30 September 2024, Volume 37 Issue 9
    

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    Special Column on Extreme Loads and Safe Operation Maintenance of Bridge and Tunnel Structures
  • LIU Zhi, LI Guo-qiang
    China Journal of Highway and Transport. 2024, 37(9): 1-16. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.001
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    To evaluate the fire resistance of hanger systems in suspension bridges, vehicle fires are classified into five levels. Levels 1 and 2 represent passenger vehicle fires, levels 3 and 4 correspond to truck fires, and level 5 represents tanker fires. These vehicle fires are characterized by distinct maximum heat release rates and burning durations. The proposed hierarchy was validated using existing vehicle fire experiments. Geometric features of flames are established for Levels 3, 4, and 5 vehicle fires based on previous vehicle fire incidents. For passenger vehicle fires, a cylindrical flame radiation model was employed to compute spatial radiative heat flux, validated through three full-scale car fire tests. In the case of truck fires, a prismatic flame radiation model was used to calculate spatial radiative heat flux. For tanker fires with crosswinds, a computational fluid dynamics method validated by a liquefied natural gas trench fire test was employed to calculate the heat flux envelope on the hanger surface. An incremental temperature calculation formula for hanger cross-sections with radiative heat flux boundary conditions was derived, and validation was performed using finite element models. Using mechanical property tests of high-strength steel wires at high temperatures, a quantitative relationship between critical temperature and design safety factor of hangers is developed based on the ultimate load-carrying capacity at high temperatures. Finally, integrating the above outcomes, a five-step theoretical framework is proposed to evaluate the fire resistance of hanger systems under graded vehicle fires. This algorithm can serve as a reference for the assessment and fire-resistance design of hanger systems in suspension bridges.
  • ZHANG Gang, LU Ze-lei, YUAN Zhuo-ya, FU Yan-qing, WANG Shi-chao, TANG Chen-hao
    China Journal of Highway and Transport. 2024, 37(9): 17-33. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.002
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    Oil-tanker explosion fire has enormous power and poses a severe threat to the safety performance of crossing sea bridge. In order to study the structural response of suspension bridges exposed to complex extreme fire environments caused by oil-tanker explosions, and to clarify the safety of suspension bridges under complex extreme fire loads, a large-span suspension bridge was selected as the research object. The prediction process of suspension bridges safety performance (fire resistance) during oil-tanker explosion fires was provided. Firstly, the computational fluid dynamics-finite element method (CFD-FEM) coupling method was used to reconstruct the oil-tanker explosion fire environment. A three-dimensional multi-scale numerical prediction model for local girder segment and the entire bridge structure were established. The heat transfer mode of bridge segment and performance evolution of the entire bridge structure during oil-tanker explosion were revealed in depth. Subsequently, the high-temperature response and failure mode of steel box girder (stiffening girder) under oil-tanker explosion were studied, and the effects of different fire positions, distance from the fire surface to bottom plate of steel box girder, and wind speed on the fire response behavior of suspension bridge were analyzed. A fire resistance limit warning method for suspension bridges exposed to oil-tanker explosion environment was proposed. The research results indicate that the deformation of local suspension bridge segment under oil-tanker explosion continues to increase. And the fire affected bridge segment shows a failure mode of overall downward deflection followed by upward bowing in middle area, resulting in a development trend of first increasing and then decreasing for suspension cable force in the middle area. The fire position has a significant impact on the overall structural performance of the suspension bridge. As fire position approaches the mid span area, the deflection of girder segment in the middle area increases by 62% compared to the girder segment adjacent to the tower. When the distance from fire surface to steel box girder is reduced from 50 m to 20 m, the peak deflection and total bowing amplitude (the difference between peak values of deflection and bowing) of local girder segment increase by more than 19%, and the structural failure time is advanced by 10 minutes. Wind speed would change the shape of deflagration flame, significantly affecting the distribution of heating surfaces and high temperature response characteristics on both sides of box girders. When wind speed is 8 m·s-1, fire intensity of the windward side box girder is significantly reduced, and the total bowing amplitude of bottom plate is reduced by 17% compared to 2 m·s-1. The critical temperature during the bending deformation of steel box girder bottom plate is between 510 ℃-550 ℃, and limit temperature during the buckling instability of steel box girder bottom plate is between 685 ℃-715 ℃. The critical temperature and limit temperature can be used as two-stage warning temperatures for safety performance, thereby achieving two real-time warnings before steel box girder failure. The research conclusion can provide theoretical bases for the safety performance monitoring and early warning of cable supported steel bridges in complex fire environments, and further guide the safe operation and maintenance of similar bridges.
  • FENG Jin-peng, LI Jing-lun, GAO Kang, YANG Xing, WU Gang
    China Journal of Highway and Transport. 2024, 37(9): 34-45. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.003
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    The cable is susceptible to corrosion, vehicular-induced fire, and other detrimental effects during bridge services. The current studies on the structural safety assessment methods of in-service cable-stayed bridges under complex environmental conditions are not complete. Therefore, this study focuses on the cables of a cable-stayed bridge with a service life exceeding 25 years and conducts tensile tests at elevated temperatures to obtain corresponding degradation patterns and computational models. After defining the degradation rule of in-service cable at high temperatures, a fire source model caused by a 300 MW tank car was created using the Fire Dynamics Simulator. The heat transfer analysis model and the structural model of the in-service cable-stayed bridge were established using ANSYS, and structural thermodynamic coupling analysis was conducted. The results indicate that under the most unfavorable conditions, the fire from the 300 MW oil tanker leads to the failure and rupture of three groups (six) of cables near 1/4 of the span of the bridge, and the failure times of the groups are 551 s, 592 s, and 1 064 s, respectively. Owing to the effects of the bridge dead weight, the maximum deflection of the main girder decreases by 0.08 m, the deflection span ratio is 1/1250, and the maximum deflection rate is 9.6 mm·min-1. All the outcomes are within the limits of the JTG/T D65-01—2007 standard. The 300 MW tanker truck fire cannot cause a complete collapse of the entire bridge structure but results in severe and irreversible damage to the cable. The study's findings provide a reference for structural safety analysis and evaluation of in-service bridges in complex environments.
  • FAN Chuan-gang, SHENG Zi-qiong, LUAN Die, JIAO Ao, MA Wei-bin, WANG Zhi-wei
    China Journal of Highway and Transport. 2024, 37(9): 46-54. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.004
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    This study investigates the effect of heavy rainfall on the smoke-movement characteristics and smoke control of tunnel fires using a reduced-scale (1∶15) experimental platform based on the Froude criterion. A series of tunnel fire tests was conducted based on four different rainfall intensities, four heat-release rates, and six longitudinal ventilation velocities. The results show that the flow field at the tunnel entrance is affected by raindrop behaviors, such as diffusion and drag, when heavy rainfall occurs. Induced airflow is directed downstream of the tunnel. When the rainfall intensity increases, the induced airflow velocity increases and smoke is restricted upstream of the tunnel. The first part of the longitudinal ventilation velocity was used to eliminate back-layering caused by the hot-smoke driving force, and the other part was used to offset the effect of induced airflow in the tunnel. The back-layering length increases with the rainfall intensity. The accuracy of the critical wind speed was verified based on a previous model. Under fire-source power levels of 3.03, 6.06, 9.09, and 12.12 kW, the critical ventilation velocity increased by 25.6%, 17%, 14%, and 9% under the effect of heavy rainfall, respectively. The higher the heat-release rate, the less affected is the critical ventilation velocity by heavy rainfall. Based on the temperature-distribution law of a tunnel ceiling subjected to heavy rainfall, the mechanism by which heavy rainfall affects smoke movement was clarified, and the effect of heavy rainfall on the key parameters for tunnel-disaster prevention and ventilation design was investigated.
  • LU Yao-liang, JIANG Jian, WANG Bo, LI Hai-feng, CHEN Wei, YE Ji-hong
    China Journal of Highway and Transport. 2024, 37(9): 55-67. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.005
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    The accuracy and speed of evaluating the residual bearing capacity of the tunnel structure after a fire event directly affects the reliability and economy of emergency disposal and repair work. Herein, the shield tunnel was regarded as the research object and the structural damage index system after a fire event was determined by combining the analytic hierarchy process and numerical simulations. The influence of each index on the residual bearing capacity of tunnel structure was studied. The damage degree was divided into five grades: mild, moderate, severe, extreme, and damage, based on cluster analysis. The mechanical performance evaluation model of the shield tunnel structure after a fire event was based on a neural network. The results show that the damage area, spalling depth, concrete deterioration depth, concrete strength reduction, and bolt strength reduction are the main factors affecting the residual bearing capacity of shield tunnel after a fire event. Following the increase in the deterioration degree of each factor, the mechanical properties of the structure decrease, but the decrease range and manifestation differ significantly. The BP neural network can be effectively used to evaluate the performance of the shield tunnel after a fire event, and the average error is less than 10%.
  • WANG Jin, XU Wei-bing, DU Xiu-li, BAI Shao-cong, ZHOU Da-xing, HOU Li-qun, LI Jin, SUN Yu-long
    China Journal of Highway and Transport. 2024, 37(9): 68-82. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.006
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    Continuous rigid-frame bridges with cast-in-place or prefabricated super-high piers with grouted sleeve connections (CSHP-B or PSHP-B) exhibit significantly high flexibility. The earthquake-induced pounding and its influence on the seismic performances of CSHP-B and PSHP-B remain unclear. In this study, 1/20-scaled models of a CSHP-B and PSHP-B and relevant adjacent approach model bridges were designed and manufactured. Subsequently, shaking table tests were conducted regarding the pounding response and its relevant influence on the seismic performances of the CSHP-B and PSHP-B under excitations of non-long-period ground motions, non-pulse-like long-period ground motions, and near-fault pulse-type (NFPT) ground motions. The experimental results show that when considering pounding, the peak displacements of the main beams (pier top) of the CSHP-B and PSHP-B decreased, while the relevant peak displacements of the adjacent bridge model increased. Moreover, considering pounding, the peak displacements of the main beams (pier top) of the PSHP-B are larger than those of the CSHP-B; the decreasing and increasing ratios of the peak displacements of the PSHP-B (-8.6%--19.8%) and adjacent model bridge (+6.9%-+17.5%) are both higher. The peak pounding force and pounding number between the PSHP-B or CSHP-B and the adjacent model bridge both increase with increasing excitation intensity. However, the pounding number between the main bridge and the adjacent model bridge decreased under the excitations of the NFPT ground motions. In addition, compared with the CSHP-B, the peak pounding force and pounding number between the PSHP-B and the adjacent model bridge are relatively larger and smaller, respectively. Furthermore, when considering pounding, the influence of the high-order modes on the displacement response of the main beams increases, while the strain and moment responses of the pier bottoms decrease, and the development of the damage mode of PSHP-B changes more significantly.
  • FANG Hai, JU Wei, ZHU Lu, ZHANG Xin-chen, YAO Peng-fei
    China Journal of Highway and Transport. 2024, 37(9): 83-95. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.007
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    A collision-avoidance facility consisting of an internal sand-filled permanent cofferdam combined with a steel pipe pile is proposed for installation at bridge piers to enhance transportation safety and prevent collisions between ships and bridges. This collision avoidance facility was designed and built considering a bridge at the scale of 1∶25. Horizontal impact tests were conducted to compare the depth of impact and impact force-time curves of scaled bridge piers with and without a collision avoidance facility under impact loading. Non-linear finite element models of the bridge pier were established to simulate the dynamic response and damage process, with the finite element results compared with experimental results to verify their reliability. Combined with the actual project, a finite element model of the collision avoidance facility was established, with numerical simulation studies conducted to calculate the reduction efficiency of the collision avoidance facility on the peak impact force under the four groups of working conditions. The research results show that, compared with a bare bridge pier, a steel-pipe-pile cofferdam can effectively protect the ship's bow after a collision, and the reduction rate of the collision depth is 34.25%. The errors in the peak impact force and impact depth were under 10% and 5%, respectively, thus confirming the accuracy of the finite element model. With the increase in mass and impact speed for the ship, the peak impact force reduction rate is larger, wherein the 200 000 t ship with a 3.97 m·s-1 reduced load positively impacted the SZ02# south tower and the peak impact force reduction rate reached 38.11%. Therefore, a steel-pipe-pile cofferdam collision avoidance facility filled with energy-dissipating sand can better reduce the impact force and damage to the ship bow, bridge pier, and this facility during collisions, thus providing a reference for bridge collision-avoidance design.
  • LI Zhong-long, GE Si-jia, LIU Hong-jiao, LI Shun-long
    China Journal of Highway and Transport. 2024, 37(9): 96-106. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.008
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    Ice-induced vibrations significantly affect the comfort and safety of bridges in cold regions. This study considers a typical simply supported girder bridge in the upper Songhua River, exposed to ice. Using a scaled bridge model established using similarity theory, we investigate the impact of an ice row's impact location and impact velocity on dynamic ice loading and the resulting response of the bridge pier structure. We decipher the time-course characteristics of the ice-induced force and determine the law of ice-induced vibration coupling. The test results show that extrusion crushing occurs first after the ice row impacts, followed by longitudinal cleavage. The ice-row crushing process occurs simultaneously with the extrusion of crushed ice and spalling. The ice-breaking prism structure is very efficient: the ice force value of the ice platoon in the test for an impact speed of 7 cm·s-1 is approximately twice the value for 52.63 cm·s-1. The structural response to impact on the ice-breaking prism is significantly smaller than that to impact on the round pier. The transverse acceleration response peaks at the moment when the ice row splits, and the strain and displacement response amplitudes do not change significantly with the ice-row velocity. The strain and displacement curves at the ice loading stage agree well with the ice force action process. The strain and displacement responses can therefore be utilized to invert the ice force time course, thus providing a solution to the difficult challenge of deploying force sensors. Hence, this modeling study of ice-induced vibrations in bridge piers in cold regions provides a data basis for the safety assessment, structural design, and abnormal warning.
  • ZHU Ya-fei, REN Wei-xin, WANG Ya-fei
    China Journal of Highway and Transport. 2024, 37(9): 107-118. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.009
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    Bridge accidents caused by ship collisions can be sudden or unpredictable. During these incidents, parameters such as the mass of the colliding object, collision speed and angle, and contact stiffness are unknown, making it impossible to determine the actual impact force. Subsequently, safety assessments and repair decision-making for bridges after accidental collisions are difficult. Given the widespread application of long-term structural health monitoring systems in large-scale bridges, the vibration responses of bridges during sudden ship-bridge collisions can be recorded effectively. Therefore, estimating the sudden impact force using only structural vibration responses has become an urgent problem that needs to be solved. This study considered a collision accident between the jib of a floating crane vessel and the main steel-boxed girder of a suspension bridge as an example. The established finite element model of the suspension bridge was used to calculate the vibration responses of the designated girder measurement points for 24 different impact loads in the semi-sine impact load mode. Data fitting indicated a linear relationship between the peak vibration response peaks of the girder and the impact force peaks. Moreover, the slope of the linear curve depends on the impact duration. Consequently, a relational expression was established among the peak values of the structural vibration responses, impact forces, and impact duration times. Thus, the peak value and duration of the impact force can be estimated based on the peak values of the vibration responses at any two points on the structure. Finally, the impact force was estimated using the proposed approach from the vibration responses of an unexpected collision accident between a floating crane and the main girder of a suspension bridge recorded in a bridge monitoring system. The estimated impact force was then applied to the finite element model of the suspension bridge for collision calculation. The results show that the calculated collision damage depth and width of the steel-boxed girder are consistent with those of the actual collision damage zone, verifying the proposed approach for estimating the accidental impact force based solely on the peak values of the structural collision vibration responses. This method does not involve complex theoretical calculations of dynamic inverse problems and is simple, practical, and applicable for estimating the impact force of unexpected ship-bridge collisions using long-term structural health monitoring systems.
  • LIU Xian, SUN Qi-hao, FAN Sen
    China Journal of Highway and Transport. 2024, 37(9): 119-132. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.010
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    Several tunnel collapse accidents caused by water and sand inrush during the construction of shield tunnels have resulted in significant economic losses. Due to the sudden and concealed nature of these accidents, research on the development process and mechanism of shield tunnel collapses is still in its early stages, making it challenging to propose effective preventive measures. To explore the mechanism of segmental tunnel collapse induced by water and sand inrush in connecting passages and provide a theoretical basis for subsequent prevention measures, a model test was designed and conducted, using the accident case of Shanghai Metro Line 4 as the research background. The development process of tunnel collapse was reproduced, and the responses of the strata and tunnel during the collapse were analyzed. The study proposed the development process and causes of structural collapse induced by tunnel leakage. The results indicate that: ① Seepage erosion following tunnel leakage creates soil caves in the external strata, which develop to the ground through a process of formation, destabilization, and reproduction; ② The soil arching effect causes load redistribution outside the tunnel, leading to significant deformation of the tunnel structure; ③ When the soil caves reach a critical height, the top soil destabilizes and falls, and the impact load causes the tunnel structure to collapse. The maximum impact load observed in the test was 13 times the normal soil and water load; ④ A preliminary theoretical formula for calculating the impact load on the tunnel is proposed.
  • YU Jia-yong, PENG Zhi-hao, MENG Xiao-lin, XIE Yi-lun, FANG Zhen, XIE Yi-lin
    China Journal of Highway and Transport. 2024, 37(9): 133-146. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.011
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    The structural health monitoring system for long-span bridges provides important parameter information and a decision basis for bridge modal identification, damage detection, and safety assessments. Traditional methods such as accelerometers, computer vision, and fiber-optic sensors suffer from various issues such as inaccurate displacement measurements, susceptibility to external conditions, and limited capture of local variables. To address these challenges, the authors constructed a new method for monitoring the real-time vibration of large suspension bridges using the Global Navigation Satellite System (GNSS) and improving the empirical wavelet transform (EWT) for structural dynamic response analyses. The application of the deformation monitoring system GeoSHM for the Forth Road Bridge in Scotland based on the use of GNSS receivers, accelerometers, and wind speed sensors since 2014, realized high-precision, fully automatic, all-weather, and three-dimensional real-time monitoring of the bridge towers and main beams. The frequency band division method-based on the improved covariance autoregressive power spectrum-and the effective intrinsic mode function screening criterion of the Pearson correlation coefficient were established, and the improved EWT algorithm was proposed to perform noise reduction filtering and displacement decomposition to realize dynamic response analyses of the vibration responses of wind-induced bridges. Analysis of GNSS monitoring data during storm Ciara in February 2020 revealed that the maximum amplitude of the longitudinal vibration displacement of the cable tower was 7.91 cm, and the dynamic displacement was 2.84 cm. The modal frequencies identified by GNSS receivers on the two bridge towers were in good agreement, and there was a positive correlation between wind speed and the tower's horizontal displacement. The horizontal displacement of the cable tower increased considerably along the wind direction. The maximum amplitudes of the three-dimensional (longitudinal, lateral, and vertical) vibration displacement of the main beam were 5.51 cm, 152.47 cm, and 68.17 cm, respectively. The maximum amplitudes of the dynamic displacement were 3.73 cm, 31.93 cm, and 54.22 cm; these values are consistent with the dynamic displacement and vibration frequency results identified by the accelerometer. The wind speed is also positively correlated with the three-dimensional displacement of the main beam. The lateral, typhoon-induced vibration was the largest and the trend of lateral displacement increased as a function of wind speed. The research results demonstrate that the constructed GNSS monitoring technology and improved EWT data processing method can achieve real-time monitoring and dynamic response analysis of wind-induced vibrations in super-large bridge structures with significant scientific and engineering implications.
  • XU Fei, ZHANG Li-ping, LIU Xin-yu, ZHOU Li-ming, WANG Zhi-wei, ZHENG He-min
    China Journal of Highway and Transport. 2024, 37(9): 147-156. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.012
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    In order to accurately estimate structural modal parameters and flexibility coefficients, a structure non-scaled displacement flexibility identification method based on ambient vibration testing is developed, which is a time domain method by using the output-only data. Firstly, the displacement mode shapes of the structure are analyzed through singular value decomposition, and the enhanced impulse response function matrix is constructed by left-multiplying weighting and right-multiplying weighting by using the orthogonality of the mode shapes, which decouples the multi-DOF multi-modal vibration signal into a single-dimension single-modal vibration signal. Secondly, the Prony's method is improved by target rank regression to identify structural modal parameters (frequency and damping ratio) and estimate the un-scaled flexibility. Numerical simulation results show that the enhanced displacement impulse response function only contains single-order modal vibration information, and the modal parameters and the un-scaled displacement flexibility coefficient matrix of the structure can be identified accurately. The engineering significance is that it can predict the deformation shape of the structure under any static load, and can be used in the field of structural health monitoring and safety assessment.
  • CHEN Ke-fan, LI Yuan, LU Tao, HE Shuan-hai, SONG Yi-fan, YANG Peng, REN Xiang-wei
    China Journal of Highway and Transport. 2024, 37(9): 157-169. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.013
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    This study investigates the complex mechanism of nonlinear vibrations induced by local-global modal interactions in cable-stayed bridges. Through numerical simulations and experiments on a cable-beam coupled structure, we systematically examined the energy transfer processes and characteristics of 1∶1 internal resonance considering the influence of global modal shapes. First, a cable-beam coupled model was established using discrete parametric beam segments, considering the geometric nonlinearity caused by the cable's sag. Based on the cable-beam dynamic conditions, differential governing equations were obtained using the D'Alembert principle and algebraically reduced using the finite difference method. Moreover, ordinary differential governing equations of infinite dimensionality were derived using separation and modal drag methods. Subsequently, the mechanism of the resonance energy transfer was further analyzed based on the numerical simulations and laboratory experiments. The results show that when internal resonance occurs, the cable-beam anchorage particle is the main path for periodic resonance energy transfer. The amplitude of the global modal shape significantly influences the resonance energy transfer between the cable and the beam. Specifically, when the cables are anchored at global modal stagnation points and satisfy the proportional conditions of the modal frequency, the energy transmission between the cables and the beam is inhibited, preventing internal resonance in the structure. During multiple internal resonances, the first- and second-order cable vibrations remain independent of each other. The resonance frequency conditions are validated as the premise of the internal resonance, whereas the periodic energy transfer between the local and global modes is the fundamental cause. Furthermore, the proposed modal participation factor at the cable-beam anchor point is the critical factor that influences the energy transfer.
  • Pavement Engineering
  • JI Jie, YU Miao-zhang, WANG Yu-guo, ZHOU Yan-dong, WANG Han, LI Wei, ZHENG Wen-hua
    China Journal of Highway and Transport. 2024, 37(9): 170-185. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.014
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    To achieve the integrated performance of asphalt mixtures throughout their design, construction, and service-life periods, this study introduces workability indicators and analyzes their effects on the workability of asphalt mixtures from the following five aspects: cohesion, adhesion, flowability, compactability, and homogeneity. First, the evaluation methods and indicators for each of the five aspects are elaborated separately, and the disadvantages of the existing evaluation system and future research directions are summarized. Second, the intrinsic relationship between the abovementioned five aspects and their effect on the pavement performance of asphalt mixtures are comprehensively analyzed. Finally, based on the workability and pavement performance of asphalt mixtures, a rational, convenient, and highly representative comprehensive evaluation method as well as an indicator for the workability of asphalt mixtures are proposed. This comprehensive indicator is incorporated into the design phase, and a balanced mix-design method based on workability and pavement performance is proposed to adjust and optimize the design of asphalt mixtures. This can promote both the improvement and upgrading of asphalt-mixture design methods as well as the sustainable and high-quality development of asphalt pavements.
  • GUO Meng, CAI Xiao-xiao, WANG Jing-jing, DU Xiu-li
    China Journal of Highway and Transport. 2024, 37(9): 186-196. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.015
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    Currently, the widely used snow-melting and deicing methods cause damage to road surfaces and the environment. To study the impact of asphalt-pavement snow-melting and deicing technology on the environment during its life cycle, three different snow-melting and deicing technologies were investigated: pavement containing salt, cable-heated pavement, and mechanical ice removal. Based on the life-cycle assessment method, the three snow-melting and deicing technologies were divided into five processes: raw-material mining, mixing, transportation, paving compaction, and snow removal. The impact of environmental emissions over the life cycle of the three snow-melting and de-icing technologies was quantified. Four environmental impacts-global-warming potential (GWP), acidification potential (AP), photochemical ozone creation potential (POCP), and human toxicity potential (HTP)-were considered to evaluate the environmental load of snow-melting and deicing technology. The results show that CO2 emissions are the largest in all stages of snow melting and deicing. The environmental loads of the three snow-melting and de-icing technologies are ranked throughout the life cycle: GWP>HTP>AP>POCP. Of the four impact categories, GWP accounts for more than 74% of the environmental load of the different snow-melting and de-icing technologies. To compare the environmental loads of different snow-melting and deicing technologies, their analysis results were normalized. It is concluded that the environmental load generated by the cable-heated pavement is the largest, while that generated by the pavement containing salt is the smallest.
  • Subgrade Engineering
  • WANG Meng, YU Qun-ding, XIAO Yuan-jie, HUA Wen-jun, LI Wen-qi, MAO Jian-feng, LI Zhi-yong
    China Journal of Highway and Transport. 2024, 37(9): 197-208. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.016
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    Quality evaluations of the continuous vibratory compaction of unbound granular fill (UGF) embankment materials still lack particle-scale and microscopic indicators for quantifying particle-movement and migration, force-transferring skeleton, and pore-structure characteristics. To address this deficiency, the motion and migration characteristics of marked particles in a specimen with optimal gradation under an optimal combination of vibratory parameter conditions were tracked by X-ray computer topography (XCT) scanning during different stages of vibratory compaction. The evolution characteristics of the three-dimensional (3D) pore structures were quantitatively analyzed in the XCT scanning results using 3D reconstruction technologies. The results indicate that the marked particles mainly move vertically during the first stage of vibratory compaction, leading to the gradual formation of an aggregate skeleton and diminishing pores in the specimen. The particles move horizontally and roll vertically during the second stage of vibratory compaction, which enhances the interparticle contact and interlocking. When over sixty percent of the particles in the specimen have their longest axes oriented at an angle greater than 60° with respect to the horizontal plane, the specimen reaches optimal compaction. Compared with other sizes of particles, particles within 4.75-9.5 mm and 2.36-4.75 mm separate into coarse and fine fractions, respectively, and are more susceptible to movement when vibratory forces are applied; this strengthens the coarse-particle skeleton and fills the interparticle voids. The nonuniformity of the cross-sectional porosity along the specimen height decreases, and the overall morphology of the pores tends to become regular as the differences among the pores diminish. These findings can potentially supplement the more comprehensive indices of particle-scale motion and microscopic pore structure for evaluating the vibratory compaction quality of UGF materials in laboratory conditions.
  • WANG Miao-miao, ZHU Lin-xuan, ZHOU Zhi-jun, XU Jiang-bo, REN Yu-bo, HAN Jing, FENG Hong-ming
    China Journal of Highway and Transport. 2024, 37(9): 209-220. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.017
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    Engineering rock masses in cold regions are affected by external loads and chemical solutions during freeze-thaw action, which is directly reflected in changes in the pore structure that determine the damage mechanism. To study the evolution characteristics of sandstone pore structures under the combined action of stress, chemical solution, and freeze-thaw cycles, sandstone freeze-thaw cycle tests were conducted at different stress levels and solutions. The T2 spectra and microscopic images of a sandstone under different conditions were obtained using nuclear magnetic resonance and scanning electron microscopy techniques, respectively. The pore size distribution, porosity, pore size uniformity coefficient, permeability, tortuosity, and microstructural changes in the sandstone were analyzed. The influence and control mechanism of stress levels and chemical solutions on the pore structure evolution process of the sandstone during freeze-thaw cycles were further explored. The results show that as the number of freeze-thaw cycles increases, the number of pores of different sizes increases, and the expansion rate of mesopores accelerates, making the expansion into macropores with larger sizes easier. The porosity, uniformity coefficient, and permeability of sandstone increases, whereas tortuosity decreases with freeze-thaw cycling. The acidic solution promotes the development of micropores into mesopores and macropores. When the sandstone is at low stress, such as at 0.3σf, the pores perpendicular to the stress direction close during the initial stage of the freeze-thaw cycles, suppressing the exertion of chemical corrosion and frost heave force. This leads to a decrease in the number of pores of different sizes compared with a sandstone with no stress, resulting in a decrease in porosity, uniformity coefficient, and permeability, and an increase in tortuosity. Subsequently, with the alternating action of chemical corrosion and frost heave forces coupled with the additional effect of axial stress, the number of pores of different sizes increases. When the sandstone is at high stress, such as at 0.7σf, and mainly controlled by stress, the mesopores and macropores increase significantly, and intergranular and transgranular cracks initiate and propagate rapidly. This results in a rapid increase in porosity, uniformity coefficient, and permeability, and a decrease in tortuosity, and finally resulting in rock failure.
  • Traffic Engineering
  • LIU Shu-mei, AN Yi-sheng, MU Chen, YU Yao
    China Journal of Highway and Transport. 2024, 37(9): 221-235. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.018
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    To improve the response speed of task-dependent applications in Internet of Vehicles (IoV), a delay-aware-dependent task scheduling and computational offloading strategy was investigated that included the following three design points. First, a vehicle-side task-dependency application model was constructed based on a directed acyclic graph (DAG), which characterizes in detail the dependencies between tasks in each application while constructing the total task DAG for multi-vehicle multi-application scenarios. Second, a local computational and offloading model was designed based on the partial offloading mode, which considers multiple delay terms such as queuing time, computational time, and result transmission time. Expressions for the execution waiting time and delay minimization optimization problem were also formulated. Third, based on the design principle of “completing more tasks in less time” and the characteristics of task dependency, the execution and waiting time priority indicators of tasks were designed. An improved heterogeneous earliest finish time task scheduling algorithm was then designed that fully considers these time priority indicators. Next, an optimal task scheduling order to improve the delay performance was obtained. Finally, to obtain the optimal offloading decision for each task, a Markov decision process was constructed for task calculation. A task offloading algorithm based on a deep deterministic policy gradient was designed, and the optimal computational offloading decision was obtained. Simulation experiments were conducted under different network settings. Results show that compared with existing delay minimization schemes, the proposed scheme has obvious delay performance advantages and is more suitable for IoV with strict low-delay requirements.
  • LIN Zi-jian, CHEN Feng, MA Xiao-xiang, PAN Xiao-dong, CHEN Pei-yan, YUAN Hua-zhi
    China Journal of Highway and Transport. 2024, 37(9): 236-249. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.019
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    This study aims to examine the compatibility between the driver's behavior after a takeover in automated driving and the horizontal geometric design of a small-radius off-ramp from a highway. The takeover scenarios at the highway exit were constructed based on a driving-simulation platform, and a driving-simulation experiment was conducted. The independent variables of the experiment were the driving mode (manual driving, takeover), the horizontal-curve radius of the ramp (50 m, 70 m, 90 m), and the traffic density (5 pcu·km-1 per lane, 45 pcu·km-1 per lane). Twelve scenarios were constructed. Thirty people participated in the test, and their gaze behavior and the vehicle's motion state during the test were recorded. The pupil diameter, speed, standard deviations of the gaze yaw, gaze pitch, and lane position, and minimum time to collision (TTC) were selected, and the effects of various factors on each indicator were examined. Finally, based on the test results, the corresponding indicators were selected to build a comprehensive fuzzy compatibility model. The takeover compatibility was estimated under a combination of different ramp horizontal-curve radii and traffic densities. The results show that, compared with manual driving, the pupil diameter and gaze-yaw deviation of drivers increase, and the longitudinal and lateral stabilities of the vehicle are impaired in takeover scenarios. As the curve radius increases or the traffic density decreases, the pupil diameter of the driver decreases, and the longitudinal stability of the vehicle is enhanced. The change in the horizontal-curve radius has a greater impact on the vehicle's motion state than the driver's gaze behavior. In scenarios with a traffic density of 45 pcu·km-1 per lane, the ramp horizontal-curve radius has a marginally diminishing effect on the takeover compatibility. The combination of a low ramp radius and high traffic density amplifies the adverse effects on the takeover compatibility. With a low traffic density (5 pcu·km-1 per lane), the compatibility can reach “high”, even if the ramp radius takes the limit value. With high traffic density (45 pcu·km-1 per lane), the compatibility can reach “high” only when the ramp radius approximates the highest standard in current practical-engineering applications. Based on the takeover-compatibility levels, various approaches from the perspectives of humans, vehicles, and infrastructure can be adopted to improve drivers' takeover performance. The results of this study provide guidance for enhancing the safety of takeovers at highway exits.
  • HU Xiao-wei, CHEN Fu-cun, AN Shi
    China Journal of Highway and Transport. 2024, 37(9): 250-262. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.020
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    Parking conflicts in large cities are a growing concern. Shared parking has emerged as a potential solution for alleviating parking difficulties. However, the uneven distribution of proceeds among participating entities has hindered its rapid promotion. This study employs evolutionary game theory to explore the equilibrium revenue and cooperation strategies among participants in shared parking berths. The interests of the three main stakeholders, namely, the shared parking platform, parking-management company, and berth owners, are considered. This study analyzes the revenue distribution strategy under different parking-berth purchase/leasing scenarios, including all one-time purchases for the berth owners, mixed one-time purchases and leasing, and all leasing, encompassing a detailed analysis of these three scenarios. First, the game strategy relationship among the three stakeholders was analyzed to establish an evolutionary game model of them under incomplete information. Second, the stability of the replicated dynamic system equations of the stakeholders' game strategy was analyzed. Finally, the game strategy relationship was analyzed using theoretical derivation and analog simulation. The simulation results show the following: ① When the shared parking platform subsidy is increased by 50%, the evolutionary convergence speed is accelerated by 20%; ② when the revenue of the parking-management company increase by 50%, the evolutionary convergence speed is accelerated by 36%; ③ it is beneficial for shared parking platforms to increase the amount of subsidy and percentage of revenue for parking-management companies to promote shared parking cooperation; ④ the following revenue distribution strategy for the stakeholders under the three scenarios were obtained: all one-time purchases for the berth owners, mixed one-time purchases and leasing, and all leasing. This study provides new insights into addressing the issue of unclear revenue distribution in shared parking, thereby providing theoretical guidance for effectively promoting its development.
  • LIU Xin, YANG Qi
    China Journal of Highway and Transport. 2024, 37(9): 263-272. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.021
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    Industrial co-agglomeration represents an advanced stage of industrial clustering and is closely linked with the evolution of urban agglomeration transportation networks. Despite ongoing debates regarding the relationship between the structure of transportation networks and industrial co-agglomeration, a modeling analysis was conducted in this study on the expressway network of the Guanzhong Plain urban agglomeration. The overlap of cohesive subgroups as an indicator of network structural characteristics was utilized, a generalized linear model was employed, and the relationship between the two was explored. The results reveal that the overlap of cohesive subgroups in the urban agglomeration transportation network negatively affects industrial co-agglomeration. By promoting the reverse flow of resources, this structural feature may reduce the level of industrial co-agglomeration in certain areas. As a comprehensive indicator, the overlap of cohesive subgroups provides a stable assessment of the link between the transportation network and industrial co-agglomeration and therefore has significant theoretical and practical importance for optimizing the planning of urban agglomeration transportation networks and regional industrial co-agglomeration.
  • ZHENG Zhan-ji, ZHENG Li-wei, XU Yu-xuan, RAO Jia-qiang, ZHANG He-shan, XU Jin
    China Journal of Highway and Transport. 2024, 37(9): 273-288. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.022
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    To clarify the driving behavioral patterns and vehicle operational characteristics of urban underground helical ramps, a real vehicle driving test was conducted on the Jiefangbei Underground Ring Road-Hongyamen Underground Road in Yuzhong District, Chongqing City. Operating parameters, including driving speed and the longitudinal and lateral accelerations of 20 drivers under natural driving conditions, were collected by on-board instruments, and the speed characteristics and longitudinal/lateral acceleration cumulative frequency of vehicles in the helical ramp range were obtained. The relationships among the longitudinal and lateral accelerations and speed were analyzed, and a G-G diagram method was introduced to identify dangerous driving behaviors. The results reveal the following. ① The measured speed of the helical ramp is much higher than the design speed, the deceleration of the driver in the continuous downhill section is higher than the acceleration, and the lateral acceleration amplitudes of continuous curves and independent curves differ in different driving directions. ② The distribution of longitudinal acceleration data for the upward ramp curve (R=80 m) is elliptical, the longitudinal deceleration for the upward ramp curve (R=40 m) and the downward ramp curve (R=80 m) decreases with an increase in speed, and the longitudinal acceleration (deceleration) for the rest of the helical ramp curve first increases and then decreases with an increase in speed. ③ The lateral acceleration of the helical ramp curve is positively correlated with the speed, whereas the lateral acceleration of the upward ramp curve (R=80 m) first increases and then decreases with an increase in speed. ④ The risk section of the helical ramp curve is mainly located in the exit acceleration section, and only the downward ramp curve (R=40 m+30 m) also has a risk section in the entrance deceleration section. These results on the operational characteristics of passenger cars on urban underground helical ramps can be used to inform future speed limit schemes and curve geometry designs for urban underground helical ramps.
  • Automotive Engineering
  • ZHANG Guan-jun, MA Jin-hui, WANG Jia-wen, XIAO Chao-lun, HUANG Jiang, WANG Qin-huai, WANG Qiang, WANG Pan-feng, BAI Zhong-hao, WU Wen-xin
    China Journal of Highway and Transport. 2024, 37(9): 289-300. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.023
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    A digital model of the human body is an important tool for vehicle collision-safety research, such as injury mechanism research and protection-device development. It is also the core means of virtually evaluating vehicle safety in the future. The constitutive parameters of the bone materials are key to determining the accuracy of the digital model. However, for a long time, the material constitutive parameters used in various digital human-body models, both domestic and foreign, have been derived from testing data from European and American bodies. Systematic research on the biomechanical characteristics of the Chinese human body is lacking, which greatly limits the development and efficient application of digital human-body models in China. To clarify the differences in skeletal biomechanical characteristics between Chinese and foreign individuals, and to obtain mechanical data on Chinese human-skeletal materials, a bone-material test study was conducted on a Chinese male cadaver. The femur, tibia, fibula, skull, ribs, ilium, and sternum were dissected. The cortical-bone regions of each bone were sectioned, and a large number of cortical-bone specimens were prepared using high-precision processing methods, such as metallographic grinding-polishing machines and CNC (Computer Numerical Control) engraving machines, with dimensions of approximately 12 mm×2 mm×0.5 mm. The elastic modulus, yield stress, tangent modulus, and effective plastic strain of the specimens were automatically and effectively obtained using the three-point bending test and improved beam-theory method. The results show that the material constitutive parameters of the Chinese-human cortical bone obtained in this study are within the data range of European and American human bodies in the literature, and the material parameters of the different bones differ significantly (p<0.05). The constitutive parameters of the key skeletal materials provided by the Chinese human body offer preliminary data as a reference for developing a complete automotive crash-safety digital model with independent intellectual-property rights that conforms to the characteristics of the Chinese population.
  • WU Xiang-ji, YANG Xiu-jian, CHEN Zheng, WANG Shen-yi
    China Journal of Highway and Transport. 2024, 37(9): 301-311. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.024
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    In vehicular platoon control research, there is currently little consideration of maneuvering conditions under which the tire force approaches the adhesion limit. Thus, the corresponding platoon control strategy may not be able to meet the safety and stability requirements of the platoon under extreme conditions, such as low adhesion and high-speed close-range following. Therefore, this study aims to explore the nonlinear dynamic characteristics of the cooperative adaptive cruise control (CACC) platoon system, which has good application prospects and is widely discussed in the literature, under tire force adhesion limit maneuvering conditions to provide a theoretical basis for the design of control strategies of the CACC platoon under critical maneuvering conditions. Considering the nonlinear saturation characteristics of the tire force, an integrated platoon-vehicle nonlinear dynamic system is established. Based on the parameter space analysis of control gains, the equilibrium stability and head-to-tail string stability characteristics of the platoon under extreme conditions are studied. The results show that the stability design range of control gains for a platoon under extreme conditions is limited. Based on the adaptive cruise control (ACC) platoon, adding the following control of the leading vehicle to become a CACC platoon results in a smaller stability design range of control gains for equilibrium stability, but it can greatly increase the design range for head-to-tail string stability. The string stability requirement is more stringent than is the equilibrium stability requirement under extreme conditions, and the parameter space for string stability is significantly smaller than that for equilibrium stability. Compared with the ACC platoon, the CACC platoon has strong adaptability and disturbance resistance to the variations of vehicle speed and road adhesion under extreme conditions. Hence, it presents obvious advantages.
  • LI Bin, LIU Hong-li, SONG Rui, RUAN Jia-geng
    China Journal of Highway and Transport. 2024, 37(9): 312-326. https://doi.org/10.19721/j.cnki.1001-7372.2024.09.025
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    In recent years, the market share of AMT heavy semi-trailer tractor (AMT tractor hereinafter) in China has expanded rapidly. However, research pertaining to this vehicle type has not progressed accordingly with this trend, and the vehicle performance can be further improved. Thus, typical driving cycles for AMT tractors in China should be established, shifting scenarios analyzed, and stylistic cycles constructed to facilitate the optimization of AMT shifting strategies. This will improve the power, economic, and environmental performances of the vehicle and allow the advantages of AMT tractors to be leveraged more effectively. Using measured data of the vehicle, the Douglas-Peucker algorithm was applied to disperse the speed and power indicators such that the difference and trend data of the two indicators can be obtained. Subsequently, four typical shifting scenarios, i.e., acceleration, deceleration, starting, and parking, were efficiently constructed, and the shifting speeds, power-consumption fluctuation, number of shifts, and shifting load were counted and analyzed under different scenarios. Next, a non-freeway driving cycle was constructed using the improved short-trip method combined with the t-SNE and K-means algorithms, and a freeway driving cycle was constructed using the Markov chain method to compensate for the intrinsic defects of the short-trip method. Finally, based on the non-freeway driving cycle, an objective scoring method was used to distinguish between conservative and aggressive difference data, after which they were superimposed on the non-freeway cycle skeleton to construct style cycles more flexibly. The results are as follows: The shifting velocity of the AMT tractor is particularly evident in two intervals, i.e., 0-20 and 55-70 km·h-1, and the four typical shifting scenarios are different from each other. This implies that the dynamics and economic tendency of the shifting strategy should be dynamically adjusted depending on the scenario. The average relative error (MRE) of the indicators for the freeway and non-freeway driving cycles are 4.834% and 3.431%, respectively (while the latter reduced by 27.49% compared with the conventional method), and the MREs of the simulated fuel consumption are 6.68% and 3.97%, respectively, thus indicating that the two cycles are superior to the standard cycles of CHTC-TT and C-WTVC. The MREs of both the aggressive and conservative driving cycles are approximately 5.6%, which indicates that they can be used to evaluate the performance of the shifting strategy under different driving intensities. The MREs based on the conventional method and style cycles exceed 3.431%, which indicates that the driving behavior data must be separated during the construction of the driving cycle to mitigate the negative impact.