The skid-resisting performance of pavement is a critical factor in traffic safety. Recent studies primarily analyze this behavior by examining the macro or micro texture of the pavement. It is inevitable that skid-resistance declines with time because the texture of pavement deteriorates throughout its service life. The primary objective of this paper is to evaluate the use of different asphalt pavements, varying in resilience, to optimize braking performance on pavement. Based on the systematic dynamics of tire-pavement contact, and analysis of the tire-road coupled friction mechanism and the effect of enlarging the tire-pavement contact area, road skid resistance was investigated by altering the elastic modulus of asphalt pavement. First, this research constructed the kinetic contact model to simulate tire-pavement friction. Next, the following aspects of contact behaviors were studied when braking: tread deformation in the tangential pavement interface, actual tire-pavement contact in the course, and the frictional braking force transmitted from the pavement to the tires. It was observed that with improvements in pavement elasticity, the actual tire-pavement contact area increased, which gives us the ability to effectively strengthen the frictional adhesion of the tire to the pavement. It should not be overlooked that the improvement in skid resistance was caused by an increase in pavement elasticity. This research approach provides a theoretical basis and design reference for the anti-skid research of asphalt pavements.

The use of fiber in asphalt mixtures can improve the mixture’s tensile strength and increase its cracking resistance, but the clumping of fiber in the mixture can weaken the improvement effect. The aim of this research is to assess the properties of Sasobit treated aramid fiber modified asphalt mixture and to validate the field case study. The rutting and stripping resistance of the fiber-modified mixture was identified with the Hamburg wheel tracking device. The low-temperature cracking characteristics of the asphalt mixture were quantified with the disk-shaped compact tension test. Moreover, the dynamic modulus test was adopted to reflect the response of the mixture to different loads and frequencies. The creep slope and stripping slope decreased by 67%, and the number of passes to stripping point and fail point increased by more than 250% after fiber modification. The fracture energy, peak load, and maximum crack mouth opening displacement (CMOD) of the mixture increased more than 10% after fiber modification. The dynamic modulus, rutting parameter, and fatigue parameter of the mixture were improved after fiber modification. The fiber in the mixture improved the stiffness of the mixture at high temperatures. The tensile strength improvement at low temperatures promoted the cracking resistance of the mixture. The cracking number in the fiber modified asphalt pavement was less than that in the control asphalt pavement. Thus, fiber modification could significantly restrict the propagation of cracking in the asphalt mixture. The implementation of fiber in the project can provide experience for future fiber application in asphalt pavement.

In order to build an appropriate prediction model of pavement friction coefficient attenuation, the effects of aggregate texture, on a basis of texture scanning and pavement testing of the dynamic friction coefficient, traffic volume, and rock characteristics on pavement slide decay resistance were studied, and the accuracy of the developed prediction model of friction coefficient was thereafter compared and analysed. First, based on the tire-pavement dynamic friction analyzer independently developed by the research group, accelerated loading tests under different traffic conditions were conducted by the orthogonal test method, and the dynamic friction coefficient of pavement during the abrasion process was recorded. At the same time, the non-contact laser profile measurement system was used to collect three-dimensional micro-texture data of coarse aggregate surface at different abrasion stages, and characteristic parameters such as height, wavelength, and shape were calculated. Second, the factors such as traffic volume and rock characteristics were incorporated, and the algorithms such as multiple linear stepwise regression, feedforward neural network, and random forest regression were adopted to develop estimation models of pavement friction. The results showed that the model constructed based on only texture feature parameters poorly represented pavement skid resistance. After introducing the two indicators of total traffic volume and rock type, the correlation coefficients of the model significantly improved, reaching 0.63, 0.58, and 0.82 respectively, indicating that the latter two factors have significant effects on the anti-skid attenuation of pavement. Moreover, the above three models can achieve satisfactory prediction results. In addition, when a large sample size can be obtained, a random forest algorithm is recommended to acquire higher prediction accuracy of pavement friction coefficient attenuation.

In this study, a wear-resistant ultra-thin wear layer was fabricated with polyurethane as an adhesive to investigate its durability for pavement applications. Its road performance was investigated based on indoor tests. First, the abrasion test was performed using a tire–pavement dynamic friction analyzer (TDFA), and the surface elevation information of the wear layer was obtained by laser profile scanning. The relationship between the anti-skid properties of the wear layer and the macro-texture was analyzed. Second, a Fourier infrared spectrometer and scanning electron microscope were employed to analyze the evolution of polyurethane aging properties in the pull-out test and accelerated ultraviolet (UV) aging test. The results showed that the mean profile depth (MPD), arithmetic mean wavelength of contour (λa), surface wear index (SBI), stage mass loss rate (σ), and total stage mass loss rate (ω) of the abrasive layer aggregate had significant multivariate quadratic polynomial relationships with the skidding performance of the abrasive layer. The tensile strength of the polyurethane ultra-thin abrasive layer decreased by only 2.59% after 16 days of UV aging, indicating a minimal effect of UV action on the aggregate and structural spalling of the polyurethane abrasive layer.