30 April 2025, Volume 38 Issue 4
    

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    Subgrade Engineering
  • WANG Zheng-cheng, LIU Song-yu, WU Kai, ZHANG Xiang, LI Meng-yao
    China Journal of Highway and Transport. 2025, 38(4): 1-15. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.001
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    Alkali residue is waste generated during the production of soda ash via the ammonia alkali process. Its excessive accumulation results in the wastage of land resources and environmental pollution. Alkali residue is used to partially replace cement in the production of alkali residue-based lightweight soil (A-LS), thus enabling its large-scale utilization. Compression, California bearing ratio (CBR), water-absorption, thermal-conductivity, and electrical-conductivity tests, as well as scanning electron microscopy and mercury intrusion porosimetry are conducted to systematically investigate the physical/mechanical properties and pore structure of A-LS. A-LS is used as a roadbed-filling material at the X204 bridgehead of the Xuwei-Guanyun section of the Lianyungang-Suqian expressway to monitor its temperature in real time. The results indicate that the compressive strength, CBR, flow value, and thermal conductivity of the A-LS increase with the wet density, whereas its water absorption and resistivity decrease. An approximately linear relationship exists between the wet density and each indicator. The average pore diameter and porosity are 82-179.86 nm and 57.78%-82.65%, respectively. At wet densities not exceeding 700 kg·m-3, the pores in the A-LS are predominantly macropores; however, when the wet density surpassed this limit, voids and microcracks are predominant. As the wet density increases, the volume proportion of macropores and tortuosity increase, whereas the mercury intrusion volume, median pore diameter, average pore diameter, most probable pore diameter, volume proportion of voids and microcracks, porosity, and fractal dimension decrease. As the volume proportion of voids and microcracks, pore diameter, and porosity increase, the compressive strength, CBR, flow value, and thermal conductivity decrease, whereas the water absorption and resistivity increase. Because of the hydration reactions of ordinary Portland cement and ground granulated blast furnace slag, a significant amount of heat is released, thus causing the internal temperature of the A-LS to increase rapidly to its peak value, followed by a decrease and then finally a stable state. Furthermore, the internal temperature of the A-LS remains unaffected by the atmospheric temperature. This demonstrates its excellent thermal-insulation properties, thus rendering it a viable option for application in permafrost regions. The A-LS possesses advantages such as large-scale consumption of alkali residues and cement conservation, thus presenting promising prospects for its widespread application.
  • CAI Pei-chen, MAO Xue-song, LIU Yun-long, WANG Yue-yue, WU Qian
    China Journal of Highway and Transport. 2025, 38(4): 16-32. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.002
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    To determine the single-particle crushing strength, size, and morphology effect in different recycled filler components, 450 sets of single-particle crushing tests were conducted on recycled brick (RB), recycled concrete (RC), and recycled mortar (RM) for various particle sizes and morphologies. This study investigated the crushing modes, load-displacement relationships, crushing strengths, and energy variation characteristics of single particles in recycled fillers. Additionally, the effects of size and morphology on single-particle crushing were statistically analyzed using Weibull distribution functions. Finally, by combining fractal theory, this study explored the distribution law of single-particle crushing gradation and constructed a modified Rosin-Rammler (R-R) function prediction model for single-particle crushing gradation by introducing initial particle state parameters and fractal dimensions. The results indicate that the single-particle crushing modes of recycled fillers can be categorized into three types: brittle fracture, fracture, and ductile fracture. The number of secondary particles produced after crushing was the highest for RB, followed by RM, with RC producing the fewest. We found that the larger the size of a single particle in a recycled filler, the greater its maximum peak force and the energy required for crushing, whereas the crushing stress decreases accordingly. We also found that the closer the morphology of a single particle in a recycled filler to a spherical shape, the greater the maximum peak force and crushing stress, and the corresponding particle crushing energy. Moreover, the crushing energy of the RC single particles was higher than those of RB and RM. Significant size and morphological effects on the average crushing strength of single particles in the recycled fillers were observed. The Weibull modulus m could be used to predict the crushing strength of other types of particles. The fractal dimensions of RB, RC, and RM increased with an increase in particle size, while the distribution of gradation became narrower, indicating fractal weakening. The larger the particle sphericity, the smaller its fractal dimension, with DRC having the smallest value and DRB and DRM being relatively similar. The distribution curve of the single-particle crushing gradation for different particle sizes and shapes can be predicted using the modified R-R function model; this curve is generally consistent with the experimental values.
  • XIAO Zheng, CAO Zhi-gang, CAI Yuan-qiang, HU Hong
    China Journal of Highway and Transport. 2025, 38(4): 33-42. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.003
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    Engineering structures such as embankments and dams are susceptible to the processes of suffusion under hydraulic loads, which can pose threats to their service performances. The existence of soil arching in a pile-supported embankment leads to stress redistribution within the soil and causes the embankment to be prone to local suffusion. In order to explore the initiation and development laws of suffusion in pile-supported embankments under hydraulic loads and clarify the impact mechanism of suffusion on the service performance of pile-supported embankments, the computational fluid dynamics coupled discrete element method was combined with a self-developed trapdoor-suffusion model experimental apparatus and used to investigate the onset critical hydraulic gradient of suffusion and its development under different initial soil arching ratios in a pile-supported embankment. The research results indicated that the existence of soil arching in the pile-supported embankment significantly reduced the resistance of the embankment to suffusion. The onset critical hydraulic gradient of suffusion in the pile-supported embankment was much lower than that in soil without soil arching. The critical hydraulic gradient of suffusion decreased exponentially with a decrease in the initial soil arching ratio. When the initial soil arching ratio was smaller than 0.05, the onset critical hydraulic gradient decreased by more than 30%. The progress of suffusion in an embankment weakens the primary distribution of horizontal strong force chains in the stress reduction areas of soil arching, recovers the vertical strong force chains, affects the stress transfer efficiency of soil arching, and leads to significant degradation of soil arching in a pile-supported embankment. This finally causes the continuous development of surface displacement in the embankment. A smaller initial soil arching ratio in the embankment leads to a more significant degradation of the soil arching during suffusion. This study revealed the increasing risk of suffusion during the service of a pile-supported embankment, proposed an empirical formula for predicting the onset critical hydraulic gradient of suffusion in a pile-supported embankment, and provided guidance for the construction and maintenance of pile-supported embankments.
  • TANG Chang-yi, LI Song, LI Zhi-wen, CUI Kai, FAN Jun-wei, QIN Xiao-tong
    China Journal of Highway and Transport. 2025, 38(4): 43-53. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.004
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    Most existing studies on active earth pressures in finite soils are based on the retaining wall translation mode (T mode). However, earth pressures in the retaining wall rotation around the top mode (RT mode) have not been sufficiently investigated. To study the active earth pressure of the soil body in this mode, clay less soil with limited width behind the wall was taken as the research object, and the influence of the shear stress between the horizontal differential layers of the soil body, the soil arch effect, and the non-limit state of the fill were considered, assuming that the limit state slip surface of the soil body is a curved slip surface. The equilibrium equations were set up based on the method of horizontal layer analysis, and the calculation methods of the non-limit active earth pressure of the finite soil body in the RT mode and the location of the point of joint force were derived. A method for calculating the position of the non-limit active earth pressure and the joint force action point of the finite soil body in the RT mode was deduced, and the accuracy of the method was verified by comparing it with relevant test data. On this basis, the related parameters were analyzed. The results are as follows: ① As the width-to-height ratio B/H increases, the size of the earth pressure and location of the point of action of the combined force increase. When B/H increases to approximately 0.46, the slip surface can be extended to the top surface, and the earth pressure tends to be stable. B/H=0.46 can be regarded as a critical value of the finite and semi-infinite soil body under study. ② The size of the combined force of the earth pressure increases with the friction angle and displacement ratio η of the soil body. ③ The size of the combined force of the earth pressure increases with the friction angle and displacement ratio of the soil body. The friction angle and displacement ratio η increase and decrease, respectively, while demonstrating the opposite change of location of the joint force point. The analysis results can be used as a reference for further studies on soil pressure theory in RT mode.
  • Pavement Engineering
  • LIU Jie, XU Xiao-dong, WANG Bin, DONG Gang, SI Wei
    China Journal of Highway and Transport. 2025, 38(4): 54-68. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.005
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    This research was initiated to explore the feasibility of using high volume of aeolian sand in cement-stabilized gravel base. The study designed nine different material compositions of high volume aeolian sand-cement fly ash stabilized gravel mixtures based on orthogonal experimental methods. It then systematically investigated these mixtures from multiple perspectives, focusing on macroscopic mechanical properties, microstructural characteristics, and their evolution under dry and wet cycles. Initially, the impact of varying binder content on the strength of the mixture and its resistance to deformation was analyzed based on the results of mechanical performance tests. Subsequently, the mixtures underwent seven, fourteen, twenty-one, and twenty-eight dry and wet cycles using clean water and Na2SO4 as wetting agents. The stability of the samples during these cycles was assessed using compressive strength as a metric. Furthermore, scanning electron microscopy (SEM) and nuclear magnetic resonance (NMR) were employed to characterize the evolution of the microstructure and porosity parameters of the samples throughout the dry and wet cycles. Lastly, based on the results of these experiments, the damage mechanisms of high volume aeolian sand-cement fly ash stabilized gravel under the influence of dry and wet cycles were revealed. The test results indicate that increasing the incorporation rate of aeolian sand significantly deteriorates the mechanical properties of the mixture. With each 4% increase in aeolian sand dosage, the maximum strength reduction reaches up to 12.3%. Strength and stiffness modulus exhibit a positive correlation with binder content and curing duration. It is suggested that the secant modulus value at 0.4 σmax on the compressive stress-strain curve could replace the compressive resilient modulus of the specimens. Fly ash significantly influences the durability of the samples. After 28 dry and wet cycles, the water stability coefficients of specimens with different binder contents all exceed 0.80, and their resistance to sulfate attack is above 0.75. The hydration products within the samples exhibit variations depending on the number of dry and wet cycles. Increasing the number of cycles can lead to cracks in the hydration products, spalling of the matrix, and an increase in porosity. The findings provide a theoretical basis for further promoting the use of aeolian sand as a replacement for fine aggregates in road construction materials.
  • XU Wen-yuan, LI Shuai, JI Yong-cheng, LI Guo-dong, LI Xiang, CUI Chuang
    China Journal of Highway and Transport. 2025, 38(4): 69-84. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.006
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    A novel road-crack detection model called RTFormerF10 is proposed to address the critical issues of false positives and missed detections during road maintenance. This model integrates infrared and visible light images to enhance the crack detection accuracy. FLIR ONE Pro and HIKMICRO K20 infrared cameras were used to construct a dual-modality dataset of 3794 asphalt-pavement images. An infrared image branch is incorporated into the RTFormer-slim network architecture. The network depth is increased for the first time and an attention-mechanism-based feature fusion module (IFF) is integrated. The IFF module enhances features from both visible and infrared images using an attention mechanism, and then fuses these enhanced features through an additive operation. Additionally, the designed DDAPPM module enhances the original pyramid pooling operations through dense connections for multiscale feature fusion, which significantly improves the model's ability to extract contextual information during image segmentation tasks. Furthermore, knowledge distillation techniques are applied to optimize the model size and computational efficiency, allowing it to effectively adapt to resource-constrained deployment environments. Compared to traditional models such as U-Net, DeepLabV3+, HRNet, and PSPNet, as well as the earlier RTFormer series, the experimental results demonstrate that RTFormerF10 improves the intersection over union (IoU) and F1 scores by 13.09% (infrared) and 1.01% (visible light), and 28.78% (infrared) and 0.7% (visible light) respectively, outperforming most mainstream semantic segmentation algorithms. RTFormerF10 has a parameter count of 8.62×106 and an FPS of 11.24. It has enhanced generalization capabilities in diverse environments and advances the development of multimodal fusion in the field of image segmentation technology, with many practical applications.
  • Bridge Engineering
  • LIU Lu-ming, TAN Xing-yu, FANG Zhi, HUANG Zheng-yu, LIU Xin-hua, LIU Qi
    China Journal of Highway and Transport. 2025, 38(4): 85-97. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.007
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    The addition of shrinkage-compensating agents is an effective and widely adaptable technique for overcoming the adverse shrinkage effects of ultra-high-performance concrete (UHPC). To clarify the effectiveness and reasonable configuration of different shrinkage-compensating agents in shrinkage-compensating UHPC and to establish a shrinkage prediction model for relevant engineering design analysis, in this study, 17 groups of material tests are conducted to measure and analyze the flowability, setting time, compressive strength, autogenous shrinkage, and total shrinkage of the UHPC with CaO-based expansive agent (CaO-EA), shrinkage reducing agent (SRA), and super absorbent polymer (SAP) added separately, CaO-EA and SRA, CaO-EA and SAP, as well as these three shrinkage-compensating agents added together. The dosage range for different shrinkage-compensating materials under various design objectives is identified via multi-objective programming, and a time-varying prediction model for the shrinkage of shrinkage-compensating UHPC after the initial setting is established via regression analysis. The results show that the flowability of fresh UHPC is decreased by the addition of CaO-EA and SAP, whereas it is increased by the incorporation of SRA. CaO-EA shortens the setting time of UHPC, whereas SAP and SRA extend it. The compressive strength of UHPC initially increases and then decreases as the addition of CaO-EA increases, whereas it decreases with the increasing addition of SRA or SAP. Under standard curing conditions, the autogenous shrinkage of UHPC without any shrinkage-reduction treatment accounts for approximately 81% of the total shrinkage. All three types of shrinkage-compensating agents effectively reduce the shrinkage of UHPC. CaO-EA is most effective in shrinkage compensation but can lead to poor volume stability when its dosage exceeds 6%. To maintain the slump flow and the 28-day compressive strength of UHPC above 95% of their original state and to completely compensate 180-day total shrinkage, the contents of CaO-EA, SAP and SRA should be in the ranges of 4.61%-4.93%, 0-0.05%, and 2.26%-2.71%, respectively. The proposed model can effectively predict the shrinkage development of UHPC with different dosages of shrinkage-compensating materials after initial setting, which can provide a reference for relevant engineering applications.
  • LI Hou-xuan, ZHANG Hong, XU Bo-wei, XIA Run-chuan, ZHOU Jian-ting
    China Journal of Highway and Transport. 2025, 38(4): 98-109. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.008
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    The accurate detection of corrosion levels in steel strands is crucial for ensuring the safety of transportation infrastructure. Traditional self-magnetic flux leakage (SMFL) metrics have shown limitations in terms of accuracy and universality under the influence of environmental vibrations and magnetic field disturbances. In response to this challenge, a novel detection method for assessing the corrosion level of steel strands was developed by integrating SMFL signals and a Whale Optimization Algorithm-enhanced XGBoost (WOA-XGBoost) model. Initially, five characteristic values were defined based on the SMFL theory. Subsequently, a dataset of SMFL signals, reflecting varying corrosion levels, was established using accelerated corrosion tests and wavelet-transform denoising techniques. The key hyperparameters of the XGBoost model were iteratively optimized using the WOA, resulting in a WOA-XGBoost predictive model. Comparisons of predictive performance were conducted among WOA-XGBoost, AdaBoost, CatBoost, Gradient Boosting, XGBoost, and traditional empirical metrics. The findings indicate that wavelet transform denoising effectively reduces the impact of signal noise while preserving the main characteristics of the corrosion-related SMFL signals. The WOA-XGBoost model exhibited superior predictive performance, achieving an R2 value of 0.987, MAE of 0.91, and MSE of 6.15. Optimization of hyperparameters through the WOA significantly enhanced the XGBoost model's performance, increasing the R2 value by 6.8% and reducing the MAE and MSE by 1.85 and 9.08, respectively. Future applications of the SMFL technology for detecting steel corrosion should prioritize features that describe the variability and extremity of magnetic flux leakage curves as inputs. The proposed integration method effectively captures the complex nonlinear relationship between the degree of corrosion and SMFL signals, offering a novel approach for the nondestructive testing of steel strand corrosion.
  • BAI Hua, YANG Shi-quan, LI Kai-rui, GAO Guang-zhong, YANG Xin, HE Guo-xuan, GUI Yi-yao
    China Journal of Highway and Transport. 2025, 38(4): 110-120. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.009
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    When the main span of the bridge approaches 2 000 m, it is difficult to effectively increase the critical flutter wind speed of the bridge using a single aerodynamic measure. A combination of multiple aerodynamic measures is required to meet the regulatory requirements. Therefore, it is necessary to develop more efficient vibration suppression measures. Inspired by the interaction and harmonious coexistence between flexible bodies and fluids in nature, such as the vibration and deformation of flexible plates that disrupt the formation of vortices and continuously absorb energy, this study proposes replacing rigid materials with flexible materials as an aerodynamic measure to improve the flutter stability of bridges. A blunt-body steel box girder suspension bridge with a main span of 2 000 m was selected as the research object, and the vertical plates of the inverted L-plates were replaced with flexible materials for wind tunnel tests. The deformation coefficient reflects the flexibility of a material. Study the vibration suppression effect of flexible aerodynamic measures compared with rigid aerodynamic measures and the influence of thickness parameters, deformation coefficient, and vertical plate dimensionless height of flexible materials on flutter stability. In addition, the influences of flutter derivatives and aerodynamic damping on the flutter stability performance of blunt-body box girder section bridges are discussed. The research results show that when the dimensionless height of the vertical plate is 0.039 and 0.046, the improvement in the critical wind speed of the flutter by the flexible vertical plate is 7.69% and 3.39% higher than that of the rigid vertical plate, respectively. The thickness parameters, deformation coefficient, and vertical plate height of the flexible materials can all affect the flutter stability of bridges. A flexible material thickness parameter of 0.004 achieved good vibration suppression effect. Using the deformation coefficient to reflect the flexibility of the material, a significant improvement in the critical wind speed of the flutter was observed when the thickness parameter is 0.004, and the deformation coefficient is 0.204. The critical wind speed for the flutter increased with the height of the flexible vertical plate, and the best improvement in bridge flutter stability is achieved when the dimensionless height of the flexible vertical plate is 0.046.The impact of flexible aerodynamic measures on flutter stability is mainly manifested in the difference between the A-term aerodynamic damping calculated using the flutter derivative A*2 and the D-term aerodynamic damping calculated using the coupled aerodynamic derivative A*1 and H*3.
  • MU Bao-gang, XIAO Shi-wei, LIU Xiao-dong, HUANG Li-ji, LIU Ming-hu, DENG Hui-yuan, GONG Wei-ming
    China Journal of Highway and Transport. 2025, 38(4): 121-130. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.010
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    With the rapid advancement of construction industrialization, prefabricated diaphragm walls began to be applied in underground engineering due to their characteristics of factory prefabrication, quick on-site assembly, and environmental sustainability. The critical control factor for the strength of prefabricated diaphragm walls was the bending and shear bearing capacity of the joints between the prefabricated wall sections. This study focused on rigid joints with vertical seams employing interlocking steel pipes, where three bending test models and three shear test models were designed, fabricated, and tested through model experiments. The experimental results indicated that the failure mode of rigid joints with interlocking steel pipes under bending was characterized by significant plastic failure. The primary feature of failure was the delamination of the grouting material from the steel pipes in the tension zone, with cracks forming along the seam contour. Theoretical and numerical analyses revealed that the quality of the grouting material in the middle 25% height range of the interlocking area on the tension side was the main controlling factor for joint bending failure. For shear failure, the interlocking steel pipe joints exhibited a brittle failure mode. The shear bearing capacity of these joints was not significantly different from that of cast-in-place joints of the same size. Numerical analysis showed that during shear failure, the shear bearing capacity was primarily supported by the toothed keys and the interlocking steel pipes. The presence of interlocking steel pipes could improve the shear bearing capacity of the components. These experimental results confirmed the applicability of rigid joints with interlocking steel pipes for vertical seams in prefabricated underground diaphragm walls.
  • LI Fu-hai, DING Yi-jun, LI Zhou, XIAO Sai, LIU Geng-yuan, TIAN Yang, ZHOU Yi-yun, ZHOU Yue-cheng
    China Journal of Highway and Transport. 2025, 38(4): 131-144. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.011
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    To address the detrimental pores typically observed during the three-dimensional printing of concrete and the significant anisotropic issues encountered during load bearing, this study investigates the ameliorative effects of various-scale external admixtures (nano-silica, calcium carbonate whiskers, and polypropylene fibers) on the internal porosity and anisotropy of three-dimensionally printed concrete. The three materials are tested at different mixing ratios, and their effects on the anisotropy of three-dimensionally printed concrete are characterized via compressive, flexural, and interlayer bonding-strength tests. The synergistic mechanisms of the three materials at the microscale level are investigated via Energy Dispersive Spectrometer (EDS)and scanning electron microscope (SEM). Experimental results indicate that all three materials improved the workability and anisotropy of the three-dimensionally printed concrete, and that a complementary relationship exists among them. From the early hydration stage to sustained loading failure, all three materials complemented each other; they reduced the anisotropy of the formed object and enhanced the mechanical properties to levels comparable to those of cast-in-place specimens. The optimal dosages of the three materials are 1% nano-silica, 0.2% PP fibers, and 1% calcium carbonate whiskers. In this proportion, three different scales of admixtures progressively filled the nano- to microscale defects and pores within the concrete matrix, thus enhancing the bonding between the fibers and matrix. This facilitates the optimal utilization of two different scales of fibers at various loading stages, thereby significantly improving the density and mechanical properties of the three-dimensionally printed concrete.
  • LIU Guo-kun, YAN Dong-huang, WANG Wen-xi, LI Xiao-hua
    China Journal of Highway and Transport. 2025, 38(4): 145-157. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.012
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    In order to study the mechanical performance of the box girder of a prestressed concrete cable-stayed bridge subjected to strong torsional damage, a large-scale main girder scale model with a similarity ratio of 1∶4 was produced based on the cable broken condition of a real bridge. According to the principle of stress equivalence, axial force, shear force and torque load are applied to the model beam to simulate the stress state of the main beam after the cable is broken in the bridge. The strong torsional damage performance of the main girder after the cable was broken was studied. The torsional bearing capacity of the box girder after damage and the compression and bending mechanical properties after the cable force was restored were evaluated based on the finite element model. Finally, fatigue performance and compression-bending failure tests were conducted on the reinforced model beams. The durability performance and ultimate bending capacity of damaged reinforced main beams under long-term load was investigated. to verify the applicability of commonly used specifications in the analysis of bending capacity after reinforced concrete box beams was verified. The research results show that the crack width, spacing and angle of the model beam subjected to strong torsional damage are similar to the height of the real bridge. The measured torsional deformation of the model beam is in good agreement with the calculated torsional deformation and the torsional deformation of the control section of the real bridge. The cable breaking torsional moment of the practical bridge and the ultimate torsional moment of that the model beam was simulated. Under the condition that the cable of the real bridge is broken, the maximum torsional load on the bridge is approximately 75% of ultimate bearing capacity of the beam. After the cable force was restored, the bending stiffness of the main beam decreased. However, the impact on the system stiffness was limited. The fatigue resistance of the model beam after reinforcement was better than that of the undamaged beam section; the bending ultimate bearing capacity of the model beam after fatigue loading still complied with the specification. The calculated values of the flexural ultimate bearing capacity and deflection according to various codes are all relatively close to the measured results, basically reflecting the deformation performance of the box girder under normal service limit states.
  • Tunnel Engineering
  • LIU Xian, BAI Hai-wen, ZHANG Fan, LAI Peng-bang, ZHANG Bang-chao, YE Yu-hang
    China Journal of Highway and Transport. 2025, 38(4): 158-170. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.013
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    A full-scale experimental study was conducted on a large-diameter shield tunnel using C-T fast-slide connectors, which generated significant internal forces inside the tunnel and different axial forces and bending moments at different joint positions under non-uniform soil and water pressure. Two types of longitudinal joints with single and double row C-T connectors were designed to accommodate the characteristics of large internal forces and thick segments in large-diameter shield tunnels. The bearing performance and applicability of these joints were thoroughly studied through experiments. In addition, various eccentricity tests were designed for different combinations of axial force and bending moment to quantitatively explore the mechanical behavior of two types of C-T fast-slide connector joints under different eccentricities. Lastly, the stress evolution characteristics, failure modes, and stress mechanisms of the two types of joints were compared and discussed. The results show that: ① the C-T fast-slide connector joint mainly has self coordination stage, elastic deformation stage, and elastic-plastic deformation stage during the entire stress process; ② The influence of eccentricity on the force on the joint can be summarized by an exponential decreasing function; ③ The stress state of the connectors and the action of the embedded parts on the surrounding concrete are key factors affecting the bearing performance of single row C-T connector joints and double row C-T connector joints, and the failure modes of the two types of joints are different; ④ The bearing capacity and rotational stiffness of the double row C-T connector joint are greater than those of the single row C-T connector joint, but the ductility is relatively small. Through the exploration of the entire process force mechanism of C-T type longitudinal joint mentioned above, guidance and data support are provided for further improving the application of C-T type longitudinal joint quick joints in large-diameter shield tunnels.
  • FENG Kun, ZHAO Yan-lei, LIU Yi-teng, ZHAO Han, BAI Zhong-kun
    China Journal of Highway and Transport. 2025, 38(4): 171-185. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.014
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    With the continuous development of shield tunnels toward larger diameters and greater burial depths, conventional joints that rely solely on bolt connections may not meet the deformation limits and bearing capacity requirements of the overall tunnel lining structure. Studying the mechanical behavior and bearing capacity of high-strength joints is therefore crucial. This paper introduces a high-strength ladle interlocking segment joint and establishes a three-dimensional refined numerical model for this joint type. The bending resistance of the segment joint under various axial forces and its shear resistance under different longitudinal forces were calculated. The stress distribution, changes in mechanical parameters, and damage analysis of the segment joint were also conducted. Furthermore, a full-scale test was performed to assess the failure mode of the joint. The damage evolution results from the numerical simulation were compared with the failure mode observed in the full-scale test. The results show that the primary stress location of the steel-enclosed occlusive joint is the outer steel plate in the compression zone during bending. The main stress and damage areas during shearing are the steel plates on both sides of the circumferential joint surface and the concrete at the interlocking position. In the large axial force positive bending test, the interface between the concrete and steel plate on the compression side of the joint is damaged. In the small axial force negative bending test, the bonding surface between the concrete and the steel plate on the tension side of the joint is damaged. In the shear and reverse shear tests, horizontal and parallel cracks appear on the joint surface, respectively. The steel plate effectively reduces the contact stress between the concrete and improves the strength of the joint. For this joint type, the spacing of the reinforced rib plates can be increased to ensure closer contact between the connection sleeve and the concrete. As the bolt force in this joint type is minimal, the strength grade of the bolt can be reduced to optimize engineering costs. Additionally, the spacing between the partitions can be increased to ensure proper vibration and compaction of the concrete during pouring. Shear connectors can be installed to further optimize the connection performance of the steel-concrete interface.
  • LI Xue, WANG Shuo, AI Wen-sen, DING Ying-ying, CHEN Hao
    China Journal of Highway and Transport. 2025, 38(4): 186-200. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.015
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    In this study, a linear active disturbance rejection control (LADRC) ventilation system is proposed for longitudinal ventilation systems of long highway tunnels to achieve real-time control of smoke from fires of varying scales. The system coupled the LADRC algorithm with three-dimensional CFD numerical simulations using ANSYS Fluent software to establish a numerical simulation model of a 202-meter-long tunnel. By analyzing the smoke temperature characteristics and propagation patterns for fire sources with different heat release rates, the longitudinal ventilation speed was controlled in real time to manage the backlayering length of the fire smoke. The control parameters of the LADRC ventilation system were determined for different fires with heat release rates ranging from 2-30 MW. The longitudinal ventilation speed and smoke temperature above the fire source were monitored to obtain the steady-state time and backlayering length. The LADRC ventilation system has the following characteristics: ① It uses a linear function as the new negative feedback quantity and outputs the longitudinal ventilation speed in real time according to the fire spread, quickly controlling the backlayering length of the smoke within a smaller range. ② It can reach a stable state within 40 s. Compared to the proportional-integral-derivative (PID) control system, the LADRC system reached steady-state earlier by an average of 12.14 s, which is a reduction of 28.31%, with more significant advantages as the fire scale increased. ③ At steady state, the LADRC ventilation system can control the smoke backlayering length within 5 m upstream of the fire source, as opposed to the 10 m with the PID ventilation control system. For fires of varying scales, the LADRC system demonstrated better control of the smoke backlayering phenomenon, with an average backlayering length reduction of 2.75 m, which is more favorable for tunnel fire evacuation.
  • Traffic Engineering
  • REN Yuan-yuan, ZHAO Lan, ZHEGN Xue-lian, LI Xian-sheng, SHI Lei, XI Jian-feng
    China Journal of Highway and Transport. 2025, 38(4): 201-217. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.016
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    In hierarchical automated driving systems, perception, cognition, decision planning, and control execution modules operate interdependently within a closed-loop framework, with the cognition module serving as a critical interface between perception and decision-making. To ensure safe and efficient navigation in highly dynamic and complex environments, autonomous vehicles must accurately interpret and predict the behaviors of dynamic and static objects in their surroundings while also quantifying and assessing potential risk scenarios. Although risk quantification and assessment are not independent modules within the automated driving system, these processes provide indispensable data for safe and seamless behavior decision-making and path planning. This paper presents a novel method for quantifying driving risks to inform the behavior decision-making process of autonomous vehicles. The proposed method evaluates diverse environmental risk factors from a vehicular driving perspective and examines driving risks through dimensions such as vehicle stability, vehicle-to-vehicle interactions, and traffic violations. Additionally, it establishes a mapping framework between vehicle motion states and driving risks, employing the entropy weight method to develop a weight-variable comprehensive driving risk quantification model. To validate and demonstrate the application of this model, a multi-vehicle joint simulation platform was constructed using SCANeR and driving simulators. Validation results show that the model's risk quantification aligns closely with the observed motion states of vehicles. When integrated into the vehicle's behavior decision-making process, the model successfully quantified the risks of alternative maneuvers and selected behavior options based on a risk minimization principle. In 89% of 100 vehicle cut-in scenarios, the model's decisions were consistent with human driving habits. Thus, the proposed risk quantification method proves to be both robust and practical. By comprehensively addressing the influence of diverse risk factors on driving safety, it enhances the cognitive capabilities of autonomous vehicles in dynamic and high-speed environments, thereby providing a solid foundation for safe decision-making.
  • MA Fei, REN Wei, SHANG Zhen, SUN Qi-peng, XU Gang-yan, WANG Jia-bin
    China Journal of Highway and Transport. 2025, 38(4): 218-238. https://doi.org/10.19721/j.cnki.1001-7372.2025.04.017
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    The road-rail intermodal transport system is a hypernetwork coupling system composed of multiple elements with major vulnerability characteristics. Constructing a coupling model of embrittlement factors in road-rail intermodal transport for general cargo containers and analyzing the evolution process of the coupling effect of embrittlement factors can help reduce the comprehensive risks associated with the road-rail intermodal transport system. Herein, the stages of the road-rail intermodal transport system subjected to embrittlement factor perturbation are classified from the perspective of the vulnerability characteristic elements. Moreover, the coupling role of the two levels of embrittlement factors in the road-rail intermodal transport system is analyzed at each stage based on the hypernetwork theory. The NK model and system dynamics were used to construct the NK-HN-SD coupling evolution model, human, machine, environment, and management coupling levels of the primary embrittlement factors were quantified, and the coupling process of the secondary embrittlement factors was described. To achieve these aims, 2 185 road-rail intermodal transport accidents from 2013 to 2023 were used examples, and the coupling evolution model was applied to analyze the single-, two-, and multifactorial coupling of the two levels of embrittlement factors. Scenario simulations were performed in terms of factorial weights and coupling coefficients to explore the coupling evolution mechanism of embrittlement factors of intermodal transport. The results of the study show that regarding the different vulnerability characteristics of the elements stage, the “human-machine-environment-management” coupling value (which is most important during the exposure stage) is the highest, coupling value is 0.371 5, sensitivity stage of the three stages of the embrittlement factor coupling effect is the weakest, and the coupling is mainly triggered by the human factor. Additionally, the management factor plays a key role in the global coupling of the embrittlement factors of intermodal transport during the stages of all characteristic elements, local coupling of the management factor and other embrittlement factors has a profound impact on the global coupling evolution, and the coupling effect of embrittlement factors of intermodal transport is affected by the factor weights and coupling coefficients. The coupling effect of embrittlement factors in road-rail transport is affected by the factor weights and coupling coefficients, and the prevention and control of coupling risk should concurrently consider the characteristics of the embrittlement factors and local coupling effect.