A method for detecting the anti-skid effect of highway pavement grooves based on finite element simulation calculation

Abstract

The present invention discloses a method for detecting the anti-skid effect of highway pavement grooves based on finite element simulation calculations. The present invention constructs a three-dimensional tire, water area and grooved / grooved pavement model through Abaqus software to achieve accurate simulation of the hydroplaning of the tire on a wet grooved / grooved pavement. In addition, the method uses finite element analysis technology to perform fluid-solid coupling simulation on the model, reasonably sets the interaction between the components, the degree of freedom constraints and material parameters of the water area, and comprehensively considers the material properties of the tire, the pavement and the water area, thereby improving the reliability of the calculation of the anti-skid performance of the grooved / grooved pavement. Finally, combined with the finite element analysis calculation results, the speed of the tire when hydroplaning occurs is accurately determined, and the anti-skid performance of the grooved / grooved pavement is further verified. This method can not only effectively deal with complex pavement groove / groove structures, but also simplifies the analysis process, providing an efficient tool for detecting the anti-skid performance of pavement grooves / grooves.

Description

Technical Field

[0001] The invention relates to the technical field of road engineering, and in particular to a method for detecting the anti-skid effect of highway pavement carvings and grooves based on finite element simulation calculation. Background Art

[0002] When a vehicle is driving at high speed on a wet or flooded road, the water film on the road will generate an upward lifting force on the tire, causing the tire to lose effective grip, resulting in a decrease in the tire's wet traction or even failure, affecting the stability of the entire vehicle. Currently, the methods to reduce the risk of vehicle hydroplaning include road grooving, groove filling with drainage asphalt mixture, and milling and resurfacing drainage asphalt mixture. Among them, grooving is the most commonly used. How to set up appropriate road grooving treatment measures to reduce the risk of vehicle hydroplaning has become a focus in the field of road engineering.

[0003] Grooving is an important process in road construction to improve the pavement's anti-skid performance, increase the pavement friction coefficient, and ensure driving safety. As an economical and convenient solution for treating road surface waterlogging, it has significant advantages. It can not only effectively restore the macro texture structure of the old surface layer, but also reduce noise and improve the pavement's drainage performance. However, the specific design standards and best practices for corresponding grooves and grooving in pavements with different waterlogging conditions are still unclear, which may lead to poor results in actual applications or high maintenance costs.

[0004] Currently, the setting methods of road grooves and grooving mostly rely on experience or traditional field tests and laboratory tests, which consume a lot of time and cost. They cannot accurately simulate the setting of road grooves and grooving and the existence of water film, nor can they simulate the hydroplaning of tires on grooved and grooved roads in the presence of water, making the simulation results unrealistic.

[0005] Therefore, a method for detecting the anti-skid effect of highway pavement grooves and engravings based on finite element simulation calculations is needed to solve the above problems. Summary of the invention

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0007] The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation includes the following steps:

[0008] S1. Based on the parameters of the shape, width, depth, spacing, and inclination angle of the highway pavement ridges / grooves, a ridge / groove data statistical database with different parameter combinations is established;

[0009] S2. Selecting corresponding patterns of carvings / grooves from a data statistical database, and establishing a finite element three-dimensional road surface model covered with carvings / grooves;

[0010] S3, establishing a tire model, assembling it with a grooved / grooved road surface model, setting the tire inflation pressure and the tire concentrated load, and simulating the process of the tire inflating and pressurizing and contacting with the grooved / grooved road surface until the pressure is released;

[0011] S4, establishing a water area model, setting the water thickness of the water area model, and assembling and combining it with the tire and grooved / grooved road surface model, setting the speed of the tire, the water area, the grooved / grooved road surface and the freedom constraints of the water area, and simulating the process of hydroplaning when the tire is driving;

[0012] S5. Based on the finite element simulation calculation results, the tire hydroplaning conditions under different tread / groove combinations are obtained, and the anti-skid effects of tread / groove road surfaces with different parameters are tested.

[0013] Furthermore, the freedom constraints of the water area include restricting the flow of the water area beyond the road surface and restricting the water area from infiltrating into the road surface.

[0014] Further, step S1 includes the following steps:

[0015] S1.1. Data are selected from different groove shapes, groove widths, groove depths, groove spacing, and angles between grooves and road surfaces. Each set of data is used as a matrix. Matlab software is used to program and arrange and combine the above parameters to establish a road groove database containing multiple groove design schemes.

[0016] S1.2. Data are selected from different groove widths, groove depths, groove spacings, and angles between the grooves and the road surface. Each set of data is used as a matrix. Matlab software is used to program and arrange and combine the above parameters to establish a road groove database containing a variety of groove design schemes.

[0017] Further, step S2 includes the following steps:

[0018] S2.1, selecting a combination of engraving / grooving parameters from the database in step S1;

[0019] S2.2. Use Abaqus simulation software to establish a pavement model. The model is a three-dimensional extruded entity. Sketch the side of the pavement, draw the outline of a single groove / slot, and replicate it along the pavement direction in an array manner according to the selected groove / slot spacing parameters, so that the groove / slot outline is evenly distributed over the entire side of the pavement.

[0020] S2.3. Select the upper surface of the pavement model and draw the stretching direction line through the sketch segmentation function. Use the cutting and stretching function to stretch and cut the grooves / cuts in the sketch segmentation along the selected direction line, so that the pavement is cut with grooves / cuts.

[0021] Further, step S3 includes the following steps:

[0022] S3.1. Use AutoCAD software to draw the two-dimensional cross-sectional profile of the tire, rotate the cross-sectional profile 360° around the central axis of the tire to generate a tire model, and import the tire model into HyperMesh software to mesh the tire;

[0023] S3.2. Import the meshed tire model into the Abaqus simulation software, set the corresponding material property parameters of the tire and the road surface, assemble the tire and road surface models, set the grooved / grooved road surface and the tire to be in surface-to-surface contact, set the grooved / grooved road surface as the primary surface, the tire outer surface as the secondary surface, and set the friction coefficient to 0.7;

[0024] S3.3. Set three general static analysis steps. In the first analysis step, a pressure of 0.23 MPa is applied to the inner surface of the tire to simulate the inflation and pressurization process of the tire. In the second analysis step, the tire is displaced downward to fully contact the road surface to simulate the contact process between the tire and the road surface, which is convenient for model convergence. In the third analysis step, a reference point is set at the center of the tire to couple with the tire, and a concentrated load is applied to the reference point perpendicular to the road surface and the degrees of freedom in the direction perpendicular to the road surface are released to simulate the process of tire pressure rebound after relaxation.

[0025] Further, step S4 includes the following steps:

[0026] S4.1. Using Abaqus simulation software, the Euler water area model is established by three-dimensional stretching. The water area model is divided and cut into multiple hexahedral blocks. The thickness of the initial water film is adjusted by dividing and cutting. The water area model is meshed finely, and the mesh is encrypted in the middle area of ​​the water area model. The mesh is sparse for the area that has little effect on the result, including the area behind the tire.

[0027] S4.2. Assemble and combine the water area model with the tire and grooved / embossed road surface model, set a dynamic explicit analysis step with a time length of 0.075; use the stress-strain calculation results of the tire in step S3 as the initial state of the tire in the dynamic model, set a rotational angular velocity for the tire model, and make the tire accelerate uniformly from 0 km / h to 150 km / h within 0.075 s; set a horizontal speed for the water area model and the grooved / embossed road surface model, and make the water area model and the grooved / embossed road surface model accelerate uniformly from 0 km / h to 150 km / h within 0.075 s, so as to simulate the process of the tire accelerating on a wet grooved / embossed road surface until hydroplaning occurs.

[0028] Further, step S5 includes the following steps:

[0029] S5.1. Set a reference point at the center of the grooved / grooved road surface model, and connect the reference point to the grooved / grooved road surface model rigid body;

[0030] S5.2. Create a process output in the Abaqus software analysis step module to output the RF (reaction force and moment) in the direction perpendicular to the road surface at the reference point set in S5.1. The value of this parameter is equivalent to the force exerted by the tire on the grooved / carved road surface.

[0031] S5.3. After the model calculation is completed, the history output data graph is exported, that is, the relationship graph between RF and time length in the direction perpendicular to the road surface at the reference point set in S5.1. When RF becomes 0, the tire has completely left the road surface and no longer exerts force on the road surface, and hydroplaning occurs. The length of time when hydroplaning occurs is recorded, and the corresponding tire speed is obtained after conversion. The anti-skid performance of the grooved / grooved road surface in this combination is judged by the speed of the tire when hydroplaning occurs. The smaller the tire hydroplaning speed, the worse the anti-skid performance of the grooved / grooved road surface in this combination, and vice versa.

[0032] Due to the adoption of the above technical solution, the present invention has the following technical advances compared with the prior art:

[0033] The present invention constructs a three-dimensional tire, water area and grooved / carved road surface model through Abaqus software to achieve accurate simulation of the hydroplaning of the tire on a wet grooved / carved road surface.

[0034] In addition, this method uses finite element analysis technology to simulate the fluid-solid coupling of the model, reasonably set the interaction between the components, the freedom constraints and material parameters of the water area, and comprehensively consider the material properties of the tire, road surface and water area, thereby improving the reliability of the calculation of the anti-skid performance of the grooved / grooved road surface. Finally, combined with the results of finite element analysis, the speed of the tire when hydroplaning occurs is accurately determined, and the anti-skid performance of the grooved / grooved road surface is further verified. This method can not only effectively deal with complex road surface grooves / grooves, but also simplify the analysis process, providing an efficient tool for the anti-skid performance detection of road surface grooves / grooves. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a schematic flow chart of a method for detecting the anti-skid effect of highway pavement engraving / grooving based on finite element simulation calculation according to the present invention;

[0036] Figure 2 A schematic diagram of the engraving / grooving database in the present invention;

[0037] Figure 3 A schematic diagram of a three-dimensional road surface model with grooves and patterns in the present invention;

[0038] Figure 4 It is a schematic diagram of the finite element model of tire hydroplaning on a grooved / grooved road surface in the present invention;

[0039] Figure 5 It is a schematic diagram of the variation curve of the road surface reaction force in the present invention. DETAILED DESCRIPTION

[0040] The following embodiments may help those skilled in the art to more fully understand the present invention, but shall not limit the present invention in any way.

[0041] Example

[0042] The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation includes the following steps:

[0043] Step 1: Based on the shape, width, depth, spacing, inclination angle with the road surface and other parameters of the grooves or grooving, establish a statistical database of groove / groove data with different parameter combinations. The specific steps are:

[0044] 1.1. Data were selected from different engraving shapes (rectangle, trapezoid), engraving width (3-5mm, with a spacing of 0.5mm), engraving depth (3-8mm, with a spacing of 0.5mm), engraving spacing (20-40mm, with a spacing of 5mm), and the angle between the engraving and the road surface (45-90°, with a spacing of 5°). Each set of data was taken as a matrix, such as the engraving width was the matrix A[3; 3.5; 4; 4.5; 5]. Matlab software was used to program the combvec function to arrange and combine the above parameters, and a road surface engraving database containing a variety of engraving design schemes was established.

[0045] 1.2. Data are selected from different groove widths (30-40 mm, with a spacing of 2 mm), groove depths (30-60 mm, with a spacing of 5 mm), groove spacing (200-500 mm, with a spacing of 50 mm), and the angle between the groove and the road surface (45-90°, with a spacing of 5°). Each set of data is regarded as a matrix, such as the groove width is the matrix A[30; 32; 34; 36; 38; 40]. Matlab software is used to program the combvec function to arrange and combine the above parameters to establish a road groove database containing multiple groove design schemes.

[0046] Step 2: Select the corresponding groove / groove form from the data statistical library and establish a finite element three-dimensional road surface model covered with grooves / grooves. The specific steps are:

[0047] 2.1. Select a combination of engraving / grooving parameters from the database in step S1. The selection process can be found in Figure 2For example, a groove parameter combination is selected in which the groove shape is rectangular, the groove width is 5 mm, the groove depth is 5 mm, the groove spacing is 40 mm, and the angle between the groove and the road surface is 90°.

[0048] 2.2. Use Abaqus simulation software to establish a pavement model. The model is a three-dimensional extruded entity. Select the side of the pavement for sketch segmentation, draw the outline of a single groove / slot, and use an array method to replicate it along the pavement direction according to the selected groove / slot spacing parameters so that the groove / slot outline is evenly distributed on the entire side of the pavement.

[0049] 2.3. Select the upper surface of the road surface model and draw the stretching direction line through the sketch segmentation function (if the angle between the groove / groove and the road surface is 90°, you can directly use the stretching cutting without drawing the direction line). Use the sweep cutting function to sweep the groove / groove in the sketch segmentation along the selected direction line to cut the groove / groove on the road surface. The schematic diagram of the groove / groove road surface model after cutting can be seen in Figure 3 .

[0050] Step 3: Create a tire model, assemble it with the grooved / grooved road model, set the tire inflation pressure and tire concentrated load, and simulate the process of the tire inflating and pressurizing and contacting the grooved / grooved road surface until the pressure is released. The specific steps are:

[0051] 3.1. Use AutoCAD software to draw the two-dimensional cross-sectional profile of the tire, determine the position of the tire center axis according to the tire diameter, rotate the two-dimensional cross section 360° around the tire center axis to generate a three-dimensional tire model, and import the tire model into HyperMesh software to mesh the tire for subsequent analysis.

[0052] 3.2. Import the meshed tire model into the Abaqus simulation software, set the corresponding material property parameters of the tire and the road surface, assemble the tire and road surface models, set the contact between the grooved / grooved road surface and the tire to surface-to-surface contact, set the grooved / grooved road surface as the main surface, the outer surface of the tire as the slave surface, and set the friction coefficient to 0.7 to simulate the actual contact between the tire and the grooved / grooved road surface.

[0053] 3.3. Set three static general analysis steps. In the first analysis step, select the inner surface of the tire to apply a pressure of 0.23MPa to simulate the tire inflation and pressurization process; in the second analysis step, the tire moves downward to fully contact the road surface, simulating the process of full contact between the tire and the road surface, which is convenient for model convergence; in the third analysis step, set a reference point at the center of the tire to couple with the tire, apply a concentrated load vertically downward to the reference point and release the degree of freedom in the direction vertical to the road surface to simulate the process of tire relaxation and pressure rebound. Run the model and calculate to obtain the stress and strain state of the tire after completing the three analysis steps, which is used to import the initial conditions of the subsequent model.

[0054] Step 4: Create a water area model, set the water thickness of the water area model, and assemble it with the tire and grooved / grooved road model, set the speed of the tire, water area, grooved / grooved road surface and the freedom constraints of the water area, and simulate the process of tire hydroplaning. The specific steps are:

[0055] 4.1. Using Abaqus simulation software, the Euler water area model is established by three-dimensional stretching. The model is divided and cut to divide the water area model into multiple hexahedral blocks, so that the water area is more in line with the water splashing when the tire is running. At the same time, it is convenient for subsequent mesh division, making the water area mesh more regular and standard, improving the calculation accuracy and speed. The thickness of the initial water film part is adjusted by splitting and cutting, and the material parameters of water are assigned to the water area model part. The mesh of the water area model is refined, and the mesh is encrypted for the middle area that is the focus of observation and has a greater impact on the calculation results. The mesh setting for the area behind the tire that has little impact on the results is correspondingly sparse.

[0056] Furthermore, the thickness of the water film is 0-20 mm; optionally, the thickness of the water film is 10 mm.

[0057] 4.2. Assemble the water area model with the tire and grooved / carved road model. The schematic diagram of the combined 3D model can be found in Figure 4 A dynamic explicit analysis step is set with a time length of 0.075. The stress and strain calculation results of the tire in step S3 are used as the initial state of the tire in the dynamic model. A rotational angular velocity is set for the tire model so that the tire is uniformly accelerated from 0 km / h to 150 km / h within 0.075 s. A horizontal speed is set for the water area model and the grooved / grooved road surface model so that the water area model and the grooved / grooved road surface model are uniformly accelerated from 0 km / h to 150 km / h within 0.075 s to simulate the process of the tire accelerating on a wet grooved road surface until hydroplaning occurs.

[0058] Step 5: Based on the finite element simulation results, obtain the tire hydroplaning conditions under different tread / groove combinations and test the anti-skid effects of tread / groove pavement with different parameters. The specific steps are:

[0059] 5.1. Set a reference point at the center of the grooved / grooved road surface model, and connect the reference point to the grooved / grooved road surface model rigid body.

[0060] 5.2. Create a process output in the Abaqus software analysis step module, and output the RF (reaction force and moment) in the direction perpendicular to the road surface of the reference point set in S5.1. Since the reference point is set to be rigidly connected to the road surface model, the reaction force at this point represents the reaction force of the entire grooved / grooved road surface. The value of this parameter is equivalent to the force exerted by the tire on the entire grooved / grooved road surface.

[0061] 5.3. After the model calculation is completed, the history output data graph is exported, that is, the relationship graph between RF and time length in the direction perpendicular to the road surface at the reference point set in S5.1. The horizontal axis is converted into a relationship graph between RF and tire speed. The converted relationship graph can be seen in Figure 5 When RF becomes 0, it is equivalent to that the tire has completely left the road surface and no longer exerts force on the road surface, resulting in hydroplaning. The tire speed when hydroplaning occurs is recorded, and the anti-skid performance of the grooved / grooved road surface in this combination is judged by the speed of the tire when hydroplaning occurs. The smaller the tire hydroplaning speed, the worse the anti-skid performance of the grooved / grooved road surface in this combination, and vice versa.

[0062] In one embodiment of the present invention, the groove shape in the grooved / grooved three-dimensional road surface model is rectangular, the groove width is 5 mm, the groove depth is 5 mm, the groove spacing is 40 mm, and the angle between the groove and the road surface is 45°.

[0063] In one embodiment of the present invention, the groove shape in the grooved / grooved three-dimensional road surface model is rectangular, the groove width is 3 mm, the groove depth is 8 mm, the groove spacing is 20 mm, and the angle between the groove and the road surface is 90°.

[0064] In one embodiment of the present invention, the groove shape in the grooved / grooved three-dimensional road surface model is rectangular, the groove width is 5 mm, the groove depth is 5 mm, the groove spacing is 40 mm, and the angle between the groove and the road surface is 90°.

[0065] The above generally describes the present invention in detail, but it is obvious to a person skilled in the art that some modifications or improvements can be made to the present invention. Therefore, modifications or improvements that do not depart from the spirit of the present invention are within the scope of protection of the present invention.

Claims

1. A method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation, characterized in that: The following steps are involved: S1. Based on the parameters of the shape, width, depth, spacing, and inclination angle of the highway pavement ridges / grooves, a ridge / groove data statistical database with different parameter combinations is established; S2. Selecting corresponding patterns of carvings / grooves from a statistical database, and establishing a finite element three-dimensional road surface model covered with carvings / grooves; S3, establishing a tire model, assembling it with a grooved / grooved road surface model, setting the tire inflation pressure and the tire concentrated load, and simulating the process of the tire inflating and pressurizing and contacting with the grooved / grooved road surface until the pressure is released; S4, establishing a water area model, setting the water thickness of the water area model, and assembling and combining it with the tire and grooved / grooved road surface model, setting the speed of the tire, the water area, the grooved / grooved road surface and the freedom constraints of the water area, and simulating the process of hydroplaning when the tire is driving; S5. Based on the finite element simulation calculation results, the tire hydroplaning conditions under different tread / groove combinations are obtained, and the anti-skid effects of tread / groove road surfaces with different parameters are tested.

2. The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation as claimed in claim 1, characterized in that: Step S1 includes the following steps: S1.

1. Data are selected from different groove shapes, groove widths, groove depths, groove spacing, and angles between grooves and road surfaces. Each set of data is used as a matrix. Matlab software is used to program and arrange and combine the above parameters to establish a road groove database containing multiple groove design schemes. S1.

2. Data are selected from different groove widths, groove depths, groove spacings, and angles between the grooves and the road surface. Each set of data is used as a matrix. Matlab software is used to program and arrange and combine the above parameters to establish a road groove database containing a variety of groove design schemes.

3. The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation as claimed in claim 1, characterized in that: S2.1, selecting a combination of engraving / grooving parameters from the database in step S1; S2.

2. Use Abaqus simulation software to establish a pavement model. The model is a three-dimensional extruded entity. Sketch the side of the pavement, draw the outline of a single groove / slot, and replicate it along the pavement direction in an array manner according to the selected groove / slot spacing parameters, so that the groove / slot outline is evenly distributed over the entire side of the pavement. S2.

3. Select the upper surface of the pavement model and draw the stretching direction line through the sketch segmentation function. Use the cutting and stretching function to stretch and cut the grooves / cuts in the sketch segmentation along the selected direction line, so that the pavement is cut with grooves / cuts.

4. The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation as claimed in claim 1, characterized in that: Step S3 includes the following steps: S3.1, using AutoCAD software to draw a two-dimensional cross-sectional profile of the tire, rotating the cross-sectional profile 360° around the central axis of the tire to generate a tire model, and importing the tire model into HyperMesh software to mesh the tire; S3.

2. Import the meshed tire model into the Abaqus simulation software, set the corresponding material property parameters of the tire and the road surface, assemble the tire and road surface models, set the grooved / grooved road surface and the tire to be in surface-to-surface contact, set the grooved / grooved road surface as the primary surface, and the tire outer surface as the secondary surface; S3.

3. Set three general static analysis steps. In the first analysis step, the inner surface of the tire is selected to apply pressure to simulate the tire inflation and pressurization process; in the second analysis step, the tire is displaced downward to fully contact the road surface, simulating the contact process between the tire and the road surface to facilitate model convergence; in the third analysis step, a reference point is set at the center of the tire to couple with the tire, and a concentrated load is applied to the reference point vertically downward from the road surface and the degrees of freedom in the direction vertical to the road surface are released to simulate the process of tire pressure rebound after relaxation.

5. The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation as claimed in claim 1, characterized in that: Step S4 includes the following steps: S4.1, using Abaqus simulation software, using three-dimensional stretching to establish an Euler water area model, dividing and cutting the model to divide the water area model into multiple hexahedral blocks, and adjusting the thickness of the initial water film part by dividing and cutting; refining the mesh of the water area model, encrypting the mesh for the middle part of the water area model, and making the mesh of the area in the water area model that has little effect on the results sparse accordingly; S4.

2. Assemble and combine the water area model with the tire and grooved / embossed road surface model, set a dynamic explicit analysis step with a time length of 0.075; use the stress-strain calculation results of the tire in step S3 as the initial state of the tire in the dynamic model, set a rotational angular velocity for the tire model, and make the tire accelerate uniformly from 0 km / h to 150 km / h within 0.075 s; set a horizontal speed for the water area model and the grooved / embossed road surface model, and make the water area model and the grooved / embossed road surface model accelerate uniformly from 0 km / h to 150 km / h within 0.075 s, so as to simulate the process of the tire accelerating on a wet grooved / embossed road surface until hydroplaning occurs.

6. The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation as claimed in claim 3, characterized in that: Step S5 includes the following steps: S5.

1. Set a reference point at the center of the grooved / grooved road surface model, and connect the reference point to the grooved / grooved road surface model rigid body; S5.

2. Create a process output in the Abaqus software analysis step module to output the RF in the direction perpendicular to the road surface at the reference point set in S5.

1. The value of this parameter is equivalent to the force exerted by the tire on the grooved / carved road surface. S5.

3. After the model calculation is completed, the history output data graph is exported, that is, the relationship graph between RF and time length in the direction perpendicular to the road surface at the reference point set in S5.

1. When RF becomes 0, the tire has completely left the road surface and no longer exerts force on the road surface, and hydroplaning occurs. The length of time when hydroplaning occurs is recorded, and the corresponding tire speed is obtained after conversion. The anti-skid performance of the grooved / grooved road surface in this combination is judged by the speed of the tire when hydroplaning occurs. The smaller the tire hydroplaning speed, the worse the anti-skid performance of the grooved / grooved road surface in this combination, and vice versa.

7. The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation as claimed in claim 2, characterized in that: In step 1.1, the shapes of the engravings include rectangle and trapezoid; the width of the engravings is 3-5mm, and the data is selected at a pitch of 0.5mm; the depth of the engravings is 3-8mm, and the data is selected at a pitch of 0.5mm; the engraving pitch is 20-40mm, and the data is selected at a pitch of 5mm; the angle between the engravings and the road surface is 45-90°, and the data is selected at a pitch of 5°; Step 1.2, the groove width is 30-40mm, and the data is selected at a spacing of 2mm; the groove depth is 30-60mm, and the data is selected at a spacing of 5mm; the groove spacing is 200-500mm, and the data is selected at a spacing of 50mm; the angle between the groove and the road surface is 45-90°, and the data is selected at a spacing of 5°.

8. The method for detecting the anti-skid effect of highway pavement grooves and grooves based on finite element simulation calculation as claimed in claim 4, characterized in that: In S3.2, the friction coefficient is set to 0.7; in S3.3, the pressure applied to the inner surface of the tire is 0.23 MPa.

Images