Anti-skid Performance Research Articles

Performance evaluation of surface treatment waste glass as aggregate in asphalt mixture

Surface modification is a crucial strategy for enhancing the pavement performance of waste glass hot mix asphalt (HMA) mixtures. This study conducts a comparative analysis of various surface modification techniques to pinpoint the key factors that influence the interfacial interaction between waste glass and asphalt. To assess the performance of asphalt mixtures containing surface-treated waste glass, the study employed methods such as Energy Dispersive X-ray Spectroscopy (EDS), boiling water tests, and contact angle measurements, which helped to quantify surface morphology and the effectiveness of different treatments. The evaluation also included assessments of water stability, dynamic stability, small beam bending, and anti-skid properties. Findings revealed that applying a silane coupling agent to the waste glass significantly enhanced adhesion with asphalt, resulting in markedly improved pavement performance. The study identified that incorporating surface-treated waste glass at an optimal proportion of 6 % within the asphalt mixture led to a 42.3 % increase in dynamic stability and a 38.6 % enhancement in anti-skid performance compared to standard mixtures. This research offers a comprehensive evaluation framework for surface modification techniques of waste glass, underscoring its potential to considerably improve road performance.

Design and performance analysis of low damage anti-skid crescent drills for bone drilling

BackgroundWith orthopedic surgery increasing year on year, the main challenges in bone drilling are thermal damage, mechanical damage, and drill skid. The need for new orthopedic drills that improve the quality of surgery is becoming more and more urgent.MethodsHere, we report the skidding mechanism of drills at a wide range of inclination angle and propose two crescent drills (CDTI and CDTII). The anti-skid performance and drilling damage of the crescent drills were analyzed for the first time. Inclined bone drilling experiments were carried out with crescent drills and twist drills and real-time drilling forces and temperatures were collected.ResultsThe crescent drills are significantly better than the twist drill in terms of anti-skid, reducing skidding forces, thrust forces and temperature. The highest temperature is generated close to the upper surface of the workpiece rather than at the hole exit. Finally, the longer crescent edge with a small and negative polar angle increases the rake angle of the cutting edge and reduces thrust forces but increases skidding force and temperature. This study can promote the development of high-quality orthopedic surgery and the development of new bone drilling tools.ConclusionThe crescent drills did not skid and caused little drilling damage. In comparison, the CDTI performs better in reducing the skidding force, while the CDTII performs better in reducing the thrust force.

Preparation and properties of an anti-icing and de-icing emulsified asphalt coating containing RTV and CNTs

In regions experiencing cold weather, road icing poses significant challenges to transportation safety. Traditional anti-icing or de-icing methods, such as salt spraying, have raised environmental concerns, prompting the exploration of more sustainable alternatives. This study introduces a novel approach by developing a hydrophobic coating for road surfaces. This method involves using room-temperature vulcanized silicone rubber (RTV) and carbon nanotubes (CNTs) for the hydrophobic modification of emulsified asphalt (EA), resulting in the preparation of modified emulsified asphalt (RCEA). This method does not cause environmental pollution and makes the road surface highly hydrophobic and effective at preventing ice formation. When the dosages of RTV and CNTs are 20 wt% and 4 wt%, respectively, the contact angle of RCEA reaches 118.6°, showing a significant increase of 73.4 % compared to EA. Comparative tests have revealed that RCEA extends the freezing time of water droplets by 66.7 % at −10 °C compared to traditional emulsified asphalt (EA). Furthermore, the adhesion force of ice on the RCEA surface is 58.2 % lower than on EA, indicating significantly improved de-icing efficiency. The results of ultraviolet aging and freeze-thaw cycle tests show that RCEA maintains its hydrophobicity, evidenced by only a slight reduction in the contact angle. Additionally, water seepage coefficient tests and anti-skid performance assessments confirm that RCEA meets the requisite standards for road performance. In summary, RCEA emerges as a promising anti-icing and de-icing material for asphalt roads, offering an environmentally friendly alternative to traditional de-icing methods.

Research on the evolution law of aggregate micro-texture during long-term wearing of asphalt pavement

The micro-texture of aggregates plays a very important role in anti-skid performance of asphalt pavement. Three kinds of aggregates, limestone, basalt and sandstone, were used to prepare asphalt mixture to study the evolution law of micro-texture of aggregates under long-term wear. One Third Scaled Model Mobile Load Simulator (MMLS) was used to conduct wear tests on asphalt mixtures under two working conditions: drying and water immersion. Laser confocal scanning microscopy (LCSM) was used to test and analyze the micro-texture evolution of the original aggregate, mixed aggregate, and accelerated loaded aggregate surfaces. The mechanism of texture evolution was analyzed based on the mineral composition, Vickers hardness, and micro-structure of the aggregate. The results show that wear can lead to varying degrees of polishing of the aggregate micro-texture, with limestone>basalt>sandstone, and the drying condition is more severe than the water immersion condition. The wear degree of the texture is closely related to the mineral composition and hardness of the aggregate. The more complex the mineral composition, the greater the hardness and hardness dispersion, the less likely the texture will be polished. The micro-texture indexes Ra and Rq have the highest correlation with anti-skid performance, and the relationship between them is obtained by fitting. Scanning electron microscopy (SEM) shows that the fine particles in sandstone are easy to fall off, which is conducive to the regeneration of texture, and is also the internal reason for its best anti-skid durability.

Evaluating the Anti-Skid Performance of Asphalt Pavements with Basalt and Limestone Composite Aggregates: Testing and Prediction

Evaluating the Anti-Skid Performance of Asphalt Pavements with Basalt and Limestone Composite Aggregates: Testing and Prediction

Digital sand patch: Using laser scanning and discrete element simulation for rapider pavement texture depth measurement

The sand patch method is one of the most basic methods for measuring pavement texture depth (TD), which is an important reference index for pavement anti-skid performance evaluation and road maintenance. However, manual sand patch method heavily relies on the experience of the operators. The emergence of laser 3D scanning and simulation has made it possible to conduct digital sand patch. This study introduces a digital sand patch framework based on 3D scanning and discrete element simulation for precise TD measurement. We developed a 3D scanner with an accuracy of 0.04 mm to obtain the pavement texture data, along with algorithms for outlier removal and slope correction in point cloud data. The method of 3D reconstruction of triangular meshes was adopted to transform discrete point clouds into continuous 3D models to build 3D pavement models. In addition, the virtual process of rotation-spreading-measurement of the digital sand patch method was constructed by discrete element simulation with reference to the physical principles of the manual sand patch method. At the same time, an adaptive dynamic feedback control logic was proposed to accurately determine the termination conditions of the sand patching process. To validate our method, we collected 126 samples from over 20 km of pavement surfaces with various gradations. The results demonstrated an average relative error of 2.92 % compared to the manual sand patch method, and a correlation coefficient of 0.9926 with the laser scanning Mean Profile Depth (MPD) algorithm. Stability and accuracy tests, including scanning downsampling and volatility assessments, confirmed the robustness of our method. This innovative technique for rapid and precise TD measurement not only offers immediate practical benefits but also sets the stage for future research on pavement skid resistance.

Performance of optimized composition of epoxy resin adhesive used in High Friction Surface Treatment

The High Friction Surface Treatment (HFST) paving technique is widely employed in engineering practices globally, serving to enhance the long-term anti-skid performance of pavements. However, there still exist significant gaps in research regarding the modified and optimized composition and corresponding content of the polymer binding materials used in HFST, as well as the performance of the pavements laid with modified and optimized blended aggregates during service. To address these issues, this research first modified and optimized the composition ratio of traditional epoxy resin materials. Subsequently, a toughened, high-flow epoxy bonding system suitable for the maintenance of concrete pavements was prepared. Additionally, the study explored the bonding performance of this system with both the cement base surface and aggregates. The results established that the optimal ratio range for the modified epoxy adhesive system is E51 epoxy resin to curing agent to toughening agent to diluent in the proportions of 100: 30–35: 20–30: 5. The experimental group used a high-flow epoxy resin adhesive ratio of E51 epoxy resin: curing agent: toughener: diluent = 100:30:20:5. For control group 1, the ratio of epoxy resin adhesive was E51 epoxy resin: curing agent = 100:30, and for control group 2, the ratio was E44 epoxy resin: curing agent = 1:1. Compared with control groups 1 and 2, the modified epoxy system with the cement base demonstrated a 149 % increase in average pull-off strength and an 18 % increase in average shear strength. Similarly, in comparison with control groups 1 and 2, the modified epoxy system with aggregates exhibited a 174 % increase in average pull-off strength and a 541 % increase in average shear strength. Based on the pull-off and shear test results, it was ultimately determined that the dosage of modified epoxy binder for HFST mixtures should be controlled at 1.0–1.2 kg/m2, and the dosage of aggregate should be controlled at 3.3–4.3 kg/m2. These findings provide valuable insights into optimizing HFST pavement compositions for improved performance and longevity.

Research on surface treatment technology for quickly improving the skid resistance of tunnel concrete pavement.

In order to solve the problem that the skid resistance of concrete pavement in tunnel deteriorates rapidly, which is easy to cause traffic accidents, the anti-skid rapid elevation technology of surface treatment is proposed. Wear tests were used to investigate the effects of concrete surface roughness, properties of modified emulsified asphalt binder and anti-skid fine aggregate type on long-term skid resistance of treated surfaces. The results show that the four coarsening methods of fine milling, milling, grooving and brooming can improve the skid resistance of concrete, and the skid resistance durability of fine milling and milling is better. The adhesive property of modified emulsified asphalt is the best when the content of water-based epoxy resin is 20%. In different aggregates, the anti-skid effect is better when silicon carbide is used as anti-skid aggregate and the particle size is 0.6mm:0.3mm = 2:3. The method of fine milling of concrete surface + spraying epoxy emulsified asphalt + spreading silicon carbide can effectively improve the anti-skid performance of the original concrete pavement, and the feasibility of the scheme is verified by the test road. The research results have a good reference value for improving the skid resistance of tunnel concrete pavement.

Reconstruction and Intelligent Evaluation of Three-Dimensional Texture of Stone Matrix Asphalt-13 Pavement for Skid Resistance

To examine the three-dimensional texture structure of SMA-13 asphalt pavement and assess its anti-skid performance, a light gradient-boosting machine evaluation model was developed using non-contact three-dimensional laser-scanning technology. The study focused on collecting three-dimensional texture data from newly laid SMA-13 asphalt pavement. Subsequently, wavelet transform was employed to reconstruct the pavement’s three-dimensional texture, and discrete Fourier transform was utilized to separate macro- and microtextures, enabling the calculation of their characteristics. The macro- and micro-characteristics of the three-dimensional texture and friction coefficient were input into the model. A comparative analysis with linear regression and a random forest model revealed superior accuracy and efficiency in the model. The training set R2 is 0.948, and the testing set R2 is 0.842, effectively enabling the evaluation of pavement anti-skid performance. An analysis of parameter importance indicated that Rku and MPD are still effective indicators for evaluating skid resistance. Furthermore, diverse texture indexes exhibited varying effects on the anti-skid performance. The established asphalt pavement anti-skid evaluation model serves as a theoretical foundation for understanding the actual influence on pavement anti-skid performance.

Wear resistance analysis of steel slag aggregates based on morphology characteristics

Steel slag can be utilized in the wearing course of highway asphalt pavement. However, further research is needed to explore the impact of steel slag on the wear resistance of asphalt pavement. This study aimed to evaluate the wear resistance of two steel slag samples and compare them with three stone aggregates based on morphological characteristics. The Los Angeles abrasion test was conducted at different revolution levels, and the micro-morphology characteristics of the aggregates were analyzed through image analysis using six morphology parameters. The results showed that the steel slag samples had the lowest Los Angeles abrasion rates, indicating their superior hardness and wear resistance compared to limestone and granite aggregates. The steel slag aggregates also exhibited higher values in morphological indices of arithmetic mean height Sa, peak apex density Spd, and arithmetic mean curvature of peak apex Spc, indicating a rougher surface, more contact points and more durable wear resistance. Fluctuations were observed on variation curves of the maximum height Sz, surface skewness Ssk, and surface sharpness Sku of the steel slag during the abrasion process, suggesting the presence of numerous pits and spikes that contribute to the skid resistance of the steel slag asphalt mixture. The arithmetic mean height Sa, peak density Spd, and arithmetic mean curvature of peak apex Spc showed a consistent decrease over the number of revolutions, making them reliable indices for future research on the wear resistance of steel slag asphalt mixtures. Overall, this study provides a basis for further research on investigation the correlation between the morphology changes of steel slag aggregates and the anti-skid performance of pavement wearing courses.

Research on the Rolling Process of SMA-13 Asphalt Surface Layer for Bridge Decks Based on Compaction and Skid Resistance Equilibrium Problems

In order to solve the equilibrium problem related to compaction degree, structural integrity of skid resistance, and skid resistance of asphalt wearing layer on a concrete bridge deck, the influence of rolling mode on compaction degree, structural integrity of skid resistance, and skid resistance performance was analyzed according to compaction curve characteristics, image processing technology, and laser method from the compaction mechanism and temperature control of rolling equipment. The results showed that the compaction degree and rolling times of an SMA-13 asphalt wearing course on the bridge deck could be characterized by a logarithmic model, and the model parameters had clear physical significance. Compared with the vibratory roller, the oscillation roller could achieve a greater and more stable compaction degree of the mixture and maintain a better density, compaction degree, and void ratio after 5 times of oscillation rolling. The pavement wear characteristics were extracted by a digital image method. The results showed that with the increase in rolling times, the rolling temperature decreased gradually, and the wear rate of surface texture increased significantly. The multiscale evaluation of pavement antiskid performance by a laser method showed that the surface structure gradually decreased and tended to be stable (1.2 mm) with the increase in rolling times of the vibratory roller, the microscopic texture density increased with the increase in rolling times, and the proportion of acute angle (<90°) in the peak angle of the surface texture profile decreased with the increase in rolling times. The SMA-13 asphalt wearing course on the bridge deck was rolled by a vibratory roller for 6 times, so as to achieve the balance of compaction degree, structural integrity, and skid resistance.

Evaluation of Anti-Skid Performance of Asphalt Mixture Based on Accelerated Loading Test

Anti-skid performance is the most critical indicator that reflects the safety performance of the road surface. A good anti-skid performance of the road surface guarantees the safe and fast driving of vehicles. However, the asphalt pavement of highways has gradually exposed the anti-skid performance attenuation, which affects driving safety. Therefore, this study aims to accurately evaluate the anti-skid durability of asphalt mixtures based on a 1/3-size accelerated loading test with different anti-skid surfaces as the research object and explores the key factors affecting the long-term anti-skid performance of asphalt mixtures. The texture depth test and the pendulum value test show that the anti-skid durability of the SMA asphalt mixture is better than that of the AC asphalt mixture. The attenuation prediction equation of the British Pendulum Number (BPN), an anti-skid performance index based on an indoor accelerated loading test, was constructed. After the accelerated loading test stabilized, the BPN and BPN attenuation rate b were used as an index to evaluate the anti-skid durability of the asphalt mixture.

Mechanism Analysis of Anti-skid Performance Attenuation of Wet Pavement Based on Micro-interface

Mechanism Analysis of Anti-skid Performance Attenuation of Wet Pavement Based on Micro-interface

Investigating the Deterioration of Pavement Skid Resistance Using an Accelerated Pavement Test

Stone matrix asphalt (SMA) mixture has been widely used in pavement engineering for its preferable in-service performance. However, deterioration of SMA pavement in skid resistance is apparent under traffic loading. There remains lacking attention on skid resistance attenuation of SMA pavement, which in turn is important for skid durability design in practice. Hence, this study aims to perform a thorough investigation to reveal the skid resistance attenuation law of SMA pavement. Multiple types of SMA-13 mixtures prepared by different material designs were selected to conduct a kneading test that simulates real surface states of in-service SMA pavement. Pressure-sensitive film and a 3D laser scanner were utilized for evaluating anti-skid performance and skid durability. The finite element (FE) method is introduced to simulate vehicle braking distance for skid-resistance evaluation. The results show that skid resistance attenuation of SMA pavement consists of two stages: In the first stage, the skid resistance of SMA pavement experiences a short enhancement, followed by a long-term weakening stage. Abundant surface texture of SMA helps to mitigate the impact of traffic load on skid resistance. The FE analysis and pressure-sensitive film results demonstrate the potential of skid durability design of SMA pavement based on the skid resistance attenuation law.

Laboratory Study and Field Validation of the Performance of Salt-Storage Asphalt Mixtures.

The traditional method of removing ice and snow on roads carries the risk of damaging roads and the environment. In this circumstance, the technology of salt-storage asphalt pavement has gradually attracted attention. However, snow-melting salts may also have an impact on asphalt mixture performance. To explore the effect of snow-melting salts on the mechanical and surface properties of salt-storage asphalt mixtures (SSAM), SSAMs were prepared with styrene–butadiene–styrene (SBS)-modified asphalt and high-elastic asphalt (HEA) as binders and snow-melting salts as fillers. The influence of the type of asphalt binder and the content of snow-melting salt on the performance of the SSAM was preliminarily investigated through laboratory tests. The results show that the high-temperature, low-temperature, and moisture resistance performance of the SBS group SSAM decreased by 9.8–15.1%, 1.6–12.3%, and 6.3–19.4%, respectively, compared with SBS00. The higher the amount of snow-melting salt, the greater the performance drop. The three mechanical properties of the HEA group containing high-elastic agent TPS are 11.3–19.7%, 4.2–12.3%, and 4.8–13.3% higher than that of the SBS group. Even when the content of snow-melting salt is 50% or 75%, the mechanical properties of the HEA group are better than that of SBS00 without snow-melting salt. Snow-melting salt has clear advantages in improving the anti-skid performance but decreases the anti-spalling performance. The surface properties of the HEA group were also better than that of the SBS group. Considering the mechanical properties and surface properties, the comprehensive performance of the HEA group is better than that of the SBS group, and HEA50 has the best comprehensive performance. In addition, the construction performance of the SSAM has also been verified, and the production of SSAM according to the hot mix asphalt can meet the specification requirements.

Effects of load and environment on the durability and anti-skid performance of road heat-reflective coating

• Studied the heat-reflective coating of asphalt pavement. • Systematically studied the durability of heat-reflective coating. • Investigated the effect of anti-skid particles on the cooling performance of coating. • Studied the optimal dosage of anti-skid particles. Reducing high temperature rutting on asphalt pavement is of great importance to improve the quality of pavement engineering and road traffic safety. In laboratory and field tests, this study investigates the cooling performance and optimal dosage of heat-reflective coatings. The temperature-change resistances, water stabilities, abrasion resistances, and skid resistances of six colored heat-reflective coatings were studied. Among the differently colored coatings, the red coating demonstrated the best cooling performance, with a maximum cooled temperature of 13.2 °C. The colored heat-reflective coatings showed good temperature-change resistance, water stability, and abrasion resistance. At dosages of 0.35 and 0.55 kg/m 2 , the heat-reflective coating met the specification requirements of skid resistance; meanwhile, the coating added at 0.75 kg/m 2 achieved the highest cooling performance but failed to meet the required skid-resistance standards. After adding anti-skid particles, the skid resistance was improved while the cooling performance was hardly affected. The optimal dosage of anti-skip particles was 0.3 kg/m 2 .

Performance Evaluation of Ultra-Thin Wearing Course with Different Polymer Modified Asphalt Binders

Ultra-thin wearing course (UTWC) as an asphalt overlay is widely used in pavement maintenance for extending pavement service life. Researchers focused on improving and evaluating its performance, yet few researchers compare the performance of typical UTWCs. Moreover, some traditional asphalt mixture tests are improper for UTWC due to the thicknesses of UTWC, which is thinner than the traditional asphalt overlay. This study further evaluated the advantages and disadvantages of typical UTWCs. A series of tests were conducted to compare the comprehensive performance of three typical UWTC products, including SMA-10, Novachip-B, and GT-10. Moreover, this study improved the rutting test to evaluate its rutting performance more accurately. Rutting specimens of 20 mm thick and 50 mm thick composite specimens (20 mm UTWC + 30 mm Portland cement concrete slabs) were prepared. Two types of PCC slabs were used, including unprocessed PCC slabs and PCC slabs with preset cracks. The test results showed that Novachip-B showed the best water stability and weakest raveling resistance, while GT-10 showed the best fatigue and anti-skid performance. The rutting performance of UTWCs was reduced because of the influence of preset cracks. The rutting depth of GT-10 was only 60–90% of that of others, showing the comprehensive performance of GT-10 was better than that of others. These results provide a significant reference for the research and application of UTWC.

Evaluation on Braking Stability of Autonomous Vehicles Running along Curved Sections Based on Asphalt Pavement Adhesion Properties

As the main objective influencing factor on the brake safety of autonomous vehicles, pavement texture information is directly related to road surface antiskid performance. However, in the brake system of autonomous vehicles, the influence of road surface adhesion characteristics on braking stability is seldomly considered. To study the braking stability of autonomous vehicles on curved sections under different road conditions, the advanced close-range photogrammetry system was utilized to extract the road surface texture information. Thereafter, the power spectral density (PSD) of the road surface was calculated by MATLAB to obtain the pavement adhesion coefficient curves based on the Persson friction theory model under different road conditions. Considering the pavement adhesion characteristics, the braking model of autonomous vehicles was built in Simulink, and then, the braking performance on curved sections was analyzed with CarSim/Simulink cosimulation. The results indicate that, according to the adhesion coefficient of different asphalt pavement types under different road conditions, the ranking order is open-grade friction course (OGFC) > stone matrix asphalt (SMA) > dense-graded asphalt concrete (AC). In addition, both the maximum lateral offset distances and the maximum lateral forces of the tires decrease as the curve radius gradually increases under different road conditions. It can also be found that there is a relatively uniform vertical forces distribution of the tire when the curve radius is no less than 100 m, and the limit speed of the vehicle varies parabolically with increasing in curve radius. Compared with dry road, the reduction of vehicle braking deceleration is more significant and the yaw rate is greater on wet road. Last but not least, the braking comfort with a radius of 200 m is the best according to the comfort index (CI) in International Standard ISO, in which the comfort level can be sorted into six levels.

Research on Characteristics of Macrotexture for Colored Anti-Skid Coating on Pavement Based on Fractal Theory

A type of colored anti-skid coating was prepared to improve the anti-skid performance of pavement, as described in this paper, and the composition of the colored anti-skid coating was determined by laboratory tests. The image-processing techniques in MATLAB and fractal theory were used to analyze the macrotexture characteristics of colored anti-skid coating surfaces. Four different particle sizes were used for specimen preparation, with diameters of 1 mm, 2 mm, 3 mm, and 4 mm. The three-dimensional (3D) macrotexture structure model was constructed based on shape from shading (SFS) theory. The anti-skid performance of the coating assessed by the British pendulum number (BPN) correlates with the fractal dimension. The result shows that when the particle size is the same, the more the spraying amount of anti-skid particles, the larger the fractal dimension. There are different optimal spraying amounts (OSA) for the maximum fractal dimension at each particle size. Meanwhile, when the particle size increases from 1 mm to 4 mm at the OSA, the fractal dimension decreases from 2.719 to 2.492 and the BPN gradually increases from 75 to 86, and the colored anti-skid coating shows good anti-skid performance improvement. In addition, the fractal dimension has a negative correlation with the BPN, and the correlation coefficient R2 between the fractal and the BPN is 0.95074, which indicates that the fractal dimension can reflect the complexity of the macrotexture and characterize the anti-skid performance of the coating under certain conditions. This research helps to provide an effective method to evaluate the macrotexture characteristics of colored anti-skid coating.

An improved computation method for asphalt pavement texture depth based on multiocular vision 3D reconstruction technology

The depth of an asphalt pavement structure is an important index used to reflect the anti-skid performance of the pavement, which directly affects the driving safety of vehicles. In the current specifications (e.g., China, European and American standards), the mean texture depth (MTD) of an asphalt pavement is generally measured by the sand-patch method (SPM). However, SPM is easily affected by the operator’s subjective experience and experimental environment, resulting in low accuracy and high scatter in the data. In view of such shortcomings, a fast and accurate method to obtain the texture depth of asphalt pavement was proposed by designing a new test tool and a computer-aided calculation method. The multiocular vision theory was adopted to reconstruct a three-dimensional (3D) point cloud model of pavement texture. To reflect the concavity and convexity of pavement texture and eliminate the influence of pavement slope, the iterative closest point (ICP) algorithm was employed to obtain the datum reference plane (DRP). On this basis, the pentahedral volume calculation method suitable for evaluating the texture depth of an asphalt pavement was proposed. Laboratory experiment results using SPM were inverted by equal volume calculation to obtain the texture reference plane (TRP) and MTD'. Meanwhile, a 3D average maximum elevation (Avg.EL) algorithm was obtained by the evolution of two-dimensional mean profile depth (MPD). Furthermore, three parameters, namely MTD, MTD', and Avg.EL, were used to measure the texture depth of two field pavement sections in service. The experimental results showed that the correlation between MTD' and MTD was better than that between Avg.EL and MTD, and the degree of scatter was smaller. MTD' could be used directly as a reference value for MTD. In the present work, the 3D volume calculation method of asphalt pavement texture depth was proposed, which integrates the technical flow of image acquisition, model reconstruction, and algorithm analysis. The developed method provides a technical reference for the application of computer vision technology in the analysis of pavement texture depth.