Dongliang Hu

To investigate the effects of pavement textures and tire–pavement interfacial friction on tire rolling resistance, a three-dimensional tire–pavement rolling finite element model was developed considering flat, arc-shaped, triangular, and rectangular textures under different friction coefficient conditions (μ = 0.2, 0.4, 0.6, and 0.8). The effects of textures and μ on tire–pavement contact responses, energy dissipation, and rolling resistance were analyzed, and the rolling resistance coefficient (C_rr) was calculated based on energy dissipation theory. Furthermore, scaled rolling resistance tests were conducted under different pavement surface materials to validate the trends obtained from finite element simulations. The results show that pavement textures significantly affect tire–pavement contact responses under rigid pavement conditions. Compared with the flat texture, the triangular texture increases the contact length and peak contact pressure by approximately 18.9% and 458.1%, respectively, indicating enhanced contact pressure concentration. Compared with rigid pavement, flexible pavement structural deformation further influences tire–pavement contact responses and extends the deformation region. The arc-shaped texture exhibits more pronounced deformation responses and higher energy dissipation. As μ increases from 0.2 to 0.8, both tire deformation energy dissipation and tire–pavement interfacial frictional dissipation increase, resulting in higher C_rr. C_rr increases by approximately 14.5–30.8% and 10.4–16.2% for rigid and flexible pavements, respectively. Scaled test results show that the trends in rolling resistance coefficients for different pavement materials are consistent with surface friction levels, and additional loading further increases rolling resistance. The results demonstrate that pavement textures and tire–pavement interfacial friction both influence rolling resistance through their effects on contact behavior and energy dissipation, providing a theoretical basis for low-rolling-resistance pavement design.

Asphalt pavements are widely used in airports due to their excellent skid resistance, vibration damping, and ease of construction. However, traditional fog seal materials often suffer from insufficient adhesion between fine sand and the emulsified asphalt binder, resulting in limited durability of the maintenance effect. This study aims to optimize the design of traditional fog seal materials and systematically evaluate their surface and durability performance. Firstly, a composite modified emulsified asphalt was prepared as the sand suspension slurry for the sand-containing fog seal. Through the dry wheel abrasion test, the optimal fine aggregates content was determined for four different spraying amounts (0.8, 0.9, 1.0, and 1.1 kg/m²). When the proportion of fine aggregates increases, the spraying amount needs to be increased accordingly to ensure the wrapping effect. Subsequently, pavement performance evaluation was conducted based on several indicators, including surface curing time, British Pendulum Number (BPN) friction coefficient, permeability coefficient, and mass loss rate. The results showed that the designed sand-containing fog seal significantly reduced surface curing time and exhibited superior skid resistance and permeability property compared to styrene-butadiene rubber (SBR)-modified emulsified asphalt. After freeze–thaw cycles, the maximum decrease in friction coefficient was 10.2%, and the mass loss rate after abrasion was approximately 67%, which were lower than those of SBR-modified emulsified asphalt (22.2% and 81%, respectively). Finally, considering the comprehensive performance comparison and evaluation, the optimal mix proportion was determined as 1.0 kg/m² spraying amount with 30% fine aggregates content. The findings of this study provide practical support for improving the durability and service life of airport asphalt pavements.