30 April 2024, Volume 37 Issue 4
    

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    Special Column on Layout Planning, Regulation and Operation of Electric Vehicle Charging and Swapping Facilities
  • LI Jia-pei, XIE Chi
    China Journal of Highway and Transport. 2024, 37(4): 1-13. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.001
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    This paper presented a station-subpath metanetwork-based approach for modeling and solving the optimal charging infrastructure location problem. Specifically, this paper proposed a two-phase mixed linear integer programming model, and accordingly developed a two-phase algorithm powered by the branch-and-bound method, decomposing any individual routing-charging decision into two phases. The first phase aimed to find the distance-constrained minimum-cost subpath between each charging station pair in the original network, which was handled by the bi-criterion label-correcting algorithm; while the main algorithmic step of the second phase was to, in the branch-and-bound framework, repeatedly identified the minimum-cost path between each origin-destination pair in the metanetwork, which can be efficiently solved by the classic single-criterion label-setting algorithm. The numerical results from applying the developed metanetwork-based approach for the Yangtze River Delta network reveal that the construction budget limit of charging stations and driving range limit of electric vehicles play important roles in charging station location decisions and individual route-and-charge choices. When applied to three different sizes of numerical networks, the metanetwork-based approach proposed in this paper exhibits dominantly higher computational efficiency than the conventional network-based approach for this type of problems of large size.
  • LIU Xiao-han, CHENG Ying, WANG Pin-xi, MA Hao, MA Xiao-lei
    China Journal of Highway and Transport. 2024, 37(4): 14-23. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.002
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    To promote the deep decarbonization of public transport, a feasible method is to deploy solar-powered bus-charging facilities integrated with energy storage (SBCFES) to reduce the charging cost and carbon emissions of public transport. First, the objective of the SBCFES location problem is proposed. Second, considering the effect of global climate change on the output of PV power-generation facilities in the near future, a budget uncertainty set is constructed for the PV power-generation output and a two-stage robust location model is proposed. The decisions in the first stage include the locations and types of charging stations (conventional charging depot and SBCFES). The decisions in the second stage involves the joint dispatching of PV power generation and energy storage. Finally, considering 17 bus lines in Beijing as an example, the performance of the constraint and column generation (C&CG) algorithm is tested, the structure of the optimal solution is investigated, and sensitivity analyses pertaining to solar-energy resource, the construction cost of PV power-generation facilities, and the on-grid recycling price are performed. Results of numerical examples show that the C&CG algorithm performs well. The SBCFES can significantly reduce the total cost, operating cost, and carbon emissions of the bus system. Compared with the construction cost of PV power-generation facilities, the model results are more sensitive to the change in solar-energy resource. The on-grid recycling price of PV power generation can significantly affect the economic and social benefits of photovoltaic power generation.
  • GAO Hong, LIU Kai, YAO En-jian
    China Journal of Highway and Transport. 2024, 37(4): 24-36. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.003
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    Restricted by various conditions, such as fixed vehicle capacity, conventional electric transit systems are struggling to cope with spatially and temporally uneven station demands through flexible dispatch. To overcome this bottleneck, we proposed a station-based demand responsive model for formation and scheduling optimization based on electric modular vehicle technology that enables dynamic capacity adjustment via coupling/decoupling actions. Taking a single bus route as the modeling object, the model optimizes the vehicle capacity reformation and trip sequences for electric modular vehicles to minimize the total cost, including the vehicle dispatch cost, charging cost, and other items. Considering the low battery capacity of modular vehicles, individual energy constraints and charging plans were emphasized in the scheduling model. Because the proposed model is a mixed-integer nonlinear programming problem, auxiliary variables were introduced to further transform the nonlinear part covered in the constraints into linear constraints to improve the tractability of the model. Using the parameters extracted from real operation data of electric buses in Zhengzhou City as model inputs, a variety of optimization indicators with respect to the number of vehicles employed, total system costs, penalty costs for unserved passengers, and charging costs were compared with the other two scheduling strategies. The results show that compared with the traditional electric bus, the modular vehicle scheduling strategy considering station-based demand-response can reduce the total system costs by approximately 26.6%. In particular, the dynamic capacity advantage among stations allows for a 95.4% reduction in the number of stranded passengers, increasing the accessibility of public transport services. In addition, the total cost is reduced by approximately 7.3% compared to that of the non-station demand-responsive modular vehicle scheduling mode, achieving the most significant savings in operating and charging costs. Sensitivity analysis provides a decision-making basis for actual operations regarding vehicle-type selection, battery capacity configuration, and supply/demand balance between passenger services and vehicle scheduling.
  • HU Lu, XU Wei-yao, LI Hao
    China Journal of Highway and Transport. 2024, 37(4): 37-47. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.004
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    As a future sustainable transportation mode, shared autonomous electric vehicles combined with the construction of charging and noncharging parking spaces (mixed parking spaces) at stations effectively reconcile the contradictions between urban travel, parking, and charging supply and demand. This paper considered the joint optimization of mixed parking space allocation, dynamic pricing based on the logit-based elastic demand, and vehicle scheduling. Based on the single-commodity space-time-battery network, a mixed-integer nonlinear programming model was constructed with the number of parking spaces, travel pricing, and space-time-battery flow as the decision variables and the maximization of operational profit as the objective. Due to the difficulty of obtaining high-quality solutions for this model, this paper fitted the logit function using an outer-inner approximation method. Then, using a quadratic-based integer variable decomposition and a parking constraint relaxation method, the original model was reconstructed as a mixed-integer linear programming model and solved using the GUROBI engine. A comparison of the configuration and operational joint optimization results before and after the reconstruction shows that the proposed method effectively improves the solution efficiency. The results of the Chengdu case study indicate that compared to using only charging spaces, mixed parking space allocation increased charging space utilization by 10.59% and decreased charging space rent by 28.87% while reducing relocation costs by 4.15% under the same order fulfillment rate. Compared with fixed pricing for trips, dynamic pricing effectively reduces fleet size by 16.03% while increasing operational profits. The range of dynamic pricing is inversely proportional to the number of vehicle relocations and the actual demand for origin-destination. Higher parking costs led to a sharp decrease in the leasing of noncharging parking spaces. A decrease in the charging rate can reduce the operational revenue by 12.35%, which contributed to an increase of 14.75% in charging parking spaces and 12.34% in noncharging parking spaces.
  • SUN Jian, SONG Mao-xing, QIU Guo, LIU Zhan-wen
    China Journal of Highway and Transport. 2024, 37(4): 48-60. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.005
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    The planning of electric vehicle (EV) charging station has significant impacts on facility construction costs, long-term profitability, and user satisfaction. In this paper, an optimization location model of multilevel charging stations is proposed, which contains two noninterchangeable optimization objectives, minimizing the total cost of charging station construction and vehicle driving cost, to consider the construction cost and service capacity of different levels of charging stations. By analyzing the big data of the existing vehicle trajectories, various vehicle parking states and durations were retrieved, and the potential charging demand of EVs was obtained based on an improved K-means clustering algorithm for the initial location of charging stations. A multilevel EV charging station location model was constructed to analyze the charging demand, which was solved based on the Tabu Search algorithm to evaluate the secondary locations of charging stations. A charging equipment capacity optimization model was established based on the queueing theory. Global Positioning System trajectory data of electric taxis in Chengdu, China were used for an empirical analysis. The charging station locations were determined based on K-means clustering and multilevel location model. The two schemes were compared based on service capacity, economic performance, as well as convenience issues. The location schemes obtained by the two methods are feasible. The coverage of the 2.5 km service radius of the multilevel locations is 91.2%, slightly worse than that of the K-means clustering scheme (93.6%), while both are above 90% coverage rate. In terms of economic benefits, the scheme based on the location model is significantly better than the K-means clustering scheme. The total profit is increased by 14.4%, while the profit rate is increased by 23.4% based on the multilevel modeling scenario with a relative reduction of 11.7% in construction cost. The proposed location and capacity scheme of EV charging facilities can effectively reduce the construction cost of charging facilities, and improve the profitability and user charging convenience, and thus has social benefits.
  • ZHANG Zhao-lei, HAO Wei, LI Hao, TANG Feng, LYU Neng-chao, LIU Zhi-zhen
    China Journal of Highway and Transport. 2024, 37(4): 61-71. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.006
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    Electric vehicles (EVs) face mileage issues during medium-to long-distance travel. Improving highway charging facilities can alleviate charging problems and improve travel service levels. To characterize the charging selection behavior of EV users, a discrete selection model based on a multivariate logit was established, where utility functions were proposed using the remaining mileage of EVs and the average necessary service time in the charging service district (CSD). An extended traffic equilibrium model was developed to obtain the charging demand for each CSD, which combined the traffic assignment model with the CSD selection model. Considering the minimization of the system charging service time, a bi-level programming model for charging stations was proposed based on an extended traffic equilibrium model to obtain the optimal number of charging stations in each CSD. However, solving traffic equilibrium models for large-scale road networks is difficult. The traffic equilibrium assignment problem was transformed into a nonlinear complementarity problem (NCP) for the solution. A genetic algorithm and a nonlinear complementarity algorithm were used to solve the bi-level programming model. The Hunan Provincial Expressway Network was used to verify the proposed model. The results show that the optimized distribution plan reduces the system service time by 53.1% compared with the uniformly distributed charging pile deployment plan. In addition, a sensitivity analysis revealed that an increase in EV users' perception of information can help improve the utilization rate of charging stations in some CSDs and reduce the number of empty CSDs. This study provides significant guidance for the deployment of charging facilities on highways to improve service levels.
  • WANG Yu-sheng, LUO Xin-xin, SHAN Xiang-qi
    China Journal of Highway and Transport. 2024, 37(4): 72-83. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.007
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    The electrification of urban public transportation represents an imperative trend in the development of the public transit sector, offering a means to effectively mitigate air pollution caused by fuel-powered vehicles and reduce dependency on fossil fuels. In this study, we integrated the replacement of electric bus fleet and the layout of charging facilities, aimed at formulating a holistic solution for urban public transportation electrification. To minimize the combined life-cycle costs of the electric bus fleet and the layout costs of charging facilities led to the development of an integrated optimization model. This model coordinates the replacement of electric bus fleet and the layout of charging facilities, taking into consideration both temporal and spatial dimensions. Leveraging the characteristics of the model, the collaborative optimization model was transformed into a mixed-integer linear programming model using equivalence-linear transformation. To validate the applicability of the collaborative optimization model, numerical experiments with different parameter values were conducted using the public transportation network in Jiangyin City, Jiangsu Province as a case study. The research results indicate that under the specified parameter configuration, the collaborative optimization solution yields a reduction of 467 044.3 RMB in the total cost of the combined bus fleet replacement and charging facility layout compared to separate optimization strategies. This demonstrates better cost-effectiveness of the collaborative optimization method. When budget is limited and emission restrictions are not strict, public transportation operators tend to purchase fuel-powered buses that have a price advantage. As battery technology advances, the anticipated decrease in the purchase price of electric buses is poised to drive a gradual decline in the procurement of fuel-powered and hybrid buses. This shift reflects a growing preference for more environmentally friendly electric buses. Furthermore, the electrification process of the bus fleet must be coordinated by deploying charging facilities to ensure that the charging demands of electric buses can be satisfied. The government can encourage operators to accelerate the electrification process of the bus fleet by increasing the social cost of carbon dioxide. The results provide decision support for operating and managing urban bus fleet, as well as deploying charging facilities, and offer policy recommendations for promoting the electrification of urban public transportation.
  • HUANG Jian-chang, SONG Guo-hua
    China Journal of Highway and Transport. 2024, 37(4): 84-97. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.008
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    The physical essence of traffic flow is the energy-driven displacement of matter. To explore the relationship between traffic flow and energy, this study developed a four-factor diagram that included flow, speed, density, and energy based on the power distribution. In this context, the energy/(kJ·km-1·h-1) was mathematically described as the product of the energy factor/(kJ·km-1·veh-1) and the flow/(veh·h-1). First, the energy factor curve varying with the average speed was established based on the power distribution of the traffic flow at each spatial average speed under equilibrium conditions. Subsequently, the relationship between the speed and the flow was obtained based on four classical traffic flow fundamental diagram models: Greenshields, Greenberg, Underwood, and Van Aerde. Finally, a flow-speed-density-energy diagram was established by combining the flow and energy factors. When the energy conversion efficiency was 100%, the following results were obtained. For speed-energy, as the speed increases, the energy first increases and then decreases because the flow plays a dominant role in the energy changes. For density-energy, the energy exhibits a pattern similar to that of the speed-energy relationship as the density increases; however, the changing pattern is the opposite, as the density is negatively associated with speed. For flow-energy, the energy increases with the flow. A flow value corresponds to two energy values under congestion/non-congestion conditions. Accordingly, the energy factors have two states as the flow increases: The energy factor is increasing or the decreasing rate of the energy factor is lower than the increasing rate of the flow. This study represents a pioneering effort towards formulating refined policies for energy networks and optimizing the design of energy infrastructure.
  • Pavement Engineering
  • LIU Zhi-yang, DONG Ze-jiao, ZHOU Tao, SHAN Li-yan, MA Xian-yong
    China Journal of Highway and Transport. 2024, 37(4): 98-120. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.009
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    Material informatics are the theoretical core of the Materials Genome Initiative, which provides critical methods for performance improvement and new material development of asphalt mixtures composed of multiphase, random structures, and complex behaviors at multiple scales. This paper reviews the application of material informatics in the performance prediction and durability enhancement of bitumen and asphalt mixtures to promote the research and application of material informatics. First, the essential connotations of the material genome and material informatics are analyzed, and their applications in asphaltic materials are summarized. Common material data standards are then summarized. The development of multiscale characteristics and material gene databases for bitumen and asphalt mixtures is reviewed. Furthermore, research on asphalt property prediction and modified asphalt composition optimization based on the chemical composition and colloidal structure genes is introduced. The application of data mining and machine learning algorithms for predicting the mechanical and service performances of asphalt mixtures is outlined, including the mixture design indicators, dynamic modulus, high-temperature rutting resistance, fatigue resistance, low-temperature cracking resistance, and water stability. The composition and structure optimization of asphalt mixtures based on performance prediction and intelligent optimization methods are analyzed to improve the performance of the asphalt mixture. Finally, the framework of the informatics for asphalt mixture materials is discussed. The potential challenges in the asphalt mixture gene system and performance prediction using machine learning are analyzed. Potential problems for future material informatics research are also discussed. This review could provide promotion to the durability improvement of asphalt pavement materials.
  • CHEN Yuan-zhao, LI Zhen-xia, FENG Ji-bing, GUO Teng-teng, YAN Hao-bo, WANG Chao-hui, FANG Chen-ze
    China Journal of Highway and Transport. 2024, 37(4): 121-140. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.010
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    Basic measures such as optimizing the gradation and vibration compaction were adopted for solving the problems of cracking, low bearing capacity, and short service life of cement in a full-depth cold-recycled base based on the excellent modification functions of nano-materials. Simultaneously, a small amount of nano-materials was added to a cement-stabilized cold recycled base material to improve its road performance. First, powder nanomaterials (nano-SiO2, graphene nanosheets (GNPs), and hydrophilic graphene oxide nano-sheet GO) were dispersed and pretreated. Second, the gradation was optimized and the nano-materials were incorporated into the recycled mixture. The mechanical effects of the contents of nano-SiO2, GNPs, and GO on the cement-stabilized cold-recycled mixture were studied. The drying shrinkage resistance, temperature shrinkage resistance, and frost resistance of the modified cement-stabilized cold recycled mixtures were compared and analyzed. Finally, the pore structure and microstructure of the cement-stabilized cold recycled mixture before and after modification were analyzed by micro-techniques, such as industrial computed tomography (CT) three-dimensional scanning and scanning electron microscopy (SEM) morphology characterization, and the mechanism of the effects of nano materials on the water-stabilized cold recycled base material were revealed from the meso-scale to micro-scale. The results show that improving the gradation composition of the mixture and adopting a skeleton-dense structure, can increase the density of the mixture and significantly improve its unconfined compressive strength. The unconfined compressive strength of the water-stabilized cold recycled mixture after optimizing the mix ratio exceeds 3.5 MPa. By adding 3% nano-SiO2, the residual compressive strength of the specimen after freeze-thaw cycles increased by 33.8%, and the frost resistance coefficient reached 84.41%. When the content of GO is 0.1%, the residual compressive strength of the specimen after freeze-thaw cycles reached a peak of 5.23 MPa, the strength increased by 48.65%, the frost resistance coefficient reached 86.02%, and the frost resistance ability was significantly improved. Nanoparticles can increase the drying shrinkage deformation of the water-stabilized cold-recycled base material, which has an adverse effect on the crack resistance of the base. However, the degree of effect varies greatly owing to the different types of nanomaterials and development stages. Nanomaterials can promote the hydration of cement hydrates and refine the pore structures of mixtures. Nanomaterials can also improve the interface compactness and bonding strength of ITZ structures, such as aggregate-mortar and old asphalt agglomerate-mortar. The incorporation of GO nanosheets had a significant effect on the microscopic pore structure of the water-stabilized cold recycled material, which further refined the larger capillary pores and densified the cement paste, thereby blocking the connections between the capillary pores. Nano-SiO2 can fill small-sized micropores. GO and GNPs materials can fill large voids using their own sheet structures. The staggered three-dimensional structures of GO and GNPs can effectively play a supporting and pulling role when the mixture is subjected to an internal force, and the effects of reinforcement and crack resistance are produced by their ultrahigh mechanical strength.
  • Subgrade Engineering
  • ZHOU Peng, XIA Liang-li, LIU Han-long, XU Chang-jie, CUI Jie, CAO Guang-wei, DING Xuan-ming
    China Journal of Highway and Transport. 2024, 37(4): 141-154. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.011
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    At present, research on XCC piles has mainly focused on clay foundations; however, there has been little research on XCC piles in sand. In addition, the compaction effect of a pile had been mainly analyzed when the penetration of the XCC pile was studied, while ignoring the key problem that these compaction displacement loads produce additional pile responses to adjacent existing piles in actual engineering constructions. Therefore, this study adopted a Coupled Eulerian-Lagrangian (CEL) large deformation numerical technique for establishing an integrated CEL finite element numerical model of an adjacent XCC pile-sand-existing XCC pile. The numerical results were compared with the measured data from indoor model tests, which verified the feasibility and validated the CEL numerical technique for analyzing adjacent XCC pile-soil-existing XCC pile interactions. Subsequently, a series of parametric studies were performed to explore the influences of the penetration depth, spacing between adjacent piles and existing piles, and boundary conditions of the existing pile head on the lateral response of the existing pile. Finally, based on the results of the parametric analysis, a set of design charts that can be used by geotechnical engineers to evaluate the maximum lateral response of existing XCC piles caused by the penetration of adjacent XCC piles at the early design stage were developed to mitigate the risks associated with pile foundation construction.
  • YIN Ping-bao, ZOU Min, HE Wei, YANG Kai-bo, ZHANG Yong-jie, LI Xin, CHEN Yan-hu, ZHANG Xiao-xi
    China Journal of Highway and Transport. 2024, 37(4): 155-165. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.012
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    Ferronickel slag is a general industrial solid waste, which can be directly used as roadbed filler after improvement, but its dynamic characteristics are still worthy of further study. Firstly, the grading characteristics of pure ferronickel slag were analyzed by screening test, and an improved method of adding clay was proposed to determine the optimal water content and clay content. Secondly, the dynamic triaxial test of ferronickel slag-clay was carried out, and the dynamic backbone curve and dynamic elastic modulus under different clay content, compaction degree and confining pressure were obtained. Lastly, through in-situ tests and theoretical calculations of the ferronickel slag subgrade, the settlement values of the lower embankment during operation period were obtained. The results show that the pure ferronickel slag is gravel soil with poor gradation, and the maximum dry density of the sample with 35% clay content and 9% water content is the largest. With the increase of clay content, the porosity between ferronickel slag and clay particles decreases, and the corresponding dynamic strength and dynamic elastic modulus increase first and then decrease. When the clay content is 35%, the dynamic strength and dynamic elastic modulus are the largest. The greater the confining pressure and degree of compaction, the stronger the interaction between ferronickel slag and clay, and the greater the dynamic strength and dynamic elastic modulus. Based on Hardin-Drnevich model and negative power law function, the dynamic stress-dynamic strain fitting relationship and dynamic elastic modulus attenuation model of ferronickel slag-clay were established. The relationship between fitting parameters and clay content, compaction degree and confining pressure was obtained by regression, and its rationality was verified by experimental data. During the operation period, the settlement of the ferronickel slag-clay embankment is small, which meets the design requirements of the subgrade.
  • Bridge Engineering
  • XIONG Wen, WANG Ren-gui, WANG Tao, WEI Le-yong, ZHOU Xiao-yi
    China Journal of Highway and Transport. 2024, 37(4): 166-175. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.013
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    Design specifications for bridges are not applicable to over-2 000-m-long suspension bridges. The traditional design method with overall factors of safety reflects the safety margin of the bridge using average or standard values, and the failure probability calculated by resistance and load effects cannot be considered in the method. In this study, the statistical characteristics and variability of the load, resistance, and design parameters of the anchorage are discussed. Based on a reliability analysis, a limit state equation was established for the sliding of the gravity-type anchorage (GTA) of suspension bridges. Given the target reliability index, partial factors of resistance were discussed, and the expression of the equivalent factor of safety was deduced. Considering the world's longest suspension bridge spanning 2 300 m as an example, design equations with partial factors were established for the sliding resistance of the GTA of super-long-span suspension bridges, and a comparison was performed with the traditional design method with the overall factors of safety. The results show that the equivalent factors of safety considering the sliding of GTAs are significantly decreased by the limit state design method with partial factors. This design method is highly scientific and cost-effective. It also provides a theoretical basis and technical support for the design specifications of over-2 000-m-long suspension bridges.
  • JIA Jun-feng, LIU Yang, QIU Can-xing, GUO He, ZHAO Jian-yu, GUO Bin-li, ZHANG Kai-di
    China Journal of Highway and Transport. 2024, 37(4): 176-187. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.014
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    To explore the influence of post-tensioned (PT) tendon parameters on the seismic performance of self-centering precast bridge columns and further promote the development of a self-centering precast bridge column system in moderate and high seismic regions, five self-centering precast segmental concrete-filled steel tube (CFST) bridge columns were designed in this study considering different areas, initial PT forces, and stress losses of the PT tendons. In addition, quasi-static cyclic loading tests were conducted. Based on the experimental results, seismic behaviors such as the damage model, PT stress losses, retraction of the anchorage of the bridge columns, hysteretic curves, skeleton curves, energy-dissipative capacity, and height of the compression zone were analyzed. The research results show that the designed precast segmental CFST bridge columns exhibit satisfactory seismic performance and self-centering ability; the residual drift ratio is only 0.41%, and no apparent damage phenomenon was observed under the maximum horizontal displacement load. Under the cyclic horizontal load, the value of the PT stress losses of the bridge columns is 12%-25%, the ratio of PT stress losses caused by the retraction of the anchorage is 70.3%, and the amplitude of the retraction of the anchorage increases as the loading displacement exceeds the historical displacement. Thus, the PT tendon should be over-tensioned to reduce the PT stress losses due to the retraction of the anchorage. The horizontal bearing capacity of the bridge columns significantly positively relates to the initial PT force, and an increase in the area of the PT tendon will enhance the post-yielding stiffness. This indicates that the minimum reinforcement ratio should not be less than 0.8%. Moreover, the initial PT force and area of the PT tendon does not affect the height of the compression zone, and the value tends to remain constant in the later stage of loading. The research results will provide a reference for the structural design and optimization of self-centering precast segmental CFST bridge columns.
  • WANG Lei, CHEN Rui, DAI Li-zhao, TU Rong-hui
    China Journal of Highway and Transport. 2024, 37(4): 188-200. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.015
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    A calculation framework for multi-objective maintenance strategies based on the improved non-dominated sorting genetic algorithm-Ⅲ (NSGA-Ⅲ) is proposed to address the formulation maintenance strategies for bridge networks oriented toward the low-carbon principle. First, a carbon-emission calculation method for bridge networks in the maintenance stage was developed based on the theory of carbon-emission factors. Three carbon emission sources were considered: production of reinforced raw materials, vehicle traffic, and auxiliary facilities. Based on the connectivity reliability of individual bridges and nodes, a multi-objective maintenance optimization model that integrates carbon emissions and comprehensive maintenance costs was established. Second, the multi-objective maintenance optimization model of the bridge network considering the preferences of decision makers was quickly and accurately solved using an improved NSGA-Ⅲ algorithm and the combined weight technique for the order of preference by similarity to the ideal solution. The improved NSGA-Ⅲ algorithm was developed using optimal cluster centers generated using the Genetic K-means clustering method instead of the original reference points. It also incorporates a dynamic crossover and mutation mechanism based on genetic parameters to enhance population diversity. Finally, a maintenance strategy considering the preferences of decision makers was analyzed, and the influence of different objective combinations on the maintenance strategy was compared through a case study of a regional bridge network. The results show that different weight distributions and objective combinations can lead to different maintenance strategies for bridge networks. Compared to the strategy focusing on economic benefits, the strategy focusing on environmental impact has a 23.93% increase in cost and a 28.74% reduction in carbon emissions. For the maintenance decision-making of bridge networks, the refinement of decision objectives contributes to the comprehensive elucidation of the decision problem and results in the attainment of a more balanced maintenance strategy.
  • CHEN Zheng, CHEN Ben, WU Chang-jie, ZHENG Jie-lian, DING Qing-jun, LUO Xiao-bin, XU Wen, YANG Yang, ZHAO Guo-xin
    China Journal of Highway and Transport. 2024, 37(4): 201-211. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.016
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    The largest arch bridge in the world, the Tian'e Longtan Bridge (under construction), spans 600 m, and the quality of its encased concrete is safeguarded by designing and controlling its performance and construction quality. The difficulty lies in the fact that the construction of a super-long span simultaneously requires a larger concrete volume and longer pumping distance. Therefore, the pumping duration increases, which makes it more challenging to maintain concrete workability and control concrete uniformity and compactness. In the hardening stage, reducing the temperature difference between the inside and outside of the encased concrete, minimizing the water loss caused by local hydration, and reducing the shrinkage stress are necessary to avoid the formation of cracks and minor defects. To solve these engineering problems, this study explored the mechanical properties, workability, and early volume change of C60-encased concrete with different raw materials and mix proportions, thus proposing a design method for the mix proportion of crack-resistant concrete based on early shrinkage compensation control. According to the actual construction process, the workability control index within a certain casting period was defined, and a workability control method was introduced. Throughout the casting process, the duration for the optimal workability of concrete was extended through admixture adjustment, which increased the construction efficiency and effectively guaranteed concrete uniformity. In addition, through analysis and calculation, the requirements and methods for controlling the concrete casting temperature were determined, and the temperature change of the encased concrete during the entire casting and maintenance process was revealed. Based on this, the numerical simulation of concrete deformation under the action of the fiber and expansion agent and the comparison of measured data were performed at different ages. The appearance and internal deformation prove that the anticracking control measures were reasonable and effective.
  • LIU Lu, ZONG Zhou-hong, ZHOU Hai-fei, CHEN Zhen-jian, TANG Guang-wu
    China Journal of Highway and Transport. 2024, 37(4): 212-223. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.017
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    To evaluate the damage extent of a precast segmental reinforced concrete (RC) bridge pier under a near-field explosion, this study conducted a near-field blast test of a precast segmental RC bridge pier; subsequently, a three-dimensional finite element accurate model of the precast segmental RC bridge pier was established, and the axial residual bearing capacity was employed as the explosion damage evaluation index. The uncertainty quantification of near-field explosion load was analyzed, the explosion damage extent and probability distribution of the damage coefficient were studied based on the blast loading sampled using the TNT equivalent and explosion center distance, and the vulnerability of the precast segmental RC bridge pier under near-field explosion was evaluated. The results show that the precast segmental RC bridge pier has a local punching failure and the maximum residual displacement in the bottom segment under the near-field explosion test. A numerical simulation is consistent with experimental results, and the axial residual bearing capacity obtained by the restart is feasible. The explosion damage coefficient of the precast segmental RC bridge pier is obtained based on the TNT equivalent and explosion center distance, and the damage coefficient under different TNT equivalents is lognormal distribution. The vulnerability curve of the precast segmental RC bridge pier under a near-field explosion is obtained based on the lognormal probability density and conditional probability, which can be used to evaluate the explosion damage extent of precast segmental RC bridge piers under different TNT equivalents. This paper provides a reference for rapidly assessing explosion damage to precast segmental RC bridge piers.
  • CHEN Zhuo-yi, LIU Yan, WANG Sheng-qi, YAN Zi-zhuo, PENG Hui
    China Journal of Highway and Transport. 2024, 37(4): 224-238. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.018
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    To the fatigue performance of prestressed CFRP-reinforced steel plates with central defects and double-edge defects. Based on the team's self-developed self-bonding prestressed CFRP application device, fatigue tests of prestressed CFRP single-sided reinforced steel plates with defects under tensile cyclic loading were carried out for two defect types and three defect lengths. In addition, the two-stage prestressing of the specimens was analyzed, and the damage mode, fatigue life and the number of load cycles-plate surface strain distribution law of the specimens under finite bond length were discussed. A finite element model was established using ABAQUS, and the stress distribution of the steel plate, CFRP and adhesive layer under different fatigue crack lengths was analyzed by the calculated results. Furthermore, the degradation law of glue layer stiffness was discussed, the effects of CFRP and pre-stress on the stress intensity factor amplitude ΔK at the crack tip were explored, and the fatigue life of the defective steel plate was predicted based on the Paris model of crack closure effect. The results show that the self-bonded prestressed CFRP-reinforced steel plate has a longer smooth fracture surface and longer stable fatigue crack expansion area under a finite bond length, which can better increase the critical crack length of the steel plate; the prestressing can improve the reinforcement effect of CFRP, make CFRP bear more load, improve the stress distribution of the steel plate and the adhesive layer, reduce the stress concentration in the defective area, and delay the stiffness of the adhesive layer. The CFRP and prestressing can effectively reduce the stress intensity factor amplitude ΔK at the crack tip and improve the fatigue life of steel plates; the Paris formula based on the finite element calculation of ΔK and the crack closure effect can accurately predict the fatigue life of the defective steel plate, and the error between the predicted value and the test value is less than 10%.
  • HUANG Shi-ji, CAI Chen-zhi, ZOU Yun-feng, HE Xu-hui, ZHANG Yan-pei
    China Journal of Highway and Transport. 2024, 37(4): 239-251. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.019
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    Bridge structures are exposed to complex natural environments and directly subjected to fluctuations in the air temperature and solar radiation. The impact of the surrounding environmental factors results in a significantly non-uniform temperature distribution in the structures. In this study, an experimental investigation was conducted to obtain a comprehensive understanding of the nonuniform temperature field of a composite box girder with corrugated steel webs and to reveal its time-varying and spatial distribution characteristics. The same temperature variations were used at all measurement points, which is consistent with the air temperature conditions. According to the experimental results, a nonuniform temperature field occurs in the composite box girder with corrugated steel webs, and the daily maximum vertical temperature gradient along the north and south webs is 12.8 ℃ and 12.1 ℃, respectively. Subsequently, a finite element method simulation model of the experimental composite box girder was established and validated using the measured temperature data. The obtained average absolute errors of the measurement points generally range from 0.6 ℃ to 1.5 ℃, and the maximum absolute errors are less than 3.6 ℃. Based on a model of the environmental parameters and numerical simulation, the long-term temperature variation in the actual composite box girder with corrugated steel webs was continuously simulated. The long-term simulation indicates that the extreme vertical temperature gradients along the south and north webs are 35.6 ℃ and 27.8 ℃, respectively, which exceed the vertical temperature gradient given in the current composite bridge design code. Therefore, this study can be used as a reference for the structural design and further engineering applications of composite box girders with corrugated steel webs.
  • SUN Xuan, SHAO Xu-dong, ZOU De-qiang
    China Journal of Highway and Transport. 2024, 37(4): 252-262. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.020
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    To solve the problems of fatigue cracking and pavement damage in orthotropic steel decks (OSD), the author's research team successfully developed a steel-ultra-high-performance concrete (UHPC) lightweight composite bridge deck system in 2010, which has been widely applied to steel bridges in China. Because the UHPC layer significantly improves the local stiffness of the steel deck, the OSD can be further optimized to simplify construction and reduce costs. Therefore, a hot-rolled section steel-UHPC lightweight composite deck with an open rib (HSD) is proposed in this paper and applied to the girder of a long-span arch bridge for the first time, and different deck schemes and finite element calculations based on a real bridge are compared. On this basis, a negative bending moment strip static test of the HSD was carried out, the crack development of the UHPC was observed, the crack width was calculated, the fatigue resistance performance of the HSD was calculated and analyzed, and a negative bending moment strip fatigue test was carried out for the important connection welds between the longitudinal and transverse ribs in the HSD. The research results show that UHPC in the negative moment area shows good flexural tensile toughness, and the tensile strength is 1.4 times that of the real bridge; HSD connects the longitudinal ribs and the diaphragm in a novel way; by placing all the necessary connecting welds in the low-stress area and non-welding hot-rolled section steel in the high-stress area, the fatigue resistance of the bridge deck is improved. HSD contains 10 key fatigue details, and the calculated fatigue stress amplitude of each fatigue detail is below the constant amplitude fatigue limit; fatigue failure of the connecting weld between longitudinal and transverse ribs in HSD occurred after 48.4 million equivalent loading times under the design fatigue stress amplitude; the fatigue strength meets the requirements of real bridge applications. In summary, the HSD exhibits good static and fatigue behavior, simple processing and manufacturing, low construction costs, and is a new competitive bridge deck scheme.
  • LI Sheng-yuan, LYU Heng-lin, WU Yuan-zhou, ZHOU Shu-chun, PENG Hao, SUN Cheng-kai
    China Journal of Highway and Transport. 2024, 37(4): 263-273. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.021
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    To study the compression performance of reinforced-concrete (RC) columns under the coupled action of the colliery ground environment and load, 14 large-biased RC columns were prepared. The coupling effect of the colliery ground environment and load was investigated for 0, 2, 4, 6, 8, 10, and 12 test periods. The property degradation laws of concrete and longitudinal reinforcement in the columns were analyzed, and the influence of degraded concrete and longitudinal reinforcement on the compression performance of the columns was investigated. Based on this, the calculation formulas for the bearing capacity of large eccentric compression columns with rectangular sections in Chinese, American, and European codes were modified. The results show that, compared with the load action alone, the coupling effect of the colliery ground environment and load aggravates the deterioration of the columns. With an increase in the coupling action time of the colliery ground environment and load, the concrete neutralization depth of the columns increases linearly, whereas the compressive strength decreases gradually. Meanwhile, the corrosion rate of the longitudinal reinforcement increases gradually; however, the yield strength and ultimate strength decrease linearly, and the yield strength of the longitudinal reinforcement is negatively correlated with the corrosion rate. The bearing capacity of the columns decreases with an increase in the coupling action time of the colliery ground environment and load. The yield load and ultimate load of the column decrease with the increase in the corrosion rate of the longitudinal reinforcement. By introducing the degradation coefficients of strength of concrete and rebar after the coupling action of the colliery ground environment and load, the load-bearing capacity calculation formulas for large eccentric compression columns with rectangular sections in the Chinese, American, and European codes can be modified effectively.
  • Tunnel Engineering
  • ZHANG Hui-jian, FU Bo-yi, NIU Xiao-yu, WANG Zheng-zheng, GUO Hong-bo
    China Journal of Highway and Transport. 2024, 37(4): 274-285. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.022
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    To investigate the relationship between void defects and vehicle-induced dynamic response, on-site testing was performed in this study and a dynamic numerical model was established based on a project in which the Nijiaqiao Station of Chengdu Metro Line 8 crossed the existing station with zero clearance. The influence law of void defects between the underpass roof and zero-clearance station on the vehicle-induced vibration response of the underpass was analyzed. The results show that the dynamic response of the underpass caused by the train dynamic load is mainly influenced by the relative position between the structure and the vibration source and the constraint state. The peak value of the vertical acceleration of the underpass indicates that the top plate is larger than the bottom plate. Owing to the constraint of the side wall, the midspan of the ceiling is larger than that of the side part; however, there is little difference between the midspan and the side part when it is far from the vibration source. Meanwhile, the lateral acceleration indicates that the middle wall is larger than the side part, which is constrained by the surroundings. The local voids of the close-fitting structure are equivalent to weakening the constraint and reducing the net contact area of the solid medium with strong vibration transmission, which leads to an intensified vibration response of the underpass structure. Under the calculation conditions in this study, the void ratio of 5%-30% was considered and found to have little effect on the frequency response curve and time history curve of the underpass, but shows positive correlation with the acceleration and amplitude. In addition, the relative position between the void area and the vibration source significantly influences the structural vibration response. When the void area overlaps the vibration source (i.e., a void was present under the vibration source), the structural vibration response under the overlapping area suddenly increases.
  • SONG Yuan, HUANG Ming-li, ZHANG Xu-dong, LI Ran
    China Journal of Highway and Transport. 2024, 37(4): 286-296. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.023
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    To solve the technical problems concerning deformation control of tunnels surrounded by soft and weak rock, as well as meet the support requirements of high bearing capacity and high stability, a new type of prefabricated spatial reticulated grid (SRG) support structure was developed. As the weak part of the whole ring structure, the mechanical properties of the joints are crucial to the accurate evaluation of the overall bearing performance. To determine the difference in performance of different joint types, indoor full-scale tests and numerical simulations of pure bending of bolted endplate joint, combined sleeve joint, and jointless components were carried out for SRG arches. The deformation process and failure modes of each component were compared and analyzed, the bending moment-curvature function equation was established, and the bending stiffness and bearing capacity of the joints were evaluated quantitatively. The influence of endplate thickness, sleeve length, steel tube wall thickness, and other parameters on the mechanical properties of bolted endplate joint, combined sleeve joint, and jointless components were comprehensively analyzed, the influence mechanism of joint parameters was clarified, and reasonable parameters and design suggestions for arch joints were proposed. In addition, the field application of SRG arches was investigated considering on the Guangzhou Metro underground excavation tunnel project. The results show that the bolted endplate joint has high toughness and bearing capacity, the clear transmission of the joint force system during the loading process, stable deformation, and can be used as the preferred joint type for SRG arches. The combined sleeve joint has good ductility and post-deformation capability, and the combined sleeve is in good condition without significant deformation. The yield load capacity of the bolted endplate joint component increases significantly when the thickness of the endplate increases from 15 to 25 mm, resulting in a corresponding increase of 14.6%. The difference in yield load capacity between the joint components with the “top 3 bottom 4” and “top 5 bottom 6” bolt arrangements is only 3.1%. Compared with lattice girder, the integrity of the SRG arches is enhanced, and the surrounding rock control effect is significantly improved, with 31.6% and 31.4% reduction in arch top settlement and perimeter convergence, respectively. The results of this study can provide a reference for the design and construction of similar projects in the future.
  • Traffic Engineering
  • LIU Qian, WANG Xue-song
    China Journal of Highway and Transport. 2024, 37(4): 297-309. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.024
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    The automated driving technology still faces many safety challenges in mixed traffic environments. Intersections are high-risk locations for autonomous vehicles (AVs). The aims of this study are pre-crash scenario generation and crash causation analysis of AVs. A pre-crash scenario method of roadway-traffic participant-critical event-precrash movement was developed. Thirty one pre-crash scenarios at intersections for AVs were generated using 470 crash reports involving AVs in California. Significant differences between the AV and conventional vehicle (CV) pre-crash scenarios were verified by a statistical analysis. A crash causation method is proposed based on the system control structure, which reveals the interaction relationship between AV crashes and roadway, traffic situation, environment, automated driving system, driver (tester), and vehicle. Nine crash causation patterns and causation chains of AV crashes in the rear-end and lane change scenarios were determined. The results indicate the following: AVs being rear-ended by CVs occurred with a frequency 4.03 times that of rear-ended CVs. The main reasons for rear-end scenarios were that the driver of a CV follows the lead vehicle too closely and insufficient decision-making of the automated driving system to decelerate first, and then stop or start. The main reasons for lane change scenarios were dangerous lane changes or overtaking of CVs, insufficient recognition of other vehicles' lane change intentions by the automated driving system, and unreasonable decision-making of deceleration and collision avoidance. This study promotes the application of scenario-based crash causation analysis methods. It can guide the construction of automated driving test scenarios, and provide a reference for the development and optimization of automated driving systems and improvement in intersection safety.
  • LI Wen-yong, WEI Cong, YANG Rui-xin, LIAN Guan
    China Journal of Highway and Transport. 2024, 37(4): 310-320. https://doi.org/10.19721/j.cnki.1001-7372.2024.04.025
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    The integration of rail transit and ground buses is an effective approach for promoting public transportation in urban transportation systems. Owing to the increasing expansion of rail transit networks, the existing feeder bus lines can no longer satisfy the increasing demand for commuting, and problems such as high operating costs and low operating efficiency have emerged. Optimizing the selection connecting stations and routes is key to the planning of rail-connecting bus networks. In this study, to mitigate resource wastage and long passenger travel time caused by the duplication of stations in the common line section of the “double Y-shaped” feeder bus line, an optimization method of stopping and skipping bus lines based on competition theory is proposed. Additionally, the passenger travel time cost and the operating cost of the bus enterprise are reduced by optimizing the number of duplicated stations in the common line section and the number of passengers in the line at the station. The number of duplicated stops in the common line segment and the passenger flow at the stop provide the competing intensity constraints of the bus line, thus enabling a stop-hopping optimization model of the bus line's common line segment to be established. The model is validated using the bus IC card data of Beijing, China using the NSGA-Ⅱ algorithm as an example. The results show that, compared with the results of the existing stopping scheme, the optimized passenger on-travel time reduced by 22.5%, and the operating cost of the bus enterprise are reduced by 32.1%. This study provides targeted suggestions for enhancing the efficiency of feeder-bus travel.