# A Simulation of Tire Hydroplaning Based on Laser Scanning of Road Surfaces
## 3 Test Methods
### Simulation Model  
#### 3.2.1 Tire Modeling  
The focus of this study is the influence of different road surfaces on water accumulation and water sliding. Considering the use of computing resources, tire modeling is simplified to a certain extent under the condition of ensuring the accuracy of the road surface model, and tire modeling is selected with representative tire size and tread pattern. \begin{table}
\begin{tabular}{c c c c c c c} \hline \hline \multirow{2}{*}{**Type of Pavement**} & \multicolumn{6}{c}{**Bump Value (BPN)**} \\ \cline{2-7}  & **1** & **2** & **3** & **4** & **5** & **Average Value** \\ \hline AC-13 & 57.6 & 60.1 & 58.8 & 59.2 & 59.8 & 59.1 \\ SMA-13 & 67.6 & 69.2 & 68.3 & 67.4 & 68.5 & 68.2 \\ OGFC-13 & 74.4 & 73.6 & 75.2 & 73.5 & 75.3 & 74.4 \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Asphalt pavement BPN values. \begin{table}
\begin{tabular}{c c c c c c c} \hline \hline \multirow{2}{*}{**Type of Pavement**} & \multicolumn{6}{c}{**Average Construction Depth (mm)**} \\ \cline{2-7}  & **1** & **2** & **3** & **4** & **5** & **Average Value** \\ \hline AC-13 & 1.03 & 0.98 & 1.06 & 0.96 & 1.08 & 1.022 \\ SMA-13 & 1.88 & 1.86 & 1.85 & 1.83 & 1.77 & 1.838 \\ OGFC-13 & 2.08 & 2.12 & 2.06 & 2.05 & 2.03 & 2.068 \\ \hline \hline \end{tabular}
\end{table} 
Table 3: MDP of asphalt pavement. Figure 7: Determination of BPN of asphalt mixture. Referring to existing research [30; 31; 32], the current weight range of passenger vehicles is approximately 1800-2300 KG. Additionally, 205/55 R16 fires are chosen by a significant portion of passenger vehicles. Therefore, this experiment selected this model of tire as the research subject. The factors ultimately determining the water skid resistance of the tire model also include tire load, tire pressure, tread pattern, and tread depth. Specifically, the tire load is 40 KN (400 KG), the tire pressure is 0.23 MPA, and the tread depth is 8 mm. Tires are classified into two major categories based on their structural design: bias-ply tires and radial tires. Bias-ply tires have cross-laid cords that run diagonally across the carcass, with the crown and sidewalls sharing the same layer of fabric. They offer high strength, moderate elasticity, and strong load-bearing capacity, but they suffer from stress concentration, making sidewall deformation more likely to propagate to the tread, leading to unstable contact area and poor grip. Radial tires have nearly parallel cords arranged in the cross-section, with small cord angles, a rational structure, excellent wear resistance, low rolling resistance, good adhesion and cushioning properties, high load-bearing capacity, and are less prone to puncture. Currently, the main type of tire used in the market is the radial tire [33]. Meridian tires are made from a composite of rubber and cord skeleton materials, with a complex structure. Rubber is an ultra-elastic material with super elasticity and viscoelasticity, capable of absorbing impact energy, and is wear-resistant and impact-resistant. It mainly includes tread rubber, crown rubber, and carcass rubber. The cord skeleton consists of two layers of cords and one layer of skeleton, as shown in Figure 8.  
Tire rubber materials are made from processed natural rubber, with a complex molecular structure that combines superelasticity and viscoelasticity, exhibiting highly nonlinear deformation under force. Scholars both domestically and internationally have studied their mechanical properties using various methods, establishing models such as Mooney-Rivlin, Neo-Hookean, and Yeoh, which are included in the Abaqus material library. Among these, the Neo-Hookean model is simple and versatile, suitable for simulating mechanical behavior at small strains, making it ideal for complex finite element models involving tire-soil-road coupling, with high computational accuracy [34; 35; 36].