utilized numerical simulationsto establish a tire water skidding model, studying the effects of tire tread patterns, inflation pressure, water film thickness, and pavement type on critical water skidding speeds. They found that OGFC pavements performed better in terms of anti-skid performance compared to AC and SMA pavements. However, this study simplified the characterization of macro-texture and did not adequately consider the dynamic changes in macro-texture under different operating conditions, leading to insufficient analysis of the interaction mechanisms between macro-texture and water skidding behavior. [PERSON] et al. [22] introduced a macroscopic probability normal distribution model to construct a dynamic water pressure model under wet road-wheel interaction, analyzing the anti-skid performance of different pavement types under wet conditions. However, the characterization of macroscopic texture in this study is mainly based on the probabilistic model and lacks the direct measurement and analysis of the detailed features of macroscopic texture. The dynamic variation law of macroscopic texture under different water film thickness and velocity conditions is not studied deeply enough. In short, although some scholars have considered the effect of real road surfaces on water skidding in finite element simulation, there is still no specific analysis on the effect of road surface texture uniformity on water skidding. Based on this, this paper uses laser scanning to obtain macro-texture information of different road surfaces and constructs a road surface model for finite element water skimming experiments on meridian tires. The experiment employs a water flow model of tire movement relative to the water accumulation area and the Euler-Lagrange coupling algorithm to simulate tire water skimming. The actual anti-skid performance of different road surfaces and the simulated performance in the experiment are compared based on the simulation results.