探明路面和轮胎因素与抗滑性能间的相互关系，对于降低因路面抗滑性能不足引发的交通事故率具有重要的意义。通过现场标准测试获得100个真实水泥混凝土刻槽路面测点的三维点云数据以及对应附着系数，并经过水平校正和降噪处理后逆向建模，建立了保留路面纹理的路面模型。然后，根据规范建立了纵向摩擦测试使用的光滑轮胎几何结构，根据厂家提供的数据建立材料模型，在Abaqus中装配建立轮胎-路面模型，通过与静压实验实验数据对比，验证轮胎模型的有效性。最后，通过对比有限元反演值与试验测量值，验证了模型的有效性，分析了路面纹理、胎压、速度对路面抗滑性能的影响。结果表明：该研究建立的轮胎模型能够反映真实工况，建立的轮胎-路面模型能够精准估计路面的附着系数，绝对误差低于0.05；随着路面峰顶点密度（S_pd）的增大，附着系数在高速和低速状态下均呈现上升趋势，且低速时受S_pd的影响更为显著；随着轮胎胎压的上升，各个测试点的附着系数均存在较为一致的下降趋势，附着系数降低幅度差异不显著。相较于速度，轮胎胎压对附着系数的影响较不显著；随着速度的升高，路面附着系数趋于稳定值，该稳定附着系数由路面的宏观纹理决定，而速度本身对附着系数的影响则相对有限。

Elucidating the interrelationship between pavement and tire factors and skid resistance is of significant importance for reducing traffic accident rates caused by insufficient pavement skid resistance. Through standardized field tests, three-dimensional point cloud data and corresponding friction coefficients were obtained from 100 measured points on real grooved cement concrete pavements. After horizontal calibration and noise reduction processing, reverse modeling was performed to establish pavement models that preserve pavement texture characteristics. Then, according to specifications, the geometric structure of a smooth tire for longitudinal friction testing was established, and a material model was built based on manufacturer-provided data, and a tire-pavement model was assembled and established in abaqus, and the validity of the tire model was verified by comparison with static pressure experiment data. Finally, the validity of the model was verified by comparing the finite element back-analysis values with the experimental measurement values, and the impacts of pavement texture, tire pressure, and speed on pavement skid resistance were analyzed. The results show that the tire model established in this study can reflect real working conditions, and the established tire-pavement model can accurately estimate the adhesion coefficient of the pavement, with an absolute error below 0.05; as the density of pavement surface peak points (S_pd) increases, the adhesion coefficient shows an upward trend at both high and low speeds, with a more significant influence at low speeds; with the rise of tire pressure, the adhesion coefficient at each test point exhibits a relatively consistent downward trend, with no significant difference in the magnitude of the decrease. Compared to speed, the impact of tire pressure on the adhesion coefficient is less significant. Compared to vehicle speed, tire inflation pressure demonstrates a less pronounced effect on friction coefficient. The friction coefficient asymptotically approaches a stable value with increasing speed, where this equilibrium is predominantly governed by the pavement’s macrotexture characteristics, while the direct influence of speed itself remains relatively limited.